Service manual

Please, also see

Service Letter collection for KRG

Engine type: Bergen KRG

Engine no.:

Rolls-Royce Marine AS Edition 1998

P.O Box 924 Sentrum, N-5808 Bergen, Norway Supplied June 2008
Tel: + 47 5553 6000 Fax: + 47 5519 0405 English/Norsk

Diesel Engines and Lean Burn Gas Engines
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Introduction
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K/B 0196 Forord
Side 1:1
ENGINE DESIGNATION
Bergen engine type: KRG Cyl. nos.:
1 2 3 4 5

Flywheel end

Free end/ Counter-

pump end clockwise
rotation

This side: Manoeuvre side

Other side: Manifold side

Cylinder designation:
The numbering always start from the pump end.
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines

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Main engine data K-O 0497 Hovedmotor data

Page 1:2 Side 1:2
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Main engine data K-O 0497 Hovedmotor data

Page 2:2 Side 2:2
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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Adjustment of fuel oil pumps Innstilling av brennstoff-pumpene

Cylinder bank A or engine in line Sylinderrekke A eller rekkemotor
Cylinder no. 1 2 3 4 5 6 7 8 9
Sylinder nr.
Pre-injection angle
(Deg. before T.D.C.)
Forinnsprøytnings-
vinkel. (Grader før
T.D.C.)
A- Dim. (mm)
A- Mål (mm)
Thickness of spacer
Mellomlegg
tykkelse (mm)
Thickness of gasket
cyl. block - cyl. liner
Pakningstykkelse
syl. blokk - syl.
foring (mm)

Adjustment of fuel oil pumps Innstilling av brennstoff-pumpene

Cylinder bank B (V-engine) Sylinderrekke B (V-motor)
Cylinder no. 1 2 3 4 5 6 7 8 9
Sylinder nr.
Pre-injection angle
(Deg. before T.D.C.)
Forinnsprøytnings-
vinkel. (Grader før
T.D.C.)
A- Dim. (mm)
A- Mål (mm)
Thickness of spacer
Mellomlegg
tykkelse (mm)
Thickness of gasket
cyl. block - cyl. liner
Pakningstykkelse
syl. blokk - syl.
foring (mm)

K-O 0692
Page 1:1 Side 1:1
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Engine type / Motor type . % / 0nOLPP
A A AL
Distance in mm / Avstand i mm 245 260 95

Remarks / Bemerkninger:

Measured Date Sign.

Målt Dato
Cold / Kald
Warm / Varm

K/B 0891
Page 1:1 Side 1:1
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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Pos. nr. '(6&5,37,21%(6.5,9(/6(
5HILQVWUQU
1. Exhaust gas outlet Avgassutløp -
2. Charge air bend Bend ladeluft 7104
3. Fuel oil injection pump Innsprøytningspumpe 7206
4. Push rod Støterstang, ventiler 4301
5. Pipe, cooling water outlet Samlerør, kjølevann 8501
6. Camshaft Kamaksel 4101
7. Fuel oil injection valve Innsprøytningsventil 7208
8. Cylinder head Sylinderdeksel 2401
9. Charge air receiver Ladeluft receiver 7103
10. Control shaft Reguleringsakse 5301
11. Instrument panel Instrumenthus 6202
12. Synchronizing motor Forstillingsmotor, motorturtall -
(See sep. instr. manual) (Se sep.instr. manuel)
13. Governor (See sep. instr. manual) Ladeluftkjøler (Se sep. instr. manual) -
14. Camshaft chain wheel Kjedehjul, kamaksel 4101
15. Tachogenerator Tachometergiver 5202
16. Housing, governor drive Hus, regulatordrift 5202
17. Chain, camshaft drive Kjede, drift av kamaksel 4102
18. Flywheel bearing Lagerdeksel, svinghjulslager 2201
19. Generator shaft Svinghjul -
20. Flywheel Kamakselluke 3104
21. Cover, camshaft housing Kamakselluke 2501
22. Crankcase door Veivluke 2501
23. Cylinder liner Sylinderforing 2301
24. Counterweight Kontravekt 3101
25. Suction pipe, lubr. oil sump Smøreolje sugrør m/si 2101
26. Connecting rod Drivverk 3201
27. Main bearing Rammelagerdeksel 2201
28. Strainer plate Silplate -
29. Crankshaft Veivaksel 3101
30. Engine foundation Motorfundament 2101
31. Valve gear lubr. oil tank Smøreoljetank vippearmsmøring 8301
32. Rotating mass Svingmasse 3101
33. Lubr. oil pump Smøreoljepumpe 8204

KRG-O 1183
Page 1:2 Side 1:2
 Ulstein Bergen
 Diesel Engines and Lean Burn Gas Engines

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Item no. 5HILQVWUQR
Pos. nr. '(6&5,37,21%(6.5,9(/6(
5HILQVWUQU
34. Cooling water pump Kjølevannspumpe 8503
35. Idler gear Mellomhjhul 8504
36. Charge air cooler Ladeluftkjøler 7401
37. Start air distributor Startrelé 5103
38. Fuel injection cam Kam, drift av innsprøytningspumpe 4101
39. Cylinder block Sylinderblokk 2101
40. Turbocharger Turbolader 7104
41. Gasket Turbolader -
42. Gasket Pakning -

KRG-O 1183
Page 2:2 Side 2:2
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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Ref. instr. nr.

1. Exhaust pipe Avgassamler 7301

2. Exhaust pipe covering Avskjerming avgassrør -
3. Pipe, cooling water outlet Samlerør, kjølevann 8501
8502
4. Safety- and indicator valve Sikkerhets- og indikatorventil 2408
5. Push rod Støterstang, ventiler 4301
6. Charge air receiver Ladeluft 7103
7. Control shaft Reguleringsaksel 5301
8. Camshaft cover Kamakselluke 2501
9. Camshaft Kamaksel 4101
10. Chain wheel cover Deksel kjedehjul 2501
11. Connecting rod Veivstake 3201
12. Cylinder block Motorblokk 2101
13. Main bearing cap Rammelagerdeksel 2201
14. Counterweight Kontravekt 3101
15. Suction pipe, lubr. oil sump Oljerør, oljesump 2101
16. Engine foundation Motorfundament 2101
17. Crankshaft Veivaksel 3101
18. Crankcase door Veivluke m/ sikkerhetsventil 2501
19. Lubr. oil main distributor pipe Hovedfordelerrør, smøreolje 8201
20. Cylinder liner Sylinderforing 2301
21. Cooling water distributor pipe Hovedfordelerrør, kjølevann 8501
8502
22. Start air distributor pipe Startluft rør 5101
23. Cylinder head Sylinderdeksel 2401

KRG-O 0692
Page 1:1 Side 1:1
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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K-O 1196
Page 1:1 Side 1:1

SERVICE, GUARANTEE AND RETURNING
OF PARTS
Service
Our service department will provide all technical
information required after delivery of the engine.
This department will also later on be in contact
with the customer to prevent or correct any break-
downs which may occur.
The service department will also ensure that each
engine is supplied with the proper spare parts.
See instr. 1102.
In order to improve our products it is of great im-
portance that our customers give us feedback on
all problems that may occur with the machinery.
A special form, “DAMAGE REPORT”, has been
made for this purpose, and one page that shows
how to send it by E-mail.
Please give item no. when using E-mail.
See instr. 1103.
It is recommended to use only original spare parts
from our spare part stock.
Guarantee
The guarantee conditions are made clear in the
Purchase Contract. All parts delivered by us and
replaced during the guarantee period are our prop-
erty.
All guarantee claims must be followed by a
“DAMAGE REPORT”.
Returning of parts
When returning parts in connection with guaran-
tee claim, repair or delivery of wrong parts, the
following has to be stated:
• Reason for returning of parts.
• The name of the part and part no.
• The name of the ship and order no.
• Our order no.
The parts are to be forwarded with freight paid
for.
Service, guarantee and returning of parts K/B/E/L 0204
Page 1:2
1101
SERVICE, GARANTI OG RETURNERING AV
DELER
Service
Vår serviceavdeling står til tjeneste med alle opp-
lysninger av teknisk art etter at motoren er levert.
Avdelingen vil også være i kontakt med kunden
for å forhindre og/eller korrigere event. drifts-
forstyrrelser.
Det vil også bli sørget for at hver motor blir for-
synt med de riktige reservedelene.
Se instr. 1102.
I forbindelse med forbedring av våre produkter, er
det av stor betydning at våre kunder gir
tilbakemelding på alle problemer som kan oppstå
ved maskineriet. Det er laget et skjema for dette
formålet, “SKADE-RAPPORT”, og en side som
viser hvordan dette kan sendes på E-mail.
Vennligst oppgi pt.nr. ved bruk av E-mail.
Se instr. 1103.
Kun originale reservedeler fra vårt reservedels-
lager anbefales nyttet.
Garanti
Garantiforholdene er det gjort utførlig rede for i
kjøpekontrakten. Deler levert av oss, og som i
garantitiden blir utskiftet, er vår eiendom.
Alle garantikrav må vedlegges utfylt “SKADE-
RAPPORT”.
Returnering av deler
Ved retur av deler i forbindelse med garantirekla-
masjoner og reparasjoner må følgende oppgis:
• Årsak til retur
• Delenes navn og nr.
• Skipets navn og ordrenr.
• Vårt ordrenummer
Delene sendes med frakt betalt.
Service, garanti og returnering av deler
1:2
1101

The parts are to be properly packed and protected Ved forsendelse må delene være forsvarlig pak-
against corrosion. ket. Blanke flater må beskyttes mot korrosjon.

