Wartsila 18V46 Operations and Maintenance Manual
Wartsila 18V46 Operations and Maintenance Manual
Wartsila 18V46 Operations and Maintenance Manual
The official and latest version is always found in Wärtsilä Online: https://online.wartsila.com
Offline copy downloaded from Wärtsilä Online 25 Jan 2023 by Mechanical OSPGC, One Subic Power Generation Corp.
This manual is intended for personnel operating and maintaining the engine. The manual
contains technical data, maintenance instructions and instructions for correct and
economical operation of the engine. It also contains instructions for personal protection and
first aid, as well as instructions for handling fuel, lubricating oil and cooling water additives
during normal operation and maintenance work.
The reader is assumed to have basic knowledge of engine operation and maintenance. Such
information is therefore not provided in this manual.
The supplementary spare part catalogue includes sectional drawings or exterior views of all
components (partial assemblies).
Wärtsilä engines are equipped as agreed on in the sales documents. This manual may
contain descriptions of components that are not included in every delivery. No claims can
therefore be made on Wärtsilä on the basis of the contents of this manual.
The system diagrams (fuel system, lubricating oil system, cooling water system and so on)
included in this manual are only indicative and do not cover every installation. For detailed
system diagrams, see the installation-specific drawings in the Attachments.
The latest operation and maintenance manual, spare part catalogues and service bulletins
for your installation are available in electronic format at Wärtsilä Online. To register for
access, email notifications and document updates in English, please contact Wärtsilä.
To optimise performance and safety, use only original Wärtsilä spare parts. Not using
original Wärtsilä spare parts will void the warranty.
Some engine parts are marked with an International Maritime Organization (IMO) code.
At Wärtsilä Online, you can request quotations, place spare part orders 24/7, view your order
and quotation history, and track and trace deliveries. Information on spare parts is also given
in the spare parts catalogue which is published separately from this manual.
To identify the engine correctly, please supply the product type and product
number when ordering spare parts or when communicating with Wärtsilä. This
information can be found on the engine nameplate.
All Wärtsilä products come with global support and all our customers can contact Wärtsilä
with any operative questions or needs related to any Wärtsilä products and services.
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The purpose of a service bulletin is to provide updated and new information on products and
services.
The service bulletin action codes facilitate the judgement of the matter’s urgency. See the
table below.
An attention sign draws extra attention in case of a service bulletin meant for immediate
attention.
For services, spare parts and/or tools, please contact your nearest Wärtsilä representative or
log in to Wärtsilä Online: wartsila.com/wartsila-online.
If you do not have the contact details at hand, please follow the link: wartsila.com/contact.
● Read this manual carefully before starting to operate or maintain the engine.
● Keep an engine log book for every engine.
● Observe utmost cleanliness and order in all maintenance work.
● Before dismantling, check that all concerned systems are drained and the pressure is
released. After dismantling, immediately cover holes for lubricating oil, fuel oil, and air
with tape, plugs, clean cloth or similar material.
● When replacing a worn out or damaged part with a new one, check for markings on the
old part, for instance, identification marking, cylinder or bearing number, and mark the
new part with the same data at the same location. Enter every exchange in the engine log
along with the reason for the exchange clearly stated.
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● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. You can find the measurement records in Chapter 09 Installation-
specific data.
● In marine applications, all changes which may influence the NOx emission of the engine,
for instance, change of components and engine settings, must be recorded in the Record
Book of Engine Parameters according to Annex VI to MARPOL 73/78.
● During assembly, check that all bolts, screws and nuts are tightened and locked
according to the instructions in this manual.
● After assembly, check that all shields and covers are fully functional, in their places and
closed.
● A safety data sheet must be available for all chemicals handled when operating or
maintaining the engine.
The most important terms used in this manual are explained below.
Cylinder designation
According to ISO 1204 and DIN 6265, the cylinder designation begins at the driving end.
1
6
5
3
4
3
2
1
2
4
5 6
In a V-engine the cylinders in the left bank, seen from the driving end, are termed A1, A2,
and so on, and in the right bank B1, B2 and so on.
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1
B6 3
A6 B5
A5 B4
A4 B3
A3 B2
A2 B1
A1
5 6 4
2
Rotational direction
Clockwise rotation: looking at the engine from the driving end, the crankshaft rotates
clockwise.
Counterclockwise rotation: looking at the engine from the driving end, the crankshaft rotates
counterclockwise.
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Main bearings
The shield bearing (nearest the flywheel) is No. 0, the first standard main bearing is No. 1,
the second No. 2, and so on.
N 3 2 1 0
00
00
N 3 2 1 0
Camshaft bearings
For designations, see Fig 00-4.
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Read this manual before installing, operating, or servicing the engine and related equipment.
Failure to follow the instructions can cause personal injury, loss of life, or damage to
property.
Use proper personal protective equipment (PPE), for example, gloves, hard hat, safety
glasses and ear protection under all circumstances. Missing, unsuitable or defective safety
equipment may cause serious personal injury or loss of life.
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all necessary
measures to minimise or eliminate the risk of equipment being damaged by ESD.
WARNING
The engine contains hot surfaces, hot liquids and moving parts.
Death or serious injuries may result.
● Avoid staying close to the crankcase covers or hot surfaces such as the insulation box
or the turbocharger, unless you are performing daily maintenance or engine supervision.
This manual contains different kinds of notes emphasised with symbols. Read them
carefully. They contain warnings of possible danger or other information that you must take
into consideration when performing a task.
Wärtsilä selected the ANSI Z535.6 regulation as the new standard for safety messages. A
new set of safety messages will be used according to the international standard and it can
coexist with the previous during a transitional interval while the documentation is being
updated.
The new set of safety messages can be identified as below with their meaning.
DANGER
Danger indicates a hazardous situation that, if not avoided, will result in death or serious
injury.
WARNING
Warning indicates a hazardous situation that, if not avoided, could result in death or serious
injury.
CAUTION
Caution indicates a hazardous situation that, if not avoided, could result in minor or
moderate injury.
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NOTICE
Notice indicates information considered important but not hazard-related, for example
messages related to property damage.
Some chapters have the safety messages as for ANSI standard, while others continue to
have the previous, as defined below, until the update.
WARNING
Warning means there is a risk of personal injury.
WARNING - ELECTRICITY
Electricity warning means there is a risk of personal injury due to electrical
shocks.
CAUTION
Caution means there is a risk of damaging equipment.
NOTE
Note contains important information or requirements.
The table below lists general hazards, hazardous situations and events which are to be
noticed during normal operation and maintenance work. The table also lists the chapters in
this manual which are concerned with the respective hazard.
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● Running the engine without covers and coming in contact with moving parts
● Touching pump parts during an unintentional start of electrically-driven pump motor
● Turbocharger starting to rotate due to draft if not locked during maintenance
● Thrusting a hand into the compressor housing when the silencer is removed and the
engine is running
● Unexpected movement of valve or fuel rack(s) due to a broken wire or a software/
hardware failure in the control and monitoring system
● Unexpected movement of components
● Rotating the crankshaft with the turning device during maintenance work
● Accidental crankshaft rotation if the turning device is not engaged during maintenance
work, for instance, because it has been removed for overhaul
● Mechanical breakage (for example of a speed sensor) due to incorrect assembly of the
actuator to the engine or faulty electrical connections
● Ejection of parts due to an unintentional activation of the starting air system
● Ejection of parts due to components or tools left inside the engine
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NOTICE
All electronic equipment is sensitive to electrostatic discharge (ESD).
● Take all necessary measures to minimise or eliminate the risk of equipment being
damaged by ESD.
It is important that the welder is familiar with the welding safety instructions and knows how
to use the welding equipment safely.
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DANGER
Electrical shock can cause death.
● Wear dry, hole-free gloves. Change the gloves when necessary to keep them dry.
● Do not touch electrically hot parts or the electrode with bare skin or wet clothing.
● Insulate the welder from the work piece and ground using dry insulation, for example, a
rubber mat or dry wood.
● If the area is wet and the welder cannot be insulated from the work piece with dry
insulation, use either a semi-automatic, constant-voltage welding machine or a welding
stick with a voltage reducing device.
● Keep the electrode holder and cable insulation in good condition. Do not use them if the
insulation is damaged or missing.
DANGER
Fumes and gases can cause death or serious injury.
● Use ventilation or exhaust fans to keep the working area clear and comfortable to
breathe in.
● Wear a welding mask and position your head so that you minimise the amount of fumes
you inhale.
● Read the warnings on the electrode container and material safety data sheet (MSDS)
for the electrode.
● Provide additional ventilation or exhaust fans if special ventilation is required.
● Take special care when welding in a confined area.
● Do not weld with inadequate ventilation.
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DANGER
Welding sparks can cause fire or explosion.
Death or serious injury is possible.
● Do not weld containers that have held combustible materials. Check the containers
before welding.
● Remove flammable material from the welding area or shield them from sparks and heat.
● Keep a fire watch in the welding area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear a fire retardant hat and clothing.
● Use ear protection when welding overhead.
DANGER
Arc rays can burn eyes and skin.
● Select a filter lens which is comfortable for you while welding.
● Always use a welding mask when you weld.
● Provide non-flammable shielding to protect others.
● Wear clothing which protects your skin while you weld.
DANGER
Fumes and gases can cause death or serious injury.
Electrical shock can cause death.
● Ensure adequate ventilation, especially if the electrode requires special ventilation or if
the welding causes gas formation that displaces oxygen.
● If the welder cannot be insulated from the piece to be welded and the electrode, use
either a semi-automatic, constant-voltage welding machine with a cold electrode or a
welding stick with a voltage reducing device.
● Provide the welder with a safety person and plan a method for retrieving the welder from
the enclosure in case of an emergency.
● Ensure protective screens for others close to the working area.
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Always check the welding current path. There should be a direct route from the welding point
back to the return connection of the welding equipment.
The main current always flows along the path of least resistance. In certain cases, the return
current can therefore go via grounding wires and electronics in the control and monitoring
system. To avoid this, the distance between the welding point and the return connection
clamp of the welding equipment should always be as short as possible. It must not include
electronic components.
Pay attention to the connectivity of the return connection clamp. A poor connection may
cause sparks and radiation.
NOTICE
The welding current and the arc emit a wide electromagnetic radiation spectrum.
This may damage sensitive electronic equipment.
● Keep all cabinets and terminal boxes closed during welding.
● Protect sensitive equipment by using shielding with a grounded (earthed) conductive
plate.
● Avoid having the welding equipment cables running in parallel with wires and cables in
the control and monitoring system. The high welding current can easily induce
secondary currents in other conductive materials.
Welding splatter is commonly flying from the welding arc. Few materials withstand the heat
from this splatter. Therefore all cabinets and terminal boxes should be kept closed while
welding. Sensors, actuators, cables and other equipment on the engine must be properly
protected.
Welding splatter can also be a problem after it has cooled down, for example, it may cause
short-circuits, or leaks.
NOTICE
All electronic equipment is sensitive to electrostatic discharge (ESD).
● Take all necessary measures to minimise or eliminate the risk of equipment being
damaged by ESD.
Take the following precautions before welding in the vicinity of a basic engine control unit
(ECU) system:
Procedure
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3 Protect, if possible, cables, sensors and other equipment from splatter with a proper metal
sheet.
Take the following precautions before welding in the vicinity of a WECS 2000 control system:
Procedure
4 Protect, if possible, protect cables, sensors and other equipment from splatter with a proper
metal sheet.
Take the following precautions before welding in the vicinity of a WECS 3000 control system:
Procedure
4 Protect, if possible, cables, sensors and other equipment from splatter with a proper metal
sheet.
Postrequisites
CAUTION
Do not connect the welding apparatus return line to the aluminium profile containing
cylinder control unit (CCU), knock detection unit (KDU) and ignition modules. The profile is
used as a common ground for these modules.
Take the following precautions before welding in the vicinity of a WECS 7000 or 8000 control
system:
Procedure
2 Disconnect all connectors of any electronic modules and connection interface boxes (CIB)
located close to the welding point (approximately within a radius of 2 m).
4 Disconnect any harnesses of the engine and the control system cabinet.
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5 Protect cables, sensors and other equipment from splatter with a proper metal sheet as far
as possible.
Take the following precautions before welding near control and monitoring system
components:
Procedure
4 Protect cables, sensors and other equipment from splatter with a metal sheet.
● Ensure that the lifting equipment (gantry crane, longitudinal rail and tackle) is certified, in
good condition and has the capacity to lift the components.
● Use only approved chains and slings that are in good condition and suitable for work.
● Be aware of the component's centre of gravity when lifting. Using correct lifting devices
ensures that the centre of gravity is in the correct position during the lifting procedure.
● When lifting the baseframe, use the baseframe's lifting eye bolts.
● If necessary, use barriers to prevent people from entering the lifting area.
● All fuels, most lubricants and many chemicals are flammable. Always read and refer to
the instructions on the packaging. Fuel or oil that spills on hot surfaces or electrical
components can ignite.
● Scheduled maintenance is important for fire protection. Inspect the fuel and lubricating oil
pipes and connections regularly. Ensure that the screws and clamps are correctly
tightened. Replace leaking seals.
● Fuel and oil-soaked rags can self-combust. Keep fuel and oil-soaked rags and other
combustible materials in a fireproof container.
● Do not smoke in the engine room or near the fuel tanks, or when refuelling and adding oil.
● After maintenance, install all the engine covers before starting the engine.
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WARNING
At operating temperature, the engine and its components are hot.
There is always a risk of burns when working on a hot engine.
● Ensure all the engine covers and insulation are in good condition.
● Do not operate the engine if the insulation on the hot surfaces is not in good condition.
All components on WÄRTSILÄ® products have a minimum risk of fire. They meet or exceed
all the requirements of the legislation, and for marine engines the requirements of SOLAS
(Safety of Life at Sea).
Fuel oils, lubricating oils, cooling water additives and adhesives are environmentally
hazardous. Take great care when handling these products or systems that contain them.
Fuel oils are mainly non-volatile burning fluids, but they may also contain volatile fractions
and present a risk of fire and explosion.
The fuel oils may cause long-term harm and damage in water environments and
contaminate the soil and ground water.
Prolonged or repetitive contact, for example, of polyaromatic hydrocarbons with the skin may
cause irritation and increase the risk of skin cancer. Fumes that are irritating to the eyes and
respiratory organs, such as hydrogen sulphide or light hydrocarbons, may be released
during loading or bunkering.
● Isolate the fuel oils from ignition sources, such as sparks from static electricity.
● Avoid breathing evaporated fumes, for instance, during pumping and when opening
storage tanks. The fumes may contain toxic gases, for instance, hydrogen sulphide. Use
a gas mask if necessary.
● Keep the handling and storage temperatures below the flash point.
● Store the fuel in tanks or containers designed for flammable fluids.
● When fuel is stored for a long time, there is a risk that bacterial action has formed
methane gas in the fuel tank. Methane gas may cause an explosion, for instance, when
fuel is unloaded and when opening the storage tanks. There is a risk of suffocation when
entering storage tanks.
● Do not release fuel into sewage or water systems or onto soil.
● Cloth, paper or any other absorbent material used to soak up spills is a fire hazard. Do
not allow the combustible waste to accumulate. Keep the waste in closed containers and
dispose of safely.
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● Dispose of any waste that contains fuel oil according to directives issued by the local or
national environmental authorities. The waste is hazardous. Collection, regeneration and
burning should be handled by authorised disposal plants.
● It is important that you are familiar with the fuel system and its safe containment process.
Respiratory protection Wear a respirator with a combined particle and gas filter to protect
against oil mist.
Wear a respirator with inorganic gas filter to protect against
evaporated fumes (for example hydrogen sulphide).
Hand protection Wear strong, heat and hydrocarbon resistant gloves (nitrile rubber for
example).
Skin and body protection Wear facial screen and covering clothes as required.
Use safety footwear when handling barrels.
Wear protective clothing if a hot product is handled.
Skin contact If the oil was hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as they disperse the oil and may cause skin
absorption.
Remove contaminated clothing.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, for at least 15 minutes.
Seek medical advice.
If possible, keep rinsing until an eye specialist has been reached.
Natural gas is non-toxic and will not harm anyone breathing in the low concentrations near
minor fuel leaks. Heavy concentrations, however, can cause drowsiness and eventual
suffocation.
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In a gas engine installation, gas may be dangerous. Particularly serious are fires and
explosions, caused by gas leakage into the engine room, and explosions caused by
unburned gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment and environment from
damage. Damage is caused by the shock wave and the burning effect of the expanding and
partly burning gases. Damage can be avoided by preventing pressure build-up in equipment
and extracting the released gas to an open area.
Fresh lubricating oils are normally not particularly toxic but they should be handled with care.
Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbon) compounds. Prevent the lubricating oils from entering the
environment since there is a risk of long-term contamination of the soil and the ground water.
WARNING
Empty packaging may contain flammable or potentially explosive vapours.
Burns are possible.
● Ensure adequate ventilation if there is a risk of vapour, mist or aerosol build-up. Do not
breathe vapours, fumes or mist.
● Keep the oil away from flammable materials and oxidants.
● Keep the oil away from food and drinks. Do not eat, drink or smoke while handling
lubricating oils.
● Use only equipment (containers, piping, etc.) that is resistant to hydrocarbons. Open the
containers in well-ventilated surroundings.
● Immediately take off all contaminated clothing.
● Cloth, paper or any other absorbent material used to soak up spills is a fire hazard. Do
not allow the combustible waste to accumulate. Keep the waste in closed containers
and dispose of it safely.
● Dispose of any waste that contains lubricating oil according to the directives issued by
the local or national environmental authorities. The waste is hazardous. Collection,
regeneration and burning of the waste should be handled by authorised disposal plants.
Hand protection Use impermeable and hydrocarbon resistant gloves (nitrile rubber for
example).
Skin and body protection Wear facial screen and covering clothes as required.
Use safety footwear when handling barrels.
Wear protective clothing when handling hot products.
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Skin contact Wash immediately with plenty of water and soap or cleaning agent.
Do not use solvents as they disperse the oil and may cause skin
absorption.
Remove contaminated clothing. Seek medical advice if irritation
develops.
Eye contact Rinse immediately with plenty of water, and continue for at least 15
minutes.
Seek medical advice.
Ingestion Do not induce vomiting, as this may cause aspiration into the
respiratory organs.
Seek medical advice immediately.
Aspiration of liquid product If aspiration into the respiratory organs is suspected (during vomiting
for example) seek medical advice immediately.
WARNING
Cooling water additives are toxic.
● Do not swallow the water.
Concentrated product may cause serious toxic symptoms, pain, dizziness and headache.
Significant intake results in greyish/blue discoloration of the skin and mucous membranes,
and a decrease in blood pressure. Skin and eye contact with the undiluted product can
produce intense irritation. Diluted solutions may be moderately irritating.
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Hand protection Wear rubber gloves (for example PVC or natural rubber).
Skin and body protection Wear protective clothing and take care to minimise splashing.
Use safety footwear when handling barrels.
00.12.4.3 First aid measures for accidents with cooling water additives GUID-D7C5B919-7539-4104-9766-8932578361D6 v6
DANGER
Choking hazard
● Never give anything by mouth to an unconscious person as this will block the airway
and cause choking.
Inhalation In the event of overexposure to spray mists, move the victim to fresh
air.
Keep the victim warm and lying still. If the effects persist, seek medical
advice.
Eye contact Rinse immediately with plenty of clean water and seek medical advice.
If possible, keep rinsing until an eye specialist has been reached.
Ingestion Rinse the mouth with water and seek medical advice immediately.
If conscious, make the victim drink milk, fruit juice or water.
Do not induce vomiting without medical advice.
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See the safety instructions before starting to overhaul the exhaust gas system or
engine components that have been in contact with exhaust gases.
00.12.6.1 Precautions for handling fly ashes and exhaust gas dust GUID-42427A00-BD89-456A-90AE-351461D4D0A7 v4
When handling fly ashes, exhaust gas dust or contaminated components, observe the
following requirements and precautions:
● Avoid inhaling or swallowing fly ashes and exhaust dust. Prevent contact with the skin
and eyes.
● Avoid spreading and spilling the fly ashes and exhaust gas dust to the environment.
● Take measures to avoid spreading the dust in the surrounding area when opening the
manholes of the exhaust gas system, especially the selective catalytic reduction (SCR)
system (if included). Avoid spreading dust when handling exhaust gas system
components.
● Bulk material can be disposed of at an appropriate facility, in accordance with local
regulations.
Ensure adequate ventilation when collecting the dust from the machining or cleaning of
the components.
● Apply appropriate disposal instructions for exhaust gas dust spillage. The dust collected
from the exhaust gas system must be considered as hazardous waste. It must be treated
according to the local regulations and legislation.
CAUTION
Fly ashes and gas dust deposit on surfaces.
● Use proper protection also when machining or cleaning engine components that have
been in contact with exhaust gases.
00.12.6.3 First aid measures for fly ash and exhaust gas accidents GUID-6AEEAECC-80D5-4927-8133-9F21B438443D v5
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Skin contact If the ash is hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as they disperse the ash and may cause skin
absorption.
Remove contaminated clothing.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water for at least 15 minutes and
seek medical advice.
If possible, keep rinsing until an eye specialist has been reached.
