Hyundai Man B&W

INSTRUCTION BOOK VOLUME I Engine type L23/30 A\Hyundai Heavy Industries Co., Ltd. Engine & Machinery Division 1, Cheonha-Dong, Dong-Ku, Ulsan, Korea http:// www.hl kr http:// as.hyundai-engine.com Engine After Service Dept. Engine Parts Sales Dept. TEL : (82) 52-230-7412~20 TEL : (82) 52-230-7311~20 FAX : (82) 52-230-7581 FAX : (82) 52-230-7582 (82) 52-250-9841 E-mail : engineas@hhi.co.kr E-mail : eservice@hhi.co.krThis book must in no case be wholly or partially copied and published or passed to unauthorized persons without the permission of HYUN- DAI HEAVY INDUSTRIES CO., LTD. ENGINE & MACHINERY DIVISION.Page 1 (2) Project Particulars L23/30 | | s o a of HE: plied Not applied ‘Turbocharger system (Plate no. 309) 309-1, Cleaning device for T/C (compressor side) a) Hand injector (for 5,6123/30) ———- b) Container (for 7,8123/30) ——~ 309-2. Charge air cooler with W.M.C (for fresh water) a) for 5,6123/30 ») for 7,8L23/30 ~ 309-3. Charge air cooler with WIM. (for sea water) a) for §,6123/30 b) for 7,8123/30 309-4. Turbocharger system a) for §,6L23/30 b) for 7,8L23/30 — 309.25 Ed.03H -——— §12-06.00 Ed.01H 51201-04E 51201-05E 51201-06E 51201-07E, 30901-16E 30901-14E 309-5. Exhaust pipe arrangement a) for §,6L23/30 — b) for 7,8L23/30 30902-13E 30902-14E Control and safety system (Plate no. 313) 313-1. Remote sensors list a) Danfoss made 31308-02E b) Trafag made - 31308-02E1 Starting system (Plate no. 314) 314-1, Pressure reduction valve — 51322018 Lubricating oil system (Plate no. 315) 315-1. Centrifugal by-pass fiter — 515.15 Ed.01H 515-15.00 Ed.01E 51515-01H 315-2, Prelubricating oil pump a) Rickmeier made 515-01.05 Ed.06H 1504-02H | 515-01.05 Ed.02E, 51504-01H_ 51525-01H b) IMO made —— 315-3. Lub. oil hand wing pump —- Fuel oil system (Plate no. 316) 316-1. Fuel oil feed pump ——- 31601-10H_ Cooling water system (Plate no. 317) 317-1. Cooling water thermostatic valve a) Wax type 516.04 £0.01 516-04.00 Ed.01H 51604-01H b) Pneumatic type (* refer to separate manual) 317-2. Pre-heater for fresh water 51635-01E — HHI/ENGINE AND MACHINERY DIVISION —Page 2 (2) Project Particulars L23/30 Manual for auxi ry equipments (Part I!) 1. Manual for turbocharger a) NRISIR (for 5,6L23/30) b) NR20IR (for 7,8123/30) 2, Manual for Charge Air Cooler 3, Manual for governor a) Hydraulic type (UG8D) b) Electric type 4, Manual for remote sensors a) Press.sensor, Temp.switch Danfoss made b) Temp.sensor (Resistance bulb) Daeyang made 5. Manual ‘or special equipments 41) Resilient mounting a) Rubber Design BV b) Loggers 2) Flexible coupling 3) Torsional vibration damper 4) Oil mist detector Graviner MK-6 Schaller VN-115 5) Emergency MDO pump unit 6) Jacket water pre-heating unit 7) Cooling water thermostatic vaive (Pneumatic type) 8) L.O.auto back-fushing fier ~ HHI/ENGINE AND MACHINERY DIVISION — Trafag made CMR, madeZ\HYUNDAI - (a8 Instruction book for L23/30 engines The Purpose of these books is in the first place to show the operational and constructional features of the engine. in addition, they may be used as code books, for instance in correspondence and when ordering spare parts. It is essential that the following data are stated in the enquiry or order: 1. Engine type 2. Engine number 3. Instruction book, incl. edition No. 4. Quantity required 5. Plate number and edition number Ex: DE 6123/30 - 12140 - Boff - Plate30701-15H, item 1454, piston. These data are used by us to ensure supply of the correct parts for the individual engines, because the present instruction books have been made to apply generally to the type 123/30. In the books, drawings and description may occur which are not in accordance with the actual construction of the engine, and, similarly, drawings and parts lists may include engine components and tools which are not standard supply. When designations with a "D" are used in drawings or text they refer to section and item No. in main section 301 DATA. Example: D 305-1 refers to section 305, item 1 in main section 301 DATA. Z\ Hyundai Heavy Industries Co., Ltd. Engine & Machinery Division 1, Cheonha-Dong, Dong-Ku, Ulsan, Korea http:// www.bhi.co.kr http:// as.hyundai-engine.com Engine After Service Dept. Engine Parts Sales Dept. TEL : (82) 52-230-7412~20 TEL : (82) 52-230-7311~20 FAX : (82) 52-230-7581 FAX : (82) 52-230-7582 (82) 52-250-9841 E-mail : engineas@hhi.co.kr E-mail : eservice@hhi.co,krZ\HYUNDAI - (a23 Instructions for plants based on engine type 23 The instructions earn the purpose to provide general information for operation and maintenance to describe the design and to be used for reference when ordering spare parts. Reliability and operation economy of the plant will to a great extent depend on correct operation and proper maintenance. Therefore it is essential that the engine room personnel in addition to basic knowledge of diesel engine machinery installations is fully acquainted with the contents of the instructions. The instructions consist of 2 volumes designated Part 1 respectively Part II. Part I is the basic instruction manual for the particular engine sup information such as principle media-system drawings. with plant-adapted The basic instruction manual is subdivided in sections. In the sections 301-304 are stated various data for engine performance, operation and maintenance. The sections 305-318 deal with media systems and main components assemblies. Each of the sections comprises a general description, overhauling procedures, component illustrations and parts lists. When designations with @ "D" are used in drawings or text they refer to section and item No. in main section 301 DATA. Example D 305-1 refers to section 305, item 1, in main section 301 DATA. Section 319 deals with tools. In descriptions of overhaul procedures are mentioned or illustrated not only special tools data which might be part of our delivery, but also common hand tools and machining tools, which usually are available on board ships. The amount of tools, delivered according to contract for each specific plant appears from the plant-adapted list of tools. Part_I1 comprises detailed information of auxiliary and ancillary equipment from subsuppliers, comprising components such as turbochager, engine governor and final plan drawings incl. test bed reports.Z\HYUNDAI - (Gee) Instructions for Plants based on Engine Type 23 The instructions earn the purpose to provide general information for operation and maintenance, to describe the design and to be used for reference when ordering spare parts. Reliability and operation economy of the plant will to a great extent depend on correct operation and proper maintenance. Therefore it is essential that the engine room personnel in addition to basic knowledge of diesel engine machinery installations is fully acquainted with the contents of the instructions. ‘The instructions consist of 2 volumes designated Part 1 respectively Part II The first five sections (301-304) of the book serve as a guide on the operation of the engine, and the next fourteen sections (305-318) contain technical descriptions, spare parts illustrations with Pertaining parts lists as well as overhauling procedures. ‘The engine is divided into a number of main components/assemblies, each of which is described in a section of this book (section 305-319). Each of these sections starts with a short technical description, followed by overhauling procedures, later spare parts illustrations and spare pars lists are to be found. In descriptions of overhaul procedures are mentioned or illustrated not only special tools data which might be part of our delivery, but also common hand tools and machining tools, which usually are available on board ships. The amount of tools, delivered according to contact for each specific plant appeats from the plant- adapted list of tools.Z\HYUNDAI - (aa2) CROSS SECTION VIEWED FROM FRONT PLATE 30000-07E ©/\HYUNDAI - (G28) DEFINITIONS FOR IN-LINE ENGINES 1985.12.05 DESIGNATION OF CYLINDERS, ENGINE SIDES AND DIRECTION OF ROTATION > Fess ee 5 ~< Flywheel end Front end Exhaust side / Right side Control side / Camshaft side / Left Left side Right side Anti-clockwise Clockwise Rotation Rotation (Standard) Engine viewed from Flywheel EndZ\HYUNDAI - (G28) ENGINE DATA nest DIESEL ENGINE - MAIN DATA Edition 06E Data 1 (1) Cycle Configuration Cyl. Nos, lable Power range Speed Bore Stroke Strokelbore ratio Piston area per cyl. ‘Swept volume per cyl. Compression ratio. Max. combustion pressure ‘Turbocharging principle Fuol quality acceptance 4-stroke Incline 5-6-7-8 650-1280 kW (885-1740 BHP) 7201750/900 rpm 225 mm 300 mm 1.331 398 cm? 11.9 Ite. 43:1 130 bar Constant pressure system and intercooling HFO up to 700 ¢St/S0° ¢ (BSMA 100-M9) oy. BHPIey vetioad rating (up to 10%) allowable in 1 hou for every 12 hours Power per cyinder Key BHP 145, 180 150 205Z\HYUNDAI - (228) ENGINE DATA D302 Edition 07H STARTING OF ENGINE Data 1 (1) Starting air pressure, normal .. Starting air pressure, minimum .. Starting air pressure at engine inlet, normal 25~30 bar 7 bar 7~9 barZ\HYUNDAI - (28) OPERATING DATA 303 Edition 21€ MARINE GENSETS Da el ‘Alarm Sat point ‘Autostop of engine Lubricating Ol Systom bofoecoolr gacso | nize | eozre | tan20 (obi sap Shea | 1120 Sree TAH. amp, shorcoolr ges |. mize | sscore | taze Tee es: (naParones SE | 1B | see | TB THB seg Prossu ati titer (it ong) | P12 3-4 bar PAL22 pstze | 2sbar Eloveted pressure. whan Soniioga or naa Pize 4sbar PAL22 4bar Psiz2 35bar ressure crop across ter |poatizi-22| os-tbar | poaHzi-22 | 15bar Prokbrcatng praseue pias | oscapa | tars | tevolswich Presstio nl Rrbahorger P23 139.7 bar Lub i velin base rama LAL28/.AH 29| log oval Tomp, main bearings tex | 7sesc | Tanz Fusl Olt System Pressure aterfiter D9 | Piao 29par parao | 1sbar Reo | Pla 8 PASS | Wi Leaking oi tana | teakage cooling Water System Press. LT-system.inietengine | prot | taster | ator | oabars(@) Press. HTaystom inetongina | tio | 1a0ber | paLto | o«bar+ (e) ‘Temp. HT-ystom,inletengine | tix0 | 60-75" Tome. HT-sytem,out.cytunis | Tin1 | 70-85°¢ “Temp. HT-system, outa engine rane | orc | teu | ose Tomp, aio acros oy. units max. 10°C xh, gas tomp. bore TC mez | asec | Taner | ss0°c xh gas temp ott TDAH 60 average 250°C xh gastonp. afer TC ner | zrsasorc | tater | sore (Oh. air res. ata cooler pit | 22spar Ch. sir temp, ater cooler tir | asec | tansy | esc ‘Compressed Air System Pras ile engine Pi70 79 bar paz | Toor Speed Control System Engine x Matnanar® ger 825 rpm. tie siso | 720mm savor | eismm | S8H81 | Sem Engine speod Ratna ear sgrer si90 750 5m saver | ssomm | S8H81 880 ibm ‘Specific pants will not comprise alarm equipment and aulostop forall parameters listed above. For specific plants addtional paramoters ‘can be included. For remarks to some parameters, sae overeat. “To be choson afar test running on tost bed and st, an/\HYUNDAI - (223) OPERATING DATA D303 Edition 21 MARINE GENSETS. Data 2 (2) Remarks to individual Parameters. A. Fuel oil Pressure, HFO-operation When operating on HFO, the system pressure must be sutficient to depress any tendency to gasification of the hot fuel. ‘The system pressure has to be adjusted according to the fuel oil preheating temperature. B. Cooling Water Pressure, Alarm Set Poi ‘As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0,4 bar plus the static pressure. C. Charge Air Temperature, Alarm Set Point. (OPTION) For ICS-engines the alarm set point has to be adjusted to 70°C/\HYUNDAI - (28) escinton | Checking of Main Bearings Alignment (Autolog) | .0305 Edition 22H Index Tightening of nuts for main bearing cover 700bar a Tightening of side screws for main bearing cover 300Nm = Tightening of nuts for gear wheel on crankshaft, aft 40Nm -3 Tightening of screw for counter weight 250Nm 4 Measurement of Crankthrow Deflections by Means of Dial Indicator (Autolog) Crankthrow deflection = Difference in dial indicator readings in wo amotricaly opposite ‘rankthrow positions, i two positions displaced 180 Vertical detecton = Difference in top-botiom readings Horizontal dflection = Diferonce in side-side readings. Vertical and Horizontal Deflections of Crankthrows. Uniess otherwis stated the values refer to cold engine. For new or resigned aggregate Air for = 3/100 mm Acceptable = 5/100 mm For aggregate in service realignment is recommended it detlactions exceed = 800 mm Vertical Deflection of Crankthrow at Flywheel toler to cold engine Rigid coupling betwo Flexble coupling betwoon besel engine and drven machine esol engine and driven machine For new or resigned For new or reaigned aggregate © t + anoomm | aggregate Aimfor = 8/100 mm Acceptable - -10/100 mm For aggregate in sence realgnment For aggregate in senice recommended if defection measured realignment recommended ‘on warm engine exceeds 81100 mm | ifdeiecton excoads 14/100 mm oo eSZ\HYUNDAI - (223) oe Checking of Main Bearings Alignment (Autolog) | 72ne2'5" 123/30 Alignment of main bearings “Thelower main bearing shells should be so positioned that they keep the main bearing journals of the crankshaft centeredin a straight (ashore: horizontal), line. Deviations from this centre line cause the crankshatt to bend and increase the load on some main bearings, Oftwo adjacent main bearingsare placedtoo low. the crankshaft centre line will n this place be lowered to form an arc, causing the intermediate crank throw to bend in such a way that T “closes" when turned into bottom position and “opens’ in top position, As the ‘magnitude of such axial lenghtening and shortening during the turning of te throwincreasesin proportion to the difference in the height of the bearing, it is measuredas a check onthe alignment and condition ofthe bearing. ‘Asthe crankshaft of medium-speedengines arevery stiff, any great deviations in the alignment will result in clearance at the bottom shell the bearings. The cause ofincorrect main bearing position may be wear of the bearings of misalignment of the engine. Effectthe deflection measurement Priortothe deflection measurementitis necessary to check by means of feeler gaugethat the crankshaft beds down onthe lower shelisfallmainbearings, the ‘cause must be found and the fault rectified The deflection measurements effected by placinga spring-loaded dial gauge in the centre punch marks provided for this purpose; see the illustration, "Closing" of the throw in top dead centre is regarded as negative (compression of the gauge). In the example above, the defiection reading is therefore positive. AS, during the turning ofthethrow, the gauge and the connecting rod will meet near the bottom position ofthethrow. the measurement forthe bottom Positionistobereplacedyy the average ofthenearby positions on either side Hoy Placing ofaal gauge, The dial gauge is set to zero in the near-bottom posiion (Xin fig. 7), and during the turning the throw is stopped in the positions horizontal - top horizontal = neat-battom (P-T-S-Y in fig. 7) for reading of the gauge Checking thedeflection measurement The readings are entered in the table fig. 1. As "bottom" reading is used the mean value of the two “near-bottom* readings X and Y, fig. 2. The total deflection ("Opening - Closing’) ofthe throw duringthe turning from bottom to top position is entered in the table fig. 3. These figures are due to vertical misalignment of the main beatings. Similarly, ‘rorizontal misalignmentprocedures the figuresinthe tablefig. 4. Besidesmisalignmentofthe main bearings, the readings canbeinfluencedby ovalty oreccentrcity of the journals. When taking deflection readings on engines equipped with turning gear, the turning gear should at each stoppage be turned a little backwards to ease off the tangential pressure onthe teeth of the turning wheel. Otherwise, this tangential pressure may falsity the readings especially for the aftmost crank throws. weesZ\HYUNDAI - (228) eae i : q D305 Sassi | Checking of Main Bearings Alignment (Autolog) | ic, so L23/30 Deflection of crankshaft eas al meshonent Oy Ne tp botiom rank position eer tp bt fo wertomm —oxfo 9 0 0 0 of 2 Comme ode pf 2 0 2 1 4 2 Top tle ee ess Detection rm fork Sr side ip zertal mealgnment Nearbotom = -¥[ 2-1 0 1 0 2 Camenat ie - tewsdeorP-S=H]-1 2 6 1 14 Pot Fig 4 Botomaee eB] 1 0 0 0 0 4 ne a gauge readings |P+S=0| 5 ap saa Fas Cand D should be neatly the same, readings for oylinder 4 to be repeated. rt ‘© OO: ee a . x ‘W800 : mm Looking af. Statin poston X oun of he erankhow is considered naga Sam counter Socoise Fas Fat oem/\HYUNDAI - (G28) ENGINE DATA 0306 CYLINDER UNIT Ema Index New cylinder liner, inside diame 225,000-225.046 mm. a Wor cylinder liner should be replaced at 225.60 mm +2 Tightening of cylinder head nuts oe 700 bar 4 Max. outer diameter of valve seat 70+0.2 mm “5 Max. inner diameter of valve seat coon 64 EAM 6 Max. height of spindle above cylinder head 84.5 mm +7 Min, height of valve head, inlet 881000-6 sw 5.0 mm : Min, height of valve head, exhaust 881001-8 ee 50mm -8 Valve Seat ring to be scrapped when R= 0 Tightening torque, ring nut for fuel valve liner 150 Nm 9 Tightening torque, screw for Cooling Jacket mem 22. Nm +10 Valve seat ring, exhaust WN 30° ; oe WS S | 0306-8 Valve spindle (exhaust and inlet)Z\HYUNDAI - (wen) eae Piston and Connecting Rod vane L23/30 The piston has to be scrapped if: canna) ome Sewpaing | poor |,iea gore, A) The wear limit on the testing mandrel is ieee: | ieee exceeded, see fig 1A a Tet | adm [42mm cote] 443mm or B) _Theclearancebetweenthenewpiston/scraper Pronsma | New | 40mm 7094] 443mm Ting and ring groove is exceeded, see fig 1B. - (2m ae Petonsing | Now wo 40mm 449mm Note: At each piston overhaul: ee on oom = The piston and scraper ring must be | scraporting | 8 | 70mm "218 ) 743mm exchanged. Pt 9 prin | 70mm +008 + Thecylinderlinermustbehonedaccording Table 1. Nominal size, naw ing groove tolerance and waar to the instructions. lit for ring grooves. A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove I the wear iit (2 mm mark) on the testing frapsralis exceaded, the specited max wear limits are exceeded, and the piston must be scrapped. Y, + 0.45 Wear limit line Y as G+ Maximum venical clearance betweennew piston ring/scraper fing and ring groove: 0.45 mm. The handle is marked with the nominal size. Fig 1. Wear limits for ring grooves.Z\HYUNDAI - (28) D307 Piston and Connecting Rod Woe Eton 2961 L23/30 Position of Piston and Scraper Rings Piston Ring No 1: marked with ident. no “top 1600384-3" or "0946", Piston Ring No 2: marked with ident, no “top 1600380-6" or "0945", Piston Ring No 3: marked with ident. no "top 1600385-5" or "0947". ‘Scraper ring: marked with ident. no “top 1600386-7" or "0120", Marking of Piston and Scraper Rings Marking \dentification marks to face upwards against the piston crown when mounted. = : The marking may include other figures than mentioned above, for instance trade mark and uc/\HYUNDAI - (G28) z i D307 eseratgn Piston and Connecting Rod Edtion 2961 L23/30 Index, Weight of Piston and connecting rod assembly ....... se = 76 kg. pee Clearance between connecting tod bush and piston pin 0.15-0.20mm Tightening of Connecting Rod Screws Colour code on the big- endto indicated correct assembling position of ‘@® ® the components ES 12 ® © +S ‘Tightening arder for connecting rod screws Ast step ...torque 250 Nm 2nd step aes : we Fepeat torque 250 Nm Seip ee Qt 60° turing angle 4th step........ i turning check with 325 Nm Note: Prior to assembly lubricate threads and contact faces of the screws with Copaslip or similar. Alter tightening ascertain that the big-end bearing moves easily on the journal.ENGINE DATA a Edition 14H CYLINDER UNIT baw th) (Cold engine) index Inlet valve clearance 0.5 mm at Exhaust valve clearance nn 0.9 mm 2 Tightening Torques: (Plate 30801) Nut for bracket rocker arm, item No. 0791 40 Nm 3 (Plate 30802) ‘Screws for valve gear housing, item No. 1650 60 Nm “4 Ba EUZ\HYUNDAI - (ae2) ENGINE DATA D309 Edition 10H TURBOCHARGER Data 1 (1) Make : SSANGYONG-MAN Type : NR 15R NR 20R Serial Nos. : See name plate on T/C. 5 Cyl. & 6 Cyl. 7 Cyl. & 8 Oy,Z\HYUNDAI - (G23) ENGINE DATA D310 FUEL INJECTION PUMP nes Index Maximum combustion pressure at full load 190 bar “1 Max. difference + 3 bar “2 Max. difference between cylinders 3 bar 3 ‘A change of the height of the thrust piece spacer ring of 1/10 mm will change the max. pressure by 1 bar “4 1° tuming of camshaft gear wheel changes ‘maximum pressure by approx a 3 bar “5 Tightening Torques: (Plate 31003) Connection piece, SoreW enn 25 - 30 Nm 6 Barrel, screw 55 - 65 Nm “7 Plug screw 100 - 120 Nm 8 Cap screw... 