Packing note to be enclosed with the shipment and Pakkseddel må følge forsendelsen og kopi av
a copy to be forwarded to: denne sendes:

Rolls-Royce Marine AS, Rolls-Royce Marine AS,

Engines - Bergen Engines - Bergen
Postboks 924 Postboks 924
N-5808 Bergen N-5808 Bergen
NORWAY NORGE

Service, guarantee and returning of parts K/B/E/L 0204 Service, garanti og returnering av deler
Page 2:2 2:2

ORDERING OF SPARE PARTS
This Service Manual also serves as spare parts
catalogue.
When ordering a component, look up the drawing
and the corresponding instruction in which the
component is described, and state the following:
1. Engine no. according to name plate on the
engine
2. Drawing no.
3. Item no. according to drawing
4. Name of component according to service
manual
5. Quantity
Example:
For engine no. 9001 is to be ordered 1 spring for
the starting air valve.
Starting air valve is instruction no. 2410. Drawing
no. may be 662/30, where the spring is item
no. 11.
State in the order:
Engine no. 9001.
1 off spring, drawing no. 662/30, item no. 11.
When ordering spare parts according to this pro-
cedure, our service department will ensure that
your engine is supplied with the proper parts.
Parts that can not be identified according to the
above, have to be described. State name of the
part and where on the engine it is located.
A clear description accompanied by a sketch or a
photo will facilitate the work of the service de-
partment, and misunderstandings will be avoided.
Note: Always state the engine serial no. when
ordering spare parts.
We are interested to know how many hours the re-
placed part has been in operation, and if there is
any spesific cause for replacement.
Ordering of spare parts K/B/E 1002
Page 1:1
1102
BESTILLING AV RESERVEDELER
Instruksjonsboken brukes også som delekatalog.
Ved bestilling av en del, slå opp tegning og til-
hørende instruksjon hvor delen er beskrevet, og
oppgi følgende:
1. Motornummer (påstemplet dataplate på
motor)
2. Tegningsnummer
3. Delens posisjonsnummer på tegning
4. Delens navn ifølge instruksjonsboken
5. Antall
Eksempel:
Til motor nr. 9001 skal det bestilles 1 stk. fjær for
startluftventil.
Starteluftventil er instruksjon nr. 2410. Eksempel
på tegningsnummer er 662/30 der fjæren er pos.
nr. 11.
Oppgi på bestillingen:
Motor nr. 9001
1 stk. fjær, tegn.nr. 662/30, pos.nr. 11.
Når reservedeler bestilles på denne måte kan vår
serviceavdeling skaffe de rette reservedeler.
Dersom deler ikke kan bestilles ut fra oven-
fornevnte punkter, oppgi da delenavn samt delens
beliggenhet på motoren.
En kort beskrivelse med skisse eller foto er øn-
skelig, dette for å unngå misforståelser.
Merk: Oppgi alltid motornummer ved
bestilling av reservedeler.
Vi er også interessert i å få vite antall driftstimer
vedkommende del har vært i bruk, og hvilke år-
saker som ligger til grunn for utskriftingen.
Bestilling av reservedeler
1:1
 1103

DAMAGE REPORT SKADERAPPORT

Customer File: Rolls-Royce File:
Kunde nr.: Engines-Bergen:
Vessel/Installation: Engine type: Engine no.:
Skip/Installasjon: Motor type: Motor nr.:
1. Damage occurred / Skaden inntruffet:
Place: Date:
Sted: Dato:
2. Component, system damaged / Komponent, system skadet:

Location / Plassering: :
Ref. “Service Manual” / Ref. “Service Manual” :
Component serial no. / Komponentens serienr. :
Total running hours / Total driftstid :
Hours since last overhaul / Driftstid etter overhaling :
Lubr. oil used / Smøreoljetype :
Lubr. oil consumption kg/h /Smøreoljeforbruk kg/h :
Fuel used / Brennstoff benyttet :

3. Description of damage / Beskrivelse av skade:

Damage report K/B/E 0204 Skaderapport

Page 1:3 1:3
1103

4. Observed condition prior to damage / Tilstand før skade:

5. Assumed cause of damage / Antatt årsak til skade:

6. Additional information / Øvrige opplysninger:

7. For internal use, Rolls-Royce /For internt bruk, Engines-Bergen:

Filled in by / Utfylt av:

Title / Tittel: Date / Dato:
This report has to be sent to Rolls-Royce Marine AS, Engines - Bergen, P.O. box 924, N-5808 Bergen,
NORWAY, when damage occurs on components included in Engines - Bergen’s delivery.
Damage report must follow all guarantee-claims.
Dette skjema sendes til service avd. Rolls-Royce Marine AS, Engines-Bergen, Postboks 924, N-5808
Bergen, ved enhver skade på komponenter som inngår i Engines-Bergens leveranser.
Skadeskjema skal følge et hvert garantikrav.

Damage report K/B/E 0204 Skaderapport

Page 2:3 2:3
 1103

DAMAGE REPORT BY E-MAIL SKADERAPPORT, SENDT MED E-MAIL

This information has to be sent to:
service.bergen@rolls-royce.com
when damage occurs on components included in
Engines - Bergen’s delivery.
Damage report must follow all guarantee
claims.
Denne informasjonen sendes til:
service.bergen@rolls-royce.com
når skade oppstår på komponenter som inngår i
Engines - Bergen’s leveranser.
Skadeskjema skal følge et hvert garantikrav.

0.1 Customer No. or name and address 0.1 Kunde nr. eller kundenavn og adr.
0.2 Engine no. 0.2 Motor nr.
0.3 Vessel name / Installation 0.3 Skipsnavn/Installasjon
0.4 Engine type 0.4 Motor type

1. Damage occurred 1. Skaden inntruffet

1.1 Place 1.1 Sted
1.2 Date 1.2 Dato

2. Component, system damage 2. Komponent, system skade

2.1 Location 2.1 Komponentens plassering
2.2 Ref. “Service Manual” 2.2 Ref. “Service Manual”
2.3 Component serial no. 2.3 Komponentens serienr.
2.4 Total running hours 2.4 Total driftstid
2.5 Hours since last overhaul 2.5 Driftstid etter overhaling
2.6 Lubr. oil used 2.6 Smøreoljetype
2.7 Lubr. oil consumption kj/h 2.7 Smøreoljeforbruk kj/h
2.8 Fuel used 2.8 Brennstoff benyttet

3. Description of damage 3. Beskrivelse av skade

4. Observed condition prior to damage 4. Tilstand før skade

5. Assumed cause of damage 5. Antatt årsak til skade

6. Additional information 6. Øvrige opplysninger

7.1 Filled in by 7.1 Utfylt av

7.2 Title 7.2 Tittel
7.3 Date 7.3 Dato

Damage report by e-mail K/B/E 0204 Skaderapport, sendt med e-mail

Page 3:3 3:3

OPERATING INSTRUCTIONS
When running on heavy oil:
See also “Fuel oil system, heavy fuel oil
general”.
In order to obtain maximum performance and safe
operation of the engine during all running condi-
tions, proper care and maintenance is required.
Should, however, faults occur during operation, it
must be corrected immediately, even if the fault
seems minor.
Below are given some instructions on mainte-
nance of the engine before start and during opera-
tion, which the engine crew should specially keep
in mind.
1. Preparation for start after installation,
after a long period of stand still or a
large overhaul
1.01The crankcase should be thoroughly cleaned,
and all internal parts should be wiped off if
necessary. Use lint free rags, not cotton waste.
All internal bolts and nuts should be tightened
and secured.
CAUTION
Be aware that a loose pin, or an untightened
bolt, screw, or nut, might cause serious
damage, especially if not accessible during
operation.
Start air system
1.02All pipes from the starting air vessels should
be blown free of dirt, contaminations and
condensed water with compressed air.
1.03Check the air pressure in the starting air
bottles. See “Technical Data“.
1.04The roller bearing in the start air distributor is
lubricated with grease. Does not apply for
KR-3 and KR-5.
1.05The teeth of the flywheel ring gear is inserted
slightly with Molycote grease. For KR-3 and
KR-5 only.
Operating instructions K-O 0407
Page 1:10
1201
DRIFTSINSTRUKSJONER
For drift med tungolje:
Se også Brennstoffsystem, tungolje.
Godt vedlikehold er en betingelse for at motoren
til enhver tid skal yte maksimal effekt og gi full
sikkerhet.
Dersom det under drift skulle oppstå feil ved mo-
toren, må den rettes så hurtig som mulig, selv om
feilen synes uvesentlig.
Nedenfor er det gitt instruksjoner vedr. motorens
tilsyn før, under og etter start som maskinperson-
alet må spesielt huske på.
1. Klargjøring for start etter installering,
etter lengre driftstans eller større
overhalingsarbeid
1.01Veivrommene gjøres godt rene, og alle
innvendige deler tørkes av om nødvendig.
Bruk filler, ikke tvist. Alle innvendige bolter
og muttere må være tilsatt og sikret.
FORSIKTIGHET
Vær klar over at en løs pinne eller splint, en
dårlig tiltrukket bolt, skrue eller mutter, kan
forårsake alvorlige skader, særlig der det ikke
er tilkomst når motoren er i drift.
Startsystem
1.02Rør fra startluftbeholderne blåses rene for
eventuelt slam, skitt og kondensvann.
1.03Trykket i startluftflaskene kontrolleres. Se
“Tekniske Data“.
1.04Rullelageret i startreléet smøres med grease.
Gjelder ikke for KR-3 og KR-5.
1.05Tannkransen på svinghjulet innsettes med et
tynt lag Molycote-grease. Gjelder kun for
KR-3 og KR-5.
Driftsinstruksjoner
Side 1:10
1201
1.06Loosen the start air supply pipe on the start
motor and pour 0.1 litre lubr.oil into starter
inlet. For KR-3 and KR-5 only.
1.07Fill the start motor lubr.oil tank to maximum
level, and bleed the lubr.oil supply pipe to the
automatic lubricator.
Lubr.oil system
CAUTION
Before filling up with lubr.oil, the lubr.oil sump
should be carefully inspected. Contaminations
and corrosion (if any) are removed. Use rags,
not cotton waste, when wiping off.
CAUTION
If the lubr.oil applied is not approved by Rolls-
Royce, our warranty responsibility will be
excluded.
1.08After a long period of standstill, the oil sump
and lubr.oil tank must be drained for water
and contaminations.
1.10The engine is rotated slowly as lubr.oil is
pumped through the system by the lubr.oil
priming pump. Assure that the lubr.oil
reaches all places to be lubricated.
1.11Inspect the lubr.oil filters and clean them if
necessary.
1.12Before filling up the valve gear lubr.oil tank,
drain it for water and deposits.
1.13If the valve gear lubr. oil is mixed with fuel
oil, it ought to be renewed.
Fuel oil system
1.14Before filling up with fuel oil, tanks and pipes
should be carefully inspected. Corrosion and
deposits are removed.
1.15After a long period of standstill, the fuel oil
tanks should be drained for water and
contaminations. Check the oil level.
1.16Disconnect the fuel oil pipe at the fuel oil
Operating instructions
Page 2:10
1.06Lufttilførselsrøret på startmotoren løses av og
0,1 liter smøreolje helles inn i startmotoren
Gjelder kun for KR-3 og KR-5.
1.07Startmotorens smøreoljetank etterfylles.
Kontroller at tilførselrøret er fylt med olje.
Smøreoljesystem
FORSIKTIGHET
Før påfylling av smøreolje inspiseres oljetroet i
motorfundamentet.
Slam og eventuell rust fjernes. Ved avtørking
nyttes filler, ikke tvist.
FORSIKTIGHET
Dersom smøreoljen generelt ikke er godkjent
av Rolls-Royce, bortfaller vårt garantiansvar.
1.08Etter lengre tids stans tappes vann og slam av
oljetroet og smøreoljetanken.
1.10Med smøreoljeforpumpen pumpes olje
gjennom motoren samtidig som motoren
tørnes. Kontroller at smøreoljen kommer
frem til alle smørepunkter.
1.11Kontroller og eventuelt rengjør
smøreoljefiltrene.
1.12Slam og eventuelt vann tappes av
toppsmøreoljetank før påfylling.
1.13Dersom smøreoljen for vippearmene er blitt
utspedd med brennstoff, bør oljen skiftes.
Brennstoffsystem
1.14Før påfylling av brennstoff inspiseres tanker
og rørledninger grundig. Rust og slam
fjernes.
1.15Etter lengre tids stans tappes vann og slam av
brennstofftankene. Kontroller brennstoff-
nivået.
1.16Løs av ledningen på brennstoff-forpumpen og
K-O 0407 Driftsinstruksjoner
Side 2:10