Lead has valuable lubricating properties and is therefore incorporated into many bearing
alloys.
The bearings in Wärtsilä engines may contain lead and are therefore toxic. Bearings that are
to be scrapped and contain lead must be disposed of according to the local authority
regulations.
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Grinding dust
When burned, dust and particles originating from grinding or abrasion (wear) of fluoride
rubber may form toxic degradation products. Smoking is therefore prohibited in areas where
fluoride rubber dust and particles are present.
In case of fire
When burned, fluoride rubber can form toxic and corrosive degradation products. These
include, for example, hydrofluoric acid, carbonyl fluoride, carbon monoxide, and carbon
fluoride fragments of low molecular weight.
When handling the highly corrosive remains of burnt fluoride rubber, wear impenetrable acid-
proof gloves to protect your skin. Appropriate glove materials are neoprene or PVC. All liquid
remains are extremely corrosive.
Burning (incinerating) fluoride rubber is allowed only when approved incinerators equipped
with gas emission reduction systems are used.
00.12.8.3 First aid measures for accidents with fluoride rubber products GUID-F4AF7C2C-3B3F-46B9-8CA4-BCF8A2F0FC4E v6
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WARNING
Hexavalent chromium (Cr(VI)) is a toxic form of the element chromium and is a recognised
human genotoxic carcinogen.
Exposure to Cr(VI) may cause serious health effects, such as lung cancer or other chronic
lung disease if breathing airborne Cr(VI), irritation or damage to the nose, throat and lungs
if inhaling Cr(VI), and irritation or damage to the eyes and skin if Cr(VI) contacts these
organs.
● Follow all the recommended safety precautions related to Cr(VI).
WARNING
Hot work may also cause Cr(VI) to form.
● Identify the possible risks for Cr(VI) formation.
● Before starting the work, follow all the recommended safety precautions related to
Cr(VI).
For the latest safety information related to hexavalent chromium, see bulletin
WS00Q563.
Cr(VI) residue may be found on exhaust system components, exhaust insulation box panels,
and turbocharger components.
There is a risk of hexavalent chromium formation when the following three conditions are
simultaneously fulfilled:
● A product that contains calcium compounds is present.
Calcium can occur in various forms, but is most likely to be found as an ingredient of anti-
seize lubricants or in calcium-based insulation.
● The temperature is over 400°C.
● Chromium steel is present and in contact with the calcium product.
To avoid the formation of hexavalent chromium in high-temperature conditions, use an
alternative anti-seize product that does not contain calcium compounds in a reactive form,
(for example, calcium oxide, calcium hydroxide, or calcium fluoride) and that is suitable for
high-temperature conditions, for example Molykote Cu-7439 Plus or Klüber Paste HEL
46-450.
The calcium pyrophosphate in Klüber Paste HEL 46-450 has not shown to form
CR(VI).
● Always follow the prescribed administrative and personal protective measures when
working on the exhaust gas system on the engine and on components after the engine
that have an operating temperature of 400°C or higher.
● Swab test kits for identifying Cr(VI) must be available at the site before the work is
started.
● Be aware of potential Cr(VI) contaminants (yellowish or whitish in colour).
00-20221102-W46W50-01b 00 - 25
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Also read and follow local legislations and user instructions, material safety data
sheets (MSDS), and international chemical safety cards (ICSC).
● Take great care when handling hazardous substances.
DANGER
Choking hazard
● Never give anything by mouth to an unconscious person as this will block the airway
and cause choking.
00 - 26 00-20221102-W46W50-01b
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Doc. Name Use of glycol in cooling water for Wärtsilä 4-ststroke engines
Doc. ID DMTA00044163 Revision -
Date 27.05.2021
WÄRTSILÄ® 20, WÄRTSILÄ ® 25, WÄRTSILÄ® 26, WÄRTSILÄ® 31, WÄRTSILÄ® VASA 32,
WÄRTSILÄ® 32, WÄRTSILÄ® VASA 34, WÄRTSILÄ® 34, WÄRTSILÄ® 38, WÄRTSILÄ® 46,
WÄRTSILÄ® 46F, WÄRTSILÄ® 46TS, WÄRTSILÄ ® 50 AND WÄRTSILÄ® 64 ENGINE TYPES
Contents
1. Use of glycol in cooling water for Wärtsilä 4-stroke engines ......................................................1
2. 4-stroke diesel engines with LT charge air coolant as derating parameter and/or fixed LT water
temperature........................................................................................................................................1
3. Engines with receiver temperature as derating parameter and/or variable LT water
temperature to engine (example SG, DF on gas and all 2-stage turbo charged engines).................4
3.1 Indication of how much lower LT water temperature to engine is required due to glycol........4
For requirements on water quality and additives, refer to separate document available in
engine manuals.
Doc. Name Use of glycol in cooling water for Wärtsilä 4-ststroke engines
Doc. ID DMTA00044163 Revision -
Date 27.05.2021
The actuated LT thermostat is keeping a fixed set-point into LT charge air cooler and
increased typically only if charge air dew point control is implemented and humid conditions.
Alternatively, a self-actuated thermomechanical valve is keeping a constant temperature at
the engine LT water outlet (typical location of this valve type), thus engine inlet temperature
is varying according to load.
Maximum LT-circuit glycol content is 60%, no relevant reduced heat transfer for glycol
content below 20%.
For LT-circuit glycol content above 20% an offset is applied to the K2-derating factor (derating
from charge air coolant temperature) according to the table and charts below. This offset is
applied to compensate for the increased charge air cooler pinch point when using glycol. The
degree of offset is greater for engines with 1-stage CAC, due to a higher sensitivity to glycol.
2-stage 1-stage
CAC CAC
glycol
in Tref* in Tref*
content
Doc. Name Use of glycol in cooling water for Wärtsilä 4-ststroke engines
Doc. ID DMTA00044163 Revision -
Date 27.05.2021
Doc. Name Use of glycol in cooling water for Wärtsilä 4-ststroke engines
Doc. ID DMTA00044163 Revision -
Date 27.05.2021
When there is the need to have over 20% glycol in the cooling water circuits, if possible, it is
recommended to have both stages of the charge air cooler in LT-circuit: This help
compensate the lost heat transfer for charge air cooling by feeding colder water to HT charge
air cooler and via that have less work for the LT charge air cooler resulting in a smaller pinch
point temperature (charge air cooling heat split move more from LT charge air cooler to HT
charge air cooer).
LO cooler capacity to be checked when using glycol in the cooling water.
These type of engines control the LT water temperature to achieve the wanted receiver
temperature meaning that if less efficient charge air cooling (due to example glycol), the water
temperature to charge air cooler will automatically be adjusted down trying to maintain the
target receiver temperature.
Maximum LT-circuit glycol content is 60%. Using glycol in the LT-circuit increases the charge
air temperature, which may influence the engine output via example the the Kknock-derating
for SG and DF engines running on gas.
For single stage turbo charged DF-engines in back-up fuel operation (liquid) the engine is
subject to the LT-circuit derating rules stated in section 1.1.
Maximum allowed HT-circuit glycol content is 60%.
LO cooler capacity to be checked when using glycol in the cooling water.
For Energy Business engines, the glycol effect on charge air and lube oil cooling can be
estimated with the calculation tool (Perf Pro). The software has included the derating
calculation also for example Kknock.
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Doc. Name Use of glycol in cooling water for Wärtsilä 4-ststroke engines
Doc. ID DMTA00044163 Revision -
Date 27.05.2021
For Marine Business engines, the challenge with glycol is minor due to that usually cold LT
water is available from the central cooler.
However, if high amount of glycol is required, it is good to check the output and take into
consideration at least gas quality and receiver temperature.
The bellow table is giving indicative penalty on the charge air cooling for 2-stage turbo
charged engine. In other words, the LT temp will be adjusted automatically downwards to be
able to keep the wanted air temperature into high pressure compressor and receiver
temperature.
In the table is also indicative numbers showing how much the lube oil cooling is suffering with
on built lube oil coolers, brazed plate heat exchanger type as in use for W31 and W25 engines
in their standard configuration.
This penalty due to glycol is to be considered for the external cooling water system
dimensioning, especially with radiator cooling system and when glycol kept in cooling water
circuit also during summertime.
* For maintaining target receiver temperature, LT water temperature available to engine to be lowered
** Lube oil cooler reduced performance when LT water order LOC CACs (2nd stage LP, HP)
*** Lube oil cooler reduced performance when LT water routing CACs (2nd stage LP, HP) LOC
If the colder available water to engine can be arranged, the reduced performance of on built lube
oil cooler can be neglected.
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Doc. Name: Cooling water requirements Doc. ID: DMTA00044366 Revision: b 2 (5)
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
Use of raw water produced with an evaporator as well as a good quality tap water will normally ensure that an
acceptable raw water quality requirement is fulfilled, but e.g. untreated sea water and rain water are unsuitable
raw water qualities.
Doc. Name: Cooling water requirements Doc. ID: DMTA00044366 Revision: b 3 (5)
In order to prevent corrosion in the cooling water system, the instructions of right dosage and concentration of
active corrosion inhibitors should always be followed. The information can be found in the table below.
Doc. Name: Cooling water requirements Doc. ID: DMTA00044366 Revision: b 4 (5)
Note 1: For many products the recommended minimum and maximum limits are listed in the table above.
Since the amount of active corrosion inhibitors, especially nitrites, is decreasing during the service
of engines, the engine manufacturer recommends to start the dosage from the upper level of indicated
range.
Note 2: The nitrite content of nitrite-based cooling water additives tends to decrease in use. The risk of local
corrosion increases substantially when nitrite content goes below the recommended limit.
Note 3: Cooling water additive manufacturers can indicate the required nitrite content measured either as
sodium nitrite (NaNO2) or as nitrite (NO2). 1 mg/l as NO2 equals to 1.5 mg/l as NaNO2.
Note 4: Nitrite based cooling water additives are not offering a good protection against corrosion for
aluminium and its alloys and thus the use of such products can’t recommended for cooling systems
containing those construction materials.
Note 5: Different cooling water additives shall not be mixed with each other, but if it is desired to start to use
another cooling water additive, the one being used shall be drained from the system before filling
another product. If the cooling water system is dirty, it shall be flushed with good quality water or if
needed use additional chemicals to remove possible deposits, like grease, oil, rust, etc. Though many
cooling water additives are chemically compatible with each other, these can contain e.g. polymers
which can loosen existing deposits from the cooling water system. When the loose deposits become
suspended in the cooling water, they can attach to engine component surfaces, e.g. cylinder head and
will then cause detrimental effects in terms of heat transfer decline, clogging of small diameter water
channels and deposit formation leading to local overheating and corrosion.
In addition to the concentration of active corrosion inhibitor specified in the previous table, treated cooling
water shall meet the following quality requirements:
Doc. Name: Cooling water requirements Doc. ID: DMTA00044366 Revision: b 5 (5)
4. USE OF GLYCOL
If a freezing risk exists, glycol needs to be added to cooling water. However, in case there is no freezing risk,
the use of glycol in cooling water shall be avoided due to its detrimental effect on heat transfer. Since glycol
alone does not protect the engine and cooling water system against corrosion, additionally a validated cooling
water additive must always be used. All validated cooling water additives are compatible with glycol.
Ready-to-use mixtures of commercial coolant brands containing both glycol and corrosion inhibitors are not
allowed to use. Those are typically designed to be used as strong (~ 30 –) 50% / 50 (~ 70) % mixtures. However,
in Wärtsilä engines normally a much lower glycol amount is adequate to protect the cooling water system
against freezing. The outcome of decreasing the glycol amount is that simultaneously also the concentration
of corrosion inhibitors will decrease to too low level resulting in an increased risk of corrosion.
The amount of glycol in closed cooling water system shall always be minimized since heat transfer of water
containing glycol has deteriorated significantly. The engine may therefore be subject to additional output
derating when using glycol in the cooling water, see document DMTA00044163 for more information.
As an alternative to the validated cooling water additives, the Wärtsilä Water Conditioner Unit (WWCU) can
also be used to treat cooling water of engines’ closed water circuits. WWCU is based on the Enwamatic EMM
cooling water treatment system, but includes a number of new features based on Wärtsilä design.
The WWCU protects the engine from corrosion without any chemicals. It acts as a side stream filtration and
water treatment unit and includes the following functions: corrosion protection, scale control, filtration, control
of bacterial growth and air separation.
If there is any sign indicating the need for a maintenance operation in advance of the
scheduled time, prudent industry practice dictates that the maintenance operation must be
performed. Likewise, if an inspection or observation reveals wear of any part or use beyond
the prescribed tolerances, replace the part immediately.
In some cases, the fuel quality used affects the length of the maintenance intervals.
The maintenance schedule distinguishes the following fuel types:
For more information on the fuel types, see the fuel specifications and limit values.
For maintenance instructions, see the references given in the schedule. Also see the
turbocharger instructions and other equipment manufacturer's instructions or contact
Wärtsilä.
NOTICE
Lubricate the O-rings in the cooling water system with soap or similar. Do not use oil based
lubricants.
● After reassembling, check that all screws and nuts are tightened and locked (as
required).
● If any welding is performed on the engine, disconnect the electronic equipment according
to the welding instructions. Keep the return connection near the welding point.
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● Consider that well cleaned oil spaces (oil sump and camshaft spaces) spare the oil pump
and oil filter.
● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. The measurement records can be found in Chapter 09 Installation-
specific data.
WARNING
Risk of personal injury or engine damage.
● Before starting any maintenance work on a stopped engine, take all the necessary
safety precautions.
● Read and follow the maintenance and safety instructions given in this manual.
● Check that the engine mode selector switch is in the blocked position.
● Disconnect the engine’s automatic start.
● Disconnect all the concerned circulation pumps, for example, for prelubricating oil,
lubricating oil, cooling water and fuel.
● Close the starting air shut-off valve located before the main starting valve.
● Drain the starting air system.
● Set the turning device in engaged position and secure the generator breaker or
disengage the gearbox to avoid accidental crankshaft rotation.
● Disconnect the power supply before removing any electrical components.
Charge air filter(s), fuel and Inspect the pressure drop indicators. 03
lubricating oil filter(s)
Renew filter cartridges if high pressure drop is indicated. 17
18
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Wärtsilä Wetpac H (if equipped) Check the drain pipes for blockage. 15- Appendix
Oil mist detector (if equipped) Clean the oil mist detector. 02
Check the suction pressure according to the manufacturer's 22
instructions.
04-20211004-W46-02d 04 - 3
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Running-in filter Remove the running-in filter (no later than 500 hours). 18
04 - 4 04-20211004-W46-02d
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Intermediate gear Renew the thrust bearing and bearing bushes of the intermediate gear. 13
04 - 14 04-20211004-W46-02d
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w46 92 50 00
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0.3. Terminology
The most important terms used in this manual are defined as follows:
Manoeuvring side: The longitudinal side of the engine where the operating de-
vices are located (start and stop, instrument panel, speed governor).
Rear side: The longitudinal side of the engine opposite the manoeuvring side.
Driving end: The end of the engine where the flywheel is located.
Free end: The end opposite the driving end.
Designation of cylinders: According to ISO recommendation 932 and DIN 6265
the designation of cylinders begins at the driving end. In a V–engine the cylinders
in the left bank, seen from the driving end, are termed A1, A2 etc. and in the right
bank B1, B2 etc., see below:
Terminology
Designation of bearings.
Main bearings: The flywheel bearing is No. 0, the first standard main bearing
is No. 1, the second No. 2 etc.
The thrust bearing rails are located at the flywheel bearing. The outer rails close
to the flywheel are marked with 00 and the inner rails with 0.
The camshaft bearings are designated the same as the main bearings and the
thrust bearing bushings are designated 00 (outer) and 0.
Camshaft gear bearings: The bearings located on the flywheel side are desig-
nated 00 and the inner bearings 0.
Upper and lower bearings shells: In bearings where both shells are indentical,
the upper one is marked with UP.
00 –2 00–2
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Designation of bearings
Manoeuvring side and rear side. Details located on the manoeuvring side may
be marked with ”M” and correspondingly ”B” for the back of the engine (B–bank
on a V–engine).
Clockwise rotating engine. When looking at the engine from the driving end the
shaft rotates clockwise.
Counter–clockwise rotating engine. When looking at the engine from the driving
end the shaft rotates counter–clockwise.
Top dead center, abbreviated TDC, is the top turning point of the piston in the
cylinder. TDC for every cylinder is marked on the graduation of the flywheel.
Top dead centre at firing: During a complete working cycle, consisting of two
crankshaft revolutions in a four–stroke engine, the piston reaches TDC twice:
a) For the first time when the exhaust stroke of the previous working cycle ends
and the suction stroke of the following one begins. Exhaust valves as well as inlet
valves are then somewhat open and scavenging takes place. If the crankshaft is
turned back and forth this TDC, both exhaust and inlet valves will move, a fact
that indicates that the crankshaft is near the position which is called TDC at scav-
enging.
b)The second time is after the compression stroke and before the working stroke.
Slightly before this TDC the fuel injection takes place (on an engine in operation)
and this TDC can therefore be defined TDC at firing. In this case, all valves are
closed and do not move if the crankshaft is turned. When watching the camshaft
and the injection pump it is possible to note that the pump tappet roller is on the
lifting side of the fuel cam.
00–3 00 –3
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Designation of valves
00 –4 00–4
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00–5 00 –5
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from the periphery towards the centre thereby ensuring efficient cooling to the
important areas.
The inlet valves are stellite plated and the stems are chromium plated. The valve
seat rings are made of a special cast iron alloy and are changeable.
The exhaust valves, also with chromium plated stems, seal against the directly
cooled valve seat rings.
The seat rings , made of a corrosion and pitting resistant material, are replace-
able.
The camshaft is made up from one–cylinder sections with integrated cams. The
bearing journals are separate pieces and thus it is possible to remove a camshaft
piece sideways.
The injection pumps have separated roller followers and can be changed by ad-
justing the base measure with the tappet screw. The pumps and pipings are located
in a closed space, so called ”hot box”, which is heat insulated for heavy fuel op-
eration.
The charge air cooler is equipped with removable inserts.
The internal lubricating oil system is provided with a welded dry oil sump, lu-
bricating oil connections and a centrifugal type filter.
The starting system: The air supply to the cylinders is controlled by a starting
air distributor which in turn is operated by the camshaft.
01 –4 01–4
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2.1. Fuel
2.1.1. Fuel, general
The engine is designed to operate on heavy fuel (residual fuel) with a maximum
viscosity of 55 cSt/100C (approx 730 cSt/50C, approx 7200 sec. RI/100F)
and will operate satisfactorily on blended (intermediate) fuels of lower viscosity,
as well as on distillate fuel. Avoid the use of fuels having a lower viscosity than
about 2.8 cSt at 40C as such fuels may cause fuel injection pump plunger or fuel
nozzle needle seizure.
The maximum limits of fuel characteristics for a certain engine are stated in the
sales contract.
Blended fuels (residuals and distillate) with a viscosity between approx. 4 and 7
cSt/100C (12 and 30 cSt/50C, 65 and 200 sec. RI/100F) containing between
30 and 60 % distillate should, however, be avoided due to the risk of precipitation
of heavy components in the blend, due to the consequences of filter clogging and
large amounts of centrifuge sludge.
When difficulties with filter clogging are experienced, fuel incompatibility can
be tested by ASTM D 2781 method or similar.
Fuel in use
Max. viscosity (cSt/100C) 10 15 25 35 45 55
Approx. viscosity (cSt/50C) 50 90 205 350 530 730
Recommended centrifuge flow rate 60 40 30 25 20 15
(% of rated capacity)
In case pure distillate fuel is used, centrifuging is still recommended as fuel may
be contaminated in the storage tanks. The full rated capacity of the centrifuge may
be used provided the fuel viscosity is less than 12 cSt at centrifuging temperature.
Marine Gas Oil viscosity is normally less than 12 cSt at 15C.
2 Heating
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See diagram, Fig.2.2. Keep the fuel temperature about 10C above the minimum
storage temperature indicated in the diagram in order to minimize the risk for wax
formation. Keep the temperature after the final heater 5 to 10C above the recom-
mended temperature before injection pumps to compensate for heat losses be-
tween heater and engine.
When converting viscosities from one of the units on the abscissa to centistokes
or vice–versa, keep in mind that the result obtained is valid only at one and the
same temperature. When converting the viscosity in any unit at a given tempera-
ture to a viscosity at another temperature a viscosity–temperature diagram or
conversion rule must be used.
02 –2 02–2
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Example: A fuel oil with a viscosity of 380 cSt (A) at 50C (B) or 80C (C) must
be preheated to 115–130C (D–E) before the fuel injection pumps, to 98C (F)
at the centrifuge and to minimum 40C (G) in storage tanks. The fuel oil may not
be pumpable below 36C (H).
To obtain temperatures for intermediate viscosities, draw a line from the known
viscosity/temperature point in parallel to the nearest viscosity/temperature line
in diagram.
Example: Known viscosity 60 cSt at 50C (K). The following can be read along
the dotted line: viscosity at 80C = 20 cSt, temperature at fuel injection pumps
74–87C, centrifuging temperature 86C, minimum storage tank temperature
28C.