100 Nm 9 (Plate 30802) Mounting fuel pump, screw 1927 cesewen 150 Nn + 10 Measurement "X" between thrust piece and roller per guide housing 55 713mm 1/\HYUNDAI - (G28) ENGINE DATA D310 FUEL INJECTION PUMP Edition 10E (ADJUSTMENT OF THE MAXIMUM COMBUSTION PRESSURE) Data 2 (3) If experienced to differ from testbed records, the maximum combustion pressure can be adjusted by alteration of the fuel injection timing. For each individual cylinder unit the injection timing is altered by adjustment of the fucl pump lead. Increase of the lead will advance the fuel injection and increase the maximum combustion pressure. Reduction of the lead will delay the fuel injection and reduce the maximum combustion pressure. Prior to any attempt to adjust the maximum combustion pressure by alteration of the fuel injection timing, it should be ascertained that the fuel injection valve, the engine piston, the inlet and exhaust valves, and the turbocharger with charge air cooler are working correctly and the compression pressure checked to be normal. The fuel pump lead can be adjusted by altering the number and/or thickness of the washers situated under the thrust piece in the thrust pin of the roller guide. The relationship between the height of the washer package, the maximum combustion pressure and other relavant parameters is shown in the schene. ACTION RESULTS 1 iz A hea Distance Injection | Maximum timing conbust ion "x! pressure Iwcreaseo f] Reduced | Practically the fuel pump lead is expressed by the distance "X" measured between the upper edge of the roller guide housing and the top of the thrust piece, when the roller is resting on the circular part of the fuel cam. Increased { Increased f Reduced { The “X"-measurement should be checked and corrected, if required, whenever a fuel pump, roller guide, roller guide housing or camshaft section is replaced. The distance "X" must be kept within the tolerance limit stated on the data sheet. The thrust piece is mounted to the thrust pin with a light press fit. The thrust piece is dismounted by the use of the special extractor and remounted by gentle use of a hammer with soft linings.Z\HYUNDAI - (ae8) ENGINE DATA 310 FUEL INJECTION PUMP Edition 10 (ADJUSTMENT OF THE MAXIMUM COMBUSTION PRESSURE) Data 3 (3) The distance "X" is measured between the upper edge of the roller guide housing and the top of the thrust piece, when —Thrust piece e — Washers the roller is resting on the circular part of the fuel cam. —Thrust pin The thrust piece is mounted to the thrust pin with a light press fit. The thrust piece is dismounted by the use of the special extractor and remounted by gentle use of a bench hammer with soft linings./\HYUNDAI - (38) ENGINE DATA 315 Edition 14E TON Vi FUEL INJECTION VALVE Da 1 Ct) Index Fuel valve opening pressure to be set to 320 bar “1 Tightening Torques: (Plate 31104) Union nut for nozzle . 100 - 120 Nm -2 Nut for adjusting screw ee 100 Nm 73 Cap nut 70 Nm 4 Nuts for fuel valve studs 40 Nm ae/\HYUNDAI - (428) ENGINE DATA pate Edition 21H CAMSHAFT Data 1 (1) Index Tightening of bolts for assembly of gear wheel and camshaft “ 50 Nm “3 Tightening of bolts on shaft end for intermediate wheel 250 Nm 4 of bolts for assembly of intermediate é : a 40 Nm “5 Fuel cam lead (see actual value, test sheet) Ignition order: 5Oy. 1-2-4-5-3 6Cy, 1-4-2-6-3-5 Toy. 1-2-4-6-7-5-3 BCy, 1-2-4-6-8-7-5-3 ae eS/\HYUNDAI - (G28) “Propulsion piants $2" s ? Tobe filled’ inte ENGINE DATA 313 Edition O7E SPEED CONTROL SYSTEM Data 1 (1) Index The engine is equipped with a hydraulic Governor of Woodward make : For Generating Sets : Type UGD For Propulsion plants”: “Type PGA For instructions, see the separate Woodward manual. Adjust the overspeed trip to stop the engine at the following revolution numbers : Generating Plants : 720 rpm 60 Hz : Overspeed trip: 815(Elect) / 825(Mech.)Z\HYUNDAI - ENGINE DATA D315 Edition 07H LUBRICATING OIL SYSTEM Data 1 (1) Type 23/30 Seyi Govt Tew. Bev. ‘Max. Liter 373 441 503 877 Max. imp. gallon 82 7 112 127 Min iter 291 344 397 450 Min. imo. gallon 64 755 875 99 Liter/em x) 142 168 19.4 220 Gall/inch. 92 108 125 142Z\HYUNDAI - ey ENGINE DATA D317 Edition 01H FRESH WATER PUMP Data eo) Fault Location: The pump does not work after start. Causes: Pump draws in air at suction side - check packings and pipes for tightness. Pump not primed. Air cannot escape on delivery side. Leaking shaft seal. Pump capacity drops after normal operation. Causes: Suction strainer or suction valve clogged. Air leakage at shaft seal. Fouled impeller. Pump does not give maximum delivery. Causes: Suction valve not fully open. Defective seals. Worn impeller and worn wear rings. Note: Running troubles with the pumps, apart from mechanical faults, arc most often due to leaks in the suction line. It is essential, therefore, that all packings and gaskets are in order and that they are renewed when necessary. Even a tiny hole in the suction Tine will reduce the pump capacity. When overhauling water pumps the radial clearance "x" should be ' checked. LLL, NI) On a new pump “X" is 0.38-0.50 mi. When the clearance "X" exceeds 1 mm the impeller and/or diffusor/housing should be replaced.Z\HYUNDAI - (wea) ENGINE DATA 0317 Edition 01H FRESH WATER PUMP (EXCHANGE OF SHAFT SEAL) Data 2 (2) NOTE: The shaft seal is a precision made product. Handle with care. Do 1. 2. x) not scratch the seal faces. Thoroughly clean the shaft surface and all the surfaces of the seal cavity With the ceramic seat fitted into the rubber seat cup “lubricate the outer diameter of the cup and push the seat assembly into the seal cavity. *)Lubricate the shaft and the inside diameter of the rubber friction ring of the rotating seal assembly. Put the rotating assembly onto the shaft with the carbon face towards the ceramic face. Slide the assembly along the shaft until the sealing faces meet. Ensure that the seal spring is correctly located and refit Impeller Key, Impeller, Impeller Washer and Impeller Nut. If possible, use the liquid to be pumped. Liquid detergent or vegetable oil may also be used. CAUTION: NEVER run the seal dry - fi11 pump with liquid before operating./\HYUNDAI - (428) Pape t) Data for Torque moment pete L23/30 Tightening Section | Description Thread | Torque | Pressure | Lubricant Nm bar 305 Main bearing stud (in frame) Stud M46 200 Loctite ‘Nut for main bearing stud Nut M45x3 700 Copaslip Main bearing side screw Screw M24 300 Copaslip Counterweight on crankshaft Screw | M 26x 1.5 (250 Copaslip Vibrationsdamper on crankshaft ‘Nut M27 400 Copaslip Frame / bedplate Nut | M24 500 Copasip Flywheel mounting (fitted bolt) ‘Nut M 18x15 140 Copaslip Gear rim on flywheel Screw 34 Copaslip 306 Cylinder cover stud (in frame) ‘Stud M48 200 Loctite Nut for cylinder cover stud ‘Nut M45, 700 Copastip Cooling jacket cyinder cover | Screw 22 Copasip Fuel valve liner (ring nut) ‘Nut M60x4 150 ‘Copaslip 307 | Connecting rod (see section 307) 308 | Housing for valve gear Screw] M12 50 Copaslip Valve gear bracket rocker arm Nut Mi2 40 Copaslip 310 | Fuelpump distr. piece Screw} M8 25-30 Copasiip Fuel-pump top flange (barrel) | Screw | M10 55-65 Copaslip Fuel-pump cavitation plugs Plug | M20x15 | 100-120 Copasiip Fuel-pump mounting Screw | M16 150 Copasiip 311 | Fuelvalve (nozzle nut) not | M26x15 | 100-20 Copaslip Fuel-valve mounting Nut M16 30 Copasiip Fuel-vaive (cap Nut 70 Copaslip Fuel-valve adjusting (lock nut) Nut 100 Copaslip High pressure pipe Nut |M18x15) 40 Copastip 312. | Camshatt assembly Nut M12 85 Copastip Gear wheel on crankshaft Nut | M10x1.0} 40 Copasiip Intermediate wheel shatt Nut | M20x15} 250 Copaslip Intermediate wheel gear Nut M12 40 Copastip Gear wheel on camshatt Screw | M12 50 Copaslip 315 | Gear wheel on Lub, oil. pump Nut 300 Copasiip 320 | Conicals elements mounting Upper mounting Screw| M20 150 Copastip Lower mounting Nut M20 320 Copaslip ae/Z\HYUNDAI - (G23) 306 307 310 att 312 313, Maximum ovalness for cylinder liner New cylinder liner, inside diameter Cylinder liner maximum inside diameter Outer diameter of valve seat Seat width (sealing surface after grinding) Maximum height of spindle above cylinder head Minimum height of valve head, inlet valve and exhaust valve Maximum inner diameter, valve guide Piston ring and piston ring grooves (see page 0307) Clearance in big-end bearing Clearance between connecting rod bush and piston pin Maximum ovalness in big-end bore (without bearing) Valve clearance, inlet valve (cold engine 15 - 55 °C) Valve clearance, exhaust valve (cold engine 15 - 55 °C) Maximum clearance between rocker arm and rocker arm shaft Maximum combustion pressure al {ull load Individual cylinders ; admissible deviation from everage. ‘A change of height of the thrust piece spacer ring of 0.10 mm.will change the maximum pressure by 1° turning of camshaft gear wheel changes maximum pressure by approx Measurement "x" between thrust piece and roller guide housing Opening pressure of fuel valve Clearance between tooths on intermediate wheel Clearance between pick-up and gear wheel Clearance between cam and pick-up, lor jet system (see page 313.15) Description D319 Page 1(1) Data for Pressure and Tolerance earns L23/30 ‘Section | Description mm. / bar 305 | Clearance in main bearing 0.20 - 0.30 mm Clearance in guide bearing (axial) 0.15- 0.44 mm Maximum clearance in guide bearing (axial) 0.8 mm. Clearance between, main bearing cap and frame, belore tightening of bracing screw (side screw) 0.06 + 0.01 mm. Checking of main bearing (Autolog) (see page 0305) Clearance between crankshaft and sealing ring, upper and lower part 0.30 - 0.40 mm 225.000 - 225.046 mm. 225. 60 mm. 70 £ 0.2mm. 3.540.2mm, 84.50 mm. 5.0 mm, 14.25 mm. 0.15 - 0.20 mm. 0.15 - 0.25 mm. 0.08 mm. 0.40 - 0.50 mm. 0.90 - 1.0 mm. 0.30 mm. 130 bar £3 bar 1 bar 3bar $2.5 00 55-15 m 320 bar 0.20 -0 30mm 1£0.3mm ne/\HYUNDAI - (233) OPERATION OF ENGINE 302.01 STANDARD CHECKS Edition 15H Generally, the ordinary operation of the machinery requires only periodical checking of the operational data of the engine - pressures and temperatures - and these data should be recorded, so as to be able to observe slowly pro- gressing changes in the service condition of the engine. Programmed overhauls may be planned to suit the running schedule of the plant for example according to the directions for “Overhaul Intervals" included in this section. The following instructions are based on a number of standard checks which should be made before starting on the various operations, consequently, the individual points to be checked are stated first. Check 1. Check the lubricating oi] supply to bearings and pistons by pum- “———~_ ping through the system by means of the hand pump of the engine or the prelubricating pump. Make sure that oil flows out of all bearings. Check 2. After being emptied the lubricating oi] sump should be carefully Cleaned, and it should be checked that there are no pieces of metal, or the like, in the oi] pan, as this would indicate irregularities in bearings or gear wheels. Measure bearing clearances by means of a feeler. Check _3. Check the working surface of the cylinder liners for micro seizures or abnormal wear grooves. Check 4. Check the alignment of the crankshaft as prescribed (section 305 C) Check 5. Clean all filters and check that the filter elements are not damaged. Check _6. Check connecting rod bolts, various bolts between frame and bedplate, as well as holding-down bolts for correct tightness. Check Check the oi1 level in engine bedplate and in turbochargers. Check 8. Turn the engine at least two turns by means of the turning rod, ———~ while the indicator valves are open. Check that water or fuel oi! does not flow out of the indicator valves. Check 9. Lubricate the joints of the regulating gear. Check the oil level ~~~ in the governor and check, that the regulating gear moves easily all through the regulating range. Check 10. Feel-over programme: a. Main bearings, crank pin bearings, guide bearing and alterna- tor bearings. Piston pins and working surface of cylinder liners. c. Camshaft bearings, gear wheels and roller guides.Z\HYUNDAI - (223) OPERATION OF ENGINE 302.02 ‘STANDARD CHECKS Check 11 a. e. f. Edition 15H Lub. oi] pump and fuel oi] primary pump. Governor drive. Turbocharger bearings. Check the governor as follows: Start up the engine and run it at the synchronous number of revolutions. Speed setting: Check before cutting in the generator on the switchboard that the servomotor adjusts the rpm at a suitable quickness after actuation of the synchronizer knob on the switchboard. The range from -5% + 5% from synchronous rpm should be tested. Adjusting speed: Cut in the generator on the switchboard and set the load at about 40%. When the oi] temperature in governor and engine has reached its normal value, increase the load in- stantaneously (start of large pump or compressor) to about 80%. During this procedure the frequency must not fall by more than about 8%, and a constant rpm must be reached within about 3 sec. (this rpm, however, is slightly lower than previous one duc to the speed droop of the governor). If the engine is operating in parallel with other engines, even distribution of load must have been obtained within about 3 seconds. If the governor reacts too slowly, make the compensating adjustment as described in woodward's instruction book (Compensating adjustment). Note: It is assumed that the operating condition of the engine and turbocharger is in order so that the tracing of any faults can be confined to the governor alone. Hunting: Run the engine without load at synchronous rpm. When the governor oil is warm, the regulating lever must not take any major periodical movements, and neither must there be any variation up and down in the engine speed. tf that is the case, the compensating adjustment has to be repeated according to the Woodward instruction book. Speed droop: If there is an unsatisfactory distribution of load between two or more engines, the distribution can be im- proved by increasing the speed droop setting of the engine which, during load increase, absorbs the greater part of this increase (or by reducing that of the others). Normally the setting should not be increased beyond 70 on the dial, and satis factory parallel running will generally be obtainable at set- tings between 40 and 60./\HYUNDAI - (28) OPERATION OF ENGINE 302.03 STANDARD CHECKS Edition 15H Check 12. Check pressure and temperatures according to Data 303. . Seawater temperature As low as possible without the formation of condensed water in the charging air receiver. 2. Exhaust temperature Depends on the load. Normal values indicated in testbed table. Check 1 The alarm and monitoring system can be checked as follows: 1. Alarms: Pressure switches with test valve can be directly tested. Pressure switches without a test valve can be checked by altering the setting until an alarm is given. When readjusting the setting to the normal value, the alarm should stop. Thermostates can generally be tested in a similar way. 2. Shutdown: Test the system as described for alarms. 3. Overspeed: Run the engine without toad, and increase the rpm by means of the synchronizer control of the governor, until the overspeed trip functions. The setting should be synchronous speed + 12 to 13%. Check 14. The governor must be able to move the fuel pump gear to 0-position. Preparation of engine for normal start or stand-by 1. Carry out Check No.7. 2. Turn on cooling water, fuel oil and starting air to the engine. 3. If the engine has been out of operation for some length of time, it should be turned at least two turns with the indicator vaives open. Under these circumstances it is advisable also to prime the lubricating oi1 system with the hand pump (prelubricating pump). Start 1. Depress the starting button. 2. Let go of the button when the engine fires. 