priming pump, and let the oil flow until it is
free of contaminations from the fuel oil tank
and pipes. Check the fuel oil filters and
replace the inserts if necessary.
1.17Expel all trapped air in the fuel oil system by
bleeding the filter housing and the distributor
pipe from the fuel injection pumps
2. Start of engine after a long period of
standstill
See also “Air starting system”
Instructions for start and stop of engine plants are
given in chapter 5 and separate instruction book
“Control System”. The instructions given below
are therefore to be considered as a general de-
scription.
WARNING
The engine must not be restarted after
emergency stop at full load. First the cause of
the emergency stop has to be found and
corrected. Then the engine is started in the
normal way.
2.01The tool for turning the engine must be
removed from the engine.
2.02The indicator valves are closed according to
section 1.10.
2.03Open the fuel oil, lubr.oil, starting air, -and
cooling water valves.
2.04The pneumatic control system is supplied
with air and the alarm system is put into
function (Propulsion plant only).
2.05Control responsibility is switched to engine
room (Propulsion plant only).
2.06Electrically driven pumps (i.e. pump for
cooling water, reduction gear lubr.oil, servo
lubr.oil, etc.).
2.07The propeller pitch is set to neutral and the
coupling is disengaged (Propulsion plant
only).
Operating instructions
Page 3:10
1201
la oljen renne til den er fri for forurensninger
fra tank og rørledninger. Kontroller og
eventuelt skift filterinnsatsene.
1.17Fjern luft fra brennstoffsystemet ved å avlufte
filterhus og samlerør fra
innsprøytningspumper.
2. Start av motoren etter lengre stillstand
Se også “Startsystem”
Start- og stoppinstruksjoner er gitt i kap. 5, i
oppslag i maskinrom og i separat instruksjonsbok
for “Control System”. Nedenfornevnte instruks-
joner er generelle.
ADVARSEL
Motoren må ikke startes igjen etter nødstopp
med full last. Først må årsaken til nødstoppen
finnes og rettes opp. Deretter startes motoren
på normal måte.
2.01Tørneverktøyet fjernes fra motoren.
2.02Indikatorventilene stenges etter tørning som
nevnt under pkt. 1.10.
2.03Brennstoff-, smøreolje-, startluft- og
kjølevannsventiler åpnes.
2.04Det pneumatiske kontrollanlegget tilføres
luft, og alarmanlegget settes under spenning.
(Gjelder bare fremdriftsanlegg).
2.05Kontrollansvar slåes over til maskinrom.
(Gjelder bare fremdriftsanlegg).
2.06Elektrisk drevne pumper for gearolje,
servoolje og eventuelt kjølevann startes.
2.07Propellstigningen settes i nøytral og
koblingen utkobles. (Gjelder bare
fremdriftsanlegg).
K-O 0407 Driftsinstruksjoner
Side 3:10
1201
2.08Control shaft with transmission linkages are
checked and oiled to ensure good movability.
The speed setting on the governor is set to
minimum rpm.
2.09The lubr.oil priming pump is started and the
lubr. oil pressure checked **).
2.10Start the engine.
2.11Electrically powered pumps are put in
“standby“ position (Propulsion plant only).
2.12Check all gauge pressures.
WARNING
Check the starting air piping. If a pipe becomes
hot, this indicates a defect starting valve, which
must be replaced immediately. Does not apply
for KR-3 and KR-5.
CAUTION
The engine must not be run on full load before
normal working temperatures are reached. If
any of the main- or big end bearings have been
dismantled, the engine must be stopped after
about 5 minutes to check for possible
overheated bearings.
2.13The starting air valves are closed (does not
apply for automatically operated generating
plants).
Automatic start
(generating set only)
2.14In some engine plants the engine will start
automatically as a consequence of either
“black-out“ or need for increased power
supply. The lubr.oil priming pump will stop
when the engine starts.
3. Preparation before start after a short
period of standstill
3.01If the engine has been out of operation for a
short period of time, it must be carefully
inspected before starting. Bleeding of the fuel
oil system is not required, unless there is
Operating instructions
Page 4:10
2.08Reguleringsaksel med overføringsledd
kontrolleres og smøres for å sikre god
bevegelighet. Regulatorens turtallsregulering
settes til minimum turtall.
2.09Smøreoljeforpumpen startes og trykket
kontrolleres **).
2.10Motoren startes.
2.11Elektriske pumper settes i Stand-By
posisjon. (Gjelder bare fremdriftsanlegg).
2.12Alle manometertrykk kontrolleres.
ADVARSEL
Startluftrørene kontrolleres. Dersom et rør går
varmt indikerer dette en utett startventil, som
omgående må skiftes. Gjelder ikke for KR-3 og
KR-5.
FORSIKTIGHET
Motoren må ikke kjøres med full belastning før
normale arbeidstemperaturer er oppnådd.
Dersom noen av ramme- eller veivlagrene har
vært demontert, må motoren stanses etter ca.
5 minutter og lagrene kontrolleres for
varmgang.
2.13Startluftventilen stenges (gjelder ikke for
generatormotorer som starter og stopper
automatisk).
Automatisk start
(bare for generatormotorer)
2.14I noen anlegg startes motoren automatisk,
enten ved black-out eller ved øket
kraftbehov. Smøreoljeforpumpen stopper da
når motoren starter.
3. Klargjøring før start etter kortere
driftsstans
3.01Dersom motoren har vært ute av drift en
kortere tid, må den inspiseres før start.
Brennstoffsystemet gjennompumpes dersom
det er kommet luft i systemet.
K-O 0407 Driftsinstruksjoner
Side 4:10

reason to believe that air is trapped in the
system.
3.02Lubr.oil is pumped through the system as the
engine is rotated slowly to allow the lubr.oil
to reach all places to be lubricated.
3.03The filter for the rocker arm lub.oil is cleaned
by turning the handle on the filter unit.
4. Cold starting procedure
If the engine plant has been stationary in a cold
environment, so that jacket cooling water, lubri-
cating oil, sea or raw water and ambient air are
cold, great care should be taken when lubricating
oil, sea or raw water and ambient air are cold,
great care should be taken when attempting an en-
gine start. The following starting procedure
should be applied:
4.01Pre-heat the jacket cooling water, using the
built-on electric heating elements.
4.02Preheat the lubricating oil, if lubricating oil
pre-heater is installed.
4.03Stop sea or raw water circulation.
4.04Switch on battery power (only for electronic
governors).
4.05Manually attempt to start the engine in the
following sequence:
• Prime the main lubricating oil system.
• Hands-hold the fuel rack in “Zero Fuel“
position.
• Open all indicator cocks, rotate engine some
full turns on starting air.
• Close indicator cocks.
• Rotate the engine by pressing the emergency
start button on the starting air pilot valve, and
let the engine gain speed in excess of 100
RPM.
• Release the emergency start button.
• Manually allow for 7-10 marks of fuel rack.
• When engine runs smoothly, firing evenly,
slowly release the fuel rack handle and let the
Operating instructions
Page 5:10
1201
3.02Smøreoljesystemet gjennompumpes samtidig
som motoren tørnes sakte, for å gi oljen
passasje til alle smørestedene.
3.03Filteret for toppsmøreoljen renses ved at
håndtaket på filteret dreies rundt.
4. Kaldstart. Fremgangsmåte
Dersom motoranlegget har stått stille i kalde om-
givelser, slik at sylinderkjølevann, smøreolje, sjø-
eller råvann og omgivelsesluften er kalde, må det
utvises forsiktighet ved oppstart av motorene. Føl-
gende fremgangsmåte bør følges:
4.01Sylinderkjølevannet forvarmes ved hjelp av
de påbyggete elektriske varmekolber.
4.02Smøreolje forvarmes dersom elektrisk
smøreoljeforvarmer er installert.
4.03Sjø- eller råvannsirkulasjon stoppes.
4.04Batterispenning slåes på (for elektron.
regulator).
4.05Startforsøk utføres manuelt ved motoren på
følgende måte:
• Smøreoljesystemet primes ved hjelp av
primerpumpe.
• Pådraget holdes fast i Nullstilling.
• Alle indikatorkraner åpners. Motoren kjøres
på luft noen omdreininger.
• Indikatorkraner stenges.
• Motoren kjøres på luft inntil den har fått
minst 100 o/min.
• Starteknappen slippes.
• Pådragshendelen slippes forsiktig ut til ca. 7-
10 streker pådrag.
• Ved jevn tenning kan pådragshendelen
slippes langsomt mot økende pådrag inntil
K-O 0407 Driftsinstruksjoner
Side 5:10
1201
governor take control.
4.06Start jacket cooling water circulation pump
(if it is electrically driven).
4.07Start sea or raw water circulation pump
(if it is electrically driven).
4.08Load the engine carefully observing pressures
and temperatures.
CAUTION
The engine must not be loaded higher than
70% of nominal output before the intake air
temperature (engine room temp.) has exceeded
+ 10°C. Special equipment is necessary on
engines operating under arctic conditions with
intake air temp. below +10°C.
4.09Neighbour-engines connected to the same
jacket cooling water system should not be
started, before they have become pre-heated
by circulating water from the running engine.
5. Attention during operation
**) See “Technical data”
5.01The engine rpm, pressures and temperatures
must be checked frequently.
5.02The starting air pressure must be checked
after every start. If the pressure is too low, the
starting air bottles have to be recharged. This
can be done automatically.
5.03The starting air bottles must periodically be
drained for condensed water. On 3- and 5-cyl.
engines with air starting motor, the air filter
should be cleaned regularly.
5.04Check the lub.oil pressure for the main
system and the rocker arm system.. **)
5.05Check the lub.oil temperature. **)
5.06Check the cooling water pressure. **)
5.07Check the cooling water temperature.**)
Operating instructions
Page 6:10
regulatoren overtar.
4.06Sylinderkjølevann - sirkulasjonspumpe
startes (dersom den er elektrisk drevet).
4.07Sjø- eller råvannspumpe startes (dersom den
er elektrisk drevet).
4.08Motoren belastes forsiktig, trykk og
temperaturer kontrolleres.
FORSIKTIGHET
Motoren må ikke belastes høyere enn ca. 70%
av merkeeffekten før lufttemperaturen i
maskinrommet er kommet over ca. + 10°C.
For drift under arktiske forhold med innsugn-
ingstemp. under + 10°C trenges det spesielt ut-
styr på motorene.
4.09Nabomotorene som er koblet til samme
sylinderkjølevannssystem må ikke startes før
de er blitt forvarmet av sirkulerende vann fra
igangværende motor.
5. Tilsyn under drift
**) Se “Tekniske Data”
5.01Motorens turtall, trykk og temperatur må
kontrolleres regelmessig.
5.02Etter hver start må startlufttrykket
kontrolleres. Dersom trykket er for lavt, må
startluftflaskene fylles til foreskrevet trykk.
Dette kan også foregå automatisk.
5.03Startluftflaskene må, fra tid til annen, tappes
for kondensvann. For KR-3 og KR-5 som har
luftstartmotor, må luftfilteret rengjøres
regelmessig.
5.04Smøreoljetrykket i hoved- og vippearm
smøreoljesystemet kontrolleres **)
5.05Smøreoljetemperaturen kontrolleres **)
5.06Kjølevannstrykket kontrolleres **)
5.07Kjølevanntemperaturen kontrolleres **)
K-O 0407 Driftsinstruksjoner
Side 6:10