Conversion from various current and obsolete viscosity units to centistokes can
be made in the diagram, Fig. 2.1. The diagram should be used only for conversion
of viscosities at the same temperature. The same temperatures should then be
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used when entering the viscosity/temperature point into the diagram (See Fig.
2.2.)
3 Viscosity control
An automatic viscosity controller, or a viscosimeter, at least, should be installed
in order to keep the correct viscosity of the fuel before the fuel enters the engine
fuel system.
1) Provided the fuel treatment system can remove water and solids.
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2 When the density exceeds 0.991 g/ml at 15C, water, and to some extent solid
matter, can no longer be removed with certainty by a centrifuge. Centrifuging
systems that are claimed to be able to clean fuel oils with densities up to 1.010
g/ml at 15C are available. If such systems are installed, fuels with densities up
to 1.010 g/ml at 15C may be used.
NOTE ! Fuel oils having high density in combination with low viscosity may have
low ignition quality.
3 High sulphur content increases the risk for corrosion and wear, particularly
at low loads, and may contribute to high–temperature deposit formation.
4 High ash content causes abrasive wear, and may cause high–temperature cor-
rosion and contributes to deposit formation. The most harmful ash constituents
are vanadium and sodium.
5 High vanadium content causes hot corrosion on exhaust valves particularly
in combination with high sodium content. The corrosion increases with increased
temperatures (increased engine output).
6 Sodium contributes to hot corrosion on exhaust valves when combined with
high vanadium content. Sodium also contributes strongly to fouling of the ex-
haust gas turbine blading at high load. If the vanadium content of the fuel exceeds
200 ppm, the maximum sodium content is 50 ppm. If the vanadium content of
the fuel is below 200 ppm, sodium contents according to Fig. 2.3. are allowed.
Allowed sodium content in fuel
Sodium, pp
Safe area
Vanadium, ppm
Example: If the fuel vanadium content is 150 ppm the sodium content must be
under 38 ppm.
02–5 02 –5
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engine fuel injection system the water content must be reduced to max. 0.3 % by
centrifuging.
10 Ignition quality. Heavy fuels may have very low ignition quality at low load
operation. This may cause trouble during starting and low load operation, espe-
cially if the engine is not sufficiently preheated. Low ignition quality may also
result in long ignition delay and as a consequence, in high firing pressure rise ra-
tio, which may damage engine components, e.g. piston rings.
Ignition quality is not defined, nor limited, in marine residual fuel standards. The
same applies to ISO–F–DMC marine distillate fuel. The ignition quality of these
fuels cannot for a variety of reasons be determined by methods used for pure
distillates, i.e. Diesel Index, Cetane Index and Cetane Number.
Shell and BP have developed equations for prediction of the ignition quality of
residual fuels. Both equations provide sufficient accuracy for prediction of the
ignition quality of the vast majority of fuels bunkered, although they may fail on
some very unusual blends. Both equations can easily be solved with a scientific
pocket calculator. Only the fuel density and viscosity need to be known.
Basically a low viscosity in combination with a high density will result in a high
CCAI and a low CII, i.e. low ignition quality.
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CCAI values between 870 and 890 are more demanding; the above mentioned
systems must function perfectly in order to avoid difficulties. In severe cases it
is advisable to increase the charge air temperature. CCAI values above 900 are
damaging.
Symptoms of low ignition quality are:
”Diesel knock”, i.e. hard, high pitch combustion noise
Effects of diesel knock are:
Increased mechanical load on components surrounding the combustion space, in-
creased thermal load, increased lube oil consumption and increased lube oil con-
tamination.
NOTE ! Although low ignition quality produces long ignition delay, advancing the
ignition timing makes things only worse; fuel is injected at a lower com-
pression temperature and this will produce even longer ignition delay.
The engine is designed for burning heavy fuel with characteristics according to
table in section 2.1.3. under all operating conditions. Poor fuel quality will, how-
ever, adversely influence wear, engine component life time and maintenance in-
tervals. In order to obtain maximum operating economy it is recommended:
1 to limit maximum continuous output as much as operating conditions allow
if fuel is known or suspected to have high vanadium content (above 200 ppm) and
especially if the sodium content simultaneously is about 40 % of the vanadium
content.
2 to limit low load operation as much as operating conditions allow if fuel is
known or suspected to have high sulphur content (above 3 %), carbon content
(Conradson carbon above 12 %) and/or asphaltene content (above 8 %).
Operation below 20 % of rated output should be limited to max. 100 hours contin-
uously, by loading the engine above 70 % of rated load for one hour before contin-
uing the low load operation.
Idling (i.e. main engine declutched, generator set disconnected) should be limited
as much a possible. Warming–up of the engine at no load for more than 3 minutes
before loading, as well as idling more than 3 minutes before stopping is unneces-
sary and should be avoided.
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Approved system oils – all fuel categories – for Wärtsilä VASA 46 Engines
Lubricating oil Designation (brand name) of Visc. TBN Fuel categ.
supplier lubricating oil supplier
BP Energol IC HF 304 SAE 40 30 A, B, C
Energol IC HF 404 SAE 40 40 A, B, C
Castrol MXD 304 SAE 40 30 A, B, C
MXD 404 SAE 40 40 A, B, C
Elf Lub Marine Aurelia 4030 SAE 40 30 A, B, C
Aurelia XT 4040 SAE 40 40 A, B, C
Esso Exxmar 40TP 40 SAE 40 40 A, B, C
Exxmar 30TP 40 SAE 40 30 A, B, C
Mobil Mobilgard 442 SAE 40 40 A, B, C
Mobilgard 424 SAE 40 30 A, B, C
Shell Argina T oil 40 SAE 40 30 A, B, C
Argina X oil 40 SAE 40 40 A, B, C
Texaco Taro DP 40 SAE 40 32 A, B, C
Taro XL 40 SAE 40 42 A, B, C
NOTE ! For use of a lubricating oil not listed in the table the engine manufactur-
er’s permission is required to maintain the engine guarantee.
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NOTE ! For use of a candidate lubricating oil the engine manufacturer’s permis-
sion is required to maintain the engine guarantee.
Never blend different oil brands unless approved by oil supplier and, during guar-
antee time, by engine manufacturer.
2 During the first year of operation it is advisable to take samples of the lubri-
cating oil after about 500, 1000 and 2000 operating hours. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is possible to de-
termine suitable intervals between oil changes. After that the oil can be analyzed
at about 500 operating hours intervals.
To be representative of the oil in circulation, the sample should be taken with the
engine in operation at the sampling cock located immediately after the oil filter
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on the engine, in a clean container holding 0.75...1 litre. Take samples before, not
after adding new oil to compensate for consumption. Before filling the container,
rinse it with the oil from which sample is to be taken.
In order to make a complete assessment of the condition of the oil in service, the
following details should be furnished with the sample: Installation, engine
number, oil brand, engine operating hours, number of hours the oil has been
in use, where in the system sample was drawn, type of fuel, and any special
remarks. Oil samples with no information except installation and engine number
are essentially worthless.
When estimating the condition of the used oil, the following properties should be
observed. Compare with guidance values (type analysis) for new oil of the brand
used.
Viscosity. Should not rise by more than 25 % above the guidance value at 100C.
Maximum permissible viscosity for a SAE 40 grade oil is 212 cSt at 40C and
19 cSt at 100C.
Minimum permissible viscosity is 95 cSt at 40 C and 11.5 cSt at 100C
Flash point should not fall by more than 50C below the guidance value. Min.
permissible flash point (open cup) is 170C. At 150C a risk of a crankcase ex-
plosion occurs.
Water content should not exceed 0.3 %. At 0.5 % steps must be taken, either by
centrifuging or changing the oil.
TBN. The TBN value must be at least 50% of the fresh oil nominal value. Howev-
er, for lubricating oils with nominal TBN values exceeding 25, the minimum ac-
ceptable limit for used oil is TBN 15.
Insolubles. The quantity allowed depends on various factors. The oil supplier’s
recommendations should be followed. 2% insolubles in n–Pentan call for action,
however in general it can be said that the changes in the analyses give a better ba-
sis of estimation than the absolute values.
Rapid and great changes may indicate abnormal operation of the engine or of a
system.
3 Compensate for oil consumption by adding max. 10 % new oil at a time.
Adding larger quantities can disturb the balance of the used oil causing, for exam-
ple, precipitation of insolubles. Measure and record the quantity added. Attention
to the lubricating oil consumption may give valuable information about the en-
gine condition. A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase warrants pulling the pis-
tons, if no other reason for oil consumption is found.
4 Guidance values for oil analyzing intervals are to be found in chapter 04.
Intervals between changes are influenced by system size (oil volume), operating
conditions, fuel quality, centrifuging efficiency and total oil consumption. Effi-
cient centrifuging and large systems (dry sump operation) generally allow for
long intervals between changes.
In dry sump installations the oil change intervals may be in the order of 8000
hours or more.
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NOTE ! If turbine oil is used in the governor, take care not to mix it with engine
lubricating oil. Only a small quantity can cause heavy foaming.
NOTE ! Take care that turbine oil is not mixed with engine lubricating oil. Even a
small quantity can cause heavy foaming.
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The best result will be achieved by using totally desalinated (distilled) water,
from a fresh water generator, plus additives.
NOTE ! Distilled water without additives absorbs carbon dioxide from the air,
which increases the risk of corrosion.
Sea water will cause severe corrosion, and deposit formation, even if supplied to
the system in small amounts.
Rain water has a high oxygen and carbon dioxide content: great risk of corrosion;
unsuitable as cooling water.
2.3.2. Additives
With regards to additives, use products from well–known and reliable suppliers
with vast distribution networks. Follow thoroughly the instructions of the suppli-
er.
NOTE ! The use of emulsion oils, phosphates and borates (solely) is not recom-
mended.
The table in section 2.3.4. provides the qualities of some typical cooling water
additives. Approved water treatment products are listed in section 2.3.5.
In an emergency, if compounded additives are not available, treat the cooling wa-
ter with sodium nitrite (NaNO2) in portions of 5 kg/m3. To obtain a pH–value of
9, add caustic soda (NaOH), if necessary.
2.3.3. Treatment
When changing the additive or when adding additive to a system where untreated
water has been used the complete system must be cleaned (chemically) and rinsed
before fresh treated water is poured into the system. If, against our recommenda-
tions, an emulsion oil has been used, the complete system must be absolutely
cleaned from oil and greasy deposits.
Evaporated water should be compensated for by untreated water; if treated water
is used the content of additives may gradually become too high. To compensate
for leakage or other losses, add treated water.
In connection with maintenance work calling for drainage of the water system,
take care of and reuse the treated water.
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NOTE ! Ask the supplier of the treatment product for instructions about treat-
ment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
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Fig. 3.1.
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3.2. Start
3.2.1. Start, general
Before starting the engine, check that:
the fuel system is in running order (correct preheating, correct pressure, suffi-
cient precirculation to heat the fuel injection pumps),
the LT– and HT–circulating systems and the raw water system are in running
order (correct pressures, circulating water preheated and pre–circulated suffi-
ciently to heat the engine),
the oil level in the turbocharger is correct,
the oil level in the governor is correct,
the starting air pressure exceeds 15 bar (normally, 10 bar is still sufficient to
start the engine),
the starting air system is drained of condensate.
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6 Check that the stop lever is in work position (normal) (see Fig. 3.2.). Open
the starting air valve and shut the blow–off valve when there is no more conden-
sate.
Normal
Stop
8 Push the start button on local manoeuvring panel. If the engine has not been
running during last 30 minutes it will do automatic slow–turning and the engine
turns slowly two turns. When slow turning is over the engine immediately takes
a full start. The start signal is automatically on for 12 seconds or until the engine
has reached the adjusted speed. (More detailed information in section 23.2.2.)
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NOTE ! If the engine stops during the slow turning period do not try to start
again. The engine must be inspected to find the reason for stopping.
9 During the starting procedure a mechanical starting fuel limiter (see Fig.
3.4.) limits the fuel rack movement to avoid over speeding and unnecessary
smoke. The limiter is automatically disconnected when the engine has achieved
the idle speed.
10 Check immediately after start that the pressure and temperature values are
normal. (See section 1.2.)
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Emergency start
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3.5. Stop
3.5.1. Stop, general
The engine can always be stopped manually (with the stop lever, (see Fig. 3.2.)
independent of the remote control or automation system.
When overhauling the engine, make absolutely sure that the automatic start
and the priming pump are inoperative. Close the starting air shut–off valve
located before the solenoid valve. Move the stop lever into STOP position.
If the engine is to be stopped for a long time, close the indicator valves. It is
also advisable to cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with oil every sec-
ond day by priming the engine. At the same time, turn the crankshaft into a new
position. This reduces the risk of CORROSION on journals and bearings when
the engine is exposed to vibrations. Start the engine once a week to check that
everything is in order.
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3 Stop the engine by pushing the stop button at the local manoeuvring panel.
Stop solenoid at speed governor is energized and the fuel rack moves to stop–
position. Stop signal is automatically on for 100 s which is long enough to stop
the engine.
For more detailed information see section 23.2.
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creased wear. Clean the filter cartridges if necessary. Check that the lubricating
oil automatic filters and separators are working properly.
3 Check the oil level in the oil tank. Estimate the appearance and consistency
of the oil. A simple check of the water content is to place a drop of oil on a hot
surface (about 150 C), e.g. a hot–plate. If the drop keeps ”quiet”, it does not con-
tain water; if it ”frizzles” it contains water. Compensate for oil consumption by
adding max. 10% fresh oil at a time.
4 Check that the ventilation (de–aerating) of the engine circulating water sys-
tem (the expansion tank) is working.
5 Check the quantity of leak–fuel from the draining pipes.
6 Check that the drain pipes of the air coolers are open.
7 Clean the compressor side of the turbocharger by injecting water. See chapter
15. and the instruction manual of the turbocharger.
8 Drain the fuel day tank of water and sediments, if any, and drain the starting
air receiver of water.
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f = Relative humidity %
Example: If the ambient air temperature is 35C and the relative humidity is 80%
the water content in air can be read from the diagram (0.029 kg water/kg dry air).
If the air manifold pressure (receiver pressure) under these conditions is 2.5 bar,
i.e. absolute air pressure in the air manifold is abt. 3.5 bar (ambient pressure +
air manifold pressure), the dew point will be 55C ( from diag.). If the air temper-
ature in the air manifold is only 45 C, the air can only contain 0.018 kg/kg (from
diag.). The difference, 0.011 kg/kg (0.029–0.018) will appear as condensed water.
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3.8. Running–in
1 After piston overhaul, follow program A in Fig. 3.7. as closely as possible.
The piston rings have slid into new positions and need time to refit. If the program
cannot be followed, do not load the engine fully for 4 h, at least.
2 After changing piston rings, pistons or cylinder liners, after honing of cyl-
inder liners,follow program B in Fig. 3.7. as closely as possible.
If the program cannot be followed, do not load the engine fully for
10 h, at least.
The important thing is to vary the load several times. The ring groove will have
a different tilting angle at each load stage, and consequently the piston ring a dif-
ferent contact line to the cylinder liner.
The running–in may be performed either on distillate or heavy fuel, using the nor-
mal lubricating oil specified for the engine.
Running–in program
1. Stop. Check big end bearing temperatures and inspect the cylinder liners and
pistons from below.
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3.9. Loading
See Fig. 3.8.
The loading of the engine is subjected to a heated engine HT–water temperatures
60C.
Lubrication oil temperatures 40C
If the temperatures are lower the loading time must be two times longer.
Normally the loading is automatically controlled by the engine control system.
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4. Maintenance schedule
Equipment item Once a week irrespective of the engine being in opera- Section
tion or not
Start process Test start (if the engine on stand–by). 3.
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5. Maintenance tools
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5.3. Piston
(Chapter 11)
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(Chapter 11)
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2. Car 836038
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6.1. Adjustments
Valve timing, Economy timing:
Inlet valve opens 40 before TDC, closes 10 after BDC
Exhaust valve opens 50 before BDC, closes 40 after TDC
Valve clearance, cold engine:
inlet valves 1mm
exhaust valves 1.5 mm
Fuel delivery commencement: see test records
Opening pressure of main fuel injection valve 450 bar
pilot valve 320 bar
Tripping speed of electro–pneumatic and mechanical overspeed trip de-
vices:
Nominal speed Electro–pneumatic Mechanical
tripping speed tripping speed
514 RPM 565 " 10 RPM 590 " 10 RPM
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Section A–A
Section B–B
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7.1.2. Crankshaft
Pos. Crankshaft (see Fig. 7.3.) Torque Nm
17 Split gear screws on crankshaft (M30) 10.9 1900"100
(M36) 10.9 3160"150
Apply Loctite 242 on threads, see section 7.2.
18 Flywheel fastening screws (M48x3) 8.8, length 260 mm:
Tightening to elongation 0.34"0.03 mm
19 Flywheel fitting bolts (M48x3/260) 2000
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VIEW A
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7.1.6. General
Pos. Screw connection (see Fig. 7.7.) Torque Nm
31 Turbocharger fastening screws M36 x 270 2700 "100
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2 Connect the hoses to the pump and cylinders according to Fig. 7.9. Check
that the release valve (2) is open and screw the cylinders in clockwise direction
to expel possible oil.
3 Close the release valve (2) and pump pressure to the stated value.
4 Screw the nuts in clockwise direction until close contact to face. Keep pres-
sure constant at the stated value.
5 Open the release valve slowly and remove the hydraulic tool set.
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The effective area of the piston is 58.32 cm 2 which gives the following relation
between pressure and force (Fig. 7.11.)
According to the design of the cylinder, the outer cylinder (1) must not be loaded,
but the force is created between the surfaces A and B in Fig. 7.10..
The piston is prevented from running out of the cylinder by an expansion ring (2).
The strength of this ring is limited and it is recommended that care be taken when
operating at the end of the stroke.
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View A
Fig. 7.12.
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NOTE ! Torque wrench settings must be recalculated when using tools (806054)
and (806058) together with torque wrench (820009) or (820008).
Fig. 7.13.
M + 600 Nm
07 –14 07–14
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w46 93 31 08
08–1 08 –1
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08 w46 93 31
See chapter,
section
c) Injection pump control sleeve does not mesh properly with rack (may 16.2.5., 16.2.6.
cause overspeed if set in direction towards increased fuel quantity).
d) Injection pump faulty (plunger or tappet sticking; delivery valve spring 16.
broken, delivery valve sticking).
e) Injection valve faulty; nozzle holes clogged. 16.
f) Piston rings ruined; too low compression pressure. 11.2.1.
g) 8...18–cylinder engines. It may be troublesome to make these fire on
all cylinders when idling, due to the small quantity of fuel required.
In normal operation this is acceptable.
For special cases, when engines have to idle continuously for longer
periods (several hours), it is advisable to adjust the rack positions
carefully (reduce rack position somewhat on those cylinders having the
highest exhaust gas temperatures, increase somewhat on those cylinders
not firing). This adjustment should be done in small steps and the differ
ence between rack positions of various cylinders should not exceed
1mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation). 22.
b) See point 2f.
c) Fuel feed pressure too low. 1.3.
d) Water in preheated fuel (vapor lock in injection pumps).
e) Loading automation outside engine faulty.
5. Knocks or detonations occur in engine
(If reason cannot be found immediately, stop the engine)
a) Big end bearing clearance excessive (loose screws !). 6.2. table 11, 7.3.,
11.2.1.
b) Valve springs or injection pump tappet spring broken. 12., 16.
c) Inlet or exhaust valve jamming when open.
d) Excessive valve clearances. 6.1., 12.2.2.
e) One or more cylinders badly overloaded (3b, c)
f) Injection pump or valve tappet guide block loose. 16.2.4., 14.1.4., 7.1.
g) Initial phase of piston seizure
h) Insufficient preheating of engine in combination with a low ignition
quality fuel.
6. Dark exhaust gases
a) Engine badly overloaded (check injection pump rack positions and ex- Test Records
haust gas temperatures).
b) Late injection (wrongly set camshaft drive). 6.1., 16.2.7.
c) See points 3b, c, d, e.
08 –2 08–2
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w46 93 31 08
See chapter,
section
d) Insufficient charge and scavenging air pressure Test Records
– charge air filter clogged 15.2.2.
– turbocharger compressor dirty 15.2.2.
– charge air cooler clogged on air side 15.6.2.
– turbocharger turbine badly fouled
NOTE! Engines starting on heavy fuel may smoke if left idling.
7. Engine exhaust gases blue–whitish or gray–whitish
a) Excessive lubricating oil consumption due to: blow–by past piston 11.2.1.
rings; worn or broken oil scraper rings or worn cylinder liners; sticking
compression rings; compression rings turned upside–down; ring scuf
fing (burning marks on sliding surfaces).
b) Blue–whitish exhaust gases may occasionally occur when engine has 3.6.
been idling for a lengthy time or at low ambient temperature, or for a
short time after starting.
c) Grey whitish exhaust gases due to water leakage from exhaust gas boil
er or turbocharger.
8. Exhaust gas temperature of all cylinders abnormally high
a) Engine badly overloaded (check injection pump rack positions). Test Records
b) See point 6d.
c) Charge air temperature too high Test Records,
– charge air cooler clogged on water side or dirty on air side 15.6.1., 15.6.2.