3. Carry out Check No. 12. (In the case of automatized plant, the principal functions are automatically monitored).Z\HYUNDAI- (228) OPERATION OF ENGINE 302.04 STANDARD CHECKS Edition 15H Stop 1, The engine is normally stopped by setting the “Load-Limit” ace knob at 0. If the engine is to remain stopped for a period of some length. Cooling water, fuel oi] and starting air should be turned offA\HYUNDAI - (23) OPERATION OF ENGINE 302.05 OVERHAULS. Edition 15H Extensive repair jobs should be planned on the basis of the periodical observations of the operating condition of the engine and, similarly, the extent of the work can be determined on the basis of the information obtained by carrying out Check 1, 2, 3, 4, 5 and 6 before starting repairs. After carrying out repairs, the inside of the engine should be very carefully cleaned, and, if necessary, oi] pipes amd ducts should be flushed through, and the inside if the crankcase be washed. Before starting the engine for the first time, repeat Check 1, and carry out Check 7, 8, 9 and 14, Starting and running up the engine. 10. WW. Set the “Load-Limit" knob of the governor at 0. Turn on cooling water and starting air, and close the indicator valves. Run the engine on starting air until the oi] pressure gauge starts indicating an oil pressure. Reduce the speedsetting of the governor to slightly above minimum, using the synchronizer contro) knob, and set the “Load-Limit" knob at about 5. Turn on fuel ofl. Start the engine and check that lub. oil pressure, fuel oil pressure, and cooling water pressure are normal (cf. Check i2). Run the engine without load at about 300 r/min for 5 minutes, stop the engine and feel over as outlined in Check 10. Start the engine, and run up over a period of some 30 minutes to synchronous rpm. Then repeat Check 10. Run up the engine and load it gradually until about 25% over a period of one hour, then carry out Check 17, 12, 13 and 10. Run up the engine and load it gradually so as to obtain 100% over a period ef about 10 hours. Provided new cylinder liners or pistons have not been fitted, the running-up period may be reduced to about 5 hours. While increasing the load of the engine, take readings of pressures and temperatures, and compare the values recorded with those stated in the testbed table. Stop the engine, repeat Check 3, 5, 6 (connecting rod bolts), 7 and 10, following which the engine is ready for operation./\HYUNDAI- (423) OPERATION OF ENGINE 302.06 HEAVY FUEL OIL Edition 15H OPERATION, SERVICE AND MAINTENANCE Operation on heavy fuel oil will involve various drawbacks to the engine compared to operation on marine diesel oil/marine gas oil. These drawbacks are caused by the inferior combustion properties of the fuel oil as well as its content of unwanted impurities and chemical compositions. When knowing about these drawbacks and appreciating their negative effect on the engine, this effect can, to a considerable extent, be counteracted and in many cases eliminated so that satisfactory operational results can be achieved without appreciable increase in service and maintenance. Drawbacks when operating on Heavy Fuel Operation on heavy fuel involves a risk of heavier fouling of the combustion spaces and gasways of the engine. Furthermore, thee 1 a-risk of heavier ab: rasive wear of cylinders, pistons and piston rings as well as valve seats, TueT pumps and fuel valve nozzles. Corrosive wear might occur to a greater or smaller extent as cold corrosion on account of the sulphur content of the fuel oil, and as high temperature corrosion on the exhaust valves, mainly origina- ting from the existing chemical compositions of vanadium and sodium which have a corrosive effect. The extent of the mechanical drawbacks will mainly depend on the following factors: a) The chemical composition of the fuel oil. b) The efficiency of cleaning and adequate preparation of the fuel prior to use in the engine. ¢) The engine type and the actual maintenance condition and load condition. The operational results of the individual engine type will, as explained above, depend on the combination of fuel oil quality, fuel oif treatment, and the operation and maintenance of the engine. Operation Part Load Operation High-efficient turbocharging, optimized fuel injection and valve timing will ensure complete combustion over the entire common load range, and the tendency of exhaust gas blowback at parts loads is minimized as well. Adequate tempera~ ture level in the combustion chamber to ensure correct ignition and complete combustion is obtained by maintaining constant temperature of the medias surrounding the combustion chamber, primarily in the cooling water system and the lub. oi! system, (piston cooling media) but also in the fuel injection system and the system for temperature control of the injection valve nozzles.Z\HYUNDAI - (G23) OPERATION OF ENGINE 302.07 HEAVY FUEL OIL Edition 15H ‘As long as adequate combustion chamber temperatures are maintained, preheating of the charge-air should be avoided, as the resulting decrease of air density will create bad soot values (smoke emission). $$ Part-Loed Operation In case of long-term HFO operation at extreme = low load there is a risk of contamination of at combustion chamber, exhaust pipe and turbochar- | commcnesrareonnerien ger due to a higher production of carbon depo- | Fouingot engine sits. Smoke emiznon. Operational conditions In general we recommend not to run the engines | GenSets APM constant at loads below 20% MCR for Tonger periods than | GenSetnormaliond.arge 20 hours. During such a long period of low load | eee MR ae sncn increased fouling of the gasways is unavoidable, | Sen DEMEN_ However in our experience the carbon deposits Coobagwoeesysem will be burnt off after 3-4 hours operation at | Fuclolsystem a load exceeding 60% MCR. Nozze cooing system If special conditions should demand long-term lee engines operate for move than low load operation exceeding above mentioned Mecntnakauar weoace eat e e = operation at load conditions it could be necessary to establish Mi 2 stone coer special arrangements for adjustment of the char- | suntne combustion chamber exon ge air temperature in order to reduce an extreme firing lag caused by a substantially cooled- down combustion chamber. Stop. Start _and Stop on HFO Stent 1. Circulate jacket water of temp, '50.60° C atleast 2 hours betore stan, £0. Start and stop of the engine should take place on HFO in order to prevent any incompatibility problems by change-over to MD0. M00 should only be used in connection with maintenance work on the engine or longer periads of engine 3. Circulate heated olin fuel nozzle cooling system at least 15 min, standstill. before st of engine Before starting on HFO the engine must be pro- ee oon ua perly preheated, which includes: system at adequate temo, (above pour point Cooling water of 50-60° is circulated through eee ee the frame and cylinder head for at least 2 teat taying-up or docking of vessel hours before start. Preheated fuel of correct working temperature (depending on the nominal visco- sity) is circulated through the fuel pumps for one hour before start. Circula- tion of the preheated oil through the nozzles should take place 15 minutes before start. Stopping the engine is no problem, but it should be ensured that the temperature of fuel pipes is not reduced ’to a level below the pourpoint of the fuel, otherwise reestablishing of the circulation might cause problems.Z\HYUNDAI - (a3) OPERATION OF ENGINE 302.08 HEAVY FUEL OIL Edition 15H Engine Room Ventilation Good ventilation of the engine room and a suitable location of the fresh air intake on the deck is always important. Seawater in the intake might result in corrosive attacks and influence the overhaul intervals of the exhaust valves. the fresh air supply (ventilation) to the engine room is to correspond to approx. 1.5 times the air consumption of the engines and possible boilers in operation. Sub-pressure in the engine room will result in increased exhaust Lemperature level. The exhaust system, including silencers, is to be so executed that the flow resistance of the exhaust gas is reduced as much as possible. The exhaust back-pressure measured after the turbochargers at full load should not exceed 250-300 mm water gauge. An increase of the exhaust backpressure will also involve an increased exhaust valve temperature level. Maintenance and Monitoring During the operation, small alterations of the condition continuously take place in the engine as a result of the combustion, including fovlings of the airways and gasways, formation of deposits, wear, corrosion etc. If continuously recorded, these alterations of the condition can give valuable information about the operational and maintenance condition of the engine. Continual observations can contribute to forming a precise and valuable basis for evaluation to lay down the optimal operational and maintenance programmes for the individual plant. We recommend to take weekly records of the most important performance data of the engine plant, as specified in the table, on plate 30202. At the recording, the observations ‘are to be continually compared in order to ascertain alterations at an early stage and before these exert an essential influence on the operation of the plant. As a reference condition for the performance data, the testbed measurements of the engine or possibly the measurements taken during the trial trip at the delivery of the ship can be used. If considerable deviations from the normal condition are observed, it will in the great majority of cases be possible to diagnose the cause of such deviations by means of a total evaluation and a set of measurements, after which possible adjustments/overhauls can be decided and planned. For example, fouling of the air side of the air cooler will manifest itself in an increasing pressure drop, lower charging air pressure and an increased exhaust temperature level (with consequential influence on the overhaul intervals for the exhaust valves). Fouling of the turbine side of the turbocharger will, in its first phase, manifest itself in increasing turbocharger revolutions on account of increased gas velocity through the narrowed nozzle ring area. In the longer run, the charging air quantity will decrease on account of the greater flow resistance through the nozzle ring, resulting in higher wall temperatures in the combustion chamber,Z\HYUNDAI - (428) OPERATION OF ENGINE 302.09 HEAVY FUEL OIL Edition 151 An increased charging air temperature involves a corresponding increase of the exhaust temperature level in a rgtio of about 11.5, i.e. 1°C higher charging air temperature causes about 1.5°C higher exhaust temperature. Reduction of the charging air pressure results in a corresponding reduction of the compression pressure and max. combustion pressure. When checking the max. pressure adjustment of the engine, it is therefore to be ensured that the existing scavenging air pressure is correct. The injected amount of fuel is equivalent to the supplied energy and is thus an expression of the load and mean pressure of the engine. The fuel pump index can therefore be assumed to be proportional to the mean pressure. Consequently, it can be assumed that the connected values of the fuel pump index and the engine revolutions are proportional to the load. At operation on heavy fuel, the specific fuel oi] consumption will on the whole remain unaltered, when considering the difference in calorimetric combustion value. However, the combination of the specific gravity of the fuel oil and its calorific value will involve a volumetric alteration of the consumption of 3-6%. Due to this, the fuel pump index should be reduced by 3-6% at operation on residual fuel as compared to marine diese} oil/marine gas oi]. When adjust- ‘ing the overload protection of the engine, regard should be paid to this. Abrasive particles in the fuel oi] result in wear of fuel pumps and fuel valve nozzles. Effective treatment of the fuel oil in the purifier can limit the content of abrasive particles to a minimum. Worn fuel pumps will result in an increase of the index on account of an increased loss in the pumps due to leakage. When evaluating operational results, a distinction is to be made between alterations which affect the whole engine (all cylinder units) and alterations which occur in only one or a few cylinders. Deviations occuring for a few cylinders are as a rule caused by malfunctioning of. individual components, for example a fuel valve with a too low opening pressure, blacked nozzle holes, wear, or other defects, an inlet or exhaust valve with wrongly adjusted clearance, burnt valve seat, etc. The operational observations supplemented by the daily routine monitoring contribute to ensuring that faulty adjustments and other deviations in the performance of individual components are observed in time to avoid operational dis- turbances and so that normal routine overhauls can be carried out as scheduled. If abnormal or incomprehensible deviations in the operation are expert assistance for evaluation hereof should be obtained. ecorded, Through continual assessment of the operation, the engine room staff will obtain valuable experience and routine for the benefit of the operational reliability of the plant and the operational result. Preventive monitoring of the engine minimizes the risk of unintentional stoppages and contributes to optimi- zing the maintenance condition and reducing the spare parts consumption. 1988.02.21/\HYUNDAI - (228) OPERATION OF ENGINE 302.10 HEAVY FUEL OIL Edition 15H Turbochargers Service experience has shown that the turbine side is exposed to increased fou- Ving at operation on heavy fuel. The rate of fouling and thereby the influence on the operation of the engine is greatest for small turbochargers where the flow openings between the guide vanes of the nozzle ring are relatively small. Deposits especially occur on the guide vanes of the nozzle ring and on the rotor blades. In the longer run, fou- Ting will reduce the efficiency of the turbocharger and thereby also the quantity of air supplied for the combustion of the engine. A reduced quantity of air will result in higher wall temperatures in the combustion spaces of the engine. Tests and service experience have shown that cleaning of the turbocharger during operation of the engine can be effectively carried out by injection of water into the turbine. The water washing system for the turbine is used as a standaré for all our engine types at operation on heavy fuels. On the compressor side of the turbocharger, water washing is used as a standard both for operation on marine diesel oi] and heavy fuel. For the smaller engines, we generally recommend to carry out turbine washing daily. The need for this will depend on the fuel quality and the operational conditions and is therefore to be scheduled for each plant. Lubricating 011 Filters The rate of lubricating oi] contamination will increase with heavy fuel operation. In order to avoid reducing the intervals between replacement of lubricating oil filter cartridges, sufficient and effective purification of the lubri cating oi} is therefore essential. Fuel_Injection Valves Assuming that the fuel oil is effectively purified and that the engine is well- maintained, the operational conditions for the fuel valves and the overhaul intervals will not normally be essential altered at operation on heavy fuel. If, for one reason or another, the surface temperature of the fuel valve nozzle is lower than the condensation temperature of sulphuric acid, sulphuric acid condensate can form and corrosion take place (cold corrosion). The formation of sulphuric acid further depends on the sulphur content in the fuel oil. Normally the fuel nozzle temperature will be higher than the temperature of approx. 180°C at which cold corrosion starts to occur. At low load where the fuel nozzle temperature decreases, it may at continuous operation be advantageous to reduce the fuel nozzle cooling to avoid corrosion. Abrasive particles in the fuel oil involves a heavier wear of the fuel valve needle, seat, and fuel nozzle holes. Therefore, abrasive particles are to the widest possible extent to be removed at the purification.Z\HYUNDAI - (223) OPERATION OF ENGINE 302.11 HEAVY FUEL OIL, Edition 15H Exhaust Valves In regard to medium-speed engines, the service life of the exhaust valves at operation on heavy fuel has always been a subject for discussion. To illustra- te how the overhaul intervals of the valves depends on the quality of the fucl oil, we have, based on service experience, prepared the graphs on plate 30203 The graphs show variation and spreading of the overhaul intervals. However, variations outside the hatched areas may occur on account of extremely unfavourable fuel properties and deviations from the normal conditions for operation and maintenance. Especially under unfavourable conditions, fuel quali- ties with a high vanadium and sodium content will promote burning of the valve seats. Combinations of vanadium and sodium oxides with a corrosive effect will be formed during the combustion; these adhesive ashes may, especially in the case of increased valve temperatures, form deposits on the seats. Local peel ing off of the deposits during operation will initiate burning-through of the valve seats. An increasing sodium content will reduce the melting point and thereby the adhesion temperature for the ashes, which will involve a greater risk of deposits. This condition will be especially unfavourable when the weight ratio Na increases 1:3. Va The exhaust valve temperature depends on the actual maintenance condition and the load of the engine. At correct maintenance the valve temperature is kept at a satisfactory low level at all loads. The air supply to the engine (turbocharger/air cooler) and the maximum pressure adjustment are key parameters in this connection. The use of nimonic exhaust valve spindles and valve seat rings of high hardness provides the best possible material properties in respect of corrosion resistance and seat hardness at high temperatures. It is important for the functioning of the valves that the valve seats are overhauled correctly in accordance with our instructions. The use of rotocap ensures a uniform distribution of temperature on the valves Air Inlet Valves The operational conditions of the air inlet valves are not essential altered when using heavy fuel. Fuel Pumps Assuming effective purification of the fuel oil, the operation of the fuel pumps will not be essentially affected.Z\HYUNDAI - (223) OPERATION OF ENGINE 302.12 HEAVY FUEL OIL Edition ASH The occurence of increasing abrasive wear of plunger and barrel can be a consequence of insufficient purification of the fuel oil, especially if using a fuel which contains residues from catalytic cracking. Water in the fuel oi! involves an increased risk of cavitation in connection with pressure impulses occuring at the cutting-off of the fuel pump. A fuel with a high asphalt content has deteriorated lubricating properties and can in extreme cases result in sticking of the fuel pump plungers. Cylinder Condition At operation within the specified fuel quality the cylinder condition will not be altered to any considerable extent and the wear rates for cylinder liners, pistons, and piston rings will not normally be appreciably changed. However, also in this case, effective purification and correct choise of lubricating oi] must be ensured. Overhaul Intervals The table on plate 30202, indicate recommended intervals for overhaul and maintenance of the most important components of the engine. The overhaul intervals are based on operation on “nominal” fuel quality at normal service output. For propulsion engines, normal service output is assumed to be approx. 