5.08Check the exhaust temperatures. **)
These temperatures may vary from cylinder
to cylinder, depending on the exhaust pipe lay
out and therefore also with the number of
cylinders.
For new engine: Record the exhaust
temperatures of the different cylinders at
various stages of loading. With reference in
these recordings, later it is easier to state any
change in engine performance.
5.09Check the charge air temperature at full load
**)
An increase in charge air temperature will
cause an increase in the exhaust temperature.
5.10Maintenance of charge air cooler and
turbocharger, see separate instruction manual.
5.11Maintenance of governor, see separate
instruction manual.
5.12Measuring of cylinder pressures. The cylinder
pressures should be measured periodically in
order to detect any faults in the fuel oil
injection, or in the combustion process.
Measure the cylinder pressures every time the
chain, the camshaft, or the injection pumps
have been demounted or adjusted.
6. Stop of engine for a short period of
time
The engine is run unloaded until the temperatures
have stabilized. If the engine is suddenly stopped,
the cooling water will be overheated.
When the engine is stopped, the fuel oil, lub.oil,
and cooling water valves are closed (does not ap-
ply automatic operated generating plants).
In generator engine plants, the lub.oil priming
pump will start when the engine is stopped.
If danger of frost, the cooling water system should
be drained. See also the following on the fresh
water system.
Operating instructions
Page 7:10
1201
5.08Kontroller avgasstemperaturen **)
Disse kan være ulike for de forskjellige
sylindre, noe som har sammenheng med
avgassrørenes sammenkobling, og derfor
også med motorens sylinderantall.
For ny motor: Noter sylindrenes
avgasstemperaturer ved forskjellige
belastninger. Det er da senere lett å
konstatere om noen forandring skjer med
motoren.
5.09Kontroller ladelufttemperaturen ved fullast.
Se “Tekniske Data”.
Når ladelufttemperaturen stiger, vil også
avgasstemperaturen stige.
5.10Vedr. ladeluftkjøler og turbolader - se
separate instruksjonsbøker.
5.11Vedr. regulator - se separat instruksjonsbok.
5.12Måling av trykk i sylindre. Sylindertrykkene
måles av og til i alle sylindre for å undersøke
eventuelle feil ved brennstoffinnsprøytningen
eller selve forbrenningen.
Mål forbrenningstrykkene hver gang kjedene,
kamakslene eller innsprøytnings-pumpene
har vært demontert eller justert.
6. Stopp av motor for kort tid
Motoren kjøres uten belastning, inntil tempera-
turene har stabilisert seg. Dersom motoren stop-
pes brått, vil kjølevannet begynne å koke.
Etter stopp av motoren stenges brennstoff-,
smøreolje- og kjølevannsventilene. (Gjelder ikke
generatoranlegg med automatisk styring).
I automatisk styrte anlegg starter smøreoljefor-
pumpen når motoren stopper.
Ved frostfare tømmes kjølevannsystemen. Se også
etterfølgende om ferskvannsystem.
K-O 0407 Driftsinstruksjoner
Side 7:10
1201
7. Stop of engine for a long period of
time
The following instructions should be considered
as a recommendation based on experience. Rolls-
Royce cannot, however, take any responsibility
for damages caused by non-anticipated situations,
contaminated cooling water etc.
7.01The engine is stopped as stated in section 5.
Besides, the indicator valves should be
opened. Blow through the starting air pipes
with compressed air, and drain the starting air
bottles for condensed water.
7.02If standard procedure of maintenance is
followed, if the temperature in the engine
room is normal, and the engine is started
periodically, there should be no need for any
special protection of the engine.
7.03We recommend, however, that lub.oil is
pumped through the system by the priming
pump for about 30 minutes every 24 hours.
(The lub.oil priming pump may also be run
continuously).
7.04The exhaust piping in the funnel outlet should
be well covered up.
8. Preparation of engine for a long stand-
still
In addition to what is said in sections 6. and 7., the
following must be carried out:
8.01Cover up the air filter on the turbocharger.
8.02Remove crankcase doors, camshaft covers
and all injection valves.
8.03A suitable protecting oil (we recommed
“DINITROL 40”) is sprayed over crankshaft,
bearings, up into the cylinders, over camshaft
and chain,on starting air distributor and all
machined surfaces. This is done while the
crankshaft is turned slowly.
Also spray into the cylinders through the
holes for the injection valves while the
respective pistons are at B.D.C.
Operating instructions
Page 8:10
7. Stopp av motor for lengre tid
Nedenfornevnte instrukser må oppfattes som an-
befalinger, gitt ut fra erfaringer. Rolls-Royce kan
ikke påta seg ansvar for skader som måtte oppstå
som følge av uforutsette situasjoner, som foru-
renset kjølevann etc.
7.01Stopp av motorene utføres som nevnt under
pkt. 5. I tillegg åpnes indikator-kranene.
Startluftledningene gjennomblåses og start-
luftflaskene tappes for eventuell
kondensvann.
7.02Under forutsetning av normale
vedlikeholdsrutiner, normal maskinroms-
temperatur og periodiske oppstarter av
motor, skulle det ikke være behov for spesiell
beskyttelse av motor.
7.03Vi anbefaler imidlertid at
smøreoljeforpumpen bør kjøres ca. 30
minutter i døgnet for sirkulasjon av
smøreoljen. (Smøreoljeforpumpen kan også
kjøres kontinuerlig.)
7.04Avgassrørene i skorsteinen dekkes forsvarlig
til.
8. Lengre driftsstans uten betjening av
motor
I tillegg til det som er nevnt under pkt. 6 og 7, må
følgende gjøres:
8.01Luftfilteret på turboladeren pakkes godt inn.
8.02Veivlukene og kamakseldekslene, samt
innsprøytningsventilene fjernes.
8.03Et egnet beskyttelsesmiddel (vi anbefaler
“DINITROL 40”) sprøytes over veivakselen,
lagrene, opp i sylindrene, over kamakselen,
kjeden, start-reléet og alle maskinerte flater.
Dette gjøres mens veivakselen tørnes sakte.
Sprøyt også beskyttelsesmiddel i sylindrene
(gjennom hullene i sylinderdekslene for
innsprøytningsventilene). Dette gjøres mens
K-O 0407 Driftsinstruksjoner
Side 8:10

(If “DINITROL 40” is used, it is not
necessary to wash the engine before a new
start).
8.04Fill up the lub.oil sump to the normal level.
8.05The fresh water system will be best
protected against corrosion if it is kept
absolutely filled up.Fresh water additives
based on chromates, organic inhibitors or
soluble oils, etc., should not be applied.If
there is danger of frost, the fresh water
system must be drained. Be aware that the
drain plugs in the cylinder heads of KV-
engines have to be unscrewed.
8.06The sea water system in the air cooler(s)
and the lub.oil-/combicooler is drained and
well flushed with fresh water. Then dry out
with compressed air.
8.07If the coolers have been in service for a long
period of time, the tubestacks should be
removed and cleaned. A suitable joint paste is
applied during reassembly.
8.08Generators. The carbon brushes are slipped
off the commutator, which is then inserted
with vaseline.
8.09If the generator is equipped with a heater
element, this should be energized during all
the lay-up period.
8.10The generator shaft and coupling should be
sprayed with protective oil (we recommend
“DINITROL 40”).
8.11It is very important that the temperature in the
engine room is kept a few degrees above the
outside temperature.
If the temperature falls below the outside
temperature, condensation will occur and
cause corrosive attacks.
The temperature should never come below
0 °C. In such a case the engine must be
Operating instructions
Page 9:10
1201
stempelet står i bunnstilling.
(Dersom “DINITROL 40” nyttes, er det
unødvendig å vaske motoren før ny oppstart).
8.04Oljesumpen skal være fylt til normalt
oljenivå.
8.05Ferskvannsystemet vil være best beskyttet
mot korrosjon dersom det holdes absolutt
helt fullt. Tilsetningsstoffer basert på
kromater, organiske inhibitorer, soluble oils
etc. skal ikke nyttes. Dersom det er fare for
frost, må ferskvannsystemet tømmes. På
grunn av sylinderdekslenes skråstilling på
KV-motor, må pluggene i forkant av
dekslene skrues ut.
8.06Sjøvannsystemet på ladeluftkjøleren og
smøreolje-/kombikjøleren tømmes og spyles
godt med ferskvann. Blås deretter tørt med
trykkluft.
8.07Dersom kjølerne har vært lenge i drift, bør
innsatsene tas ut og rengjøres. Ved montering
brukes egnet tetningspasta.
8.08Generatorer. Dersom motoranlegget er
utstyrt med generator, tas børstene av
kommutatoren, som smøres med syrefri
vaselin.
8.09Dersom det er montert varmeelement i
forbindelse med generatoren, skal dette
tilkobles strøm og være kontinuerlig
innkoblet.
8.10Generatoraksel og kobling dekkes med egnet
beskyttelsesmiddel (“DINITROL 40”).
8.11Maskinrommet er det viktig å holde
temperert, dvs. noen få grader over
utetemperatur.
Dersom temperaturen blir lavere, vil det
danne seg kondens med korrosjon som følge.
Temperatur under 0 °C bør ikke forekomme. I
så fall må motoren tømmes for kjølevann,
K-O 0407 Driftsinstruksjoner
Side 9:10
1201

drained for cooling water as stated under som nevnt tidligere under ferskvannsystem.
fresh water system.