– water temperature to air cooler too high, water quantity insufficient 1.3.
– engine room temperature abnormally high 1.3.
d) Excessive deposits in cylinder head inlet or exhaust ports.
e) Exhaust turbine dirty. 15.3.
9. Exhaust gas temperature of one cylinder above normal Test Records
a) Faulty exhaust gas thermometer 3.6.2.
b) Exhaust valve
– jamming when open
– ”negative” valve clearance
– sealing surface blown by (burned)
c) Faulty injection valve
– opening pressure much too low 6.1.
– sticking of nozzle needle when open 16.4.5.
– broken spring
d) Late injection, refer to engine setting table 6.1., 16.2.7.
e) Fuel supply insufficient (fuel filter clogged)
f) Injection pump faulty, see points 3b and 3d.
08–3 08 –3
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08 w46 93 31
See chapter,
section
a) Faulty exhaust gas thermometer. 23., 3.6.2.
b) See points 2f, h, 3b, c, d, e.
c) Leaking injection pipe or pipe fittings. 16.3.
d) When idling, see point 3g.
11. Exhaust gas temperatures very unequal
a) See points 9a, c, e.
b) Too low fuel feed pressure: too small flow injection pumps (see points
2h, i), which may cause great load differences between cylinders al
tough injection pump rack positions are the same.
Dangerous ! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b.
d) When idling, see point 3g.
e) Exhaust pipe turbine nozzle ring partly clogged.
12. Lubricating oil pressure lacking or too low 1.2.
a) Faulty pressure gauge, gauge pipe clogged 23.
b) Lubricating oil level in oil tank too low. 18.1.2.
c) Three–way cock of lubricating oil filter wrongly set (installation).
d) Leakage in lubricating oil suction pipe connections. 18.1.
e) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. 2.2.1., 2.2.3.
f) Lubricating oil pipes inside engine loose or broken. 18
13. Too high lubricating oil pressure
a) See points 12a and c.
14. Too high lubricating oil temperature 1.2.
a) Faulty thermometer.
b) Insufficient cooling water flow through oil cooler (installation: faulty 1.3.
pump, air in system, valve closed), too high LT–water temperature.
c) Oil cooler clogged, deposits on tubes (installation).
15. Abnormally high cooling water outlet temperature, difference 1.2.
between cooling water inlet and outlet temperatures excessive
a) One of thermometers faulty.
b) Circulating water cooler clogged, deposits on plates (installation).
c) Insufficient flow of cooling water through engine (installation: circu- NO TAG
lating water pump faulty), air in system, valves closed. 3.6.2.
d) Thermostat valve faulty. NO TAG
08 –4 08–4
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w46 93 31 08
See chapter,
section
a) Leaky oil cooler (installation).
b) Leakage at cylinder liner O–rings (always pressure test when cooling
water system has been drained or cylinder liners have been dismantled).
c) Faulty lubricating oil separator (installation). See separator instruction 2.2.3.
book!
17. Water in charge air receiver 15.6.1.
(escape through drain pipe in air cooler housing)
a) Leaky air coolers.
b) Condensation (too low charge air cooling water temperature) 3.6.2., Fig. 3.6.
18. Engine looses speed at constant or increased load
a) Engine overload, a further increase of fuel supply is prevented by the 22.1.
mechanical load limiter.
b) See points 2c, f, g, h, i.
c) See points 4c, d, 5g.
d) Scavenge air fuel limiter built in the governor is limiting fuel. (Scav 22., Governor manu-
enge air pipe between the manifold and governor is leaking, scavenge al
air pressure too low or the governor wrongly adjusted.)
19. Engine stops
a) Shortage of fuel, see points 2h, i.
b) Overspeed trip device has tripped. 22.3., 22.4.
c) Automatic stop device has tripped.
d) Faulty governor or governor drive. 22., Governor manu-
al
20. Engine does not stop although stop level is set in stop position or
remote stop signal is given
a) Injection pump control rack wrongly set (3b, c).
Trip overspeed trip device manually. If the engine does not stop im
mediatelly, block fuel supply as near the engine as possible (e.g. by fuel
filter three–way cock).
Before restarting the engine, the fault must be located and corrected.
Great risk of overspeed.
b) Fault in stop automation. Stop by means of stop lever.
c) The engine driven by generator.
21. Engine overspeed and does not stop although overspeed trip
device trips
08–5 08 –5
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08 w46 93 31
See chapter,
section
a) Injection pump control rack wrongly set (3b, c).
Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three–way cock.
b) An over–speeding engine is hard to stop. Therefore, check regularly 22.1.3.
the adjustment of the control mechanism
(the injection pump rack positions)
1) The stop lever being in stop position or the overspeed trip device be
ing tripped and the speed governor at max. fuel admission.
2) the stop lever and the overspeed trip being in work position and the
speed governor in stop position.
This control should be done always when the control mechanism or the
injection pumps have been touched.
08 –6 08–6
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Available load from the engine with blocked turbocharger(s) is about 20% of full
load. The engine output must, however, be limited so that the normal full load
exhaust temperatures are not exceeded. Maximum allowable exhaust gas temper-
ature after cylinder at continuous operation with blocked turbocharger is 500_C.
(See also section 15.5.)
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 08,
section 8.2.5..
When operating with a shut–off injection pump over a long period, the valve push
rods of the inlet and outlet valves are to be removed. The indicator valve on the
respective cylinder is to be opened once an hour to allow any accumulated oil to
escape. With one cylinder out of operation, reduce load to prevent exhaust tem-
perature of the remaining cylinders from exceeding normal full load tempera-
tures.
b) Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16. Remove the valve
push rods and cam followers of the cylinder. Replace the tubes covering the push
rods.
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 08,
section 8.2.5..
With one cylinder out of operation, reduce load to prevent exhaust temperatures
of the remaining cylinders from exceeding full load temperatures.
08–7 08 –7
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08 w46 93 31
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 08,
section 8.2.5..
With one cylinder out of operation, reduce load to prevent exhaust temperature
of the remaining cylinders from exceeding normal full load temperatures.
If the turbocharger(s) surge, reduce load further to avoid continuous surging.
Operation with removed piston and connecting rod, from one or more cylinders,
should be performed only in absolute emergency conditions when there are no
other means of proceeding under own power.
08 –8 08–8
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08–1 09 –1
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Fig. 10.1.
9–1 10 –1
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10 w46 93 13
3. Remove the caps from the side screws of the bearing in question.
4. Lift the distance sleeves (861009) into position on the side screws. Both sides
can be loosened simultaneously.
Fig. 10.2.
5. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump 860170 according to Fig. 10.3. and open the pump valve.
Fig. 10.3.
6. Keep on turning the hydraulic tool until the piston and cylinder end faces
are at the same level.
7. Turn the hydraulic tool back about half a turn (180).
8. Shut the pump valve and pump to stated pressure. (Section 7.3.2.)
9. Loosen the nut about half a turn with the pin 861010.
10. Open the pump valve slowly, disconnect the hoses and unscrew the hydrau-
lic tool.
11. Remove the nuts from the side screws by hand.
10 –2 9–2
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w46 93 13 10
Fig. 10.4.
13. Lift the hydraulic jack (861143) inside the engine by using the mounting
device (861041) connected to the tackle. (See Fig. 10.5.)
Fig. 10.5.
Screw on the hydraulic jack by using a wrench when at the right position. Repeat
the procedure with the other screw by fitting the hydraulic jack from the other side
of the engine.
9–3 10 –3
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10 w46 93 13
NOTE ! Hydraulic jack can also be lifted in two parts. Use lifting device for lifting
the cylinder in position and lock it together with the nut by using two
pins or bolts (see Fig. 10.6.). The inside part of the hydraulic jack can
then be lifted by hand and screwed into position.
CAUTION ! Never turn the crankshaft with hydraulic tools 861143 mounted
to the main bearing screws, because then the counterweights do
not have enough space to rotate.
Fig. 10.6.
14. Connect the hoses of the hydraulic pump (860170) to hydraulic jacks ac-
cording to Fig. 10.7. and open the pump valve.
Fig. 10.7.
15. Keep on turning the hydraulic tool as long as it rotates. Repeat the proce-
dure few times to get all oil out from the jack.
16. Turn the hydraulic jack back about 3/4 of a turn (270).
17. Shut the pump valve and pump to stated pressure. (See section 7.3.2.)
18. Loosen the nuts about 3/4 of a turn by using the pin (861010).
19. Open the pump valve slowly, disconnect the hoses and unscrew the hydrau-
lic tools. Remove the hydraulic jacks from the crankcase by using the tool
(861041) and the tackle.
Lowering the main bearing cap:
20. Connect the hoses of the hydraulic pump (860050) to the hydraulic jack,
the supplying hose set to the side marked ”DOWN”. From the connection ”UP”,
10 –4 9–4
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w46 93 13 10
the hose is preferred to be connected back to the pump chamber. See Fig. 10.8.
Use clean engine oil.
View A:
Fig. 10.8.
21. Remove the side screws to be able to lower the main bearing cap. Use stud
remover (803004).
Fig. 10.9.
22. Remove the nuts of the main bearing screws.
23. Lower the main bearing cap by pumping oil pressure to the hydraulic jack
with the hydraulic pump if necessary. If the bearing cap comes down without
pumping, control the lowering speed with the valves of the pump.
NOTE ! Only the lower part of the hydraulic jack is pulling down.
9–5 10 –5
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10 w46 93 13
Fig. 10.10.
26. Turn the crankshaft carefully until the bearing shell has turned 180 and
can be removed.
27. Cover the two main bearing journal radial oil holes with tape.
CAUTION ! Every second main bearing should be in place at the same time to
support the crankshaft.
CAUTION ! Never re–install a bearing with the nickel barrier exposed in any
part of the bearing shell.
2. Journals: The main bearing journals should be inspected for surface finish.
Damaged journals, i.e. rough surface, scratches, marks of shocks etc., should be
polished. If, after a longer running period, considerably uneven wear appears
(table 10. section 6.2.), the crankshaft may be reground and used together with
thicker bearing shells, see Spare Part Catalogue.
No scraping or other damage of bearing shells, caps and saddles is allowed. Burrs
should be locally removed, only.
10 –6 9–6
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2. Take off the protecting tape from the journal oil holes and lubricate the jour-
nal with clean engine oil.
3. Lubricate the bearing surface, back side and end faces of the upper bearing
shell with clean lubricating oil.
4. Place the end of the bearing shell in the slot between the journal and the
bearing bore, with the lug guiding in the oil groove (see Fig. 10.11.), and push
it by hand as far as possible (recommended 2/3 of its length).
Push by
hand Detail A
Fig. 10.11.
5. Insert the turning tool (851001) into the main bearing journal radial oil hole
and turn the crankshaft carefully until the bearing shell has turned into position.
Take care that the bearing shell lug slides into the oil groove without being dam-
aged.
Fig. 10.12.
9–7 10 –7
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10 w46 93 13
CAUTION ! A bearing shell forced into it’s place can be completely destroyed
due to deformation.
View A
Fig. 10.13.
From the connection ”DOWN” the hose can be connected back to the pump
chamber. Grease the guide faces of the main bearing cap.
9. Lift the main bearing cap by pumping oil to the hydraulic jack with the hy-
draulic pump. Screw the main bearing nuts in position by hand. Make sure that
the bearing caps and shells are correctly positioned.
10 –8 9–8
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w46 93 13 10
Fig. 10.14.
15. Tighten the nuts by the pin.
Tighten the main bearing:
16. Lift the hydraulic jacks (861143) for main bearings into position by using
the mounting device (861041). (See Fig. 10.15.)
Fig. 10.15.
17. Connect the hoses of the hydraulic pump (860170) Keep on turning the
hydraulic jack as far as it rotates. Shut the pump valve.
18. Pump to stated pressure, (see 7.3.2.) and tighten the nuts by the pin
(861010).
19. Re–install the temperature sensor.
Final tightening of the side screws:
20. Lift the distance sleeve (861009) into position on the side screw on the
rear side of the engine.
21. Screw on the hydraulic tool (861100), connect the hoses and pump to full
stated pressure, see 7.3.2.
Tighten the nut.
9–9 10 –9
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10 w46 93 13
22. Lift the distance sleeve (861009) into position on the manoeuvring side
screw.
23. Screw on the hydraulic tool (861100), connect the hoses and pump to full
stated pressure, see 7.3.2.
Tighten the nut.
10 –10 9–10
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4. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump (860170) according to Fig. 10.16. and open the pump valve.
5. Keep on turning the hydraulic tool until the piston and the cylinder end faces
are at the same level.
6. Turn the hydraulic tool back about half a turn (180).
7. Shut the pump valve and pump to stated pressure.
8. Loosen the nut about half a turn with the pin (861010).
9. Open the pump valve slowly, disconnect the hoses and unscrew the hydraulic
tool.
10. Remove the nuts from the side screws by hand.
Opening of flywheel / thrust bearing nuts:
11. Lift the distance sleeve (861009) into position on the flywheel bearing nut
and hang it by inserting the pin (861010), see Fig. 10.17. Screw on the hydraulic
tools (861100), connect the hoses of the hydraulic pump (860170) according to
Fig. 10.18. and open the pump valve.
9–11 10 –11
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10 w46 93 13
View A:
18. Remove the side screws of the flywheel/thrust bearing to be able to lower
the bearing cap. If necessary, use stud remover (803004).
10 –12 9–12
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NOTE ! Only the lower part of the hydraulic jack is pulling down.
9–13 10 –13
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10 w46 93 13
23. Turn the crankshaft carefully until the bearing shell and the washers have
turned 180and can be removed. Depending on the position of the crankshaft the
thrust washers can be quite loose.
24. Cover the two bearing journal radial oil holes with tape.
25. Check the bearing in the same way as the main bearings, section 10.2.3.The
thrust washers on the same side have to be changed in pairs.
10 –14 9–14
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Fig. 10.23.
PUSH BY HAND
Fig. 10.24.
5. Insert the turning tool (851020) into the bearing journal radial oil hole and
turn the crankshaft carefully until the bearing shell has turned into position.
6. Remove the turning tool.
7. Lubricate the running surfaces of the upper thrust washers and push the
washers into position by hand. To facilitate the mounting of the washer the crank-
shaft can be axially moved to each direction.
CAUTION ! A bearing shell forced into its place can be completely destroyed
due to deformation.
9–15 10 –15
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8. Lubricate the running surfaces of the lower thrust washers and push them
into position on the guiding pins (C) in the bearing cap. For mounting the thrust
washer next to the driving end an M8 screw can be fitted to each end of the washer.
(See Fig. 10.25.)
Fig. 10.25.
9. Lubricate lower bearing shell running surface and place shell in bearing
cap. The axial location of the shell is to be secured by keeping the bearing shell
end recesses (A) at the same level with the axial faces (B) of the cap. (See Fig.
10.26.)
Fig. 10.26.
10 –16 9–16
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View A:
Fig. 10.27.
11. Lift the bearing cap by pumping oil pressure to the hydraulic jack with the
hydraulic pump. Screw the cap nuts in position and tighten by hand. Make sure
that the bearing caps and shells are correctly in joining places.
Fitting the side screws:
12. Clean the side screws properly and lubricate the threads (the threads to-
wards the bearing cap). Fit the screws and tighten to bottom by hand or by using
the tool (803004).
13. Tighten the side screw nuts by hand.
Pretightening of the side screws:
14. Lift the distance sleeve (861009) into position on the side screw on the rear
side of the engine.
15. Screw on the hydraulic tool (861100) and connect the hoses. Open the
pump valve.
Fig. 10.28.
9–17 10 –17
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16. Keep on turning the hydraulic tool until the piston and cylinder end faces
are at the same level.
17. Shut the pump valve and pump to the pretightening pressure of 200 bar.
18. Tighten the nut with the pin (861010).
Tightening of the flywheel / thrust bearing:
19. Lift the distance sleeve (861009) into position on the flywheel bearing nut
and hang it by inserting the pin (861010). (See Fig. 10.29.) Screw on the hydrau-
lic tools (861100), connect the hoses of the hydraulic pump (860170) according
to Fig. 10.30. and open the pump valve.
Fig. 10.29.
Fig. 10.30.
20. Keep on turning the hydraulic tool as far as it rotates.
21. Shut the pump valve and pump to stated pressure. (Section 7.3.2.) Tighten
the nuts with the pin (861010).
22. Open the pump valve slowly, Disconnect the hoses and unscrew the hydrau-
lic tools.
Final tightening of the side screws:
23. Lift the distance sleeve (861009) into position on the side screw on the rear
side of the engine.
10 –18 9–18
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24. Screw on the hydraulic tool (861100), connect the hoses and pump to full
stated pressure, see section 7.3.2. Tighten the nut.
25. Lift the distance sleeve (861009) into position on the manoeuvring side
screw.
26. Screw on the hydraulic tool (861100), connect the hoses and pump to full
stated pressure, see section 7.3.2. Tighten the nut.
27. Open the pump valve slowly, disconnect the hoses and unscrew the hydrau-
lic tool.
9–19 10 –19
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3. Assemble the removing device (834010) according to Fig. 10.31.A or, if the
first bearing at the flywheel end is concerned, according to Fig. 10.31. B.
Fig. 10.31.
4. Tighten the hydraulic tool (2)(834050) by tensioning the pull screw (1)
slightly.
5. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
6. Pump pressure to the hydraulic tool to withdraw the bearing bushing. The
pressure must not exceed the ”Max. pressure” –value stated in the diagram
in section 7.4. If the bearing bush does not move when this pressure is achieved
a light knock on the end flange (5) may be necessary.
7. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the removing device.
Fig. 10.32.
10 –20 9–20
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3. Tighten the hydraulic tool (2) by tensioning the pull screw (1) slightly.
4. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
5. Pump pressure to the hydraulic tool to mount the bearing bushing. The
pressure must not exceed the value stated in chapter 07, Fig. 7.11.
6. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the mounting device.
7. Lubricate the bearing bushing running surface with clean engine oil and
insert the camshaft bearing journal. See chapter 14.
8. Mount the camshaft pieces, valve tappets, injection pumps and camshaft
covers, see chapters 14 and 16.
9–21 10 –21
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3. Fit the cylinder liner lifting device (836016) in position according to Fig.
10.35. and tighten the nuts (3) lightly. Check that the lower part (4) of the lifting
device fits properly onto the bore.
10 –22 9–22
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9–23 10 –23
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6. Turn the crankshaft to BDC and fit the hydraulic jack (834050) on the sup-
port. (Fig. 10.37.)
7. Fit the mounting jig (846015) according to Fig. 10.37.
10 –24 9–24
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View A
View B
8. Connect the hoses of the hydraulic pump (860100) to the hydraulic jack
(834050) according to Fig. 10.38.
9. Pump pressure to the hydraulic tool to push the cylinder liner out. When
the liner starts to move freely, lift it up with the lifting device along the guide bar
(6) until the lifting device faces the transverse bar (7). Remove the mounting jig
9–25 10 –25
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10 w46 93 13
6. Lower the liner carefully into the bore of the engine block until you can fit
the guide bar (6) and the transverse bar (7). Continue lowering, the guide bar
keeps the liner in right angle. When the lowest o–ring touches the engine block
align the liner so that the mark on the liner is directed towards the driving
end of the engine, see Fig. 10.40. Lower further until the liner column faces the
engine block.
10 –26 9–26
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w46 93 13 10
Distinct mark
7. Mount the holder (2) (Fig. 10.34.) and tighten the cylinder liner fastening
screw (M24x100) to stated torque. (See section ”General torques” in chapter 7.)
8. Remove the guide bar and support.
9. Check the cylinder liner inner diameter and complete the form
4610V001GB (see ”ATTACHMENTS”). Fig. 10.41.
9–27 10 –27
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10 w46 93 13
11. Mount the piston with connecting rod and cylinder head, then refill cooling
water, see sections 11.2.3. and 12.2.2.
12. Check the o–ring seals from the crankcase side while circulating cooling
water.
NOTE ! Because the top of the liner is very heavy the loosened liner must be prop-
erly supported e.g. to engine room wall.
Avoid unnecessary turning of the liner. Extreme care must be taken if turning is
compulsory. Note the location of the centre of gravity. (See Fig. 10.42.)
Centre of gravity
10 –28 9–28
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w46 93 13 10
After honing, the liner bore must be carefully cleaned by using a suitable brush,
water (preferably hot) and soap or cleaning fluid. Fuel oil or solvents must not
be used. Dry with a cloth and lubricate with engine oil for corrosion protection.
Check the cylinder liner inner diameter. (See section 10.5.2.)
9–29 10 –29
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11.1. Crankshaft
Description of the crankshaft:
The crankshaft is forged in one piece and provided with counter–weights, fas-
tened with hydraulically tensioned screws. At the driving end of the engine the
crankshaft is equipped with: a V–ring for sealing of the crankcase, a combined
flywheel/ thrust bearing and a split gear wheel for camshaft driving. The crank-
shaft can be turned by an electrical turning device operating the flywheel.
11–1 11 –1
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NOTE ! In hot engine the values must be compared to excisting values from the
same engine under similar conditions.
11 –2 11–2
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11–3 11 –3
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Fig. 11.4.