90-100% of MCR and for engines for generating purposes 70-80% of MCR.Z\HYUNDAI - (623) aoe | Planned Maintenance Programme a 123/30 Time Between Overnaui | i | Section é No Operating of Engine: 302 Description © = Ovemau'to b0 carried out © 2 hoc conason slalalg| 76000 32000 id rent [creck new ovrhaued pats ster pours Readings of data for engine and altemator with reference to "Standard Checks", section 802 0... | Cylinder Head: 306 Inlet and exhaust valve - overhaul and regrinding of spindle and valve seat = Inspection of inlet, exhaust valves and valve guide ‘Check of valve rotators’ rotation. on during engine rotation | Sleeve for fuel injector Indicator valve ne | = Cylinder head cooling water space - inspection Cylinder head nut -retightening ... 200 Piston, Connecting Rod and Cylinder Liner: 306,307 Inspection of piston Piston ring and scraper ring .... Piston pin and bush for connecting rod - check of clearance... Connecting rod - measuring of big-end bore Inspection of big-end bearing shells Connecting rod - retightening 1. | 200 | Gyiinder liner - cleaning, honing and measuring ....... e| Cylinder liner removed - check the water space .... .) Camshaft and Camshatt Drive: 312 (08028-0015250194.08 12 ‘Camshaft - Inspection of gear wheels, bolts, connectiong ete. 200 ‘Camshaft bearing - inspection of clearance Camshatt adjustment - check the condition Lubrication of camshaft bearing - check Esra)Z\HYUNDAI - (28) 30202 Eaton O1€ Planned Maintenance Programme Description Page 2(4) L23/30 Time Between Overhaul ‘= Overnaul to be caried out = Check the conditon 3 elgle 2000 or | che new overrated pant ee nore 3r¢ men Observation Section No Operating Gear for inlet Valves, Exhaust Valves and Fuel Injection Pumps: Roller guide for valve gear Valve gear - valve bridge, spring, push rod, Roller guide for fuel injection pump eerie . Roller guide housing Inlet and exhaust valve - check and adjustment of valve clearance oe . Lubricating of operating gear - check eee 7 308 book Control and Safety System, Automatics and Instrument Safety, alarm and monitoring equipment .... Lambda controller - adjustment Governor - check oil level. see governor instruction 313 Crankshaft and Main Bearing: Checking of main bearings alignment, Cautoiog), see section 301,D305 . | Inspection of main bearing 0... | Inspection of guide bearing | Vibration damper - check the condition... i. Lubricating of gear wheel for lub. oil pump and cooling water pump ett. ...... "| Counterweight-retightening, see section 301,0319 | 200 | Main. and guide bearing cap - retightening 200 | 301,305 (08028 00115250194 08 12 02 ESOZ\HYUNDAI - (a3) Description Pages (a) Planned Maintenance Programme 30202 Edition O1E (08028-00145250004.08.12 Time Between Overhaul = Overhaul to be carried out = Chock the condition Description pL Engine Frame and Baseframe: Holdingdown bolts - retightening, see section 301,D319} Bolts between enaine frame and base frame - retightening, see section 301,0319 For flexible mounted engines - check anti-vibration ‘mountings... Safety cover - function test... ator ours o 2000 crack new overased par 32000 Monty | L23/30 Section No. 301,305, ‘Turbocharger System: ‘Wet cleaning of turbine side... Water washing of compressor side . Cleaning of air fier - compressor side (see turbocharger instruction book) ‘Turbocharger complete - dismantling, cleaning, inspection etc. (see turbocharger instruction book)... Charging air cooler - cleaning and inspection .... Charging air cooler housing - draining Exhaust pipe - compensator Compressed Air System: Air starter motor - dismantling and inspection ...... Function test - main starting valve, starting valve, main valves and emergency start valve Dirt separator - dismantling and cleaning Compressed air system - draining ...... ae Compressed air system - check of the system 314 EscortZ\HYUNDAI - (33) 30202 Editon O1E Pianned Maintenance Programme Description Page 4 (4) £23/30 Description Time Between Overhaul © = Overhaul to be carted out B= Chock ne conation Se Rial g 32000 al rermaued pars [check new i 3 1g| Section 3| No 8, Fuel oil feed pump .. ‘see section 316 -. Fuel Oil System and Injection Equipment: Fuel oil fiter - dismantling and cleaning Fuel il injection pump - dismanting and cleaning - Fuel injection valve - adjustment of opening pressure... | 200 Fuel oil high-pressure pipe - dismantling and check ‘Adjustment of the maximum combustion pressure. Fuel oil system - check the system ..... Fuel oil - oil samples after every bunkering, 310,311, 316 Thermostatic valve Hand pump ... Lubricating Oil System: Lubricating oil pump - engine-dtiven eon a Lubseating oer cleaning and exhange Lubricating oil cooler. Prelubricating pump - el. driven . . | Centritugal fier - cleaning and exhange of paper Lubricating oil - oil sampies, see section 318 . Lubricating oil system - check the system 35 fresh water) ‘Thermostatic vaive .. see section 317 Cooling Water System: Cooling water pump - gine sven (seas water and Cooling water system - check the system Cooling water system - water samples, 317 (08028.00/HS250°04 08 12 wm ESZ\HYUNDAI - (28) Beet it | Maintenance Schedule - NICO a 123/30 Time Between Overhaul . ane Working Description oo alalelelal letlaf cara 1 poston place Fal) (ESIEL No. Fuel Injection Pump: Seal parts .... ee e 310-01.05 ‘Spring: Delivery valve Ajale Delivery valve jAlale Plunger compicie ajalel Spring: Plunger. lafale} Guide Plunger falafel Deflector ... |ale| Other pars mia Fuet injection Valve: 311-01.10 Gealpenteic eerie ast e Atomizer, compicta (Nozzie needle and nozzle bod) 4 Other parts \mjalale Replace: The dismantled parts must be replaced with new parts, Inspection: You have only to inspect the dismantled Parts except these aren't considered faultly. When ‘those considered faultiry, you should consult HYUNDAI HEAVY INDUSTRIES CO., LTD. ENGINE & MACHINERY DIVISION on whether replace or not. Inspection or Replace: The dismantled parts are inspected and those considered faullly are replaced, Bas/\HYUNDAI - (233) ENGINE PERFORMANCE AND CONDITION 303.01 Edition 05 To ensure the greatest possible reliability of operation, the condition of the engine should be continually checked so that preventive maintenance work can be carried out before serious breakdowns take place. The preventive measures that should be taken, and the means available for the purpose of checking the service conditions, are as follows: Re 1. Re 2. Make sure that the alarm and monitoring system is in order. Watch the operational data of the engine, and compare them with the testbed table. Carry out programmed inspections and overhauls, supplemented by repair work based on conclusions made during the current supervision of the plant, cf. 2. The alarm and monitoring system should be tested as specified in "Check 13" (Section 302) at least once every three months. The operating conditions should be checked every month, and at the same time the principal data should be noted down: Maximum pressure, compression pressure, exhaust temperature, charging air pressure, charging air temperature, fuel pump index, etc. The values should be compared with the testbed table of the engine, and such comparisons may give, inter alia, the following information: a) Low maximum pressure: Defective fuel valve, lacking compress ion pressure in the cylinder concerned due to leaky piston rings and blow-by, lacking compression pressure due to low charging air pressure. b) Low compression pressure (to be measured by means of the maximum pressure indicator while pressing the fuel pump regulating lever into O-position). Leaky piston rings or low charging air pressure owing to defective or dirty turbocharger and/or dirty charging air cooler. c) High exhaust temperature: For a single cylinder the cause may be a leaky exhaust valve or a defective fuel valve. If the exhaust temperatures of all cylinders are too high, the cause may be high charging air temperature (dirty air cooler), or low charging air pressure (dirty turbocharger). 4) Low exhaust temperature: The cylinder does not work due to defective fuel valve or sticking fuel pump plunger. e) High cooling water temperature: Reduced quantity of cooling water through engine, increased heat transmission due to high combust ion temperatures (incomplete combustion), small quantity of air from charging air cooler, etc.)./\HYUNDAI - (438) ENGINE PERFORMANCE AND CONDITION 303.02 Edition 05 However, the observations may provide many more particulars than those mentioned above, which should only be regarded as examples of the application of the method. Re 3. To fix the intervals between programmed inspections or overhauls is a matter of experience and depends very much on individual conditions of load and operation including, in particular, the quality and degree of purity of the fuel and lubricating oils used. The intervals stated in section 302 may be used as a guide, but considerable deviations may occur for the reasons mentioned. It is important to take into consideration the results from observations of the operation of the engine when planning inspections and overhauls and, similarly, “Check 3 and 4" (Section 302) may provide important information. In addition to the overhaul intervals indicated in section 302 all screws and nuts on the engine should be checked for correct tightness and retightened, if necessary, at suitable intervals. Hydraulically tightened nuts (on studs for main bearings and cylinder heads) are checked by fitting the tightening tools and raising the pressure to the tightening pressure prescribed. During the last part of the pumping, the tensioning is checked by attempting to loosen the nuts with the tommy bar. The pump pressure at which the nut comes loose should be noted, following which the pressure is increased to the value stated in the data section, and the nut is tightened up.Z\HYUNDAI - (228) EVALUATION OF READINGS REGARDING COMBUSTION CONDITIONS PLATE 30301-04H PRESSURE DROP INCREASING (limit 50%) Air Filters Fouled. PRESSURE DROP INCREASING (Limit 50%) Air side of cooler fouled. AL evUINORS I 1 Exhoust temp. increasing: Aic system fouled (sr Filter-blower-cooler). Exhoust system fouled (nozzle ring, turbine wheel) | TEMP. DIFFERENCE TOO LARGE Woter flow too small] TEMP. DIFFERENCE too large. Air cooler fouled ONE CYLINDER Exhoust temp. incteoting: Fuel valve needs overhaul Compression 100 low oming to leakage of exhoust valve + piston ting blow-by. DECREASING CHARGE AIR PRESSURE: Decreasing air amount. Fouled turbocharger, air filter or charge air cooler (air side). Proms ‘comp °° Frnax ARE MEASURED by means of max. pressure gouge. P comp 102 low: Leaky combustion ‘comp r chamber, charging air presture too lon. Pa tee low: ’. toa low, ignition t00 tote ‘comp, :Z\HYUNDAI - (2283) TROUBLE TRACING 304.01 FAILURE TO START Edition 07H The adjustment of the engine should not be disturbed unless absolutely necessary. If anything abnormal is noticed during the running, the cause should at once be found and the fault corrected, as an alteration of the adjustment, even if it may remedy the defect, will seldom eliminate it. Below is given a brief description of some of the troubles that may appear during the running, as well as their remedy. Failure to start If the engine does not turn when the starting button is depressed, the cause may be the following: 1. Too low air pressure. Recharge the receiver. 2. Slow turning valve leaky or sticking in open position or spring broken. 3. Faults in electrical system. If the engine turns on compressed air but does not start firing, the cause may be: A. Failing or irregular fuel oil supply on account of: 1, Air in the fuel oil system. Venting to be effected. If the failure to fire is limited to a few cylinders, vent the corresponding fuel pumps or high- pressure pipes. If the engine still fails to fire, exchange the corresponding fuel valves by spare valves before attempting a new start. 2. Defective or clogged-up fuel valves. The valve spindle may stick, the valve seating be leaky, the spring broken or incorrectly tightened, or the atomizer may be clogged-up, which manifests itself in abnormal heating of the fuel oi! delivery pipe. Exchange the valves in question by spare valves and make them ready again as soon as possible. 3. Clogged-up fuel oil filter. 4. The by-pass valve in the fuel oi! primary pump sticks in open position. Dismantle and polish the valve.Z\HYUNDAI - (458) TROUBLE TRACING 304.02 SMOKY EXHAUST Edition 07H 5. The fuel tank is empty or the valves in the system are closed. 6. Leaky pipes or joints. 7. Water in the fuel oi}. 8. Worn fuel pump plungers and barrels. Exchange the pumps by spare pumps. 9. The overspeed tripping device has been actuated. 8. Too low compression on account of: 1. Clogged-up turbocharger intake filter. 2. Sticking, worn or broken piston rings, or heavily worn cylinder liners. 3. Leaky inlet and exhaust valves, or no clearance in the valve actuating gear, so that the valves do not close against their seats. Smoky exhaust If the exhaust gases contain abnormal smoke, examine first from which cylinder or cylinders the smoke comes by reading of the exhaust temperatures, as poor combustion in a cylinder will increase the exhaust temperature. The causes of smoky exhaust may be: 1. Defective or clogged-up fuel valves. 2. Too tow compression. The fault can be located by measuring the compression pressure. 3. Gil is carried up because of worn, carbonized broken or sticking scraper rings. The fault manifests itself in an abnormally high lubricating oi] consumption. 4. Uneven load, causing overloading of some cylinders. The fault may usually be as described in point 1 or 2. . Inadequate air supply owing to fouled turbocharger and/or air cooler and/ or air cooler intake filter./\HYUNDAI - (28) TROUBLE TRACING 304.03 THE ENGINE LOSES SPEED OR STOPS Edition 07H If the engine has lost speed and cannot pick it up again, or it has stopped completely, without the cause being lack of fuel oil, the engine must not be started again until it has been established that no overheating has occured. CAUTION: At signs of overheating in the engine, no crankcase doors must be opened until the engine has cooled down for at least 10 minutes. The cause of the overheating to be removed before the engine is restarted. Almost any trouble with the fuel oil system as well as low compression may cause the engine to lose speed, if the trouble affects several cylinders. If only one or two cylinders fail and the engine is not subjected to full load, the engine will not lose speed, as the governor will take care of increasing the load on the other cylinders correspondingly. If the engine is already running at full load, these cylinders will be overloaded, and this again will result in smoky exhaust and high exhaust temperatures, etc. The load should therefore be reduced until the fault has been located and remedied. The causes of a sudden load reduction in a cylinder, or its failure, may be: 1, Defective or clogged-up fuel valve. 2. The fuel pump plunger has seized in the barrel. The fault can be located by trying to move the rack of the pump. Defective fuel pumps are to be exchanged by new pumps. 3. Too low compression owing to sticking, worn, or broken piston rings, leaky inlet or exhaust valves or no Clearance in the valve actuating gear. If the engine loses speed or stops, the causes may also be! 1. Clogged-up fuel oil filter. The fault will manifest itself in a falling oil pressure after the fuel oil filter. 2. The by-pass valve of the fuel oil primary pump sticks in open position. 3. Leaky fuel oi] pipes or joints. 4. Water in the fuel oil. 5. dammed regulating gear. 6. Woodward governor out of order. 7. Electrical shutdown valve (monitoring system) energized.Z\HYUNDAI - (aa3) TROUBLE TRACING 304.04 IRREGULAR ENGINE SPEED Edition O7H The causes may be: 1. Air in the fuel oi1 system. 2. Water in the fuel oil. 3. Excessive resistance in the regulating gear, possibly because one or more fuel pumps are sticking. 4. Woodward governor out of order, not sufficiently vented, or incorrectly adjusted. See the Woodward instruction manual. Failing cooling water supply In the event of failing cooling water supply, which can be noticed on the pressure gauge and on the thermometer on the discharge pipe, the engine load should be reduced until the fault has been found and remedied. If this cannot be done quickly, so that there is a risk of overheating the engine, this must be stopped, and any steam that may be trapped in the cooling chambers must be blown out carefully. If the engine has been overheated, it should be cooled down slowly so as to avoid harmful effects of changes in temperature. Air in the cooling water system may he the result of leaky cooling water pump stuffing boxes. Air cushions may then be trapped in the cooling chambers of the cylinder covers and this condition involves the risk of overheating and corrosion of the covers. Failing lubricating oil pressure If the lubricating oil pressure drops below the permissible limit, the engine must at once be stopped. The causes of failing lubricating oil pressure may be: 1. Clogged-up lubricating oi! filter. 