Operating instructions K-O 0407 Driftsinstruksjoner

Page 10:10 Side 10:10

BREAKDOWN CAUSES AND REMEDIES
The reasons for break down and trouble are often
so obvious that there are no difficulties involved
in finding them. However, if the cause of a failure
is not obvious, a systematic inspection has to be
performed in order to detect the trouble. This is
applicable to troubles that occur, during and just
after start of the engine.
First, make sure that directions given in the oper-
ating instructions are closely followed. Possible
operating difficulties that may occur, their causes
and remedies are as follows:
1. Starting problems
The engine does not turn when starting air is
applied.
1.01Released blocking function in remote starting
system.
• See “Air starting system” and possible
separate instructions.
1.02Starting air pressure is too low.
• Check that all valves are open. Fill up the air
bottles to correct pressure given in
“Technical Data”.
1.03One or several starting air valves are sticking.
Does not apply to KR-3 and KR-5.
• Apply some lubr.oil and move the valve back
and forth in its guide until it slides
unrestricted.
If this is not sufficient, the valve must be
cleaned or replaced. See “Cylinder Head”.
1.04The starting slide is out of position, e.g. after
dismantling of starting air distributor. Does
not apply to KR-3 and KR-5.
• Detach the starting air distributor' s cover,
loosen the slide on the cone and readjust it.
See “Start air distributor with drive“.
1.05The coupling disc is defect, the starting slide
does not rotate.Does not apply to KR-3 and
KR-5.
• Remove the starting slide housing from the
Breakdown causes and remedies K-O 1080
Page 1:10
1301
DRIFTSFORSTYRRELSER ÅRSAKER OG
UTBEDRINGER
Årsaker til driftsforstyrrelser er som oftest enkle å
finne. Er, imidlertid, årsaken(e) ikke iøynefall-
ende, må en gå systematisk til verks for å finne
disse.
Forsikre at driftsinstruksjoner er blitt nøye fult.
Eventuelle driftsforstyrrelser, årsaker og utbed-
ringer er som følger:
1. Startvansker
Motoren tørner ikke ved hjelp av starteluft.
1.01Aktivisert blokkeringsfunksjon i fjernstart-
systemet.
• Se “Startsystem” og eventuelle separate
instruksjoner.
1.02For lavt startelufttrykk.
• Kontroller at alle ventiler er åpne, fyll opp
flaskene til trykk foreskrevet i “Tekniske
data”.
1.03En eller flere startventiler henger. Gjelder
ikke KR-3 og KR-5.
• Vanligvis er det tilstrekkelig med litt
smøreolje, samt å bevege ventil-spindelen til
den går lett i styringen.
Dersom dette ikke er tilstrekkelig, må
ventilen rengjøres eller skiftes.
Se “Sylinderdeksel”.
1.04Startsleiden er kommet ut av stilling etter at
f.eks. startreléet har vært demontert. Gjelder
ikke KR-3 og KR-5.
• Løs av dekselet over startrel et. Løs av
sleiden på konen, og still inn på nytt. Se
“Startrelé med drift”.
1.05Defekt korsskivekobling, startsleiden roterer
ikke Gjelder ikke KR-3 og KR-5.
• Demonter startsleidhuset og monter ny
Driftsforstyrrelser Årsaker og utbedringer
Side 1:10
1301
engine and change the coupling disc. See
“Start air distributor with drive”.
1.06The solenoid valve (emergency start) is
sticking.
• Check that the solenoid valve operates when
the remote start button is pressed, and that
control air reaches the starting air release
valve when emergency start is operated.
1.07The starting air release valve is sticking.
• Dismantle the release valve from starting air
distributor and check the slide and the
function of the valve.
1.08The air motor blades are sticking due to
insufficient lubrication. For KR-3 and KR-5
only.
• Disconnect the starting air supply pipe and
pour approx. 0,1 litre lubr.oil into the starter.
Fill up the starter'
s lubr.oil tank and check
that the oil raches the lubricator.
1.09Relay valve does not open. For KR-3 and
KR-5 only.
• Clean the valves and blow out lines in the
control air system. See “Air starting system”.
The engine does not start.
1.10Air in the fuel oil system.
• Vent the fuel system.
1.11The fuel oil filters or pipes are clogged
• Blow through the pipes with compressed air
and clean the filter inserts carefully, or
replace them if necessary. See “Fuel oil
filter”.
1.12Incorrect adjustment of the fuel injection
pumps.Adjust.
• See “Fuel injection pump drive mechanism”.
1.13Poor fuel oil nozzles.
• See “Service procedure of injection valve”.
1.14Water in the fuel oil system.
• Drain the fuel oil tank and the fuel oil system
until free of water.
Breakdown causes and remedies
Page 2:10
korsskive. Se “Startrelé med drift”.
1.06Magnetventil nødstart henger.
• Kontroller at magnetventilen “opererer” når
fjernstartknappen blir betjent, og at styreluft
kommer til startluftpåslipningsventil når
nødstart-knapp blir betjent.
1.07Startluft påslipningsventil henger.
• Demonter ventilen fra startrelé. Kontroller
sleide og sleidebevegelse.
1.08Startmotorens skovler henger pga. util-
strekkelig smøring. Kun for KR-3 og KR-5.
• Løs lufttilførselrør fra startmotor, og hell 0,1
liter tynn smøreolje på startmotoren. Fyll
startmotorens smøreoljetank med tynn
smøreolje, og kontroller at oljen kommer
frem til smøreapparatet.
1.09Reléventil åpner ikke.Kun for KR-3 og KR-5.
• Rengjør ventiler og rør i styreluftsystemet.
Se “Startsystem”.
Motoren starter ikke.
1.10Luft i brennstoffsystemet.
• Avluft systemet.
1.11Brennstoffrør eller filter er tilstoppet.
• Gjennomblås rørene og rengjør filterinnsatser
forsiktig, eller skift om nødvendig.
Se “Brennstoff-filter”.
1.12Feil innstilling av innsprøytningspumpene.
• Juster. Se “Drift av innsprøytningspumpe”.
1.13Dårlige innsprøytningsdyser.
• Se “Overhaling av innsprøytningsventil”.
1.14Vann i brennstoffet.
• Tapp brennstofftank og brennstoffsystem
inntil fri for vann.
K-O 1080 Driftsforstyrrelser Årsaker og utbedringer
Side 2:10

1.15The compression pressure is too low because
of:
• Worn of broken piston rings.
Replace the piston rings.
See “Piston and connecting rod assembly”.
• Leaking valves in the cylinder head.
Must be repaired. See “Cylinder head”
• The overspeed trip is in stop position.
Reset the overspeed trip.
See “Overspeed trip”.
1.16The governor is out of function, i.e. it does
not turn the regulating shaft towards
increased fuel supply.
• Check if the governor has received stop
signal. Check the governor. See separate
instruction manual.
1.17The control shaft sticks.
• Check the control shaft bearings and the
movement of the control rods in the fuel
injection pumps.
2. The engine stops, causes and reme-
dies
2.01Air in the fuel oil system.
• Leakage to be repaired. Vent the system.
2.02Faulty fuel oil supply.
• Check the supply pipes and the primer pump.
2.03Water in the fuel oil.
• Drain the fuel oil tank and the fuel oil system
until free of water.
2.04Fuel oil pipes or filters are clogged.
• Clean the pipes and the filters carefully, or
replace the inserts if necessary.
See “Fuel oil filter”.
2.05The overspeed trip has caused the engine to
stop.
• The cause of overspeed has to be determined
before restarting the engine.
See “Overspeed trip”.
Breakdown causes and remedies
Page 3:10
1301
1.15Kompresjonstrykket er for lavt på grunn av:
• Utette eller brukne stempelfjærer.
Må skiftes.
Se “Drivverk”.
• Utette sylinderdekselventiler.
Må utbedres. Se “Sylinderdeksel”.
• Rusningsstopparrangementet står i stopp-
stilling. Sett i driftsstilling.
Se “Rusningsstopparrangement”.
1.16Regulatoren arbeider ikke, d.v.s. vrir ikke
reguleringsakselen mot økende pumpepådrag.
• Kontroller om regulatoren har stoppsignal.
Kontroller regulatoren.
Se separat instruksjonsbok’
1.17Reguleringsakselen har treg bevegelse.
• Kontroller opplagringen av
reguleringsakselen og reguleringsstengenes
bevegelse i innsprøytningspumpene.
2. Motoren stopper
2.01Luft i brennstoffsystemet.
• Utbedre eventuell lekkasje.
Utluft systemet.
2.02Feil i brennstofftilførsel.
• Etterse brennstoffrør og forpumpe.
2.03Vann i brennstoffet.
• Tanken tappes for vann, og systemet dreneres
til brennstoffet er fri for vann.
2.04Tette brennstoffrør eller filtere.
• Gjennomblås rørene. Rengjør filterinnsatsene
forsiktig eller skift om nødvendig.
Se “Brennstoff-filter”.
2.05Rusningsstopparrangement har stoppet motor.
• Finn årsaken til rusning før start av motor.
Se “Rusningsstopparrangement”.
K-O 1080 Driftsforstyrrelser Årsaker og utbedringer
Side 3:10
1301
2.06The governor has received stop impulse.
• The cause must be determined and any fault
repaired.
2.07Faulty governor
• Must be repaired. See separate instruction
manual.
3. Engine rpm drops
3.01The engine is overloaded.
Faulty governor.
• Must be repaired. See separate instruction
book.
3.02The injection pumps are working irregularly.
Air in the fuel oil system.
• Vent the fuel oil system.
3.03A piston or a bearing has a break down due to
insufficient lubrication or deposits in the
lubr.oil system.
• Stop the engine immediately.
Determine the cause and the extent of any
damages.
3.04One cylinder fails.
• Check the fuel oil nozzle and the injection
pump. See section “1” on “Starting
problems”.
3.05Fuel oil pipes of filters are clogged.
• Clean the pipes and the filters carefully, or
replace the inserts if necessary.
See “Fuel oil filter”.
3.06Clogged turbocharger filters.
• Clean the filter.
See separate instruction manual
4. The engine knocks
4.01Fuel injection advanced too far due to
incorrect preinjection angle.
• Adjust.
See “Fuel oil injection pump drive
mechanism”.
4.02Defect fuel injection valves.
• See “Injection valve”.
Breakdown causes and remedies
Page 4:10
2.06Regulatoren har fått stoppimpuls.
• Finn årsak og utbedre eventuelle feil.
2.07Feil ved regulatoren.
• Utbedre feilen.
3. Motorens turtall synker
3.01Motoren er overbelastet.
Feil ved regulatoren.
• Må utbedres. Se separat instruksjonsbok.
3.02Innsprøytningspumpene arbeider uregel-
messig. Luft i systemet.
• Må utluftes.
3.03Et stempel eller lager river seg pga.
utilstrekkelig smøring eller forurensninger i
oljen.
• Stopp motoren øyeblikkelig.
Undersøk årsak og omfang av en eventuell
skade.
3.04En sylinder “faller ut”.
• Kontroller innsprøytningsdysen og - pumpen.
Se også kt. 1 vedrørende “Startvansker”.
3.05Brennstoffrør eller filter er tilstoppet.
• Rengjør rørene. Rengjør filterinnsatsene
forsiktig eller skift om nødvendig.
Se “Brennstoff-filter”.
3.06Turboladerens filter er tilstoppet.
• Rengjør.
Se separat instruksjonsbok.
4. Motoren banker
4.01For tidlig innsprøytning pga. ukorrekt inn-
sprøytningsvinkel.
• Juster.
Se “Drift av innsprøytningspumpe”.
4.02Feil ved innsprøytningsventilene.
• Se “Innsprøytningsventil”.
K-O 1080 Driftsforstyrrelser Årsaker og utbedringer
Side 4:10
 1301