The piston is of a composite type with a nodular cast iron skirt and a forged steel
crown screwed together. The space between the crown and the skirt is supplied
with lubricating oil for cooling the crown by means of a cocktail shaker effect.
The lubricating oil is led from the main bearing through the drillings in the crank-
shaft to the big end bearing, and further through the drillings in the connecting
rod, gudgeon pin and piston skirt up to the cooling space and from there back to
the oil sump. Part of the lubricating oil is led out from the piston skirt through
special nozzles to lubricate the liner (Fig. 11.5.).
The piston ring set consists of two compression rings and one spring–loaded oil
scraper ring.
11 –4 11–4
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Fig. 11.5.
11–5 11 –5
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4. Lift the distance sleeves 861027 crosswise on the two diagonally opposite
connecting rod screws and screw on the hydraulic tools 861120, see Fig. 11.7.
View A :
5. Connect the hoses of the hydraulic pump according to Fig. 11.8. and open
the pump valve.
11 –6 11–6
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6. Keep on turning the hydraulic tools until the piston and the cylinder faces
are at the same level.
7. Turn the hydraulic tool back about half a turn (180).
8. Shut the pump valve and pump to stated pressure. (See section 7.3.2.)
9. Loosen the nuts about half a turn by the pin.
10. Open the pump valve slowly and disconnect the hoses and unscrew the hy-
draulic tool.
Repeat the same procedure on the other two connecting rod screws.Remove three
(3) nuts at BDC and after that turn the piston to TDC and remove the last nut.
11. Clean the threaded holes in the piston crown and fasten the lifting tool
835001, see Fig. 11.9.
12. Mount the protecting sleeve (835005) to the connecting rod to protect the
cylinder liner when lifting the piston (Fig. 11.10.).
13. Lift the piston carefully out from the cylinder liner, use lever (837040)
to hold the piston in the correct position when it leaves the cylinder liner.
14. Mount the guide tool (836008) according to Fig. 11.10. before the connect-
ing rod comes out from the cylinder.
11–7 11 –7
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View A
16. Remove the securing ring (9) from the gudgeon pin hole by using the pliers
800001 (Fig. 11.12.).
11 –8 11–8
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NOTE ! Never compress the securing ring more than necessary to remove it from
the groove.
17. Fasten an eyebolt M10 in the middle of the gudgeon pin and lift the pin care-
fully out with a crane. Before lifting the pin be sure that you have proper markings
in the pin and piston to be able to fit the parts back in original position. In low
temperatures the gudgeon pin may stick but will be easily removed after heating
the piston to about 30C. See Fig. 11.13.
18. Sling the connecting rod in the middle and slide it out from the piston care-
fully. See Fig. 11.14.
11–9 11 –9
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CAUTION ! When assembling a new cylinder liner or a honed one, all the
piston rings have to be changed, too.
11 –10 11–10
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4. Check that the oil bores in the gudgeon pin are in good condition.
6. Connect the hoses of the hydraulic pump and press the bushing out.
7. The new bushings shall be liquid nitrogen fitted.
8. Measure the inside diameter of the bearing after the bearing has reached
normal temperature.
NOTE ! When assembling be sure that the various markings on the different parts
are according to Fig. 11.16.
11–11 11 –11
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View A
All markings on
the same side
(Towards the
driving end in
A–bank, to-
wards the free
end in B–bank)
2. Sling the connecting rod in the middle, then lift and slide it carefully into
the piston. Secure the connecting rod’s lower part in a horizontal position with
a piece of wood. (See Fig. 11.18.)
11 –12 11–12
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3. Lubricate the gudgeon pin and lift it with an M10 eyebolt connected to the
end. Be sure that all parts are assembled in their original positions (the factory
markings on the piston’s upper part appear on the same side as the markings of
the piston’s lower part, connecting rod and gudgeon pin). See Fig. 11.16. Mount
the securing ring (9) with pliers 800001.
NOTE ! Never compress the securing ring more than necessary to fit into the
groove. If the ring is loose in its groove after mounting, it must be re-
placed with a new one.
NOTE ! The number of the cylinder is stamped in the upper part of the piston
and on the connecting rod, see fig. 11.16.. When the piston has been
changed with a new one, the same markings have to be stamped in the
same positions as on the old one.
4. Turn the piston to an upright position and lift it onto a support for cleaning
and piston ring assembly.
Mounting of the piston:
5. Turn the crankshaft to TDC.
NOTE ! When turning the crankshaft be sure that the big end bearing is in its
normal running position (connecting rod studs have space to turn).
6. Mount the piston rings by using the pliers 800002. When new rings are
mounted, check the height clearance by using a feeler gauge with the rings fitted
into their grooves.
The rings should be placed with gaps located 180 in relation to each other. Note
that the mark ”TOP” near the gap is showing up.
NOTE ! After removing, always replace the piston rings with new ones.
11–13 11 –13
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7. Clean the cylinder liner bore carefully and lubricate with engine oil.
8. Lubricate the piston and place the clamping device for the piston rings
(843001) around the piston, checking that the piston rings slide into their grooves.
9. Check and clean the contact surface of the connecting rod foot. Be sure that
the oil bores are open. Note that the markings on the foot of the connecting rod
are on the same side as on the big end bearing body. (See Fig. 11.16.)
10. Check and clean the big end bearing contact surface. Be sure that the sur-
face is free from oil. Fit the compression shim (5) into position.
11. Fit the piston assembly ring (845010) at the location of the antipolishing
ring.
12. Mount the protecting sleeve (835005) into position. Use guide tool
(836008) and lever (837040) when lowering the piston and remove the guide tool
when the connecting rod lower end has slid into the cylinder. (See Fig. 11.19.)
13. Lower the piston carefully into the cylinder liner.
14. Use the positioning tool (846012) to hold the big end bearing in the correct
position when lowering the piston.
15. Make a final check of the contact surfaces (clean and free from oil) before
the connecting rod slides over the studs. Check that the shim (5) is in place.
16. Lower the piston completely while taking care that the foot of the connect-
ing rod slides over the studs (10) without jamming.
17. Remove the lifting tool (835001), the clamping device (843001), the piston
assembly ring (845010), the protecting sleeve (835005) and the positioning tool
(846012).
18. Fit one (1) of the connecting rod nuts (11) in place by hand and turn the
piston to BDC. Fit all nuts in place by hand until they are seated.
11 –14 11–14
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19. Lift the distance sleeves (861027) crosswise on the two diagonally opposite
connecting rod studs and screw on the hydraulic tools (861120). (See Fig. 11.20.)
20. Connect the hoses of the hydraulic pump (860100) according to Fig. 11.21.
and open the pump valve.
11–15 11 –15
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View A
21. Keep on turning the hydraulic tools until the piston and cylinder end faces
are at the same level.
22. Shut the pump valve and pump to the stated pressure (see section 7.3.2.).
23. Tighten the nuts with the pin (861028).
24. Open the pump valve slowly and remove the tools.
25. Mount the hydraulic tools on the two remaining studs and tighten them in
the same way. As a last step, repeat the tightening of the two first studs. (Tighten-
ing order given in Fig. 11.22.)
26. Clean the antipolishing ring carefully and check its condition. No cracks
are allowed. It is recommended to replace the antipolishing ring with a new one
every time you change the piston rings.
27. Clean the top of the cylinder liner and check that no dirt or particles remain
between the liner and the antipolishing ring.
28. Fit the antipolishing ring in place.
11 –16 11–16
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11–17 11 –17
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Fig. 11.23.
4. Fit the hydraulic tightening tool (861142) for loosening the big end bearing
nuts. The tool can be lifted in three parts: distance sleeve, cylinder and piston.
Fig. 11.24.
5. Connect the hoses of the hydraulic pump and open the pump valve.
6. Turn the hydraulic tightening tool to the bottom.
7. Loosen the tool about 3/4 a turn (270).
11 –18 11–18
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Fig. 11.25.
8. Shut the pump valve and pump to stated pressure (see 7.3.2.).
9. Loosen the nuts about half a turn (6 keyholes).
10. Open the pump valve slowly, disconnect the hoses and loosen the hydraulic
tools.
11. Remove the locking plates.
12. Fit the big end bearing mounting device (836027) to the A–bank side of
the engine when removing the big end bearing of a B–bank connecting rod (see
Fig. 11.26.). Turn the crankshaft to a suitable position to connect the big end bear-
ing to the device with the connecting rod nuts (11).
13. Remove the big end bearing nuts from the other side of the engine and fit
the rod (836007) together with the outside support (836006).
14. Slide the big end bearing lower half out along the rod (836007) until it is
against the support (836006).
15. Fit the inside support (836004) and remove the outside support (836006).
The lower half can be lifted away with M12 eye bolt fitted to the bearing side.
16. Remove the rod (836007).
17. Slide the upper half out with the tool (836027). Fit the eyebolt M12 and
lift the big end bearing upper half away (see Fig. 11.26.).
18. Cover the crank pin oil holes with plugs or tape.
11–19 11 –19
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View A View B
Fig. 11.26.
Tin–flash
Tin–antimony 0.06
Nickel
Copper lead 1.0
11 –20 11–20
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the condition of the bearings you can also use as a reference the separate instruc-
tion manual for bearings (See ”ATTACHMENTS”).
NOTE ! The bearing must be turned so that at its final position the locating pins
are towards the driving end on A–side bearings and towards the free end
on B–side bearings. The cylinder numbers are facing the manoeuvring
side on the A–bank and the rear side on the B–bank.
4. Slide the bearing carefully to its required position. Note that the crankshaft
is turned to the correct position.
5. Fit the rod (836007) to the other side of the engine together with the inside
support (836004).
6. Fit the bearing shell to the big end bearing lower half.
7. Lift the big end bearing lower half to the mounting device and slide it to-
wards the inside support (836004).
8. Fit the outside support (836006).
9. Remove the inside support (836004) and slide the big end bearing lower half
carefully to its required position.
10. Fasten the big end bearing nuts by hand until the shells are together.
11. Remove the mounting device.
12. Turn the big end bearing upside down and secure it with locking plates
(846008), check the clearance between upper and lower half (same clearance on
both sides).
13. Fit the hydraulic tightening tool (861142).
14. Connect the hoses of the hydraulic pump and open the pump valve.
15. Keep on turning the hydraulic tool as far as it rotates.
11–21 11 –21
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Fig. 11.28.
16. Shut the pump valve and pump to stated pressure (see section 7.3.2.)
17. Tighten the nuts with the pin (861028).
18. Open the pump valve slowly and remove the hydraulic tools.
19. Turn the big end bearing to normal position. Fit the piston (see section
11.2.3.) and cylinder head (section 12.2.3.).
11 –22 11–22
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w46 93 31 12
12.1. General
Every cylinder is equipped with a cylinder head including: two inlet and two out-
let valves with rotators, a main injection valve, a pilot injection valve, a starting
valve (on B–bank a dummy), a safety valve and an indicator valve.
Cylinder heads are cast of special quality grey iron and are water cooled. Water
is lead into the cylinder head from the engine block through the cylinder liner wa-
ter bores. Water leaves the cylinder head through an outlet channel on the top and
flows to a common pipe and is drained away.
2. Turn the engine with the turning gear so that the piston in the reference cyl-
inder is at TDC, valves are closed and rocker arms are unloaded.
3. Remove the rocker arm casing cover (2), the rocker arm casing, the ”Hot
box” cover (3) and the insulating pane (4) over the exhaust gas connection to the
cylinder head.
4. Remove the fastening screws of the exhaust pipe clamp (5) and suction air
pipe (6). Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air
pipe (9). Remove the main injection pipe (10) and pilot injection pipe (11). Pro-
tect the connections of the injection pipes and oil pipe.
11–1 12 –1
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12 w46 93 31
View A
5. Open the quick connections A, (B and C) for exhaust gas temperature moni-
toring sensors (B and C optional for exhaust gases and HT–water). (See Fig.
12.3.)
6. Remove the water connection piece (41).
7. Fasten the lifting cable to the rocker arms,
8. Open the rocker arm fastening bolts (12) and remove the rocker arms.
9. Remove the covers of the cylinder head screws. Lift the hydraulic tool set
(834045) in position according to Fig. 12.4. Connect the hoses according to the
scheme.
Open the release valve of the hydraulic pump and screw on the cylinders further
to expel any possible oil. Repeat the tightening procedure to expel all oil.
12 –2 11–2
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w46 93 31 12
View X
View A:
11–3 12 –3
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12 w46 93 31
View A:
15. Lift off the cylinder head. Be careful not to damage the byropipe (42) (Fig.
12.2.) while lifting.
16. Cover the cylinder opening with a piece of plywood or similar and install
the caps to protect the screw threads.
12 –4 11–4
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w46 93 31 12
12. Lift the rocker arms into position and tighten the fastening screws (12)
(Fig. 12.3.) to stated torque. (See section 7.1.1.)
13. Fit the rocker arm casing to its place.
14. Connect the exhaust gas sensors and HT cooling water sensors if installed.
15. Fit the main injection pipe (10), and pilot injection pipe (11). (Fig. 12.2.)
16. Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe (9).
17. Fasten the exhaust pipe clamp (5) and suction air pipe (6). Re–install the
exhaust pipe insulating panel (4).
18. Adjust the valve clearance. (Section 12.2.3.)
19. Re–install the rocker arm casing cover and the Hot Box cover.
20. Before starting, fill the engine cooling water system and turn the crank-
shaft two revolutions with the indicator cocks open.
Fig. 12.6.
1. Turn the crankshaft to TDC at ignition for the reference cylinder.
2. Loosen the locking screw (17) of the adjusting screws on the rocker arm as
well as on the yoke (18) and turn the adjusting screws in a counter–clockwise di-
rection to provide ample clearance. (See Fig. 12.6.)
3. Press the fixed end of the yoke against the valve stem by pressing down on
the adjustable end. Screw down the adjusting screw (19) until it touches the valve
11–5 12 –5
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12 w46 93 31
end and note the position of the spanner (pos. a). Keep on screwing down while
the yoke tilts, until the guide clearance is on the other side and the fixed end of
the yoke starts lifting from the valve stem. Now press down on the fixed end. Note
the position of the spanner (pos. b).
4. Turn the adjusting screw counter–clockwise to the middle position between
”a” and ”b”, i.e. ”c”. Lock the nut (18).
5. Valve clearances for inlet and exhaust valves are given in chapter 6.
6. Put a feeler gauge corresponding to the valve clearance between the surface
of the yoke and the shoe at the rocker arm. Tighten the adjusting screw (20) until
the feeler gauge can be moved to and fro with only a slight force. Hold the adjust-
ing screw and tighten the locking screw (17) to stated torque. (See section 7.1.1.)
Take care not to overtension the locking screw and plate (21).Check that the
clearance has not changed while tightening.
NOTE ! Exhaust and inlet valves differ in dimensions and also in material and
must not be mixed.
12 –6 11–6
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w46 93 31 12
EXHAUST INLET
Fig. 12.7.
2. Fit the hydraulic jack (834050) and the nut (28). Leave about 40 mm distance
between the jack and the nut.
11–7 12 –7
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12 w46 93 31
3. Use the hydraulic pump (860170) to press the spring assembly down enough
to remove the valve cotters (27). (See Fig. 12.7.)
4. Knock at the centre of the valve discs with a soft piece of wood, plastic ham-
mer or similar, to loosen the valve cotters for removal.
5. Open the release valve of the pump slightly so that the valve springs are slow-
ly unloaded. Take care that the springs are fully unloaded before removing the
nut.
6. Spring holders (Rotocaps) and springs can now be removed.
7. Note the marks of the valves or mark them so that they can be reinstalled into
the same guide if they are in good condition. Valves are marked according to the
gas flow: inlet A and B, exhaust C and D. (See Fig. 12.9.)
Air in
Exhaust
out
12 –8 11–8
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w46 93 31 12
3. Check the sealing faces of the valves and the sealing rings. For this purpose
it is recommended to apply a thin layer of fine lapping compound to the valve seat
and rub the valve slightly against the seat by hand a few times. If the sealing faces
are bright or if there is a coherent sealing face, grinding is not recommended. If
there is slight pitting, lapping only is recommended. If the pitting extends over
nearly the entire sealing face or, if imperfect sealing is observed, the valve and
the seat should be reground.
4. Before grinding check the valve stem clearance by measuring the stem and
guide and change the worn part if necessary. Use measuring documents
4612V001GB and 4612V002GB. The valve guide can be pressed out by using
the tools 845004 and 845005. (Fig. 12.11.) Check the bore in the cylinder head.
When refitting, cooling with liquid nitrogen is recommended, but pressing in
with oil lubrication can also be accepted. After the new guide is fitted, check the
guide bore.
12.3.3. Lapping
If there are slight pits on the sealing faces they can be lapped by hand:
11–9 12 –9
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12 w46 93 31
EXHAUST INLET
2. Seat ring for the inlet valve: The seat angle of the inlet valve seat ring is 19.5_
with a tolerance of –0.25_. The seat can be ground until the outer seat diameter
reaches 171.5 mm (See Fig. 12.13.). After that the seat ring must be replaced by
a new one. After grinding a light lapping is recommended to ensure good contact
between the valve and the seat.
12 –10 11–10
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w46 93 31 12
3. Seat ring for the exhaust valve: The seat angle of the exhaust valve seat ring
is 30_ with a tolerance of +0.25_.The seat can be ground until the outer seat diam-
eter reaches 164 mm (nominal diameter 160 with a tolerance of –0.2). The inner
seat diameter has to be calibrated to 144 mm by grinding in an angle of 45_. (See
Fig. 12.14.)
11–11 12 –11
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12 w46 93 31
5. Check with a blueing test that the contact area is 50 – 100 % of the sealing
face on the exhaust valve seat and 20 – 30 % on the inlet valve seat. See Fig. 12.15.
EXHAUST INLET
12-8-2
6. Install the springs and be sure that the seating faces are undamaged and clean,
both on springs (26) and (30) as well as on the spring discs (rotocaps)(23).
7. Fit the assembling tool (834001) in position.
8. Compress the springs with the hydraulic tool. Put in the valve cotters (27)
after lubricating them properly. Unload the springs slowly.
While unloading the springs check that the cotters fit properly; the spaces be-
tween the two halves should be equal on both sides.
12 –12 11–12
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w46 93 31 12
Fig. 12.16.
11–13 12 –13
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12 w46 93 31
Fig. 12.17.
12 –14 11–14
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w46 93 31 12
6. Check the eccentricity of the sealing face in relation to the valve guide. After
fitting a new exhaust valve seat ring the seat surface must always be ground with
a seat grinding machine.
Hydraulic test:
7. A hydraulic test at 10 bar must be carried out as follows every time a new
exhaust valve seat ring has been fitted:
8. Block the cooling water inlet passages (38) (8 pcs) with rubber expansion
plugs. (See Fig. 12.19.)
9. Tap the deaerating holes (39) (5 pcs) with M8 threads and block them with
plugs.
10. Block the cooling water outlet passage (40) with a flanged piece that has
a connection for a water connection on it.
11. Fill with water and apply a pressure of 10 bar.
11–15 12 –15
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12 w46 93 31
CAUTION ! Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.
12 –16 11–16
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w46 93 31 12
Fig. 12.20.
1. Remove the spring band (6).
2. Remove the cover plate (1).
3. Remove the cap spring (3).
4. Remove the steel balls (4) and turning springs (5).
5. Clean the base plate (2) and all other parts. Check that there is no serious
damage. Change if necessary.
6. Reinstall the parts in the opposite order than previously described.
11–17 12 –17
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12 w46 93 31
Fig. 12.21.
12 –18 11–18
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w46 93 31 12
1. Spindle
2. Housing
3. Plug
4. Spring
Fig. 12.22.
11–19 12 –19
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w46 93 31 13
13.1. General
The camshafts are driven by the crankshaft through gears. The gears are alike for
both camshafts. (Fig. 13.1.) Therefore in this chapter only the gear system for one
camshaft is described.
The gearing consists of a split gear on the crankshaft, two hydraulically fastened
intermediate gears and a camshaft driving gear. Lube oil nozzles provide for lu-
brication and cooling of the gears. The camshafts rotate in the same direction as
the crankshaft at half the speed.
Fig. 13.1.
12–1 13 –1
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130100v
Fig. 13.2.
13 –2 12–2
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w46 93 31 13
NOTE ! Special tools are needed to this work. Please contact the engine manufac-
turer.
View A
7. Open the flange connection screws (20)and remove the camshaft extension
(10) by using the lifting tool (836024) together with the connection (836017) and
(836018). See Fig. 13.4.
NOTE ! Support the driving wheel when lifting the extension piece out.
12–3 13 –3
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8. Lift the camshaft driving wheel out by using the lifting device (836024) to-
gether with the connection (836020) and (836023 or 836034 on the other bank).
See Fig. 13.5.
13 –4 12–4
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9. Lift the camshaft extension out by using the lifting device (836024) together
with connection (836019). See Fig. 13.6.
12–5 13 –5
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13 w46 93 31
NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely necessary. The relative position between the two wheels has been
adjusted when assembled at the factory and should not be changed. If
you must separate the two gear wheels you must mark them so that they
can be assembled back exactly to the correct positions.
10. Open the screws (21) to remove the cover (22) from the intermediate gear
thrust bearings.