2. Too low oi] level in the sump. 3. Clogged-up or leaky suction pipe. 4. Sticking by-pass valve in the lubricating oi1 pump, loose adjusting screw, or broken springs. 5. Leaky delivery pipes. 6. Defective metal in one or more bearings. 7. Excessive bearing clearance owing to wear. In that case, the pressure will have dropped gradually over a period of some length. 8. Heavily worn lubricating oi} pump.(08028-005250194.08.12 Z\HYUNDAI - (ae8 Sati" | Trouble Shooting Guide for Centrifugal By-pass Filter 503.05 Edition o1H (Oniy available, if installed as extra order) 23/30 Tabulated below are the corresponding remedial actions to be taken, ifthe following faults are observed Trouble Possible Cause “Trouble hooting Olteakage through cover nut MssingordamagedO-ing(seeltem | ReplaceO-tin 281, Pale 51518), ‘Sealfece damaged ReplaceO «ng. Excessive vibrations Rotor out of balance owing to un- ‘even build-up of deposit on rotor walls resulting from MissingordamagedO-ing(seettem | Replace ing 230, Plato51518), allowing leakage. O-ring seat on rotor joint faces | Replacerotorassembly. damaged Rotor assombly inadequately tight- | Tighton and bing to notice of main- ened tenance staf. ‘Standtube incorrectly seated or | Re-torroplacoif damaged damages! Ditdepostnotcompletetyremoved. | Clean and bring to notice of main- tenancestaf. Rotor castings distorted trough | Replacerotor assembly rmatveatrent Rotor assembly components fed | Follow sequence in Working Card inwrong sequence. 515-15 00insecton 315. Fitnew bearing be assembly. ‘Bushes loose or wom in tube assembly, 50-EST‘08028-005250/04.08.12 Z\HYUNDAI - (438) Restricted ar supply ine. Relay valve malfunctioning, Exhaust flow restricted. Damaged motor assomby. sat) | Trouble Shooting Guide for Turbine Starter | 503.06 123/30 Toe posiiecane eewatingend | Tobisteotng voor won Chea tsoge er daron nak Stra anapetnaccesentiit) | apciotr ase anew ‘oherdepersorrton rence nr es vec Faxonmtoinnckrandir | Removers att ape oe arcnoetebosane Blocked exhaust system, Remove housing exhaust cover (1) sitaesianasage Detector nieyrabn, | Rear cetavahe rly Comoro Covarrenaeiosarer check wy ‘Check for blockage or damage to tines. ‘Clean or replace nes or relay valve. Lubricate relay valve. Check for blocked or damaged piping. Clean replace piping, (Check for dit or foreign material and dean or remove. Check for ice bull ‘up. Metice and reduce moisture Dbu-upto stator. Replace motor assembly. Drive (67) wilnot engage, No pressure to rive housing port (Check ar supply. Intomaldrivehousing ports blocked. | Removeblockage. Fluid in drive unit components, Remove is. Damaged or wom piston assembly (4), O-rings or seas Replace damaged or worn pats. O-rings and seats dry. Relubricate O-rings and seals. ‘Motor runs. pinion engages, but Damaged oF broken drive rain Disassemble drive rain and replace dvs not rotate fywhee! wom or damaged pars, Excessive uttengagerent, ‘Damaged drive pinion (63) or Inspect drive pinion and fywnee! fiyuhee. Damaged starter dave (57) ‘components ‘and replace, i necessary. Inspect chive components and replace worn or damaged part, Cont, ew EOTSZ\HYUNDAI - (Ga3 503.06 Trouble Shooting Guide for Turbine Starter ey L23/30 Trouble Posse Cause, see working cars| Troubleshooting Low ai pressure. Check ir supp. ‘Wrong drivepinion Replace wth proper dive pinion. Otlbiowing out of exhaust, itn air supply fine. ‘Splash deflector retaining screw (5) orpipe plug missing, Inspec airline and remove source fol. Installspash deflector retaining ‘screw of pipe plug omar damapedroorseatsor | Replace sac seals on ouside of sates ‘roto sen mts hawt Rando Oilating tom gearcase 2a, |_Womar damaged Ong. Flan Ove Loosejoints, ‘Make sure that joints fit propery and Starer asomby ap ows Sottored 06D oe Nate nr otea snd Ong sclpopety atte pormsers itn dort rolace we ole mocengs. xoessweninspeesoprtin. | Operate accrdngto recommen: ooare toh unr st ce, Replace wamcaponens ‘Loose or leaking pipe plugs (10) or Tighten or replace pipe plugs using on Ing Rann oheeae pe oan Splahdetacorntaningscew | TMenseashdetederttaing tose ore gms Sow orenace pe "ort aage Vossen ‘esr at roped Star asso cap sro ae Sentnesio 0 61h rae Nate sua 0 ror _and seal properly at their perimeters. Way dot ape raw seatsand rings % 3 Eicsshetihspeedopraten, | Operatescatngorecomen- 3 dations. g troanbediatcrn | faptenememgee : q Loose or leaking pipe plugs. Tighten or replace pipe plugs. 3 Spletdetecoreaingscow | Teonptandtacocataong {ose or pipe plug missing screw or replace pipe plug, BESS(06028-00H5250194.08.12 Z\HYUNDAI - (a2) Descrition Page 1 2) Trouble Shooting for Lubricating 503.10 Oil Cooler Edition O16 Trouble Shooting In case of damage to plates or gaskets, it will often be necessary to replace these. First examine the externa! conditions around the plate heat exchangerin order to localize the cause of the damage! very carefully. 123/30 In case of fatigue fracture, this will normally necessitate a replacement of all plates and gaskets as there may be a risk of fatigue fracture in all the material. In case of corrosion, all plates must be examined carefully! For work to be carried out see working card 315.10. [ Visible Leakage Trouble Possible Cause Trouble Shooting Leakage. Too high pressure. Reduce the pressuretothe correct work ingpressure. seepage 0303 "Operat- {ng Data & Set Points” Leakage. (Phase 1) Insufciont tightening Tighten up the plate heat exchanger = however, notundertheminimem cimen- sion and never. tron the plato hoat ‘exchanger is under pressure or over we. the plate heat exchangerissilleaky, proceed to with phase 2 Leakage (Phase 2) Fouled or deformed plates, Inelastic or deformed gaskets, Separate the platoheat exchanger and checkithe plates are deformed orfouled. Check that the gaskets are elastic and ‘non-deformed, andthatthe faces ofthe Joints are clean, Replace formed platesand gaskets, ony. ‘Before assembling clean al plates and ‘gaskets very carefully ‘Assemble heplateheatexchangerand ‘startit up again. Note! Eventinyimpurites suchas sand ‘grains may cause leakage. Leakage. Gaskets. (Evenafter tightening ofthe plate heat ‘exchangertominimum dimension) ‘Separate the piateheat exchanger. Clean the plates vorycarafuly Replace the gaskets. ‘Assemble theplateheatexchangerand startitup again Leakage. (Through the dain holes ofthe gas- ets) plate. Defective gasketor badly coroded ‘Separate the plateheat exchanger. Replacedefectve plates and gaskets, any. ‘Assomble the plateheatexchangerand startitup again. ea-ES/\HYUNDAI - (G28) 503.10 Eaition O1E Trouble Shooting for Lubricating Oil Cooler | 28's" 123/30 Non-Visible Leakage Trouble Possible Cause ‘Trouble shooting Reducedheattransmissian andlorin- ‘creasing pressure drop, Fouled plates or choked plat channels ‘Separate the plate heat exchanger and ‘check fhe plates are fouled. ‘Clean the piates very carefully. ‘Assemblethe plateheatexchanger and stat itup again. Leakage. (The fuids get mixed) (Phase 1) Holesin plates. Corrosion or fatigue fracture ‘Asuspectedleakage canbelocalizedin the following way: Remove one of he lower pipe connec. Ithemediumcontinuestoruncutotthe ower pipe connections after the pres: ‘surehasstabilzed one or several pates areleaking. ‘ose down the plate heat exchanger. Separate the plate heat exchanger and check the plates very careful. Checksuspectedpiates witha dyepen- tant, (Check defective plates ana gaskets. Before assombling leanallplates and gaskets, ‘Assembiethe plate heat exchanger and check to find more defective plates, ‘any. by puting one side under pressure. Startupagain. Leakage. (The fuids get mixed) (Phase2) Holesin plates. Corrosion or atigue fracture ‘Close down the plate heat exchanger. Separate te pateheat exchanger Putallplatestodry.Suspendthe piates in the plato heat exchanger again and lighten. CGrculate medium atfull capacity on one plate side (every secondplate channel), Keep the othe pate channels unpres- ‘surised and ee from qui! ‘Stop the circulation ater afewminutes ‘of operation and open the plate heat ‘exchangor again. Take care 10 avoid water spraying ontothe dry plate sit By acareful study ofthe plates itwillbe possible to find moist areas, any, on the otherwise dy plat sides. CChecktheseareas withadye penetrant Replace defective piates and gaskots. Before assembling leanallplates and ‘shock to find more defective plates, if ‘any, byputing one side under pressure. Start upagain, Ifthe unitisstilleaking, checkllplates with a dye penetrant! ES-ES 028. ob1H5250104.08.12Z\HYUNDAI - (aa3) ENGINE FRAME, BEDPLATE, CRANKSHAFT AND MAIN BEARINGS 305.01 DESCRIPTION Edition 11 Plates 30501-30502-30503. The bedplate and the frame const its engine. The bedplate is in welded. the main structural members of the SE: The engine frame is made of cast iron, and turbocharger bracket, housing for air cooler, and charging air receiver are cast integral with the frame. The main bearings for the underslung crankshaft are fitted in bores in the frame and are secured with bearing caps of steel. The caps are provided with side guides and are held in place by means of studs with hydraulically tightened nuts. The bearing caps are furthermore secured by means of screws inserted horizontally through the engine frame. The main and crank pin bearings are of the shell-type in which the running surface is of steel-backed tri metal. The bearing tolerance permits replacement of the shells in pairs without any kind of scraping. The cylinder liners are mounted in openings in the frame, their top flanges are pressed against the top of the frame by the cylinder covers, while at the bottom they are guided by the bottom flange through which they are able to expand freely when heated. Sealing between water chamber and crankcase is achieved by means of two sealing rings fitted in grooves on the guide surface of the cylinder liner. ‘The gear wheel drive for the camshaft is located on the flywheel end of the engine and is enclosed by a two-piece end-shield. The camshaft is carried in steel-backed tri metal bearings fitted in the frame. Along the camshaft and the crankshaft, the frame has large openings on both sides for inspection of roller guides, cams, main bearings and crank pin bearings. The openings are closed by covers, some of which are provided with safety re- lief valves which equalize the pressure if oil mists in the crankcase are igni- ted, for instance in consequence of a hot bearing. The bedplate may be used as lubricatin: Stick will be fitted ooo. : The fuel oil primary pump is of the gear type and is driven through a coup\ing from the camshaft. Also the oil pump is of this type and is driven from the end of the crankshaft HPOUgNWeIaw COUpT Ge: through a flexible gear wheel connection. this case a dip-Z\HYUNDAI - (222) ENGINE FRAME, BEOPLATE, CRANKSHAFT AND MAIN BEARINGS 305.02 DESCRIPTION Edition 11 Plate 30504 The crankshaft is solid-forged and has ground main and crank pin bearing jour- nats. To ensure a suitable bearing pressure, the crankshaft is, in the case of certain cylinder numbers, provided with counterweights fitted by two dovetail Joints and secured by a screw centrally placed. The gear wheel for the camshaft drive is fitted to the aft end of the crankshaft, and to the forward end is fitted @ueraNceype ee 280 a DURBEGE: a Flexible gear wheel connection for lub. oi) and water pumps. B. Maintenance Frame and crankshaft do not require much maintenance, yet lub. oi] pipes, bedplate and oil ducts in the crankshaft should at intervals be cleaned of dirt and oil siudge. The screws which attach counterweights to the crankshaft should now and then be checked for correct tightness. The correct tightness torque is stated in 0-305-4. Note: The life of bearings of modern, high-output engines greatly depends on the condition of the lubricating oi) and, im particular, on its degree of puri- ly. It is extremely important, therefore, to avoid polluting the inside of the engine during overhauls. The presence of dust and sand particles may very quickly spoil bearings, as no filters are able to remove the quite small particles quickly enough to prevent damage. ‘Always make sure to mount main bearings correctly after overhauls. When mounting a new main or guide bearing, make sure that the crankshaft bears in all bearings, and that these are aligned. This is checked as described in section C. Tools.Z\HYUNDAI - (ey ENGINE FRAME, BEDPLATE, CRANKSHAFT AND MAIN BEARINGS 305.03 CHECKING OF BEARINGS AND JOURNALS Edition O1H The main and crankpin bearings should be inspected periodically according to the requirements of the classification society (see also “Checking and Mainte- nance Program" in Section 302). In addition, some main bearings should be examined if flankes of bearing metal are found in the engine bedplate, or in the case of increasing bearing clearance or falling lubricating oi! pressure. Also if the lubricating oi1 system should become contaminated with abrasive particles, if the water content in the oil becomes excessive or if the lubricating oil supply has failed. At normal wear of main and crankpin bearings, the greyish-white layer of white metal will first be worn through at the front and rear edges at the bottom of the lower shell of main bearings, and at the top of the upper shell of crankpin bearings. Thereby the copper-coloured leaded bronze is uncovered in two crescentshaped areas, which will eventually meet at the middle of the shell. When this uncovered area has increased to one-fourth of the bearing surface, the shells should be replaced. To avoid excessive loading of a single set of new main bearing shells, the adjacent main bearing shells should simultaneous- ly be checked for wear and replaced, if required. Always replace the shells in sets, as the upper and lower shells are matched together. It is important to run-in new bearings as prescribed in Section 302, page 302.10, Overhauls. It is very important to make sure that there is not clearance below any main bearing journal and, in addition, crankshaft deflection reading must be taken; see Data 0305 CHECKING OF MAIN BEARINGS. If hard particles (sand, welding beads, slag or rust) have entered the bearings they will scratch both bearing metal and steel journals and eventually be crushed or forced into the bearing metal. If this has caused too great roughness of the journals, these must be reconditioned. The surface roughness of a new journal is 8-10 microinches CLA, equivalent to 0.2-0.25, R_. Prior to polishing, the lubricating holes should be closed with grease to®prevent grind- ling particles form entering the lubricating oi1 system. In order to determine whether the journal surface is adequately smooth, a large, edged coin may be drawn longitudina}ly along the journal. The coin is pressed slightly at an angel of approx. 45° against the journal surface and is held transverse to the direction of movement. Vibrations felt may be compared with a bearing journal which is known to be in order. This method is used when a roughness measuring device is not available./\HYUNDAI ~ (G22) : ENGINE FRAME, BEDPLATE, CRANKSHAFT AND MAIN BEARINGS 305.04 CHECKING OF BEARINGS AND JOURNALS Edition 01H The bearing surface of the shells is to be cleaned of any impregnated particles and any “stubbles" of wiped-out metal in the lubricating grooves should be removed, the oi] wedges being freshened up with a bayonet scraper. If up to 10% of the carrying area is damaged by coarse scratches or wiped-out metal, the shell should be replaced. If a bearing has run hot, both bearing shells should be replaced and the bearing journal be examined for heat cracks (Dye check, magnaflux) and distortion. Whenever bearing shells are inspected, their outer surfaces and joints should be checked for wear and pitting, which are signs of small relative movements. The jointing surfaces and lateral guiding faces of the bearing cap are to be examined for the same symptoms. The bearing clearance should be measured at the top, at the bottom, and 10° above and below joints at both sides. Bearings may often work satisfactorily even if the journal has been worn somewhat ovai, but if new bearings are fitted the journals must be trued up. When tightening up main and crankpin bearings, special care must be exercised and the instructions given in the instruction book (on data sheets and in overhauling procedures) must be closely followed.Z\HYUNDAI - (a3) ENGINE FRAME, BEDPLATE, CRANKSHAFT AND MAIN BEARINGS 305.51 DISMANTLING OF MAIN AND GUIDE BEARINGS Edition 12H Plate 30551 al Take off the crankcase covers and remove the two bracing screws (Plate 30502, Item No. 8200) securing the bearing cap to the engine frame. It may be necessary to loosen the bracing screws of the adjacent bearings too. Loosen the nuts from the bearing studs, using the hydraulic tools as described in section 319. Remove the hydraulic tools, unscrew the nuts a couple of turns, and loosen the bearing cap by means of the lever bars 1906. Fit the lifting wire 0164 to the sides of the bearing cap and lift the cap while removing the bearing nuts and fitting the supporting tubes 2163. Lower the bearing cap on to the collar of the supporting tubes and remove the bottom shell. Exercising care, rotate the upper bearing shell out by means af the special dismantling tool 1540 (both main- and guide bearing). Lifting wire 0164 are available for transport of main bearing caps. Mounting of main and quide bearings. The mounting is affected with the same tools, by reversing the above work~ ing sequence. Make sure that the bearing shells and caps are positioned correctly. The bracing screws securing the bearing caps are to be tightened to the torque indicated in D 305-2b. Checking the main bearings (cold engine). The alignment of the main bearings is checked by means of the dial gauge (autolog) 3231, which is to be fitted as shown, about Sam from the edge of the crank web, and diametrically opposite the crank pin. Check by means of a feeler that the crankshaft bears against the bottom of the main bearings on both sides of the crank throw concerned. Set the pointer of the dial gauge to “O" and tugn the crankshaft nearly fone revolution, reading the dial gauge every 90°. The connecting rods will prevent the crankshaft from being turned through one complete revolution, but the resulting deficiency in readings will in practice have no significance. If the difference in readings approches the value stated in 0305-7, the crankshaft must be re-aligned as this value is the absolute maximum permissible difference in readings/\HYUNDAI - (a3) ENGINE FRAME, BEDPLATE, CRANKSHAFT AND MAIN BEARINGS. 