4.03A piston is overheated and seizes. 4.03Stempel går seg varmt eller river seg.
• Stop the engine immediately. • Stopp motoren øyeblikkelig.
Determine the cause and the extent of any Undersøk årsak og omfang av en eventuelle
damage. skade.

4.04The gudgeon pin, big end-, or main bearing 4.04For stor klaring på ramme-, kryss- eller
clearances are too large. veivlager.
• Replace worn parts. • Skift slitte deler.

4.05The piston clearance is too large. Worn piston 4.05For stor stempelklaring. Slitt sylinderforing
or cylinder liners. eller stempel.
• Replace worn parts. • Skift slitte deler.

5. Abnormal exhaust gas 5. Unormal avgass

Too high exhaust gas temperature in one cylin- For høy avgasstemperatur fra en sylinder.
der.
5.01Faulty fuel injection pump. 5.01Feil ved innsprøytningspumpen.
• Must be repaired. • Må justeres.

5.02Too high admission on fuel injection pump. 5.02For stor pådragsstilling på innsprøyt-
• Adjust the injection pump. ningspumpen.
• Må justeres.

5.03Injection is too late. 5.03For sen innsprøytning.

• Adjust the injection pump. • Må justeres.
See “Technical Data”. Se “Tekniske Data”.

5.04Injection valve opening pressure is too low. 5.04For lavt åpningstrykk på innsprøytnings-
• Adjust to correct pressure. ventilene.
• Må justeres.

5.05Partly clogged or leaky fuel oil nozzle. 5.05Delvis tilstoppet eller lekk brennstoffdyse.
• See “Service procedure of injection valves”. • Se “Overhaling av innsprøytningsventil”.

5.06The inlet- and exhaust valve tappet clearance 5.06Feil klaring på luft- og avgassventilene.
is off adjustment.
• Adjust the clearances. • Klaringen må justeres.
See “Clearances”. Se “Klaringer”.

Too low exhaust temperature in one cylinder. For lav avgasstemperatur fra en sylinder.
5.07Faulty fuel injection pump. 5.07Feil ved innsprøytningspumpen.
• Must be repaired. • Må utbedres.

5.08Too low admission on fuel pump. 5.08For lite pådrag på en insprøytningspumpe.

• Adjust the fuel injection pump. • Må justeres.

Breakdown causes and remedies K-O 1080 Driftsforstyrrelser Årsaker og utbedringer

Page 5:10 Side 5:10
1301

5.09Injection advanced too far 5.09For tidlig innsprøytning.

• Adjust • Må justeres.
See “Techincal data” Se “Teknisk data”

5.10Injection valve opening pressure is to high. 5.10For høyt åpningstrykk på

• Adjust the correct pressure. innsprøytningsventilene.
• Må justeres.

5.11Clogged nozzle holes. 5.11Tette dysehull.

• See “Service procedure of injection valve”. • Se “overhaling av innsprøytningsventil”.

5.12Water leakag in a cylindere. 5.12Vannlekasje i en sylinder.

• Check the cylinder head and the cylinder • Kontroller sylinderdeksel og sylinderforing.
liner. Check the gasket and replace it if Pakninger ettersees og eventuelt skiftes.
necessary.

The exhaust gas temperature too high in all For høy avgasstempratur på alle sylindrene.
cylinder.
The engine is overloaded. Motoren er overbelastet.

5.13Injection is too late. 5.13For sen innsprøytning.

• Adjust. • Må justeres.
See “Technical data” Se “Teknisk data”.

5.14The camshaft chain is too slack. 5.14Slakk kamakselkjede.

• Tighten the chain. • Kjeden strammes.
See “Camshaft drive, chain tensioner”. Se “Drift av kamaksel.”

5.15Charge air temperature is too high. 5.15For høy ladelufttempratur.

• Clean the intercooler air- and water side. • Rengjør ladeluftkjølerens luft- og vannside.

5.16Charge air pressure is too low. 5.16For lav ladelufttrykk.

• Overhaul of turbocharger should be • Overhaling av turbolader må vurderes.
considered. See separate instruction manual Se separat instruksjonsbok for lader.
for turbocharger.

5.17Clogged exhaust gas system. 5.17Tilstoppet avgass-system.

• Clean the exhaust system. • Må rengjøres.

5.18Clogged charge air filter. 5.18Tilstoppet luftfilter på turbolader.

• Clean the filter. • Må rengjørs.

Dark exhaust gas. Mørk avgass.

The engine is overloaded. Motoren er overbelastet.

5.19Some cylinders are overloaded. 5.19Enkelte sylindre er overbelastet

• Adjust the fuel injection pumps. • Juster innsprøytningspumper.

Breakdown causes and remedies K-O 1080 Driftsforstyrrelser Årsaker og utbedringer

Page 6:10 Side 6:10

5.20Inlet or exhaust valves are leaking.
• Grind the valves.
5.21Faulty fuel injection pumps or valves.
• Adjust the pumps and valves.
Poor fuel oil
5.22The piston rings are stuck.
• Dismantle the piston and connecting rod
assembly for inspection and cleaning.
5.23Injection is too late.
• Adjust.
See “Technical Data”.
5.24Exhaust manifold or exhaust pipes are highly
clogged.
• Clean the exhaust system.
Light, smoky exhaust gas
5.25Too much lubr.oil in one or several cylinders.
• Dismantle the piston and connecting rod
assembly for inspection and cleaning. Worn
piston rings are replaced. Check that scraper
ring is correctly mounted.
See “Piston and connecting rod assembly”
and “Piston ring combination”.
5.26The engine is running too cold.
• Check the cooling water temperature and the
thermostatic valve.
5.27Water in a cylinder.
• Check the cylinder head and cylinder liner for
leakages.
Check the gaskets and replace them if
necessary.
6. Abnormal lubr. oil pressure
Main system.
6.01Faulty lubr.oil pump or drive.
• Must be repaired.
6.02Too little lubr.oil in circulation.
• Check the oil level.
Breakdown causes and remedies
Page 7:10
1301
5.20Lekke luft- eller avgassventiler.
• Slip ventilene.
5.21Feil ved innsprøytningspumper eller ventiler.
• Må justeres.
Dårlig brennstoff
5.22Fastbrente stempelringer.
• Demonter drivverk for ettersyn og rengjøring.
5.23For sen innsprøytning.
• Må justeres.
Se “Teknisk data”:.
5.24Avgass-samler eller avgass-rør er tilstoppet.
• Clean the exhaust system.
Lys røkfylt gass
5.25For meget smøreolje i en eller flere sylindre.
• Demonter drivverk for ettersyn og rengjøring.
Skift slitte stempelringer. Kontroller at
skraperingen er riktig monter.
Se “Drivverk” og “Stempel-
ringkombinasjon”.
5.26For kald motor.
• Kontroller kjølevannstemperatur og
termostatventil..
5.27Vann i en sylinder.
• Kontroller sylinderdeksel og sylinderforing.
Pakninger ettersees og eventuelt skiftes.
6. Unormalt smøreoljetrykk
Hovedsmøreoljesystemet.
6.01Feil ved pumpe eller pumpedrift.
• Må utbedres.
6.02For lite smøreolje i sirkulasjon.
• Peile oljestanden.
K-O 1080 Driftsforstyrrelser Årsaker og utbedringer
Side 7:10
1301

6.03The lubr.oil pump sucks air. 6.03Pumpen suger luft.

• Fill up to normal level. • Etterfyll til normal oljestand.

6.04Clogged lubr.oil filters. 6.04Tilstoppet smøreoljefilter.

• Replace the filter elements. • Skift alle filterpatroner.

6.05Clogged lubr.oil pipes. 6.05Tilstoppete smøreoljerør.

• Clean the bearing. • Må renses.

6.06A bearing is damaged. 6.06Defekt lager.

• Change the bearing • Må skiftes.

6.07The lubr.oil temperature is too high. 6.07For høy oljetemperatur.

• See “Technical Data”. • Se “Tekniske Data”.