11. Open the fastening screws (23) and remove the shaft plate (24) together
with the outside thrust bearing (5).
12. Open the fastening screws (25) and remove the housing plate (26) together
with the inside thrust bearing (32).
13. Open the nut (27) of the center stud (3) by using hydraulic tool (861143).
13 –6 12–6
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3. Keep on turning the hydraulic tool as long as it rotates. Repeat the procedure
a few times to get all oil out from the tool.
4. Turn the hydraulic tool back about 3/4 of a turn (270_).
5. Shut the pump valve and pump to the stated pressure. (See section 7.3.2.)
6. Loosen the nut (27) about 3/4 of a turn with the pin (861010).
7. Open the pump valve slowly, disconnect the hoses and unscrew the hydraulic
tool. Remove the hydraulic tool.
8. Remove the nut.
14. Unscrew the center stud (3) by using a tool (803003) and slide the stud
against the flywheel.
15. Slide the smaller intermediate gear (2) against the engine frame and re-
move the distance ring (28).
16. Screw the lifting tool (836021) to the shaft (6) of the bigger intermediate
gear (1) and lift them out together by using the lifting device (836024) together
with connection (836023 or 836034), see Fig. 13.10.
12–7 13 –7
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13 w46 93 31
17. Slide the smaller intermediate gear (2) out from engine frame and support
it so that you can put the lifting tool (836022) to the shaft of the smaller intermedi-
ate gear and tighten it with a wrench. See Fig. 13.11.
Remove the smaller intermediate gear by using the lifting device (836024) to-
gether with connection (836023 or 836034), see Fig. 13.12.
13 –8 12–8
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NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely necessary. The relative position between the two wheels has been
adjusted when assembled at the factory and should not be changed.
CAUTION ! Check that cylinder A1 (or B1) is at TDC of ignition cycle before
proceeding.
12–9 13 –9
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13 w46 93 31
Mark A Mark B
13 –10 12–10
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3. Lift the distance ring (26) to the shaft of the smaller intermediate gear.
NOTE ! The distance ring must be aligned so that the adjusting slot is against the
smaller intermediate gear. (See Fig. 13.15.)
Section A–A:
12–11 13 –11
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13 w46 93 31
4. Lift the bigger intermediate wheel into position by using the lifting device
(836024) together with connection (836021) and (836023 or 836034). (See Fig.
13.16.)
5. Slide the smaller wheel (2)against the bigger intermediate gear (1).
NOTE ! Check that the assembly marks are as shown in Fig. 13.13..
13 –12 12–12
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11. Check that there is no clearance between gear wheels and distance ring.
12. Repeat the hydraulic tightening to eliminate any clearance between the
threads and other parts.
13. Mount the inside thrust bearing (32)and the housing plate (26), tighten
the screws M16 (25) to stated torque. (See section ”General torques” in chapter
7.)
14. Mount the outside thrust bearing (5) together with the shaft plate, tighten
the screws M10 (23) to stated torque. (See section ”General torques” in chapter
7.)
15. Check the axial clearanceby moving the shaft and record the movement
with a dial indicator. Refer to section 6.2..
Mounting the camshaft gear
16. Lift the camshaft driving wheel (7) (Fig. 13.18.) into position so that the
marks on the wheel are in accordance with the side of the engine block. (See Fig.
13.13.)
17. Fit the camshaft end piece (10) by using the lifting tool (836024) with con-
nection (836017) and (836018); note that the pin (9) is in the correct position.
(See Fig. 13.13.) Fasten the screws M20 (20) to stated torque. (See section
NO TAG)
18. Mount the bearing housing (18); if necessary use a hydraulic jack or crane
to support the shaft while assembling the housing.
19. Fit the inner part (33) of the thrust bearing and the housing plate (17),
tighten the screws M10 (16) to stated torque. (See section ”General torques” in
chapter 7.)
12–13 13 –13
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13 w46 93 31
Fit the outer part (12) of the thrust bearing together with shaft plate (15) and tight-
en the screws M12 (14) to stated torque. (See section ”General torques” in chapter
7.)
20. Check the axial bearing clearance and backlash between the gears (2) and
(7). Refer to section 6.2..
21. Lock the screws (14)with locking wire and mount the cover (13).
22. Tighten the rocker arm bracket fastening screws and mount the covers,
see chapter 14.
23. Check the valve timing and fuel pump timing (see chapter 16.) of one cyl-
inder and compare to the tested values of the setting table in the delivery docu-
ments. Readjust if necessary.
24. Tighten the nut (27) of the intermediate gears center stud (3) to stated
torque (see section 7.3.2.) by using tightening tool (861143). Tightening order
is the same as previously described in this section.
25. Disconnect the hoses of the hydraulic tool (861143) then unscrew and re-
move the hydraulic tool.
26. Mount the covers for the gearing and camshaft.
13 –14 12–14
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12–15 13 –15
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13 w46 93 31
Fig. 13.19.
If only the split gear wheel has to be changed, one half of the wheel can be re-
moved or mounted at a time.
NOTE ! Special tools are needed for this work. Please contact the engine manufac-
turer.
1. Lower the bearing cap of main bearing No.1. (See section 10.2.2.)
2. Loosen the fastening screws (30).
3. Unscrew the axial screws (31).
4. Unscrew the fastening screws (30) and remove the gear wheel halves.
13 –16 12–16
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4. Mount the gear wheel halves on the crankshaft with the parting face at right
angles with the crank of cylinder No.1 and fasten the screws (31) and (30) by
hand.
5. Tighten the axial screws (31) to a torque of 10 Nm and check that contact is
established between the gear wheel and the crankshaft flange.
6. Tighten the fastening screws (30) to stated torque. (See section 7.1.2.) The
screws closest to the crankshaft flange are to be tightened first.
7. Tighten the axial screws (31) to stated torque. (See section 7.1.2.)
8. Check the split gear wheel roundness. Place the cylindrical pin in the tooth-
cap as shown in Fig. 13.20. Turn the engine and use a dial indicator to get indica-
tions. Repeat the procedure and take comparative indications from at least four
different locations. The difference between the four indications must be less than
0.09 mm.
9. Lift the bearing cap for main bearing No.1, see chapter 10.
12–17 13 –17
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8. Mount the new gear wheel half on the crankshaft against the upper old half
and fasten the screws (30) and (31) by hand.
9. Tighten the new half axial screws (31) to stated torque. (See section 7.1.2.)
Check that contact is established between the gear wheel and the crankshaft
flange.
10. Remove the fastening screws (30).
11. Turn the crank of cylinder no. 1 carefully to TDC.
12. Unscrew the axial screws (31) of the other half.
13. Remove the other half of the split gear wheel.
14. Clean the parting surfaces of the wheel half and the contact faces of the
gear wheel and the crankshaft.
15. Apply Loctite 242 on the threads of the screws (31) and under the screw
heads.
16. Mount the new gear wheel half to the crankshaft against the upper half
and fasten the screws (31) by hand.
17. Tighten the new half axial screws (31) to stated torque. (See section 7.1.2.)
Check that contact is established between the gear wheel and the crankshaft
flange.
18. Turn the crankshaft half a turn.
19. Tighten the fastening screws (30) to stated torque. (See section 7.1.2.)
20. Check the split gear wheel roundness as mentioned in section 13.3.3..
21. Lift the bearing cap for main bearing No.1 see chapter 10.
13 –18 12–18
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1. Screws
3. Rocker arms
4. Push rod
5. Protecting sleeves
8. Cover
11. Valve tappet
12. Shaft
13. Bracket
14. Yoke
13–1 14 –1
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14 w46 92 50
1. Screws
2. Locking screw
3. Rocker arm
7. Shaft
13. Rocker arm bracket
20. Bushing
4. Open the screws (1) and lift the rocker arm bearing bracket (13) from the
cylinder head.
5. Remove the yoke (14) (See Fig. 14.1.)
14 –2 13–2
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Rocker arms:
6. Support the bracket by crane and open the locking screws (2). Slide the
brackets (13) out from the shaft (7) on both sides. Remove the rocker arms (3)
and the shaft.
7. Remove the push rods (4) and the protecting sleeves (5) by lifting up through
the guide holes in cylinder head.
Valve tappets:
8. Open the screws (9) and remove the cover (8).
9. Remove the guide pin (10) and lift the valve tappet (11) out.
13–3 14 –3
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14 w46 92 50
4. Push rod
5. Protect sleeve
6. Locking pin
8. Cover
9. Screw
10. Guiding pin
11. Valve tappet
12. Shaft
17. O–ring
18. O–ring
19. Ball head pin
Section A
14 –4 13–4
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2. Insert the valve tappet (11) into the guide hole on the engine block then fit
and tighten the guiding pin (10).
NOTE ! The guide pin of the fuel injection pump is shorter than the guide pins of
the exhaust and inlet valve tappets and it is stamped IP. Make sure that
the guide pins are installed into the correct positions. (See Fig. 14.5.)
Push rods:
4. Grease the O–rings (17) and (18) properly. Insert the push rods (4) and pro-
tecting sleeves (5) into position through the cylinder head guide bores.
5. Mount the yoke. For adjusting the yokes see chapter 12.
NOTE ! The journal has to be exactly at the right position to be able to fit the
screws.
13–5 14 –5
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14 w46 92 50
Fuel–
inject.
The drop forged camshaft pieces have integrated cams, the sliding surfaces of
which are case hardened. The bearing surfaces of the journals are induction hard-
ened. The camshaft is driven by the crankshaft through a gearing at the driving
end of the engine.
14 –6 13–6
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At the free end, the camshaft has an extension (5) with a cam for operating the
starting air distributor.
At the driving end the camshaft has an axial bearing (6) and a vibration damper
(10) integrated to the driving gear of the camshaft.
13–7 14 –7
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14 w46 92 50
4. Remove the cover (8), see Fig. 14.7. from the starting air distributor and un-
screw the rocker arm bracket fastening nuts of the cylinders in which the camshaft
is to be removed. Move the free end of the camshaft towards the free end of the
engine a maximum of 35 mm by using a suitable lever.
NOTE ! Be careful that the rollers do not fall from the cams.
5. Disengage the camshaft piece from the centerings and fixing pins (4) and re-
move it sideways.
14 –8 13–8
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4. Mount the camshaft piece (1) on the fixing pin. (See Fig. 14.6.) After center-
ing it at either end, press together the camshaft using 3 assembly screws at both
ends of the camshaft piece.
5. Fasten the studs (7) by hand and tighten the nuts (3) by using the tool
(820009). For tightening torque see chapter 07.
6. Check the valve tappets and rollers carefully. Even slightly damaged tappet
rollers have to be changed.
7. Mount the cover (8) of the starting air distributor, valve tappets, injection
pump etc.
8. Check the valve clearances on cylinder concerned and on all cylinders to-
wards the free end.
9. Check the fuel pump timing on cylinder concerned (see chapter 16) and on
the next cylinder towards the free end. If some corrections has to be done on next
cylinder, all the pumps on that side have to be checked.
13–9 14 –9
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Fig. 14.11.
The elastical coupling is bolted on the camshaft gear (6) and the inner part (1) is
a part of camshaft so it follows camshaft torsional vibrations. The outer part con-
sists of spring packs (2), spacers (3), a clamping ring (4) and side plate (5). The
springs are clamped at their outer end by the spacers and their inner ends mesh
with the grooves of the inner part. The cavities between spring packs and spacers
are filled with oil which comes through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the outer part, the
springs will deflected, one cavity will reduce and one will enlarge and the oil will
flow through the narrow gab between inner and outer part, generating the hydro-
dynamic friction and therefore damping the vibrations.
14 –10 13–10
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15.1. Description
The engine is equipped with two turbochargers and aircoolers situated in a sepa-
rate charge air unit in the free end of the engine. The turbochargers are driven by
exhaust gases coming from various cylinders through opened exhaust valves. The
compressor (1) rotates with the turbine (2) and draws air in from outside raising
the ambient air pressure to a higher level (charge air pressure). The air is heated
up in the process and has to be cooled down in the air cooler (3) before entering
the air receiver (4) and the cylinder through opened inlet valves.
015–1 15 –1
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15.2. Turbocharger
15.2.1. Description (ABB 564)
The turbocharger is of the axial turbine type. The gas inlet and outlet housings
of the turbocharger are cooled with water coming from the cylinder cooling water
system of the engine.
The turbocharger has its own lubricating system including mechanically driven
pumps on turbine side and compressor side. A special sight class is provided to
control the oil level, quality of oil and function of the oil pump.
The turbocharger is equipped with cleaning devices to clean the turbine and com-
pressor by water injection.
Speed is measured by a pick up installed on the compressor side.
15 –2 015–2
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rated and escapes through the exhaust, while the remaining water drains from the
exhaust casing through the valve. It is important that all of the water does not
evaporate, since the cleaning effect is based on the water solubility of the deposits
and the mechanical effect of the water droplets striking the turbine/nozzle ring
blades. Additives or solvents must not be used in the cleaning water. The use of
salt water is prohibited.
The exhaust gas pipe is equipped with 2 inlets for turbine cleaning water (5). (
Fig. 15.2.)
During cleaning the exhaust housing is drained through the drain valve (6). (Fig.
15.3.)
Valves (8) and (6) should be operated daily for a short time to avoid the pipes and
valves from clogging
015–3 15 –3
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15 –4 015–4
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70
65
60
55
l/min
50
45
40
35
30
220 240 260 280 300 320 340 360 380 400 420 440
°C
015–5 15 –5
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If, however, a very thick hardened crust of dirt has formed, the compressor will
have to be dismantled for cleaning.
By this method the water is not acting as a solvent but instead removes the depos-
its mechanically by the impact of the water droplets. It is therefore recommended
to use clean water without any additives. The water should not contain any cool-
ing water agents which might remain on the compressor.
Regular cleaning of the compressor prevents or delays excessive contamination,
but in no way replaces the usual overhauls where the turbocharger is completely
dismantled. (See turbocharger instruction manual.)
The charge air unit is provided with special water tanks (34) (see Fig. 15.5.) which
during washing procedure is pressurised with scavenging air pressure (connec-
tion 35) and from where the water is led to compressor inlet (connection 36).
Water cleaning should be done after every 25–75 hours of operation depend-
ing on the operating conditions.
15 –6 015–6
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3 Loosen the grip screw (37) and remove the cover (38). (Fig. 15.5.)
4 Fill the tank with clean water to approximately 10 mm below the edge.
5 Replace cover (38) and retighten the screw (37).
6 Check that valve (42) is full opened to the other compressor.
7 Press plunger (39). The plunger operates the valve allowing compressed air
from the turbocharger to enter the tank via pipe (35). The compressed air forces
the water into pipe (36) and from there to the compressor wheel.
8 The whole water volume should be injected in 4–10 seconds. The success
of cleaning can be evaluated by referring to the figures mentioned in step 2. If
unsuccessful, the cleaning process should be repeated earliest after an interval of
10 minutes.
9 After cleaning one compressor turn the valve (42) to opposite position and
repeat the cleaning procedure to the other compressor.
10 After cleaning both of the compressors, the engine should run with high
load at least 5 more minutes.
015–7 15 –7
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Air in
LT in
LT out
HT in
Air to
HT out
receiver
CAUTION ! If water keeps on dripping or flowing from the draining hole for
a longer period (unless running all the time in conditions with very
high humidity) the cooler insert may be leaking and must be dis-
mantled and pressure tested.
15 –8 015–8
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The cooler has to be cleaned if the air pressure drop over the cooler exceeds 400
mmWG or if the temperature difference over the LT side or HT side increases
from normal.
1 Drain water from the air cooler LT and HT side by opening the drain con-
nections (12) and the vent connections (13). (See Fig. 15.7.).
2 Remove the HT and LT cooling water pipes (14 and 15) from the cooler.
View A View B
3 Open all the air cooler fastening screws 27 (See Fig. 15.8.) and supporting
screws (28).
015–9 15 –9
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4 Fit the tool 846053 and fix it with connection screws (43 and 44). Pull out the
air cooler horizontally (by using a block and a tackle). When the cooler is outside
from the cooler housing. put shackles to the lifting yokes of the cooler and lift the
cooler away by crane.
5 Clean the air side according to the cooler manufacturer’s instructions.
NOTE ! Use of a high pressure water cleaning device may cause damage to the
fins, which will result in an increased pressure drop over the cooler.
6 Remove the flow return header (30) and the inlet/outlet header (31) to make
the water side accessible. (See Fig. 15.9.)
15 –10 015–10
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7 Clean the water side. Regular cleaning is necessary. The cleaning intervals
depend on the cooling water used. Cleaning of the water side is not only required
to maintain the thermal performance of the cooler, but also to prevent scaling and
corrosion. Scaling increases the risk of pitting corrosion and obstacles partly
blocking the tubes lead to erosion.
Mechanical cleaning:
Mechanical cleaning is done by use of nylon brushes fitted to a rod. The length
of the rod corresponds to the tube length of the cooler in question and the type
of the brushes is chosen in accordance to the finned tube type. Mechanical clean-
ing can be done on site or with the cooler removed. Check the gaskets (32) and
(33) and replace if necessary.
Hydraulic cleaning:
Hydraulic cleaning is carried out with the cooler removed using a high pressure
spray gun to remove dirt deposits inside the tubes. It is recommended that the size
of the spray gun nozzle is 3 mm.
Chemical cleaning:
Chemical cleaning is recommended, when the cooler is removed. The tube
bundle is immersed into a chemical cleaning bath. Time of immersion is a func-
tion of the degree of fouling. When the cleaning is complete, the cooler is to be
flushed by applying a powerful water jet. If the result is still not satisfying, clean-
ing should be repeated.
8 Reassemble the cooler insert and lift it on the tool (846053) (spread plenty
of Vaseline on the tool, where the cooler will be seated). Pull the cooler into the
welded housing (40)(by using the block and the tackle). Fit and tighten the air
cooler fastening screws (27). Tighten the supporting screws (28). Remove the
tool (846053) and connect the HT and LT cooling water pipes (14) and (15).
When filling the system with water, check for possible leaks.
015–11 15 –11
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15 –12 015–12
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16.1. Description
Basically the entire engine mounted fuel system is situated inside the Hot Box.
Circulating fuel, together with heat radiation from the engine, keeps the whole
space hot so that no extra heating pipes are needed on the engine.
The engine is equipped with a twin injection system, every cylinder is equipped
with a fuel injection pump and two injection valves, main and pilot. The pilot in-
jector with its control system is specially designed to give better burning of poor
quality fuel. The main injector is uncooled and is situated in the middle of the cyl-
inder head.
The drain fuel from the pumps and fuel valves is led through special leak fuel
channels out from the engine. Flow switches monitor the leak separately from
pumps and injectors, injection pipes and from the Hot Box.
15–1 16 –1
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Main injection
Pilot injection
Fuel in
Leak fuel
Fuel out
Air
Leak from
injection pipe
Normal back flow
Section A
NOTE ! Cover immediately all openings with tape or plugs to avoid dirt entering
the system.
16 –2 15–2
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8. Open the nuts (8) and lift off the pump by using the lifting tool (831001).
NOTE ! Be careful not to damage the o–rings (9) on the fuel feed connection while
lifting the pump.
15–3 16 –3
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16 w46 93 31
3. Check the O–rings (10) on the base of the pump and lubricate with vaseline
or engine oil. Check that the fuel cam is not in the lifting position.
4. Fit the pump to its position by using the the lifting tool (831001). Be careful
not to damage the O–rings on the fuel supply connection while lowering the
pump. Tighten the nuts (8) to stated torque. (See chapter 07.)
5. Remove the protecting tapes and plugs. Fasten the fuel supply connection
with screws(3) and fit the injection–, leak fuel–, control air– and lubricating oil
pipes. Fasten the injection pipe to stated torque.
6. Fit the fuel rack connection and fasten the screw (7).
7. Rotate the control shaft and check that all pumps follow the shaft movement.
Check the fuel rack positions of all pumps (see chapter 22).
8. Open the fuel supply to the engine and circulate the fuel for some time to vent
the system; see chapter 17. Turn simultaneously the crankshaft with turning gear.
If necessary use the venting plug (11). (See Fig. 16.5.)
Section A–A
2. Open the bottom cover screws (12) and remove the flange (13). (See Fig
16.5.)
16 –4 15–4
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3. Secure the push spindle assembly by using a tool (836040) and push the as-
sembly slightly to be able to remove the retainer ring (14) with pliers (800001).
NOTE ! The tappet is spring loaded ; Be careful when loosening the tool.
4. The push spindle assembly (15, 16) and the element plunger (17) can be taken
out now.
NOTE ! Be careful when handling the plunger and taking it out from the push
spindle assembly. Plungers, elements and pump valves are matched and
they must be kept together during overhaul.
15–5 16 –5
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11 Venting plug
12 Screws
13 Flange
14 Retaining ring
15 Push spindle
16 Spring holder
17 Plunger
18 Spring
19 Control sleeve
20 Screw
21 Screw
22 Pump cover
23 Main delivery valve
24 Pilot control valve
25 Constant pressure valve
26 Element cylinder
27 Plug
28 Control rack
34 Grub screw
35 Seal ring
36 Seal ring
37 Seal ring
38 Seal ring
41 Fixing pin
42 Spring disc
43 Seal
44 Screw
45 Cover
46 Erosion plug
47 Seal
16 –6 15–6
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9. Take out the element cylinder by tapping the bottom of the element with a
soft tool. If O–rings are seated tightly you can use air for assistance by opening
the plug (27) at the pump chamber and blowing air inside. Air will create a lifting
force on the element. The element cylinder can be removed now by using the
screws (21) for lifting.