305.52 GENERATOR OPERATION Edition 12H In the case of engines driving a generator, the alignment of the generator bearing will influence the readings of the aftmost crank throw in the same way as the main bearings of the engine. for the alignment of the generator or the separate generator bearing, the same limit values apply as stated for the main bearings of the engine.Z\HYUNDAI - (28) FRAME PLATE 30502-27E PLATE 30510 Bu esoTZ\HYUNDAI - (a22) FRAME PLATE 30502-27€ Tie | or. | Destnation Benen "| or. |oesgneton Denrmsise orre| | cane Pacing sest| — |uaivearng ud Hoveciatan case} | cover Dakss! 70] | use pin sores cast) | screw sive sas] |utsinneaing cap Hoveoedmte ous} | Frame suwe exe} [ua ark eas} | Sew sive ass] | Waarring siéreg ocze} | man Mc wo] [orng og ona) | rmsavon Past sr2| | cootng wate nipple Ksjevandenippeimat forimrmecate piece lomsyne 00007976 oaoz| | man Mik sovoanee oosr| | serow sie 423] loner Forskning rar] | serow sive a7] |eow anion Vitatorsnning re] | rovang hue sm] | screw sive 1425 ‘Spring Feder 5253 ‘Cover Deksel rsa] | vateap Verma m2) |seaingring Tenigsing rma| | dimancepipe ———_atsanderer wer] | ong omg wo] | serew sive sre] | protectwecap eseyttssheone zus| | cover Dae seor] |e rk nav] | seating rng Tenngsg save] |stat.eyindernead —Taptorcyindorise zis| | serow ove od Pacing uot] | Secungpince ——Stringssyika 153] |camanetbearing _Stresksolow sea) | mor Marte ee] [sua 1 sea] | cover Daal en] [sun te zm] | Gasket Paring exo] |sna 1 20s0| | camananbeaing Streatsoteje sie] | cuca screw Syresnve ear] | seating ring Tasingsng soe] |cestat Pacing aus] | cover Oats em7] cover Dates! 205] | Lockingpiate ——_Stingslade sane] | screw sive aot) | serww sme 463] | wainbesring shan, Hovedenoverance, 72nd guard, fore Endestaom. for operand lower" versie nederse = Only avaliable as part of # spare parts kit. + Kun tiganngatig som on do at ot resarvodoissznt eastFRAME /\HYUNDAI - (438) PLATE 30502-27E em tem tte. | ay. | Designation Bonurneiae ‘to. | avy. | Destonation Benaynaise mm Spring pin corse 710 Manca arnag 7408 Washer seve 7308 Guard, siden! Stan, agterie 7087 Guars Samm ms Guard, sidetore Shan lorie oss Serow sine 7084 Washer seve 02a Supporting guard Stsueskawm 200 ‘Screw See ase Washer Seve + = Only avaliable as part of w spare parts kt. = Kun tigaongoli som on dela ot racervedetssest. ao esT/\HYUNDAI- (232) FRAME AND GUIDE BEARING PLATE 30503-11H TareeZ\HYUNDAI - (G23) FRAME AND GUIDE BEARING PLATE 30503-11H tem No. Designation Benaevnelse 0148 Guide bearing shell, Styrelejepande, upper and lower everste og nedérste 0237 Stud Tap 0326 Screw Skrue 0415 Securing piece Sikringsstykke +0504 Space ring Afstandsring +0693 Screw Skrue 0782 Nut Motrik 0870 Cover Daksel 0871 Screw Skrue +0960 Guide bearing cap Styrelejeoverpande 1038 Gasket Pakning 1305 Screw Skrue 1761 Gasket Pakning 1850 Thrust washer Trykskive 1949 Washer Skive 2017 Screw Skrue 2106 Guide pin Styrestift 2839 O11 trap 2928 Union Forskruning 3185 Elbow kna 3274 Nut Motrik 3363 Screw Skrue 3452 Guide pin Styrestift 3541 Cover, upper part Daksel, overpart 3630 Cover, lower part Daksel, underpart HESZ\HYUNDAI - (ae) FRAME AND GUIDE BEARING PLATE 30503-11H ttem No. Designation Benzevnelse 3729 Screw Skrue 3818 Screw Skruc 3907 Screw Skrue 4075 Screw Skrue 4164 Sealing ring, upper Tatningsring, overpart part 4253 Sealing ring, lower Tatningsring, underpart part 4342 Nut Motrik 4431 Union Forskruning 4520 Return oi! pipe Returolieror ‘Not spare parts *Leveres ikke som reservedel ‘ser o503/\HYUNDAI - (438) PLATE 30504-10EZ\HYUNDAI - (G22) CRANKSHAFT PLATE 30504-10E lem No. Designation Benzovnelse 0206 Plug screw Propskrue 0395 Crankshaft Krumtapaksel 0840 Counter weight Kontravegt 0939 Screw Skrue 1007 Securing piece Sikringsstykke 1196 Locking plate Sikringsplade 1285 Screw Skrue 1463 Fly wheel Svinghjul 1552 Nut Maotrik 1641 Washer Skive 1730 011 throw ring Olieafslyngningsring 1829 Gear wheel Tandhjul 1918 Screw Skrue 2086 Nut Motrik 2175 Fitted bolt Pasbolt 2264 Screw Skrue 2aaz Gear rim Tandkrans 2531 Bolt BoltZ\HYUNDAI - (a2) CRANKSHAFT - DETAILS PLATE 30505-06 1165 12546/\HYUNDAI - (228) CRANKSHAFT - DETAILS PLATE 30505-06 tem No. Designation Benaovnelse 0186 Tuning wheel Afstemningshjul 0275 Nut Motrik 0364 Lock washer Sikringsskive 0453 Guide pin Styrestift 0542 Slide shoe Glidesko 0631 Distance piece Afstandstykke 0720 Fitted stud Pastap 0819 End plate Endeplade 0908 Guide pin Styrestift 1165 Fitted bolt (for Pasbolt (for tuning wheel) afstemningshjul) 1254 Fitted bolt (for Pasbolt (for vibration damper) svingningsdamper) 1343 Axle Aksel 1432 Vibration damper Svingningsdamper 1521 Nut Motrik 1610 Hub Nav 1709 Locking plate Sikringsplade 1898 Screw Skrue 1987 Spring guide Fiederstyr 2055 Spring Fjeder/\HYUNDAI - (G28) COVER WITH PUMPS PLATE 30510-05H Fresh Water Pump Plate 31701 RI-ENSZ\HYUNDAI - (G28) COVER WITH PUMPS PLATE 30510-05H she Pakring Pairing ‘Siyreap ‘Sieve Passing ‘Sprajerar Fordzoksol Siyrotap * mut Mok. 7 (Cyfindrical pin ytndersit 1s ot Manik + © Only avaliable as part of #apare parts it. + = Kun Sigwngelig som en da a otreservedssant. OnE = On JEngine AnavE = Antler CEEZ\HYUNDAI - (428) Crankshaft and Main Bearing Tools 30551-14H L23/30Z\HYUNDAI - (Gea) : Plate 30551-14H Crankshaft and Main Bearing Tools Page 32) L23/30 tem them No | oty. [Designation Benavneiae No. | ayy. | Destanation Senovnelon 0108 | 1% | Tommy bar Dom 0164 | 2 Wire tor beating cap Wot ejoovortat net shackle and” ink jl 09. eye screw sjesne 2st | 1x |Disance piece Astandesykko oes | 17x | cylinder Oylndor o472 | 1x loving with beck-up O-ring med statering ing asst | 1% [ving wit back-up Ong mad stag sa | 1x [Piston stempet 0749 | 17% |Bloeder serew ———_Uslutringssieue 828 | ve | Wrench Nag ooz7 | vx | Eye screw 2jeskeve 1104 | 2 |Hydraulle tot for Hycrauik vaca for main bearing studs, hovedlojtappe, Complate romplot r902| 1% |aaker Patong 1451 | 17% |snap-on connector — Hurtghobing 216 | 26 |supportng too! ——_statevantea} 2610 | 2€ |Snepon connector — Hurtgkobing zrar| 26 | Hose Stange 2008 | ve |Diewiouting plsce — Fordelerstyto 3000 | 26 |Hose, complete Slange,kamplet 083 | ve | Hoe Stange 31 | ve |snep-on connector Hutghoblng 221 | 1 |auoiog Autoog sare | ve | Turning rod Tamastang 3746 | ve | Turing brik tor Temetric for domonto- lamanting of per ring at averste tain bearing shell hovedlejoskal 3075 | 11e | Toottor diamanting Varita| for demonte- ofupperguidebearing ring. al aversio shot Syelgestal eet | ve | Sampiing kt Pravoustagringssant + Only avaliable ns part of sapere part ki + Kun tigsongalg som onde af ot resrvedetsent QtyJP = QtysPump Qu = ayvPume Qyse = GyZoyinder. Oye = Gyzeyinae. Oy = aty/iydraute ool Oy Gry shyarmlak vera) S19 ESOTZ\HYUNDAI - (Ey CYLINDER HEAD AND CYLINDER LINER 306.01 DESCRIPTION Edition 15H Plate 30601 The cylinder liner is made of close-grained, pearlitic cast iron and is at the top provided with a collar resting on top of the frame. At the bottom, the 1i- ner has a guide with grooves for two sealing rings, which provide tightness a- gainst the frame. The cylinder head is made of cast iron. The cylinder head is provided with two inlet valves and two exhaust valves. The fuel valve is centrally placed in the cylinder head. Further the cylinder head is provided with an indicator valve. The cylinder head is equipped with separate seat rings for inlet valves and exhaust valves. The seat rings are installed according to the freezing method The seat rings are made of heat-resistant steel, directly hardened on the seating surface. The seat rings for the exhaust valves are water cooled. The cylinder head is supplied with cooling water from the screwed-on cooling water belt through radial bores in the thick bottom of the head. Each radial bore communicates with two branch bores. Further separate bores lead the cooling water to the seat rings of the exhaust valves. From the cooling water space and bores of the cylinder head, the cooling water is led to a common outlet chamber. The cylinder head and cylinder liner are joined by means of 4 studs which are screwed into the frame. The tightening is carried out by means of hydraulic jacks. Sealing is provided by a thin ring inserted between the cylinder head and the cylinder liner. Plate 30601 Before mounting the cylinder liner, the guide in the frame should be cleaned of rust and sludge, and new sealing rings should be fitted to the liner. Rings and grooves must not be greased, only a little lubricating oi! may be applied. The contact faces between liner and frame should be carefully checked, and if marks or indications of inadequate contact are observed,the faces must be reconditioned by a slight grinding together. If the piston rings have been dismantled and the same or new rings are fitted, the corresponding cylinder liner should be slightly honed, in order to break the "glaze" and to facilitate the running in. The cylinder head is provided with a cleaning head 1227 and a plug screw 4175, which should be removed at regular intervals for inspection of the condition of the water chamber.Z\HYUNDAI - (G28) CYLINDER HEAD AND CYLINDER LINER 306.51 MAINTENANCE Edition 13H Plate 30651 4. 5. Dismantling of Cylinder Head Take off the top cover enclosing the rocker arms and separate all pipe connections. Also remove the protective caps on the threaded ends of the bolts. Fit the hydraulic jacks 0798, the distributing piece 0154 with hoses 0243 and 0510, and also fit the oi] pump 0421 as shown and loosen the nuts according to the directions given in section 319. Lift off the cylinder head, using the ifting device 1955. Mounting of Cylinder Head Before mounting the cylinder head, check the contact faces between head and cylinder liner. Any marks or scratches in the faces may be ground away with the tool 30653/0192, one side of which fits the cylinder head and the other the liner. Fit a new sealing ring between cylinder liner/cylinder head. Inspect the water passage nipples and replace defective rubber rings. Hake sure that the nipples enter the cylinder head correctly, and fake sure that the guide pins enter the bores in the cooling jacket. To facilitate the mounting, it is recommended to apply a little lubricating oi] to the rubber rings before pressing the cylinder head down against the contact face of the cylinder liner. For mounting of fuel oi] high-pressure pipe, see section 311. For adjustment of valve clearance, see section 308. Plate 30652 c. Dismantling of inlet and exhaust Valves Mount the dismantling tool 0123 as shown. Before mounting, the thrust feet 0301 must be screwed completely inwards on the screws of the thrust piece. Turn the screws in an anti-clockwise direction and take out the locking rings of the valve spindles. Relieve the springs and take out the valve spindles. 1986.05.12Z\HYUNDAI - (a23) CYLINDER HEAD AND CYLINDER LINER 306.52 MAINTENANCE Edition 13H 4 4 1986.05.12 During overhauls, the cylinder head can be placed on a tiltable worktable 3062/0815 (optional extras) to facilitate access during grinding of valve seats, etc. In connection with dismant] ing of the valve spindles for overhaul, the O-ring 30601/3373 in the valve spindle guides should be renewed. During mounting careful handling = is necessary to avoid damage of Cae the O-ring. ox Screw drivers or other sharp tools should never be used for this purpose. Correct mounting can easily be done by the use of two valve spindles as mounting tool; one spindle to be used as support and the other spindle to be used for pushing the O-ring downwards . Overhaul of Valves Inspection of valve spindle seats/valve seat rings Polishing of valve spindle seats and valve seat rings can be carried out by means of grinding paste and use of the suction lifter as turning device. If the seatings are burnt or scarred by dent marks, reconditioning has to be carried out by machining in form of grinding of valve spindle seat respectively valve seat ring.Z\HYUNDAI - (833) CYLINDER HEAD AND CYLINDER LINER 306.53 MAINTENANCE Edition 13H 2. Inspection of valve spindle guide Too much clearance between valve spindle Max. 14,25mm. and spindle guide may cause increased lub.oi1 consumption, fouling up of the spindle guide and thus give the risk of sticking valve spindle. Too much clearance also means insufficient guidance of the valve spindle and thus bad alignment between spindle head and valve seat ring. In connection with overhaul of the cylinder head, the valve spindle guides should be Cleaned, inspected and measured for wear. If the inner diameter of the valve spindle guide exceeds 14,25 mm, the valve spindle guide must be replaced. 3. Reconditioning of Valve Seat Rings Reconditioning of valve seat rings is carried out by grinding with a grinding apparatus, 30652/0767. (For mounting and operating of the grinding apparatus, see separate instruction). Using the gringing apparatus, grind the seat "A" with a feed at an angle adjusted to 30° + 0.1. Grind the,seat until obtaining a clean and uniform surface. 0 For a new valve seat ring, grind until the measurement 0 306-5 has been achieved. Carry out the final grinding with 2 feed from the inside out- wards, as this normally gives the best surface quality. Adjust the diameter 0 306-5 of the seat in accordance with the indication on the data page by grinding the surface "B" with the grinding apparatus. When the recess “R" has been ground away, the valve seat ring is useless and is to be replaced. Adjust the width D 306-6 of the seat (surface "A") in accordance with the indication on the data page. Carry out the adjustment by grinding the | surface "C" with the feed angle of the grinding apparatus adjusted to 50 Any worn valve guides in the cylinder head must be replaced. 1986.05.12Z\HYUNDAI - (aa3) CYLINDER HEAD AND CYLINDER LINER 306.54 MAINTENANCE Edition 13H 4. Reconditioning of Valve Spindle Using the grinding apparatus, 30851/0241, grind the valve spindle seat. (For operation of the grinding apparatus, see separate instruction). Grind the seat of the valve at an angle adjusted to 30°) ><0 Continue grinding until obtaining a clean and uniform surface. After completing the grinding, check that the height D 306-8 of the valve head observes the minimum measurement, as indicated on the data page. If 0306-8 min. cannot be ascertained, scrap the spindle. After assembling the valves, check - on account the valve motion - that the distance D 306-7 between the upper edge of the cylinder head and the upper edge of the valve spindle does not exceed the maximum value. Replacement of Valve Seat Ring When it is no longer possible to recondition the valve seat ring in accordance with the precedent section, this ring is replaced in the following manner. Dismounting of Valve Seat Rings Dismounting of a valve seat ring is carried out by means of a special extractor tool set comprising following components: © sini | Nut Disc Copper pipe Supporting piece Disc OOOOO® Nut 1986.05.12/\HYUNDAI - (4583) CYLINDER HEAD AND CYLINDER LINER 306.55 MAINTENANCE Edition 13H Dismounting of a valve seat ring is carried out according to following procedure: The spindle (1) with the nut (@) and a ! Copper the disc Ys placed in the valve > spindle guide with the nut adjusted Insulating cloth 50 as to obtain the prescribed position of the disc in the valve seat ring. = A heat-resistant insulation cloth H (glass fibre or similar) provided 7 with a hole of same diameter as the valve seat ring is placed on the cylinder head bottom surface in such a way just leaving free access to the valve seat ring itself. This arrangement protects the surfaces against heat impact and sputter from the subsequent welding process. 87 mm. (Exhaust) 97 mm, (Inlet) The copper pipe @) is placed on the spindle in order to protect the latter against welding sputter. By means of an electric apparatus, the disc ®@ is now welded on to the seat ring. The welding has to be carried out as a full welding, i.e. with an un- interrupted and circumferential welding seam. Further to attachment of the extractor tool the welding process earns the purpose to loosen the valve seat ring. The heat impact from the welding process will cause the seat ring to buckle as it cannot expand in the cylinder head bore. During the subsequent cool ing down due to temperature equalizing the seat ring will shrink and thus the press fit is reduced. After the welding the copper pipe © and the insulation cloth are removed, and the supporting piece with the disc (@) and the nut ‘is mounted. The valve seat ring is now to be pulled out by tightening of the nut (7) Being welded to the extracted and scraped valve seat ring, the disc () cannot be reused. Planning of a major overhaul of cylinder heads should therefore comprise a check of Nos. of mentioned discs available on stock. The disc can be ordered as spare parts, see plate 30601. 1986.05.12/\HYUNDAI - (G28) CYLINDER HEAD AND CYLINDER LINER 306.56 MAINTENANCE Edition 13H Mounting of new Valve Seat Rings Prior to mounting of a new valve seat ring, the bore in the cylinder head has to be carefully cleaned and to be inspected for surface damage. Any marks or “high spots" which could abstruct the mounting or prevent correct positioning of the valve seat ring should be removed. Prior to mounting, the valve seat ring has to be cooled down in order to obtain a shrinking effect allowing easy sliding of the valve seat ring into the bore. Therefore the cooling down should preferably by means of liquid nitrogen (Np) or as an alternative by use of a carbon dioxide (CO,) fire extinguisher. When cooling down the valve seat ring it should be placed in a heat-insulated box or placed upon a heat-insulating mat. To achieve adequate temperature of the valve seat ring, the cooling media should be applied for a period of approx. 