6.08Dirty lubr.oil cooler. 6.08Skitten oljekjøler.

• Clean the lubr.oil cooler. • Rengjøre oljekjøler.

6.09The oil relief valve on the cylinder block or 6.09Oljereguleringsventilen på motorblokk, eller
the safety valve in the oil pump is sticking. sikkerhetsventilen på oljepumpen henger.
• Detach for inspection, clean if necessary. • Må løses ned for kontroll, eventuelt
rengjøres.

6.10Faulty pressure gauge. 6.10Feil med manometeret,

Valve gear lubr.oil system Vippearmsmøreoljesystemet

6.11Faulty lubr.oil pump or drive. 6.11Feil ved pumpe eller pumpedrift.
• Must be repaired. • Må utbedres.

6.12Lubr.oil level in tank is too low. 6.12For lite smøreolje på tank.

• Fill up to normal level. • Etterfyll til normal oljestand.

6.13The return pipes are clogged. 6.13Tette dreneringsrør.

• The pipes must be blown through with • Gjennomblås rørene.
compressed air.

6.14The lubr.oil is diluted with fuel oil 6.14Oljen er utspedd med brennstoff.
• Change the oil. • Skift olje.

6.15The lubr.oil filter is clogged. 6.15Tett smøreoljefilter.

• Change the filter elements. • Rengjør filterinnsatser.

6.16The lubr.oil pipes are clogged. 6.16Tett smøreoljerør.

• Clean the pipes. • Må rengjøres.

6.17The oil relief valve in the filter is sticking. 6.17Oljereguleringsventil i filteret henger.
• Detach for inspection. • Løs ned for kontroll.

Breakdown causes and remedies K-O 1080 Driftsforstyrrelser Årsaker og utbedringer

Page 8:10 Side 8:10
 1301

6.18The lubr.oil tank level is increasing 6.18Smøreoljetanken fyller seg opp.

• Check for fuel oil leakages. • Kontroller om drenrør fra
innsprøytningsventiler på sylinderdeksler
lekker. (Eventuelt brudd på et brennstoff
høytrykksrør.)

6.19The valves or gear bearings are worn. 6.19Slitasje i vippearmenes opplagring.

• Must be repaired. • Må utbedres.

7. Overheated bearings 7. Varmgang i lagrene

• If the bearings show signs of overheating, • Dersom lagrene viser tegn til varmgang bør
they should be replaced. de skiftes.

7.01Faulty lubr.oil supply. 7.01Svikt i smøreoljetilførselen.

• Check the lubr.oil pump with drive. Pipes, • Kontroller smøreoljepumpe med drift.
bores and channels must be cleaned. Rengjør rør og boringer.

7.02The lubr.oil pressure is too low. 7.02For lavt smøreoljetrykk.

• See “Technical Data”. • Se “Tekniske Data”.

7.03Bearing shells incorrectly installed. 7.03Feil montering av lagerskåler.

• Must be repaired. • Må utbedres.

7.04Wrong size of bearing shells. 7.04Feil lagerskålstørrelse.

• Always check new beaqring shells before • Kontroller alltid nye lagerskåler før
mounting. montering.

7.05Lubr.oil temperature is too high. 7.05Oljetemperaturen er for høy..

• See “Technical Data”. • Se “Tekniske Data”.

7.06Dirty lubr.oil cooler. 7.06Skitten oljekjøler.

• Clean the lubr.oil cooler. • Rengjør kjøleren.

8. Insufficient cooling 8. Dårlig kjøling

The engine is overloaded. Motoren er overbelastet.
8.01The water cooler is clogged or filled with dirt. 8.01Tilstoppet eller skitten kjøler.
• Clean the cooler. • Må rengjøres.

8.02Air in the cooling water system 8.02Luft i kjølevannsystemet.

• Vent the cooling water system. • Må utluftes.

8.03Faulty water pump or drive. 8.03Feil ved kjølevannspumpe eller drift..

• Must be repaired. • Må utbedres..

8.04Fouled cooling water system. 8.04Belegg i kjølevannsystemet..

• Clean the cooling water system. • Må rengjøes.

Breakdown causes and remedies K-O 1080 Driftsforstyrrelser Årsaker og utbedringer

Page 9:10 Side 9:10
1301

8.05Too little cooling water in the system. 8.05For lite vann i kjølevannsystemet.
• Fill up with coolant. • Rengjør oljekjøleren.

9. Faulty turbocharger 9. Feil ved turbolader

• See separate instruction manual. • Se separat instruksjonsbok.

10. Faulty governor 10. Feil ved regulator

• See separate instruction manual. • Se separat instruksjonsbok.

Breakdown causes and remedies K-O 1080 Driftsforstyrrelser Årsaker og utbedringer

Page 10:10 Side 10:10
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Diesel Engines and Lean Burn Gas Engines 

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Diesel Engines and Lean Burn Gas Engines 

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Page 5:5 Side 5:5
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

Tool dim. / Verktøy dim. Part no.

6WDQGDUGWRROV6WDQGDUGYHUNW¡\
Art. nr.
Torque wrench Momentnøkkel 22 - 22kpm ½“ 17311
Torque wrench Momentnøkkel 5 - 42kpm ¾” 14889
Torque converter Gearnøkkel 1 - ¾” 14900
Gear wrench Smelle ½“ 17310
Extension bar Forlenger L= 200mm 1” 14917
Extention ½ “ - ¾” 14920
Handgrip ½“ 14911
Extension bar Forlenger L= 375mm ½“ 701208 *)
Socket for spark plug Pipenøkkel for tennplugg ½“ 701209 *)
“Crowfoot” spanner Hanefot ringnøkkel 46mm 701136 *)
Ignition timing light “Tenningspistol” 701017 *)

Socket Pipenøkkelhode 13mm ½“ 14870

Socket Pipenøkkelhode 17mm ½“ 14871
Socket Pipenøkkelhode 19mm ½“ 14872
Socket Pipenøkkelhode 22mm ½“ 14873
Socket Pipenøkkelhode 24mm ½“ 14874
Socket Pipenøkkelhode 27mm ½“ 14876
Socket Pipenøkkelhode 36mm ¾” 14879
Socket Pipenøkkelhode 46mm 1” 14881
Socket Pipenøkkelhode 55mm 1” 14884
Socket Pipenøkkelhode 70mm 1” 14888

Hexagon key, (extended type) Nøkkel for innv. seksk. (lang) 10mm 17242
Hexagon key, (extended type) Nøkkel for innv. seksk. (lang) 14mm 17308
Circlip pilers, Internal (large) Tang for låsering, innvendig (stor) 14902
Circlip pilers, internal (small) Tang for låsering, innvendig (liten) 17277
Circlip pilers, external (large) Tang for låsering, utvendig (stor) 14904
Feeler gauge Følerblad 0,25mm 20798
Feeler gauge Følerblad 0,35mm 14947
Handle for feeler gauge Holder for følerblad 14923
Brush Børste 20877
Scraper Skrape 20878
Scraper Skraper 20879
Cleaning wire Rensenål 014968 **)
Handle for cleaning wire Holder for rensenål 20885 **)
*) Gas engine only/ Bare for gassmotor.
**) Oil engine only / Bare for oljemotor.

K 0996
Page 1:1 Side 1:1

ROUTINE MAINTENANCE IN GENERAL
In order to keep the engine in continuous good op-
erating condition different components require
regular maintenance and cleaning.
See “Routine Maintenance”, 1502.
Don' t wait until the operating troubles occur. The
frequency of routine maintenance and overhaul is
primarily dependent on the operating conditions
of the engine, though the quality of the fuel oil
and lubr.oil is of great importance.
The number of operating hours given in the table
is approximate and valid for normal running con-
ditions. We do remind of the verification societies'
rules for periodical inspections on “classified”
ships.
The engineer might, through experience, deter-
mine appropriate number of running hours for
cleaning and adjustment of the different compo-
nents of the engine.
As soon as possible after leaving the shipyard, the
following must be done:
Note: Clean the charge air-, lubr.oil- and
freshwater coolers.
Wash the compressor side of the
turbocharger with water.
Routine maintenance in general K/B/E/L-O 1004
Page 1:2
1501
RUTINEARBEIDER, GENERELT
For at motoren, til enhver tid, skal være i god og
driftsklar stand, anbefales regelmessig vedlike-
hold.
Se “Tabell over rutinearbeider”, 1502.
Ikke vent til driftsproblemene oppstår.
Vedlikeholdsintervallene er, først og fremst,
avhengig av driftsbetingelsene, men også av
brennstoff- og smøreoljekvaliteten.
Intervallene oppført i “Tabell over rutinearbeider”
gjelder under normale driftsforhold. Forøvrig
viser vi til klassifikasjonsselskapenes regler for
periodisk besiktigelse.
Maskinpersonalet kan gjennom erfaring, finne
fram til passende vedlikeholds-intervaller for de
forskjellige delene av motoren.
Snarest etter avgang fra skipsverft må:
Merk:Ladeluft-, smøreolje- og ferskvanns-
kjølerens sjøvannsside rengjøres.
Turboladerens kompressorside
vannvaskes.
Rutinearbeider, generelt
1:2
1501

Expected service life for some engine components, engine type K/B/L (Oil operated engines):

Forventet levetid for noen MDO SERVICE HFO SERVICE

motorkomponenter, motor type K/B/L (oljedrift): Hours / Timer Hours / Timer
Piston, B32:40 Stempel, B32:40 60.000 60.000
Piston, B32:36/K/L Stempel, B32:36/K/L 80.000 60.000
Cylinder liner Sylinderforing 60.000 60.000
Cylinder head Sylinderdeksel As for engine/ As for engine/
Som for motor Som for motor
Exhaust valve Avgassventil 30.000 30.000
Inlet valve Luftventil 30.000 30.000
Fuel oil nozzle Br.olje innsprøytningsdyse 8.000 4.000
Fuel oil valve Br.olje innsprøytningsventil As for engine/ As for engine/
Som for motor Som for motor
Fuel oil pump plunger assembly Br.olje pumpeelement 30.000 20.000
Starting air valve Starteluftventil 80.000 80.000
Piston rings Stempelringer 20.000 20.000
Gudgeon pin bearing Krysslager 100.000 100.000
Big end bearings Veivlager 30.000 30.000
Main bearings Rammelager 40.000 40.000
Fuel oil filter Br.oljefilter 5.000
Lubr. oil filter element Smøreoljefilterelement 2.000
Valve rotator Ventilrotator 10.000 10.000
Connecting rod Veivstake As for engine/ As for engine/
Som for motor Som for motor
Camshaft bearing Kamaksellager 30.000 30.000

The hours indicated are for guidance only and for normal operating conditions.
De indikerte timer er kun veiledende og for normale driftsbetingelser.