10. To remove the control rack (28) open the pneumatic cylinder fastening
screws (29) and remove the cylinder (30) with piston (32) and sliding O–ring
(50). Open the piston screw (31) and remove the stop washer (33). Loosen the
grub screw (34) and pull out the control rack. Remove the counter sleeve (48).
15–7 16 –7
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Pull
out
16 –8 15–8
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PUMP COVER
VIEW A–A
Fig. 16.8.
NOTE ! Be careful with the valves in the pump cover. Some oil may be used in the
valves to keep them in position during assembly.
5. First tighten screws (21) crosswise in three steps to nominal torque and then
screws (20) in the same way. (See chapter 07.)
6. Mount the control rack (28) and fasten the grub screw (34). Fit the counter
sleeve (48) and pressure plate (33) together with screw (31) in position. Fit the
piston (32) and put on the cover (30) with screws (29). (See Fig. 16.7.)
7. Turn the pump upside down and fit the control sleeve. Move the control rack
to a position where two marks (A) can be seen. One of the control sleeve teeth
is chamfered (B) and this tooth must slide into the tooth space between the marks
on the rack. (See Fig. 16.10.)
Fig. 16.9.
15–9 16 –9
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8. Reinstall the spring disc (42) and spring (18). (See Fig. 16.5.)
9. Assemble the element plunger and push spindle assembly (15,16) and lift
carefully into position.
10. Note the mark on one of the plunger vanes (C). (See Fig. 16.9.) The
marked plunger vane must slide into the groove on the control rack side of the
control sleeve (D) (similar mark on sleeve). It corresponds to the marks on the
control rack (A) and the chamfered tooth (B) of the control sleeve.
Fig. 16.10.
11. Press the push spindle down carefully by using a tool (836040). (See Fig.
16.4.) To make the plunger vanes slide into the grooves on control sleeve the con-
trol rack can be moved gently.
12. When plunger is deep enough install the retaining ring (14) with pliers
(800001). After removing the tool check that the control rack can be easily
moved.
13. Before installing the flange (13) be sure that shaft sealing (43) is in good
condition; if necessary replace the sealing by opening the screws (44) and remov-
ing the cover (45) and sealing.
16 –10 15–10
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Fig. 16.11.
NOTE ! If the sealing starts to leak, fuel can enter the lubricating oil system and
possibly damage it.
15–11 16 –11
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View
16 –12 15–12
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4. Use Fig. 16.14. to determine the correction needed for the adjusting screw
to achieve the right timing.
Example: According to measurements delivery stroke starts 15.5_ before TDC
instead of 16.8_ given on setting table. Change of injection timing has to be 1.3_
and from the figure 16.14. you can read that distance X has to be 0,85 mm smaller.
15–13 16 –13
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Change of inj.
timing (deg.
BTDC)
5. Open the locking screws(49) and adjust the distance X to the correct position;
lock the screws again to stated torque before the final checking of distance X.
6. Open the nuts (8) and remove the sleeves.
7. Fit the fuel pump acc. to section 16.2.4..
8. Check again the timing.
9. If in tolerance fit the erosion plugs and switch on the fuel. Check possible
leaks before starting the engine again.
10. A separate venting plug (11) is installed on the pump chamber. It is not nec-
essary to use this unless you only have a short time to circulate fuel in the pump
chamber. Normally , the air is vented out without any other procedure.( See Fig.
16.5.)
16 –14 15–14
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The main injection line consists of a connection piece (1), which is fastened into
the main nozzle holder (2), and a two layer injection pipe (3).
The connection piece seals with plain metallic surfaces and these surfaces are to
be checked before mounting. Always tighten the connection piece to correct
torque before mounting the injection pipe and also when only the injection pipe
has been removed. The pilot injection line consists of a two layer injection pipe
(4) connected straight to the pilot nozzle holder.
15–15 16 –15
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The injection pipes are delivered complete with connection nuts assembled. Al-
ways tighten the connections to correct torque. (See chapter 7.)
When removed, the injection line details have to be protected against dirt and rust.
16 –16 15–16
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2. Remove the injection pipe by opening the nuts (6) and (7) and the leak fuel
connection (8). (See Fig. 16.16.)
3. Loosen the sealing flange of the connection piece by loosening the nuts (9)
and unscrewing the connection piece. Protect the fuel holes.
4. Remove the fastening nuts (26) of the injection valve. (Fig. 16.17.)
Fig. 16.17.
5. Lift out the injection valve by using the eyebolt M12 (805001). If necessary,
use the extractor (837038). If too much force has to be used, there is a risk of the
stainless sleeve of the cylinder head coming loose which, in such a case, must be
checked.
6. Protect the fuel inlet hole of the injection valve and the bore in the cylinder
head.
NOTE ! The locating pin (11) determines the correct positions of the fuel injector
when mounting. See Fig. 16.19.
4. Put new o–rings in the sealing flange of the connection piece. Place the
flange on the connection piece and fasten the connection. Tighten to correct
torque.
15–17 16 –17
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5. Tighten the fastening nuts of the injection valve to correct torque in steps
of 10...20 Nm.
6. Fasten the sealing flange of the connection piece.
7. Mount the injection pipe and tighten the cap nuts to torque.
8. Mount the Hot–Box covers and rocker arm casing.
Fig. 16.18.
4. Check the nozzle needle movement which may vary as follows:
− needle completely free
− needle free to move within the normal lifting range
− needle is sticking
The needle must not be removed by force because this often results in complete
jamming. Unless it can be easily removed, immerse the nozzle in lubricating oil
16 –18 15–18
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and heat oil to 150...200_C. Normally, the needle can be removed from a hot
nozzle.
5. Clean the components. If possible, use a chemical carbon dissolving solution.
If there isn’t such available, immerse the components in clean fuel oil, white spirit
or similar to soak carbon, then clean the components carefully. Do not use steel
wire brushes or hard tools. Clean the nozzle orifices with needles provided for
this purpose. After cleaning, rinse the components to remove carbon residues and
dirt particles. Before inserting the needle in the nozzle body, immerse the compo-
nents in clean fuel oil or special oil for injection systems.
Seat surfaces, sliding surfaces (needle and housing) and sealing faces against the
nozzle holder should be carefully checked.
NOTE ! The nozzle can also be sent to the engine manufacturer for possible re-
conditioning. Note that the nozzle can be reconditioned only once due to
surface hardening on the nozzle body.
15–19 16 –19
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Fig. 16.19.
8. Check the high pressure sealing faces of the nozzle holder, i.e. the contact
face to nozzle and the bottom of the fuel inlet hole.
9. Check max lift of nozzle; i.e. sum of measures A and B in Fig. 16.20. If the
wear B exceeds 0,05 mm the nozzle holder can be sent to the engine manufacturer
for reconditioning. If total lift is out of the limit value given in chapter 06 and the
nozzle is already reconditioned once, the nozzle should be replaced with a new
one.
16 –20 15–20
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Fig. 16.20.
Assembling the injection valve:
10. Reassemble the injection valve.
11. Fit the nozzle to the nozzle holder together with the cap nut (17) carefully,
note the position of locating pins (18).
NOTE ! Use Molykote or similar in the contact surface between the cap nut and
nozzle and in the thread.
15–21 16 –21
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16 –22 15–22
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NOTE ! The nozzle can also be sent to the engine manufacturer for possible re-
conditioning. Note that the nozzle can be reconditioned only once due to
surface hardening on the nozzle body.
15–23 16 –23
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Fig. 16.21.
16 –24 15–24
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NOTE ! Some spill fuel can come out from the nozzle holder due to the back flow.
15–25 16 –25
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Pressure monitoring:
The pressure gauge (1) on the instrument panel and a pressure sensor (2) con-
nected to the fuel supply line indicate the fuel pressure before engine. The pres-
sure sensor is fitted for remote indication and alarms.
Temperature monitoring:
A local temperature indicator (3) and a pt100 sensor (4) fitted on the fuel supply
line indicate the fuel temperature before the engine.
16–1 17 –1
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mal backflow from pumps and nozzles and separately the possible leak from the
injection pipes.
All leak fuel pipes are equipped with quick couplings (8) to make the trouble
shooting easier.
A separate leakage pipe system (11) leading from the top level of the engine col-
lects the waste oil, –fuel or –water that is leaking when overhauling the engine.
Pressure regulating:
A separate pressure control valve (10) is fitted to the fuel outlet pipe to regulate
the fuel pressure and to keep the pressure constant when running on variable load.
The high pressure system, with injection pump and injection valves, is described
in chapter 16.
Because the fuel volume in the supply line is relatively high, it is preferable to
use control air pressure to blow the fuel out from the supply pipes to a suitable
tank when overhauling the fuel pumps or supply lines; see Fig. 17.2.
17 –2 16–2
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Pressure control valve (10) has to be adjusted so that the air pressure will open
it.
Blow the system about 10–15 minutes to be sure that all of the fuel is out.
16–3 17 –3
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Fig. 17.3.
Check the adjustment at the intervals recommended in chapter 4. Adjust the valve
at the normal operating temperature with an idling engine.
All pressures mentioned in the instructions refer to the readings at the pressure
gauge (1) (Fig. NO TAG) in the instrument panel of the engine.
Turn the adjusting screws of the pressure control valve clockwise to achieve
higher pressure, counter–clockwise to achieve lower pressure.
1. Preadjustment
Raise the pressure in system by closing the control valve (10) slowly. Adjust the
booster pump pressure to 12 bar.
2. Adjustment of pressure control valve (10)
Open the pressure control valve and adjust the pressure to the level stated on sec-
tion 1.2.
NOTE ! The lock nut (12) for recirculating screw (13) also acts as a seal and there-
fore some leakage can occur while regulating the valve.
17 –4 16–4
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18.1. Description
The engine is lubricated by a dry sump oil system where the oil is mainly treated
outside the engine by continuous separating.
The main functions for the oil lubrication is to prevent metal to metal contact at
the bearing surfaces, heat transfer and cleaning. Various auxiliary devices guaran-
tee that oil lubrication is first–rate in all circumstances.
Installation:
– The oil pump takes suction from the system oil tank and discharges it under
pressure to the coolers.
– On the discharge side of the coolers is installed a thermostatic valve which con-
trols the oil flow to the coolers.
018–1 18 –1
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– The oil will by–pass the oil coolers if the temperature drops below the set point
of the thermostatic valve.
– After the coolers, the oil passes through the automatic fine filter and indicating
filter to the distributing pipe of the engine.
Lubrication oil is led to the piston through the bored passages in the gudgeon pin
and piston skirt up to the cooling space. Part of the lubrication oil is led out from
18 –2 018–2
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the piston skirt through the special nozzles to the cylinder liner forming an oil film
between the piston and the cylinder liner surfaces.
From the cylinder liner the oil collects in the oil sump from where it flows freely
back to the system oil tank.
018–3 18 –3
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18 –4 018–4
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NOTE ! The speed governor and the turbocharger have their own oil systems, see
separate instruction books.
018–5 18 –5
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18 –6 018–6
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The filter comprises a housing (12) containing a hardened steel spindle (2) on
which a dynamical balanced rotor unit (3) is free to rotate. Oil flows through the
housing, up the central spindle into the rotor. The rotor comprises two compart-
ments, a cleaning chamber and a driving chamber. Oil flows from the central tube
(13) into the upper part of the rotor, where it is subject to a high centrifugal force,
and the dirt is deposited on the walls of the rotor in the form of heavy sludge.
The oil then passes from the cleaning compartment into the driving compartment
formed by the stand–tube (11) and the lower part of the rotor (4), which carries
two driving nozzles. The passage of the clean oil through the nozzles provides a
driving torque to the rotor and the oil returns through the filter housing to the en-
gine oil sump.
018–7 18 –7
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18.2.1. Cleaning
It is very important to clean the filter regularly (chapter 04) as it collects consider-
able quantities of dirt and thus unloads the main filter.
NOTE ! If it is found that the filter has collected the maximum quantity of dirt
(the dirt deposit is 25mm thick) at the recommended cleaning intervals, it
should be cleaned more frequently.
NOTE ! See maintenance instruction also from separate instruction book. Mainte-
nance instructions should be also on the filter cover.
18 –8 018–8
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19.1. Description
The engine is cooled by a closed circuit fresh water system, divided into a high
temperature circuit (HT) and a low temperature circuit (LT).
18–1 19 –1
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19 –2 18–2
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19.1.1. HT–circuit
The HT–circuit cools the cylinders, cylinder heads, charge air and turbochargers.
From the separately installed pump, water flows to the distributing duct which
is cast in the engine block. From the distributing ducts, the water flows through
the cooling water bores in the cylinder liners and continues to the cylinder heads.
In the cylinder head the water is forced by the intermediate deck to flow along
the flame plate, around the valves to the exhaust valve seats and up along the fuel
injector sleeve. From the cylinder head the water flows out through a connection
piece (1) to the collecting pipe (2).(See Fig. 19.2.).
From the engine HT–water flows to the turbochargers installed in a separate TC–
unit. (See Fig. 19.3.).
HT–water cools also charge air in the HT–charge air cooler installed in the TC–
unit.
The system outside the engine, see installation.
18–3 19 –3
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19.1.2. LT–circuit
The internal LT–circuit cools charge air in LT–charge air cooler installed in a sep-
arate TC–unit.
The necessary cooling for the LT–water is gained from the separately installed
raw water cooler.
The system outside the engine, see installation.
19 –4 18–4
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NOTE ! When the engine is in use , the venting pipes must always be open so that
air could vent from the system.
19.1.4. Preheating
For preheating purposes, a heater circuit with a pump and heater are connected
in the HT circuit before the engine. The non–return valves in the circuit force the
water to flow in the correct direction.
Before starting, the HT circuit is heated up to about 60_C by a separate heat-
er. This is of utmost importance when starting and idling on heavy fuel.
19.1.5. Maintenance
The maintenance–including expansion, venting, preheating, pressurizing–
should be carried out in strict accordance with the instructions of the engine
manufacturer to obtain a correct and trouble–free installation.
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There should be no reason to start maintenance on the cooling water system un-
less the temperatures in the oil system or cooling water system start to rise without
clear reason.
Normally all inspections and mechanical cleaning of the cooling water system
components are better done at the stated maintenance intervals.
The circulating fresh water should be treated according to the recommendations
in chapter 02 to prevent corrosion and deposits.
If a risk of freezing occurs, drain all of the cooling water spaces. Avoid using new
cooling water. Save the discharged water and use it again.
19.1.6. Cleaning
In completely closed systems the fouling will be minimal if the cooling water is
treated according to our instructions in section 2.3.. Depending on the cooling
water quality and the efficiency of the treatment, the cooling water spaces may
or may not foul over the course of time. Deposits on the cylinder liners, cylinder
heads and cooler stacks should be removed as they may disturb the heat transfer
to the cooling water and thus cause serious damage.
The necessity for cleaning should be examined, especially during the first year
of operation. This may be done by overhauling a cylinder liner and checking for
fouling and deposits on the liner and block. The cylinder head cooling water
spaces may be checked by opening the water space plugs on the sides of the cylin-
der heads. The turbocharger can be checked through the covers of the water space.
The deposits can be quite varied in structure and consistency. In principle, they
can be removed mechanically and/or chemically as described below. More de-
tailed instructions for cleaning the coolers are given in chapter 15.
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid particles which can
be brushed and rinsed off with water.
For places where the accessibility is good, e.g. cylinder liners, mechanical clean-
ing of considerably harder deposits is effective.
In some cases it is advisable to combine chemical cleaning with a subsequent me-
chanical cleaning as the deposits may have dissolved during the chemical treat-
ment without having come loose.
b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned chemically. At
times, degreasing of the water spaces maybe necessary if the deposits seem to be
greasy.
Deposits consisting of primarily limestone can be easily removed when treated
with an acid solution. On the other hand, deposits consisting of calcium sulfate
and silicates may be hard to remove chemically. The treatment may, however,
have a certain dissolving effect which enables the deposits to be brushed off if
there is access.
On the market, there are a lot of suitable acid based agents (supplied e.g. by the
companies mentioned in section 2.3.)
The cleaning agents should contain additives (inhibitors) to prevent corrosion of
the metal surfaces.
19 –6 18–6
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18–7 19 –7
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20.1. Description
20.1.1. SPEX–piping
The ”SPEX” exhaust system is a combination of pulse system and constant pres-
sure system retaining the kinetic energy of exhaust gases in a simple constant
pressure–type exhaust pipe.
Exhaust gases from each cylinder is led into two common exhaust manifolds con-
nected to the turbochargers. Pipe sections are provided with bellows on each end
to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up of sand-
wich steel sheets, flexibly mounted to the engine structure.
19–1 20 –1
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20.2. Maintenance
20 –2 19–2
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19–3 20 –3
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21.1. Description
21–2
Fig. 21.1.
The engine is started with compressed air of max 30 bar pressure. Minimum pres-
sure required is 15 bar. The main starting valve (01) (see Fig. 21.1.) is a special
design with integrated throttle valve for slow turning, see chapter 03. A pressure
gauge (38) mounted on the instrument panel indicates the pressure before the
main starting valve. The inlet air pipe from the starting air receiver is provided
with a non return valve (14) and a blow off valve (13) before the main starting
air valve (01).
The main starting/slow turning valve is operated pneumatically via the solenoid
control valves (19) and (20) by pushing the start button (39) on the local instru-
ment panel or by activating the solenoids from remote control.
When the main starting valve opens, air can go through the slow turning valve
(40) (if not activated) and partly through the flame arrestors (02) to the starting
valve (03) on the cylinder head. Part of the air goes through the blocking valve
on the turning gear (09) (if not engaged) and through the starting air distributor
(04) to open the starting valves on the cylinder head. The starting air distributor
controls the opening time and sequence of the starting valves.
Slow turning is automatically activated for two revolutions if the engine has been
stopped for more than 30 min.
20–1 21 –1
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Blocking valve (09) on the turning gear is a precaution to prevent the engine from
starting when turning gear is engaged.
Fig. 21.2.
The main starting valve is a pneumatically controlled valve with integrated
throttle valve. On normal starting, only the main start section is activated (control
air to connection A) and air can go freely through the throttle valve. When slow
turning is needed both valve sections are activated (control air to connections A
and B) and throttle valve (24) moves to decrease the air amount going to the cylin-
der. The throttle valve can be adjusted by turning the screw (25) clockwise to in-
crease the speed and counterclockwise to decrease the speed.
Slow turning speed should be in the range of 20–30 rpm.
When the starting signal is over the main starting valve closes and the starting air
pressure in engine piping is vented through connection (C).
21 –2 20–2
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Fig. 21.3.
21.3.1. Description
The starting air distributor is of the piston type with precision machined inter-
changeable liners (26). The liners as well as the pistons are of corrosion resistant
materials. The distributor pistons are controlled by a cam (28) at the camshaft
end. When the main starting valve opens, the control pistons (27) are pressed
against the cam, whereby the control piston for the engine cylinder which is in
starting position admits control air to the piston (35) of the starting valve. (Fig.
21.4.) The starting valve opens and allows air pressure to pass into the engine cyl-
inder.
The procedure will be repeated as long as the main starting valve is open or until
the engine speed is so high that the engine fires. After the main starting valve has
closed, the pressure drops quickly and the springs (32) lift the pistons off the cam.
This means that the pistons touch the cam only during the starting cycle and thus
the wear is insignificant.
20–3 21 –3
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3. Take care not to damage the sliding surfaces of the pistons and liners.
4. In case of a stuck piston, use thread M8 at the end of the piston to get it out,
if necessary.
5. It is recommended not to change the place of the pistons, although they
are precision machined to be interchangeable. Utilize cylinder numbers stamped
at the control air connections.
6. Clean the parts and check for wear.
7. If a liner is worn, press it out. It may be necessary to heat the distributor up
to about 200_C as Loctite is used for fixing and sealing.
8. Clean the bore carefully so that the new liner can be inserted by hand. Other-
wise there is a risk of deformation of the liner and sticking of the piston.
9. Apply Loctite 242 on the outside surfaces when mounting the liner. Check
that the openings in the liner correspond to those in the housing.
10. Check that there is no Loctite on the inside sliding surfaces.
11. Apply Molykote Paste G to the piston sliding surfaces before reassembling.
Wipe off surplus paste. Check that pistons do not stick.
12. Apply silicon sealant to both sides of the intermediate plate (33). Do not use
too much as surplus sealant will be forced into the system when tightening the
fastening screws.
13. After mounting the distributor to the engine but before connecting the con-
trol air pipes and the end plate (30), check that all pistons work satisfactorily, e.g.
by connecting compressed air (working air of 6 bar) to the distributor air inlet and
by turning the crankshaft. It is then possible to see whether the pistons follow the
cam profile.
CAUTION ! When testing the starting air distributor always vent the control
air pipes to the starting valves to avoid the engine from starting.