15-20 minutes. CAUTION. When handling supercooled components asbetos gloves should be worn as direct contact with the skin may cause frost-bite. When the valve seat ring has been cooled down, it is care- Mandrel for fully placed in the bore. mounting of Cooled down to adequate tempe- valve seat rings rature, the valve seat ring can easily be moved into correct position. The mounting tool, consisting of a disc and a mandrel of dimensions allowing it to be guided in the valve spindle guide, is placed. Before any settling can take place due to equalizing of temperature, the valve seat ring is driven into the bore until contact in bottom position by knocking the mandrel with a hammer. When a new valve seat ring has been mounted the seating surface has to be ground in order to ensure correct alignment to the valve spindle guide. Before grinding, the temperatures of the valve seat ring and the cylinder head should be allowed to equalize to room temperature level. 1986.05.12Z\HYUNDAI - (G28) CYLINDER HEAD AND CYLINDER LINER 306.57 MAINTENANCE Edition 13H Exhaust Valve Seat Ring In order to ensure sealing towards the surrounding cooling water channels a sealing compound has to be used, when mounting a new exhaust valve seat ring. The sealing compound, loctite 640, is applied only to the bore, and an activator, locquict 747 T, should be used in order to accelerate the curing time. The instructions delivered with the sealing compound and the activator should be followed. In brief the process is as follows: - Degrease the bore with trichlorethylene. - Apply the activator and allow it to dry for approx. 3 minutes. - Apply a thin coat of loctite 640. The cooled down exhaust valve seat ring is mounted immediately after application of the sealing compound. After mounting of the valve seat ring the sealing compound must be allowed to cure for at least 30 minutes before work such as grinding of seating surface is continued. Inlet Valve Seat Ring The inner diameter of the inlet valve seat rings is asymmetric due to the presence of a swirl facing. To achieve the swirl effect of the charge air when entering the combustion chamber it is important that inlet valve seat rings are correctly positioned in the cylinder head. Punch mark indicating fitting direction Inlet Valve Seat Ring 1986.05.12Z\HYUNDAI - (38) CYLINDER HEAD AND CYLINDER LINER 306.58 MAINTENANCE Edition 13H Jo ensure this, both the valve seat ring and the cylinder head bottom have Fitting marks, which have to coincide. When mounting the inlet valve seat rings they have to be positioned according to the marks. f. Replacement of Liner for Fuel Valve If the sealing rings of the fuel valve liner start to leak or another defect in the liner occurs, the liner is to be removed, proceeding as follows. Screw off the ring nut 30601/1683 by means of the special pin spanner 30652/0490 and knock the liner 30601/1861 carefully out, using a brass mandrel, or pull out the liner by means of an extractor tool. After carefully cleaning the bore in the cylinder head, cool down the fuel valve liner to minus 70°C for example in liquid nitrogen (No). Mount new sealing rings and fit the liner in the cylinder head. Mount the ring nut, tightening it up by means of the pin spanner and a torque pressure stated in D 306-9. 1986.05.12Z\HYUNDAI - (a3) CYLINDER HEAD AND CYLINDER LINER 306.59 MAINTENANCE Edition 13H g- Replacement of Sealing Rings on Cooling Jacket Dismount the screws 30601/2484 and remove the cooling jacket, possible by knocks with a tin hammer, Clean the cooling jacket on the inside, also cleaning the bore of the cylinder head and the surface against the coaling jacket. Mount new sealing rings, after coating them with a little lubricating oil. After this, mount the cooling jacket and tighten up the screws with the torque stated in data 306-10. Plate 30653 he 1. 2. Dismantling of Cylinder Liner Attach the lifting tool 1804 to the liner as shown. While the legs of the crossbar 1448 near on top of the frame, raise the cylinder liner by means of the eye nut 1359, until the liner rests against the crossbar. Pull the cylinder liner out of the frame with care by means of a tackle, and remove it. In the case of installations where the headroom is restricted, a special lifting device 30662/0182 can be supplied for the cylinder liners. Lapping of Cylinder Liner/Frame To ensure complete tightness between the cooling water space in the frame and the cylinder liner, the packing surfaces cylinder liner/frame are to be lapped to match. Dismount the sealing rings of the liner, mount the lifting tool stay 1537, crosspiece 1626, and eye nut 1359 together with the lapping handle 1715 on the cylinder liner. Lap the cylinder liner/frame to match, using paste, the final lapping to be made with paste No. 180 or finer. Before mounting the cylinder liner, apply a thin layer of packing paste on the sealing surfaces, for example Silastene, Rhodorsil 7306 Blanc, or a similar type. Honing the Cylinder Liner The renovation can be made wither with dismantled liner in the workshop or with liner mounted in the engine frame by use of the belonging funnel 0825. 1986.05.12Z\HYUNDAI - (aaa) CYLINDER HEAD AND CYLINDER LINER 306.60 MAINTENANCE Edition 13H Before the honing, deposits of coke and possible wear edges in the top of the liner must be removed by scraping. The honing is made by means of a flex-honer 0736 with fineness grains 80-120. A revolution speed between 80 and 160 rpm is chosen. In order to achieve the required angle between the honing grooves (see sketch) the vertical speed is adjusted to about 1 m/sec., which corresponds to about 2 sec. for one double movement. (The flex-honer is moved from below, up and down in 2 seconds). 00-160 ¢/min. The procedure is to be continued until about 25 percent of the surface is co- vered by honing grooves. This is normally achieved after only a few vertical movements. The remaining surface is left rough. During the honing it is important to lubricate freely with cutting oil or engine oil. Gas oil ought not to be used as it may promote scratches and conse- quent uneven surface roughness. After the honing, the liner is carefully cleaned and it must be ensured that all abrasive particles have been removed. 1986.05.12Z\HYUNDAI - (G23) Plate Page 1 (2) Cylinder Head 30601-22E 0159: 0208 0337. 123/30 eTZ\HYUNDAI - (aan) Pate 30601-22E Cylinder Head Page 22) tem No. | Designation Bensvnsine sm No._| Designation Benavnsiae 0515 Gland nut Pakmewik 4n7s Plug Prop 0604 Indicator valve Indikatorventl 4383, ‘Cylinder head: Cylinderdaaksel 70a | Gankat Patong ‘saz | Valve wontring, ——_-Vontszodering oxnaust wwe sez | connecting piece Metlemsiyise aug | oie sive oor | casket Paring aus | Volvo seatring, ——_vernisnderng tr0 | Gasket Patong tote indsugaing wzer | Cover Daksel ie | screw seve ‘Hastobeusedwnen = ska anvondes ved so | serow skve demontering af vent Smeringe. Se Plato 1683 | Ring nut Fingmouk 306.55, 58 wm | orig ong 001 | Steove ore! «vent foxng ve rs90 | sua Tap 27 | oxing Oring 2395 | cooting jacket ——_Kekappo zea | screw stews an | ong oning 2082 | Pipe Ror 2040 | Seating ring Tatingsng 2929 | cytindsr ner yindertoring anor | ning omg 22a | Guide pin syresut an | ovng xing 237s | Valve spindte Ventispinde! ‘ule i 3552 | Plug screw Propskive ast "| Gasket Patong 790 {| Coaming kam 3829 | Gasket Patong sow | nw Mouk soos | sus Tee MESTZ\HYUNDAI - (283) CYLINDER HEAD TOOLS PLATE 30651-09H/\HYUNDAI - (28) CYLINDER HEAD TOOLS PLATE 30651-09H item No. Designation Benzevnelse 0154 Distributing piece Fordelerstykke 0243 Hose Slange 0421 O%1 pump OViepumpe osi0 Hose Slange 0609 Support Holder 0798 Hydraulic jack, Hydraulisk trakapparat, complete komplet 0887 Vent screw Afluftningsskrue 0976 Snap-on connector, Hurtigkobling, hanpart, male, complete komplet 1133 Gasket Pakning 1222 Piston ‘Stempel 1311 O-ring with back-up O-ring med stottering ring 1400 O-ring with back-up O-ring med stottering ring 1599 Cylinder cylinder 1688. Tommy bar Dorn 1777 Wooden box Traekasse 1955 Lifting bracket for Loftebeslag for cy- cylinder head VinderdakselZ\HYUNDAI - (a28) CYLINDER HEAD TOOLS PLATE 30652-13E/\HYUNDAI - (28) ‘CYLINDER HEAD TOOLS PLATE 30652-13E tem | ay. | Designation Benaneiee tem | ary. | Desionation Berane 12a) | plamanting too! for Demontringsverkioh valves complete," fervent, Romp cara] | sew sane oat} | saat fot Tod cu90| | wrench tor ving nit, Novle for thar, {hatvave tar’ Grandaetventorin sap] | cninding mandrel for Sibedom for brand foarveve fee" Seventorng c7s7| | cending machine for Sibovant for vet ave eats saver 157 | mounting too! for valve Sibeapart fr vent- coatings Saree 2300) | Too for grinding Varta or sing af vate vent sori) | pimanting toot for Varta) tor demon valve seat tings, ‘complete ‘ing af ventisedernge, romplete/\HYUNDAI - (G58)) CYLINDER LINER TOOLS PLATE 30653.06H ssZ\HYUNDAI - (428) CYLINDER LINER TOOLS PLATE 30653-06H Item No. | Designation Bensevnelse 0192 Grinding too! for cylinder liner, compl. Slibevaerktaj for cylindertoring, komplet 0281 Handle Handtag 0370 Grinding disc Slibeskive 0469 Nut Matrik 0558 Wooden box Trekasse 0736 Honing brush Honeberste 0825 Waste tray, complete Spildbakke, komplet 0914 Waste tray Spild bakke 1082 Screw Skue 1171 Hose clip Slangebinder 1260 Hose Slange 1359 Eye nut jemetrik 1448 Crossbar Travers 1537 Tie-bolt ‘Stagbott 1626 Crossbar Travers 1715 Grinding tool ‘Slibevearkta} 1804 Litting tool for cylinder liner, compl Lottevaerktaj tor cylindertoring, komplet 1993 Distance piece AfstandsstykkeZ\HYUNDAI - (G22) page 1) Cylinder Unit - Extra Tools 30662-04H L23/30 oer e5oT/\HYUNDAI - (aa3) 30662-04H Cylinder Unit - Extra Tools Page 23/30 tam No._| Designation Benmmeise tome. | Designation Benewnoise ore | Lining oot tor Laver tr erfinder tier, ——_cytrrtorng, Koma. Comploe orn | screw seve oxo | cote atom ous | nat wo 210 | Poeumater Proumatstd rare mera high-pressure pump hejtykspumpe zit | Baseplatetor Stay for gnc tle aoysbord 27 | Grind table Sibebord 2426 | crinding able Sibebordkomot Sormlete nc. tem spon 2518 Siwaneaer |" Syotar 2628 | crinaing table for__sibabord for bbulkhesd mounting skotmontering Ha ESGTZ\HYUNDAI - (G28) PISTON AND CONNECTING ROD 307.01 DESCRIPTION Edition 14H The piston, which is oil-cooled and of the monobloc type made of nodular cast- iron, is equipped with 3 compression rings and 1 scraper ring. By the. use of a combination of compression rings with different barre}-shaped profiles and chrome-plated running surface on all rings, the piston ring pack is optimized for maximum sealing effect and minimum wear rate. The piston has a cooling oi1 space close to the piston crown and the piston ring zone. The heat transport and thus the cooling effect is based on the sha- ker effect arising during the piston movement, As cooling oi] is used oi] from the engine's lubricating oi] system. Oi] is supplied to the cooling oi1 space through a channel from an oi1 groove in one of the piston pin bosses. Oil is drained from the cooling oi] space through a duct situated diametrically opposite to the inlet channel. The piston pin is fully floating which means that it can turn freely in the pin bosses of the piston as well as in the connecting rod bush. The piston pin is kept in place in axial direction by two circlips (seeger rings). The piston pin is equipped with channels and holes for supply of oif to lubrication of the pin bosses and for supply of cooling oil to the piston. The connecting rod is die-forged. The big-end has an inclined joint in order to facilitate the piston and connecting rod assembly to be withdrawn up through the cylinder liner. The joint faces on connecting rod and bearing cap are ser~ rated to ensure precise location and to prevent relative movement of the parts. The connecting rod has bored channels for supply of oi? from the big-end to the top-end eye. The big-end bearing are of the trimetal type, i.e. steel shells lined with lead bronze and coated with a thin running-in and protection layer. Ihe bearing shells are of the precision type and are therefore to be fitted without scraping or any other kind of adaption. The connecting rod bush is of bronze and is pressed into the connecting rod eye. The bush is equipped with an inner circumferential groove and a pocket for distribution of oi] in the bush itself and for supply of oi] to the pin bosses of the piston through the holes and channels in the piston pin. Lubricating oi! for the connecting rod bearings and for the piston is supplied from the adjacent main bearing through bores in the crankshaft. Each individual main bearing is being supplied with oi] through a bore in the frame connected to the external main pipe of the lubricating oil system.Z\HYUNDAI - (228) PISTON AND CONNECTING ROD (307.02 MAINTENANCE Edition 14H Intervals between piston withdrawal The interval between piston overhaul as indicated in the scheduled maintenance programme in section 302 are based on service experince and is to be used for guidance. llowever, as the necessity for overhaul of piston, piston rings and scraper rings to a great extent is depending on type and condition of the fuel and the lubricating oi] used, and also of the operating conditions in general, the actual interval between piston withdraw should be based on inspections of the cylinder condition as well as observations revealing the engine's performance condition in general. Removal of piston rings (or removal of piston rings which are to be used again, and for all mounting of rings, only the special ring opener which prevents jocal overstressing of the rings should be used. Straps to expand the ring gap or tools working on the same principle must not be used, as this would result in permanent deformation which might cause blow-by or broken rings. The cause of breakage may be the striking against wear edges or irregularities in the cylinder wall, but most often it is "collapse" of the piston ring. This happens if the gas pressure build-up behind the piston rings during each combustion is too slow and thus excerting an inadequate outward pressure. In this case, the gas pressure will penetrate between cylinder liner and rings and force the rings violently inwards in the grooves, i.e. “collapse” of the piston rings will occur, resulting in blow-by and sometimes breakage of rings. Too slow pressure build-up behind the rings may be caused-by a too small ring clearance, partial sticking, or bad sealing between ring and floor of groove. Loss of combustion gas past the piston rings is a natural consequence of collapse of these, but may also be due to sticking rings. In the later stages, when blow-by becomes more persistent. it is usually also due to advancing ring breakage, caused by the collapse. Cleaning of piston Usually some deposits have accumulated on the sides of the piston crown and in ‘the upper ring zone. In case such deposits are abnormally thick their surface 1s smooth from rubbing against the cylinder wall. Such contact may remove the oi) film locally, resulting in piston seizure. Before withdrawing the piston, the upper part of the liner must be carefully cleaned of carbon deposits, as otherwise the piston rings may during the withdrawal of the piston get stuck in this area, probably resulting in breakage of the rings.Z\HYUNDAI - (2883) PISTON AND CONNECTING ROD 307.03 MAINTENANCE Edition 14H It is important to clean piston rings and ring grooves very carefully of carbon deposits, as deposits here may prevent the rings from establishing their sealing function. Check free passage in drain holes at scraper ring grooves, and clean if necessary. Also remove deposits on the piston crown. Renewal of piston rings With a piston ring combination comprising different but matched ring types, optimal functions will depend on good condition of all the rings. It is therefore recommended to change the complete ring pack, including the scraper ring, in connection with each scheduled piston withdraw. To ensure correct function of the piston ring pack, it is important to fit the piston rings in correct order. Furthermore, each of the rings must be fitted in correct direction concerning the profile and the running surface. Correct direction is indentifiable by the identification mark, stamped into the ring close to the ring gap, is facing upwards . Identification marks to face upwards Ls 1600384-3 or 0946" p i de Top 1600380-6 or *0945" /; A) \ a ax Top 1600385-5 or "0947" Top 1600386-7 or °0120" Placing of piston_rings Check of piston ring grooves The ring grooves should be reslotted and the piston fitted with oversize rings if the wear gauge (see section 301, data sheet 0307) can enter the groove by more than 2 mm./\HYUNDAI - (223) PISTON AND CONNECTING ROD 307.04 MAINTENANCE Edition 14H Piston ring clearance With the rings fitted in place, the vertical clearance between ring and ring groove should be as stated on the data sheet. Piston ring gap clearance ‘As the piston rings work at a somewhat higher temperature than the liner, it ‘is important that the ring has a gap which is sufficient to permit the thermal expansion of the ring. This gap clearance should be checked with the ring placed at the bottom end of the cylinder liner, which is usually not worn consi- derably. When measured in this position, the gap clearance should be as stated on the data sheet. Fitting of piston rings Piston rings should only be removed from and fitted to the piston by the use of a special tool, the socalled piston ring opener. If the rings are opened farther than necessary there is a risk of overstressing, which means that rings will become permanently distorted and will not confirm to the cylinder running surface. The piston rings should be installed with the manufacturer's mark or identification mark, wich is stamped into the ring close to the ring joints, facing upwards. FITTING OF COIL SPRING LOADED SCRAPER RING Joint pin for coil spring. Coil spring joint to be placed opposite to ring joint./\HYUNDAI - (G28) PISTON AND CONNECTING ROD 307.05 MAINTENANCE Edition 14u Before fitting the coil spring loaded scraper ring, the coil spring is dismantled from the ring by removal of the joint pin. The coil spring is placed and assembled in the ring groove. Then the scraper ring is figted in the groove in such a way that the ring joint is approxi- mately 180° offset to the spring joint. Ascertain correct assembling by checking the back clearance. The back clearance is sufficient when the face of the ring is below the groove edge, when the ring is pressed against the bottom of the groove. Woen installed on the piston, the rings should be pushed back and forth in the grooves to make sure that they can move freely. It is also advisable to insert a feeler blade of adequate thickness between ring and groove. Adequate clearance is present if the feeler blade can be moved all the way round. To prevent gas leakage through coinciding ring joints the piston rings should be turned into positions offsetting the ring joints 180° to each other.PISTON AND CONNECTING ROD /\HYUNDAI - (23) 307.51 DISMOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY a Tightening order and untightening order. Edition 14H Page 1 (4) 1. Dismount the cylinder head, see 306.51. Clean the upper part of the cylinder liner, as otherwise, the piston may during removal get stuck in the carbon deposited in this area. . Mount on two of the cylinder head studs the tubes 0569 for holding down the cylinder liner during the piston withdrawal. Screw on the nuts and tighten them slightly. . Remove the crankcase covers for the cylinder unit concerned. 