Fig. 21.4.
21 –4 20–4
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21.4.1. Description
The starting valve is operated by control air pressure coming from the starting air
distributor. The valve consists of a valve spindle (37) with a spring–loaded piston
(35) mounted in a separate housing.
20–5 21 –5
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21 –6 20–6
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The system includes a filter (06), an automatic draining valve (10) and further-
more an air container (07) and a non–return valve (15) to ensure the pressure in
the system in case of a lack of feed pressure. (Fig. 21.5.)
The main starting valve (01), which is described in detail in section 21.2. is actu-
ated by solenoid valves (16) and (17) for slow turning and by (17) for starting at
remote start. Fig. 21.7. shows the solenoid valve. The valve is equipped with a
push button and can be energized manually.
At the same time as the main starting valve is actuated, an impulse goes to the
automatic water separator, which opens during the starting cycle to expel conden-
sated water separated by the air filter (06).
20–7 21 –7
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The starting fuel limiter (11) is described in detail in chapter 22. During the start-
ing cycle it is automatically actuated by the solenoid valve (19), which is ener-
gized from the speed monitoring system.
The pneumatic overspeed trip devices (08), described in detail in chapter 22, are
controlled by the valve which is actuated by the solenoid valve (18) on an electric
signal from the speed monitoring system, whereby the engine stops.
The push button of the stop solenoid valve is able to function as a local emergency
stop.
Fig. 21.7.
21.6.2.2. Maintenance
Filter, Fig. 21.7. picture 1. The bottom part of the filter is attached to the top part
with a thread. To open the filter, vent the air and turn the bottom part.
Clean the insert (1) and inside of the filter after each 8000 h.
Solenoid valve, Fig.21.7. picture 2. In case of disturbance in the electric function
of the valve, test the valve by pushing the button (1). Should there be mechanical
malfunction, open the valve using a special tool.
Check that the bores (2) and (3) in the seat are open and the gasket (4) is intact.
Change the valve if it does not function after cleaning.
Water draining valve. Clean the valve if there is any disturbance.
Pressure control valve, Fig.21.7. picture 3. The pressure control valve requires
no maintenance. If there is any malfunction, change the valve.
21 –8 20–8
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The regulation movement is transferred to the regulating shaft (10) through the
spring loaded rod (16) and the lever arms (15). This allows stop or limit functions
to be transfered to the regulating shaft, irrespective of the governor position. The
regulating shaft consists of smaller pieces (control shafts) connected with joints
21–1 22 –1
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(19) and it is supported to the engine block by bearing supports (12). Axial move-
ment is limited by thrust bearings (17). Regulating shafts on A– and B–bank are
connected together with transverse connection bars (25).
The movement from the regulating shaft, to the injection pump fuel racks (1)(see
Fig. 22.1.), is transferred through the control shaft lever (4) and then to the fuel
rack lever (2). The torsion springs (3) enable the regulating shaft and, conse-
quently, the other fuel racks to be moved to a stop position, even if one of the racks
has jammed. In the same way the torsion springs (5) enable the regulating shaft
to be moved towards the fuel–on position, even if an injection pump has jammed
in a no–fuel position. This feature can be of importance in an emergency situa-
tion.When starting the engine, a pneumatic fuel limiter will automatically limit
the movement of the regulating shaft to a suitable value (see Fig. 22.18.) by using
the lever (11).
There is also a fixed mechanical limiter (20) (see Fig. 22.3.) acting directly on
the regulating shaft by means of the lever (13). That limiter is adjusted, locked
and sealed by the engine manufacturer so that the engine can not be overloaded
and to give the best results for the operating characteristics of the engine.
22 –2 21–2
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NOTE ! If for any reason the limiter’s position or its operating characteristics
need to be changed, contact the engine manufacturer. The changes to be
done always under the manufacturer’s supervision, who also will reseal
the limiter after the change.
Stop mechanism
The engine can be stopped by means of the stop lever (6). (See Fig. 22.4.) When
the stop lever is moved to the stop position, the lever (23) and the link lever (7)
actuate the primary (21) and the secondary gear segment (22) to force the regulat-
ing shaft to a stop position.
The speed governor is also provided with a stop solenoid by which the engine can
be stopped remotely. The solenoid is also connected to the electro–pneumatic
overspeed protection system and to the automatic stop system. The latter will stop
the engine at too low lubricating oil pressure, too high circulating water tempera-
ture, or at any other desired function.
21–3 22 –3
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22 w46 93 31
NORMAL
STOP
The mechanical overspeed trip device actuates the lever (14) (see Fig. 22.1. and
22.8.) moving the regulating shaft to a stop position. Both the electro–pneumatic
and the mechanical device can be tripped manually.
22 –4 21–4
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w46 93 31 22
Flywheel
end
c) Check regularly
(see recommendations in chapter 04) adjustment of the system; stop position,
overspeed trip devices, starting fuel limiter. (See Fig. 22.5.)
d) If there is a need to disassemble the regulating shafts (10)
(see Fig. 22.1.) the following are important to know:
the bearing supports (12) are connected to the engine block with connection
screws (8) and their position is secured by the cylindrical pin (9).
most levers connected to the regulating shaft are secured by a tapper pin.
the shaft joints (19) are connected to the regulating shaft (10) by friction ring
pairs (28) and spring pins (26). (See Fig. 22.6.)
when assembling the shaft joints (19) remember:
− The spring pins (26) are to be installed before tightening the screws (27).
21–5 22 –5
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22 –6 21–6
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MAX
STOP
b) Adjustment :
When the stop lever (6) (see Fig. 22.4.) is in the stop position, adjust the con-
nection rod (7) so that the fuel racks go to the no fuel position. Lock the adjust-
ment with locking nuts (29).
22.1.3.2. Governor stop position
a) Check :
Set the stop lever (6) (see Fig. 22.4.) to the run position.
Set the governor terminal shaft lever (24) to the stop position.
Check that all fuel racks go to the no fuel position.
b) Adjustment:
Adjustment must be done according to section 22.2.4..
22.1.3.3. Mechanical overspeed trip device
a) Check of stop position
Set the stop lever (6) to the runposition and the terminal shaft lever (24) to the
max. fuel position.
Release the overspeed trip device manually with lever (47). (See Fig. 22.14.)
Check that all fuel racks go to the no fuel position.
b) Adjustment of stop position
The stop position is adjusted and secured by the engine manufacturer to pro-
vide a stop position equal to that of the stop lever. If deviations occur, check both
the lever mountings and for wear. Replace parts if necessary.
21–7 22 –7
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If the whole spring assembly with the spindle has been dismantled be sure when
reassembling to adjust all the clearances on one side so that releasing of the trip
device will not move the assembly.
c) Check and adjustment of tripping speed
See section 22.3..
22.1.3.4. Electro–pneumatic overspeed trip device
a) Check of stop position
Set the stop lever (6) to the run position and the terminal shaft lever (24) to
the max. fuel position.
Release the electro–pneumatic overspeed trip device manually by pushing the
stop button (A) on the stop solenoid valve. (See Fig. 22.9.)
Check that all fuel racks on all pumps go to the no fuel position.
22 –8 21–8
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21–9 22 –9
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b) Adjustment
The starting fuel limiter requires no adjustment.
If limiter position is not obtained,
− check control air pressure
− check for air leaks
− check the mechanical parts for wear (piston, cylinder and sealing rings) and
replace if necessary.
c) Check of function
See section 22.5..
22.1.3.6. Fuel rack position indicator
Check that the indicator (30) corresponds to the fuel rack’s (1) position. The posi-
tion of the indicator is adjusted by the engine manufacturer and is secured by a
pin.
22.1.3.7. Fuel rack settings on fuel pumps.
a) Check of adjustment
set the stop lever (6) (see Fig. 22.4.) to the run position.
move the control shaft so that the load indicator (30)(see Fig. 22.10.) shows
35 mm.
check that the fuel rack position on all fuel pumps is 35 ±0,5 mm.
b) Adjustment
adjust the control screw (31) to achieve the correct fuel rack position; lock the
adjustment.
22 –10 21–10
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View B
21–11 22 –11
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22.2.1. General
The engine can be equipped with various governor alternatives depending on the
kind of application. For specific information regarding the governor, refer to its
separate instruction book.
All governors are equipped with a separate booster unit (32). The booster is need-
ed to increase the oil pressure inside the governor during the starting process.
During normal operation the oil pump inside the governor generates the power
to operate the fuel racks. For more information, see separate booster servomotor
manual.
22 –12 21–12
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w46 93 31 22
Pressurized oil is led, through bores in the bracket to the bearings and to a nozzle
for lubricating the gears. The gear and the serrated coupling sleeve (35) are locked
together with a taper pin (36) and secured by a nut (41).
NOTE ! If any problems occur with governor drive gearing, contact the engine
manufacturer.
21–13 22 –13
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NOTE ! The governor must not fall or rest on its driving shaft.
22 –14 21–14
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8. Mount the terminal shaft lever (24), to such a position on the serrated termi-
nal shaft that it is suitable for the spring loaded rod (16).
9. Move the fuel rack to the 35 mm position. Check that the governor terminal
shaft is at 20. Adjust, if necessary, at the spring loaded rod (16).
21–15 22 –15
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22 w46 93 31
View C
The trip mechanism is fastened to the camshaft end. When the engine speed in-
creases, the centrifugal force on the trip mechanism increases and exceeds the
force of the spring (42) at the set trip speed. The weight (43) is thrown outwards
forcing the latch (44) to turn, thus releasing the spindle (45), which is forced out-
wards by the working springs (46). At the same time when the lever (47) is re-
leased together with the latch (44), the lever (47) activates the pneumatic valve
(71), air pressure goes to the cylinder to help the piston (59) to go out as soon as
possible. (See Fig. 22.14.)
22 –16 21–16
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The overspeed trip device may be tripped manually by the lever (47). The engine
cannot be restarted before the lever (14) has manually been depressed so far that
the latch (44) engages the piston of the spindle (45). In V–engines, the control air
pressure must be turned off first.
VIEW A
Near the control panel of the engine is a pressure reducing valve (33) (Fig. 22.15.)
which must be turned counterclockwise so that the pressure gauge (34) points at
zero. After that the lever of the mechanical overspeed trip device (14) must be
turned to the run position by using the lever (837040). (See Fig. 22.16.)
The overspeed trip device is in the run position when the latch (44) is set the
groove on the piston. (see Fig. 22.14.)
21–17 22 –17
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The limit switch (70) (Fig. 22.14.) gives an alarm when the overspeed trip device
is released.
NOTE ! Unnecessary running at high speed should be avoided and testing should
always be carried out as quickly as possible.
NOTE ! Do not increase the engine speed by more than 30 RPM above the trip
speed.
22 –18 21–18
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NOTE ! When checking the trip speed, the electro–pneumatic overspeed trip de-
vice must be disconnected on the electrical side as it has a lower speed set
point. Do not forget to reconnect it.
NOTE ! One turn on the spring retainer corresponds to about 5 rpm in engine
speed.
4. Tighten the locking screw (49) to stated torque. (See section NO TAG)
5. Mount the plug (48) and check the tripping speed according to section 22.3.2.
6. The spring (42) can be replaced by opening the spring retainer (51), if neces-
sary.
22.3.4. Maintenance
CAUTION ! Always release the tripping device manually by lever (47) before
starting the maintenance work.
21–19 22 –19
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22 –20 21–20
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22.4.1. Description
The overspeed trip device is electronically controlled. Air at max. 30 bar is used
as the operating medium. The trip speed is about 10 % above the nominal speed
.
The electro–pneumatic device moves each fuel rack to the no fuel position by
means of a pneumatic cylinder (60) on each injection pump. Air pressure actuates
the piston at the free end of the fuel pump rack.(See Fig. 22.17.)
The three–way solenoid valve gets its stop signal from the electronic speed mea-
suring system. This solenoid valve can also be connected to other emergency stop
functions.
When the solenoid valve opens, air is supplied to the three–way valve which di-
rects air pressure to the cylinders (60) on each injection pump. The piston (61)
of the air cylinder actuates the fuel pump rack (1), moving it to the stop position.
The stop signal is normally energized long enough to stop the engine completely.
When de–energized, the air is evacuated through the three–way valve. The sole-
noid valve can also be operated manually.
21–21 22 –21
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22.4.5. Maintenance
a) Three–way solenoid valve:
If the solenoid is out of order, replace it with a new one.
If the valve does not move, clean all channels. Also check the valve piston.
If air leaks to the cylinders, change the seals.
22 –22 21–22
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w46 93 31 22
Whenever when the engine is not operating (but provided with auxiliary voltage)
the three–way solenoid valve is energized, there by providing a path from the air
distributing pipe to the limiting cylinder (68). As the main starting valve is
opened when starting the engine, starting air passes from the distributing pipe to
the limiting cylinder (68). The piston (67) is forced out and acts on a lever (11)
attached to the regulating shaft, and which limits the quantity of fuel injected. As
the engine reaches a speed of 200 rpm, a relay in the speed measuring system de–
energizes the solenoid valve.
The de–energizing is delayed by 2 seconds so that the engine will reach nominal
speed before the limitation is cut off.
21–23 22 –23
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22 w46 93 31
2. Check that the correct limit is achieved (fuel rack position 35 mm or the
value separately stated on the installation).
3. The pre–adjustment of the fuel rack limiter is done by the engine
manufacturer. In general, the limiter is disengaged at an engine speed of 200
rpm, followed by a 2 second delay. However, the final settings are specific for
each installation and are based on the minimum engine speed.
22.5.4. Maintenance
1. If the limiter gradually retracts before the three–way solenoid valve re-
leases the pressure, it may be due to:
Leaky piston (67). Replace the seal rings. Take care not to deform the Teflon
ring, outside the O–ring, more than necessary. Apply a few drops of lubricating
oil to the piston before assembly.
Leaky solenoid valve.
2. If the valve does not receive voltage or receives voltage during the wrong
periods, check the control relays. See wiring diagram, chapter 23. and manufac-
turers’ instructions.
3. If the limiter does not work, check the coil. If the coil is undamaged, check
that the cylinder (68) or the solenoid valve does not stick.
4. The solenoid valve normally requires no maintenance. If the coil is broken,
e.g. due to over–voltage, replace the coil with a new one. If the valve is blocked
by dirt, it can be dismantled for cleaning, provided that special care is taken. Do
not damage the sealing faces. Check that all parts are mounted correctly. If prob-
lem with the valve continues, replace the valve with a new one.
5. Check according to pos. 2 and 3.
22 –24 21–24
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023–1 23 –1
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Thermometers
23 –2 023–2
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023–3 23 –3
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V–Engine
Terminal box E4
* Cables (customer delivery) (only if separate
turbo unit)
3x0.75 Engine pick–up 1
3x0.75 Engine pick–up 2
2x0.75 Turbine A pick–up
2x0.75 Turbine B pick–up (only V–engine)
4x0.75 Local RPM–meter
19x0.75 Control wiring
NOTE!
2x0.75, 3x0.75 and 4x0.75 must
be twisted and shielded cables
Local
control
panel A1
23 –4 023–4
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023–5 23 –5
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23 –6 023–6
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023–7 23 –7
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23 –8 023–8
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023–9 23 –9
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23 –10 023–10
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NOTE ! The frequency is not equal to the numerical value of the speed. The actual
conversion factors are printed on the printed circuit cards.
023–11 23 –11
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3 Relay I
3 engine speed–controlled relay functions with optional delay................ C3
4 nTC–measuring converter
for one or two turbochargers ................................................................. C4
5 Relay II
3 engine– or charger speed–controlled relay functions with optional delay
............................................................................................................. C5
6 Additional card
for special applications............................................................................. C6
7 Additional card
for special applications............................................................................. C7
Power supply
23 –12 023–12
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023–13 23 –13
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Test points:
TP1 and TP2: When bridged together, engine speed simulation with built in
oscillator is performed.
TP3: Reference voltage test point for adjustment of switching level of fuel limit
control relay.
TP4: Internal ground (0 V DC).
5 Technical specification
Inputs:......... 2 frequency inputs for 12 V pk square wave signals
Supply voltage:................. + 12 V DC, – 12 V DC, GND
Current consumption:..... max. 2 x 80 mA
Outputs:...... ..................... 12 V pk, square wave frequency
..................... ..................... (board terminal no. 13)
..................... ..................... 0 – 10 V DC, max. 25 mA
..................... ..................... (board terminals 16 and 18)
Optional output:............... 4 – 20 mA, max. 500 Ω load res
..................... ..................... (board terminal 15)
Ripple:......... <20 mV at full scale, 200 mV at 10% of full scale
23 –14 023–14
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Relay function:
Switchpoint: ..................... 0...100 % of measuring range
Delay:.......... ..................... 0.1...30 sec, on/off delay
Contacts:..... ..................... one change–over contact/relay
Breaking capacity:........... max. 220 V AC / max. 2 A / max. 100 VA
Ambient temperature:..... – 25C...+ 71C
nDE–measuring converter C2
Freq. in Compa–
Freq. in On–delay
rator
Off–delay
Fuel lim. switch level
Tacho/power Fuel lim. indic.
failure Tacho/power fail indic.
Freq. out 0–speed indic.
> 0 RPM
By linking TP1 and TP2 full RPM
0–10 VDC out value should be achieved
0–10 VDC out TP3 switchpoint reference
Relay contr.
TP4 internal ground
Pulse indic. sensor 2
Pulse indic. sensor 1
Fuel lim.
Output fine adj.
–12 VDC
GND
+12 VDC
023–15 23 –15
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2 Calculate the voltage corresponding to the rotation speed at which the relay
operates
nx (rpm) x 10V DC
Ux [V DC] +
650 rpm
Relay card I
Switchpoint 3 adj.
Switchpoint 2 adj.
Switchpoint 1 adj.
23 –16 023–16
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The sine wave signal of the turbocharger speed sensor is amplified and trans-
mitted to a square–wave signal. This can be measured by a frequency counter.
The square wave frequency signal is converted to a speed–proportional voltage
0 – 10 V. This is buffered and forms the measuring voltage for the remote speed
indicators.
The card may consist of 2 channels.
b) Adjustment procedures
The analog output readjustment can be done by means of the potentiometers
P701 and P711.
P701: nTC1
P711: nTC2
When turning the pot. clockwise, the output will increase and vice versa.
c) Technical specification
Inputs:
Frequency:.. ..................... ..................... 0...8000 Hz
..................... ..................... ..................... 100 mVpp sine
Supply voltage:................. ..................... +12 V, 0, –12V
Current consumption:..... ..................... max. 35 mA
Outputs:
Frequency:.. ..................... ..................... 12 Vpp
..................... ..................... ..................... 10 mA, short–circuit–proof
Voltage:........ ..................... ..................... 0...10 V
.................... .................... ..................... 15 mA, short–circuit–proof
Unlinearity: ..................... ..................... 0.1 %
Temperature dependence: ..................... 0.03 %/K
Output 1
n TC
n n
TC1 TC2
P 711
P 701
fU fU
21 22 23 6 20 11 14 2 13 15 17
- +
n f n f +- 12VDC
023–17 23 –17
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Relay card II
Switchpoint 3 adj.
Switchpoint 2 adj.
Switchpoint 1 adj.
23 –18 023–18
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BS4–connector 1. +12V 2.
View from the cable Output 3.
connection side 0V
b) Mounting the sensors Turn the engine until the top of a cog is visual in the
sensor mounting hole. Screw the sensor completely in. Unscrew it one and a half
turn and tighten it securely. (See Fig.23.15.)
NOTE ! The engine must not turn while the sensor is being mounted.
023–19 23 –19
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The output signal should now be 12 V DC. If the sensor is between two cogs, the
output will show appr. 0 V.
NOTE ! The engine must not rotate while the sensor is being mounted.
Fig. 23.16.
23 –20 023–20
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Power supply
START
Operating voltage:
(+) Terminal 1, Card connector 3.
(–) Terminal 2, Card connector 1.
Output:
+12V Terminal 46, Card connector 17.
COM Terminal 44, Card connector 15.
–12V Terminal 43, Card connector 13.
023–21 23 –21
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START
Testprogram 7.5
Does pulse indic.
led 1 or 2 lit when
engine is running
23 –22 023–22
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Relay card
START
Replace
the card
Check and
adjust if nec-
essary.
023–23 23 –23
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START
Check and
adjust if
necessary
Replace
the card
nTC–card ready
for operation
23 –24 023–24
Offline copy downloaded from Wärtsilä Online 25 Jan 2023 by Mechanical OSPGC, One Subic Power Generation Corp.
START
Pulsetrain,
Test pro-
proportional to the Voltage
gram 7.1
engine speed on supply OK ?
signal input
?
12V DC be-
If indication un- tween pins 1 (+) Check the sensor
stable: Adjust and 3 (–) on connection line
for symmetrical the sensor
sensor output. plug
After impact
with cogwheel,
unscrew sensor
1,5 turns. Check Adjust sensing gap
also sensor con- acc. to fig. 4.2
nection line.
Output signal
changing state
when the eng.
is turned ?
023–25 23 –25
Offline copy downloaded from Wärtsilä Online 25 Jan 2023 by Mechanical OSPGC, One Subic Power Generation Corp.
23 –26 023–26