4. Turn the crankshaft to bring the crank throw concerned into a position approx. 45 degrees before TOC, permitting access with spanner to upper as well as lower connecting rod screws. 5. Mount the eye screw in the threaded hole in the piston top Attach a wire rope to the eye screw by means of a shackle. Hook the wire on to a tackle and pull the wire rope tight. If minor adjustment of the crank throw position appears necessary for access to the connecting rod screws, the wire rope must be slackened up before turning of the crankshaft and tightened up again in the new crank throw position 6. Unload the connecting rod screws in tightening order by turning each screw 60 degrees in anti-clockwise direction. Correct turning angle is ensured by chalk- ing a mark on the bearing cap adjecent to a nut-edge, and then turn the screw until 60° the neighbouring nut-edge coincide with the chalk mark./\HYUNDAI - (428) PISTON AND CONNECTING ROD 307.51 DISMOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY Eattton i age 2 (4 7. Unscrew the upper screws. Mount the guide pin for the bearing cap in one of the threaded holes. Unscrew the lower screws. 8. Remove the bearing cap, sliding it along the guide pin. Remove the guide pin from the connection rod. l © 9. Now turn the crank throw in direction towards BDC until the connection rod is clear-of the journal. 10. Pull the piston and connecting rod assembly slightly upwards and remove | the upper big-end bearing shell. i] 11. Lift the piston and connecting ord assembly up through the cylinder liner and out of the engine. ®Z\HYUNDAI - (S03) PISTON AND CONNECTING ROD 307.51 Edition 14H DISMOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY Page 3 (4) The purpose of the guide pin is to prevent any damage of crank journal, joint faces of cL bearing surface to occur during dismounting of the bearing cap, and to facilitate easy handling when removing the bearing cap form the crankcase.Z\HYUNDAI - (G28) PISTON AND CONNECTING ROD 307.51 Edition 14H DISMANTLING OF THE PISTON AND CONNECTING ROD ASSEMBLY Page 4 (4)/\HYUNDAI - (233) PISTON AND CONNECTING ROD 307.52 OVERHAUL OF PISTON AND CONNECTING ROD Edition 14H Page 1 (2) Dismantling of the piston and connecting rod 1. When the piston and connecting rod assembly has been lifted out of the engine, the bearing cap should be mounted with the screws tightened only by hand, in order to protect the serrated joint faces during handling of the assembly. 2. Land the piston and connecting rod assembly on wooden support to prevent damage of piston and scraper rings. 3. Remove the shackle and eye screw from the piston crown. 4, Place the piston and connecting rod assembly in upright position supporting on the top face of the piston crown. Wooden wedges should be used to prevent the connecting rod to swing out and impact the piston skirt during lifting into upright position. 5. Place a wire around the big-end of the connecting rod, attach a tackle and tighten the wire rope. 6. Take out the securing devices (Seeger circlips), push out the piston pin and lift the connecting rod away. Piston 1. Remove the piston and scraper rings. Do always use the ring expander for removal as well as mounting of piston and scraper rings, as all methods give a risk of deformation of the rings 2. In connection with normal scheduled piston withdrawal the complete piston and scraper ring pack should be renewed. 3. Clean the piston outside and inside. 4. Inspect the piston ring and scraper ring grooves for wear, (see Data Sheet) . Connecting rod 1. Inspect the surface of the piston pin and the connecting rod bush. Measure the clearance between the piston pin and the bush, (see Data Sheet). Replace the bush if necessary.Z\HYUNDAI - (G28) PISTON AND CONNECTING ROD 307.52 OVERHAUL OF PISTON AND CONNECTING ROD Edition 14% Page 2 (2) ‘An extractor tool 0251 is available for replacement of the connecting rod bush. When mounting the bush, care must be taken that the oil hole in the bush coincides with the oi1 duct in the connecfing rod. If possible, cool down the bush before mounting (to approx. - 20°C). 2. Examine the connecting rod assembly according to PROCEDURE FOR CHECKING THE CONDITION OF THE CONNECTING ROD ASSEMBLY. Cylinder liner 1. In connection with piston overhaul the cylinder liner should be inspected, measured and re-honed, see overhaul recommendations in section 306. Assembly of the piston and connecting rod The piston and connecting rod is assembled in reverse order to the description for dismantling.Z\HYUNDAI - (6283) PISTON AND CONNECTING ROD 307.53 PROCEDURE FOR CHECKING THE CONDITION Edition 14H OF THE CONNECTING ROD ASSEMBLY Page 1 (3) After dismounting from the engine, the connecting rod assembly is dismantled, and the components are investigated according to following guide lines. CLEANING AND INSPECTION The connecting rod is cleaned on all machined surfaces. The serrated joint faces and threaded screw holes are to be degreased with a volatile solvent and blown dry with compressed air. The serrated joint faces are inspected. The serrations on the connecting rod may, due to relative movements between the mating surfaces, show damages in form of wear marks and pittings or even cracks in highly loaded zones. Observed damages should be registered in the scheme CONNECTING ROD INSPECTION, using the shown symbols for each type of damage. ‘A damage should be sketched on the schematic views of the connecting rod joint faces. The sketches should be executed to indicate not only the type of damage but also the extent of damage area. Wear marks are visible but not noticeable at a fingernail test. Pittings are not only visible but also noticeable at a fingernail test. Single distinctly raised spots caused by pitting should be gently smoothed by careful, local treatment with a file. The serrations on the connecting rod and on the bearing cap can be damaged by improper handling during dismounting, transport and overhaul work. The components must therefore be handled with care to avoid impacts on the serrated joint faces. Whenever possible, wooden blocks or similar protection should be used during storage and handling. Single dent marks caused by impact can be rectified by gentle and careful local treatment with a file. In case of severe damage of the serration, reuse must be rejected, and a new connecting rod assembly including new bearing shells must be mounted in the engine. The connecting rod screws are to be carefully cleaned. The threads are inspected for seizures and tested in the threaded holes in the connecting rod. The test must confirm, that the screws can be turned into bottom position by hand. The contact surface of the screw heads is inspected for seizure and pittings. Screws, which are damaged as mentioned above or can not be turned into the threaded holes by hand, must be renewed.Z\HYUNDAI - (28) PISTON AND CONNECTING ROD 307.53 PROCEDURE FOR CHECKING THE CONDITION Edition 14H OF THE CONNECTING ROD ASSEMBLY Page 2 (3) MEASUREMENT OF BIG-END BORING For check of roundness the big-end boring has to be measured in a condition, where the connecting rod screws are tightened up with the prescribed torque and without the bearing shells installed. When mounting the bearing cap, the connecting rod screws must be lubricated and tightened up according the TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS. Prior to measurement it must be ascertained that the boring is free of deposits from cracked lub. oil. The measuring is executed with a micrometer pin gauge. 5 different diameters are measured in the middle fo the boring and registered in the scheme CONNECTING ROD INSPECTION.Z\HYUNDAI - (228) PISTON AND CONNECTING ROD 307.53, PROCEDURE FOR CHECKING THE CONDITION Edition 14H OF THE CONNECTING ROD ASSEMBLY Page 3 (3) Max. ovatness is calculated as the difference between biggest and smallest diameter measured. aay | SONNECTING ROO INSPECTION = reat aa led memes Tobe, | tote Max. allowable ovalness is 0,08 mm. Cracks are not acceptable. If the ovalness exceeds 0,08 mm or cracks are stated, reuse must be rejected, and a new connecting rod complete including new screws and new bearing shells has to be mounted in the engine. Connecting rods rejected due to ovalness can be reconditioned in the manufac~ turer's workshops by remachining of the serrations and the big-end boring. If cracks occure in the serrations reconditioning is impossible, and the connecting rod has to be scrapped. The example shows measurements and damage observations for two connecting rods- For connecting rod No. 1 the max. ovalness is 5/100 = 0,05 mm, and reuse thus acceptable. For connecting rod No. 2 the max. ovalness is 9,5/100 = 0,095 mm, and reuse must therefore be rejected. Please note that squares for statement of information and identification should also be properly filled in.Z\HYUNDAI - (233) PISTON AND CONNECTING ROD 307.54 MOUNTING GF THE PISTON AND CONNECTING ROD ASSEMBLY oer oy 1. Mount the lifting device comprising eye screw, schakle and wire rope on the piston. 2. Place the piston guide ring on top of the cylinder liner, 3. Lift up the piston and connecting rod assembly and lower it down the cylinder liner. | 4. When the piston approaches the guide ring, stop the lowering and coat piston with scraper and compression rings with clean lubricating oi] in order to minimize friction during the subsequent © 5 lowering of the assembly. . Make sure that the crank throw is in a | position allowing the connecting rod to a clear of both crank journal and cylinder liner skirt during further lower ing. 7 A crank throw position of approx. 45 degrees before TOC wil} ensure this | and also be suitable for the further mounting procedure. 6. Lower the assembly untin the connecting rod big-end is clear of the cylinder liner skirt. Stop the lowering and mount the big-end bearing upper shell placed so in the boring that the mating Surfaces of the shell are in parallel to the mating surfaces of the connecting rod. 7. Coat. the crank journal with clean lubricating oi1. 8. Now lower the assembly slowly into correct landing on the crank Journay,Z\HYUNDAI - (28) PISTON AND CONNECTING ROD 307.54 MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY lo. uv. 12. Lubricate threads and contact face of the connecting rod screws with Copaslip or similar. Mount the screws and tighten them slightly usiag an open-end spanner (skeleton spanner). Slacken the tackle and dismount the eye screw/shackle from the piston. 13. Edition 14H Page 2 (3) Ouring this the connecting rod must be guided by hand to ensure correct approach and landing on the journal. Mount the bearing cap with inserted lower shell of the big-end bearing, using the guide pin. Tighten the screws according to TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS./\HYUNDAI - (G28) PISTON AND CONNECTING ROD 307.54 Edition 14H 1 MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY Page 3 (3) The purpose of the guide pin is to ensure correct positioning of the bearing cap and to prevent any damage of crank journal, joint faces or bearing surface to occur, when handling the bearing cap during the mounting procedurePISTON AND CONNECTING ROD 307.55 TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS Edition 1461 Page 1 (1) Initial Condition: - Connecting rod, bearing shells and bearing cap in-situ, pre- assembled from manoeuvring side Manoeuvring Exhaust Side (Camshaft) (camshaft side) Side - All contact faces clean. © Rotation |{_| DirectionY Fil Connecting Rod Screws. Tightening Order Marking of screw collar and bearing cap prior to tightening through 60° turning angle 1 { Mark on Mark on bearing screw cap collar T ‘60° Tolerance * 2° Vas - Threads and contact faces of the connecting rod screws lubricated with Copaslip or similar. - Connecting rod screws tightened by hand. - Crank throw in a position close to TDC in rotation direction clock-wise seen from flywheel-end st Step Tighten the screws in tightening order as illustrated, using an initial torque of 250 Nm 2nd Step Once more tighten the screws in prescribed tightening order, still using a torque of 250 Nm 3rd Step Mark the four screws and the bearing cap with a felt-tip pen as illustrated. Tighten the screws in prescribed tightening order by turning through a 60° angle, i. @. until the marks on screw collar and connecting rod coincide radially. 4th Step Check the screw tightening in prescribed order using a torque of 325 Nm. Proper tightening condition is present, if the screws are not turned further during this test. Sth Step Check that clearance is present in the big- end bearing assembly. This is confirmed, if the bearing can easily be moved on the journal by means of a hand-spike or similar.PISTON AND CONNECTING ROD Z\HYUNDAI - (eee) 307.56 CHECK OF CONNECTING ROD SCREWS’ TIGHTENING CONDITION Connecting rod screws. Tightening order. Lame © ©) Marking of screw collar and bearing cap with coinciding marks prior to check of tightening condition. al ; Coinciding Mark on perk on screw collar. bearing cap. US Torque 325 Nm for check of JSS tightening a condition. Edition 1461 Page 1 (1) Check of the tightening condition of connecting rod screws has to be executed within a short running period after remount ing/mounting of the piston and connecting rod assembly. This check can be fulfilled after only a few running hours at max. rpm at full load but has to be fulfilled not later than 200 running hours after starting up The tightening condition is checked with a torque of 325 Nm executed in prescribed screw tightening order. Proper tightening condition is present, if the screws are not turning further during the test. In order to ensure observation of any movement, the screws and the connecting rod should be applied with coinciding filt-pen marks prior to the test. Any turning of the screws during the 325 Nm test indicates insufficient tightening condition, and in this case the big-end assembly has to be dismantled and investigated for evaluation and correction of failure. ‘As part of recommended overhaul and routine work, the tightening condition of the connecting rod screws should also be checked for each 6000 running hoursZ\HYUNDAI - (a3) PISTON AND CONNECTING ROD 307.57 IN-SITU REPLACEMENT OF CONNECTING ROD BIG-END BEARING Edition 14H DISMOUNTING Page 1 (2) The big-end bearing shells can be replaced in situ, i.e. without dismounting the piston and connecting rod assembly from the engine. 1. Remove the top cover from the cylinder head. 2. Remove the fuel injection valve, see section 311. 3. Remove the crankcase for the cylinder unit concerned. 4. Turn the engine until the crank throw concerned is in a position close to TOC. eh \. 5. Unload the connecting rod screws in two steps, each step to be executed in tightening order. a Ouring first step the screws are turned 60° in anti-clockwise direction, see Procedure 307.51, item 6. © In second step the screws are to be to- tally unloaded and then slightly tightened with an open-ended spanner. 6. Turn the engine in rotation direction (clockwise seen from flywheel) until the crank throw concerned is in TDC po- A sition. =r 7. Mount the special piston lifting device by placing the guide in the injection ¢ valve sleeve and by turning the eye oom — screw into the threaded hole in the piston crown. 8. Attach a tackle to the eye screw and tighten the wire/\HYUNDAI - (G22) PISTON AND CONNECTING ROD 307.57 IN-SITU REPLACEMENT OF CONNECTING ROD BIG-END BEARING Edition 14H DISMOUNTING Page 2 (2) 9. Remove the bearing cap according to Procedure 307.51, item 7-9. Take out the lower big-end bearing shell for inspection. 10. Turn the engine in anti-clockwise direction, seen from flywheel end, until the crank journal is clear of the connecting rod and ample space for removal of the upper big-end bearing shell is achieved. Take out the bearing shell for inspection.Z\HYUNDAI- (G28) PISTON AND CONNECTING ROD 307.58 IN-SITU REPLACEMENT OF CONNECTING ROD BIG-END BEARING Edition 14H MOUNTING Page 1 (2) 1. Before remounting of imspection or new bearing shells all components concerned must be cleaned. 4. Lower the piston and connecting rod assembly slowly into correct landing on the journal. During the lowering the connecting rod must be guided by hand to ensure correct approach and landing on the journal. The bearing shells are placed in the boring, the mating surfaces of the shells to be in parallel to the mating surface of the connecting rod respectively the bearing cap. Coat the journal with clean lubricating oi1. Ascertain that the crank throw concerned is in a position approx. 50 degrees before TOC.Z\HYUNDAI - (428) PISTON AND CONNECTING ROD 307.58 IN-SITU REPLACEMENT OF CONNECTING ROD BIG-END BEARING Edition 14H MOUNTING Page 2 (2) 5. Mount the bearing cap with inserted lower big-end bearing shell, using Fi the guide pin. 7 3.9/ 8. Slacken the tackle and dismount the eye screw from the piston crown. Tighten the screws according to TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS. Lubricate threads and contact face of the connecting rod screws with Copaslip or similar. Mount the screws and tighten them slightly using a skeleton spanner.Z\HYUNDAI - (Ge8) PISTON AND CONNECTING ROD PLATE 30701-15E ZZ igi Ass INES [
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