Routine maintenance in general K/B/E/L-O 1004 Rutinearbeider, generelt

Page 2:2 2:2
 Ulstein Bergen

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Diesel Engines and Lean Burn Gas Engines 

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& Big end bearing Veivlager 0.16 - 0.24 0.32

Gudgeon pin bearing, Krysslager,

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stepped avtrappet 0.10 - 0.16 0.20
Gudgeon pin, Krysspinn
( alloy aluminium piston, aluminiumstempel 0.02 - 0.06 0.10
nodular cast iron piston. seigjerns stempel 0.04 - 0.06 0.10

) Camshaft bearing Kamaksellager 0.06 - 0.12 0.20

- Rocker arm Vippearmer 0.04 - 0.06 0.15

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Gudgeon pin bushing, Krysslager
, alloy aluminium piston, aluminiumstempel 0.30 - 0.80 -
nodular cast iron piston. seigjerns stempel 0.30 - 0.90 -
Camshaft, locating bearing Kamakselens styrelager
*
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Page 1:2 Side 1:2
 Ulstein Bergen
 Diesel Engines and Lean Burn Gas Engines

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pump. smørolje. 0.15 - 0.20 0.40
6
Drive of water pump Drift av vannpumpe 0.15 - 0.20 0.40
(idler gear)

7 Drive of governor Drift av regulator 0.15 - 0.20 0.40

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+
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. Cylinder wear *) Sylinderforing, slitasje *

0 Starting slide Startsleide 0.10 - 0.30

+0.3
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1 +0
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+0.3
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1 +0
(gas engine) (gassdrift) G2 3.00
Piston ring gap: Stempelringsgap1. ring
1. ring 2. og 3. ring 0.50 - 0.80 3.00
3
2. and 3. ring 4. ring 1.15 - 1.35 3.00
4. ring 0.80 - 1.15 3.00
Piston ring groove: Stempelringspor:
Aluminium piston, upper Aluminiumsstempel, øvre 0.09 - 0.13 0.50
5 Cast iron piston, upper. Støpejernsstempel, øvre 0.13 - 0.16 0.50
All pistons, other ring Alle stempler, øvrige
grooves ringspor 0.07 - 0.10 0.50
Flank clearance ring gear/ Flankeklaring startkrans /
4
starter pinion **) Bendixdrev ** 0.7 - 0.9
Oil operated engine Oljedrevet motor
9 Inlet valves Luftventiler 0.25 0.25
Exhaust valves Avgassventiler 0.35 0.35
Gas operated engine Gass motor
9 Inlet valves Luftventiler 0.25 0.25
Exhaust valves Avgassventiler 0.45 0.45
Gas supply valve / rocker Gasspåslippingsventil /
:
arm (Gas engine) vippearm (gassdrift) 0.15 - 0.20 0.20
*) Change of cylinder liner should be taken into *) Utskifting av foring må overveies når den er
consideration when worn up to Ø 250.5 mm slitt opp til Ø 250.5 mm.
**) For KR - 3 and KR - 5 with air starting motor only. **) Gjelder kun KR - 3 og KR - 5 med luftstart-
motor.

Clearances K 0897 Klaringer

Page 2:2 Side 2:2
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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Side 1:1
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

7$%/(2)7,*+7(1,1*63(&,),&$7,216
See also chapt. 1: “Tightening of bolts in general”

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- “Flywheel bearing” Lubr. oil DR 441/57 400 40 1080 110
&URVVEROWV Molycote G-n 294/ +60° 30 / +60°
&\OLQGHUKHDGEROWV
Instruction, see chapt. 2
7LJKWHQLQJRIVWXGV
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- Tightening of studs Lubr. oil 98 10
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KR 1296
Page 1:4 Side 1:4
 Ulstein Bergen
 Diesel Engines and Lean Burn Gas Engines

7$%/()257,*+7(1,1*63(&,),&$7,216
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5LQJJHDUIO\ZKHHO 79 8
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- Camshaft brackets Lubr. oil 265 27
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- Camshaft clamp couplings Loctite no. 270 98 10
Gearwheel on camshaft, governor drive 75 7.5
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M 14 69 7
M 12 39 4
M 10 24 2.5
M8 12 1.2
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Cylinder block, engine foundation M 12 Lubr. oil 78 8
Cylinder block, housing pump end M 16 Lubr. oil 196 20
Cylinderblock, engine foundation M 20 Lubr. oil 343 35
Cylinder block, engine foundation M 24 Lubr. oil 589 60

KR 1296
Page 2:4 Side 2:4
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

7$%(//29(57,/6(77,1*6'$7$)25%2/7()25%,1'(/6(5
Se også kap. 1:“ Tilsettingsdata for bolteforbindelse, generelt”

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,QQVNUXLQJDYEROWHUL
- Rammelager (normal) Smøreolje 343 35
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- “Svinghjulslager” Smøreolje DR 441/57 400 40 1080 110
7YHUUEROWHU Molycote G-n 294/ +60° 30 / +60°
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,QQVNUXLQJDYEROWHU
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Instruksjon, se kap. 3
Innskruning av bolter Smøreolje 98 10
Forspenning av bolter Smøreolje DR 441/57 700 70 196/ +60° 20/ +60°

KR 1296
Page 3:4 Side 3:4
 Ulstein Bergen
 Diesel Engines and Lean Burn Gas Engines

7$%(//29(57,/6(77,1*6'$7$)25%2/7()25%,1'(/6(5
Se også “ Tilsettingsdata for bolteforbindelser, generelt” ( Kap. 1 i instr. bok )

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7DQQKMXOYDQQSXPSH 65 6.5
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- Motorblokk - bunnpanne Smøreolje 88 9
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Sylinder blokk, motorfundament M 12 Smøreolje 78 8
Sylinderblokk-deksel pumpefront. M 16 Smøreolje 196 20
Sylinderblokk, motorfundament M 20 Smøreolje 343 35
Sylinderblokk, motorfundament M 24 Smøreolje 589 60

KR 1296
Page 4:4 Side 4:4
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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Instruction for use of hydraulic power tool for K 1189 Bruk av hydraulisk verktøy for tilsetting av
tensioning of main bearing bolts rammelagerbolter
Page 2:3 Side 2:3
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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Instruction for use of hydraulic power tool for K 1189 Bruk av hydraulisk verktøy for tilsetting av
tensioning of main bearing bolts rammelagerbolter
Page 3:3 Side 3:3
Draw. no. 528/70 I Cylinder head with starting air valve 2401
K-O 1003
Draw. no. 528/70 II Cylinder head with starting air valve 2401
K-O 1003
 2401

CYLINDER HEAD W. STARTING AIR VALVE SYLINDERDEKSEL MED STARTLUFT -

VENTIL

Draw. no. 528/70 I & II Tegn. nr. 528/70 I & II

1. Cylinder head 1. Sylinderdeksel

2. Sealing frame 2. Tetningskarm
3. Top cover 3. Toppdeksel
4. Starting air valve 4. Startventil
5. O-ring 5. O-ring
6. Gasket 6. Pakning
7. Impact bolt 7. Trykkbolt
8. Circlip 8. Sikringsring
9. Cup 9. Skål
10. Indicator valve 10. Indikatorventil
11. Stud 11. Pinneskrue
12. Nut 12. Mutter
13. Gasket 13. Pakning
14. Screw 14. Skrue
15. Inlet valve 15. Luftventil
16. Valve spring, inner 16. Ventilfjær, indre
17. Valve spring, outer 17. Ventilfjær, ytre
18. O-ring 18. O-ring
19. O-ring *)(green colour) 19. O-ring *)(grønn farge)
20. Impact bolt 20. Støt-tapp
21. Slide shoe 21. Glidesko
22. Circlip 22. Sikringsring
23. Tapered seat lock 23. Fjærlås
24. Snap ring 24. Låsering
25. Circlip 25. Sikringsring
26. Screw 26. Festeskrue
27. Washer 27. Underlagskive
28. Washer 28. Underlagskive
29. Self-locking nut 29. Selvlåsende mutter
30. Handwheel 30. Ratt
31. Sleeve 31. Hylse
32. Hose clip 32. Slangeklemme
33. Gasket 33. Pakning
34. Screw 34. Skrue
35. Cover 35. Kjernehullsluke
36. Gasket 36. Pakning
37. Vent plug (KR-3, -5, KV, bank “A”) 37. Plugg (KR-3,-5, KV, Rekke “A”)
38. Blind plug (KR-3, -5, KV, bank “A”) 38. Blindplugg (KR-3,-5, KV, rekke “A”)
39. Ring *) 39. Ring *)
40. Bushing *) 40. Foring *)
41. Sleeve *) 41. Hylse *)
42. O-ring *)(black colour) 42. O-ring *)(svart farge)
43. Stud 43. Pinneskrue
*)Normally not separated from the cylinder head. *) Skal normalt ikke demonteres fra syl.dekselet.

Cylinder head w. starting air valve K-O 1003 Sylinderdeksel med startluft -ventil
Page 1:7 Side 1:7
2401

44. Self-locking nut 44. Selvlåsende mutter

45.
45.
46. Bearing bracket
46. Lagerbrakett
47. Guide pin
48. Valve seat 47. Styrepinn
49. Stud 48. Ventilsete
49. Pinneskrue
50. Rocker arm
50. Vippearm
51. Valve guide, exhaust valve
51. Ventilstyring, avgassventil
52. Clamp
52. Ters
53. Stud
53. Pinneskrue
54. Nut
55. Nut 54. Mutter
56. Adjusting screw 55. Mutter
56. Stillskrue
57. Transfer arm
57. Overføringsarm
58. Rocker arm
58. Vippearm
59. Drain plug, cooling water
60. Gasket 59. Drenplugg, kjølevann
60. Tetningsring
61. Drain fitting
61. Drennippel
62. O-ring
62. O-ring
63. Gasket
63. Pakning
64. Sleeve
64. Hylse
65. O-ring
65. O-ring
66. Pipe
66. Gjennomføringsstuss
67. O-ring
67. O-ring
68. Gasket
68. Pakning
69. Bushing
69. Foring
70. Thread pin
70. Gjengestift
71. Rocker arm shaft
71. Vippearmaksel
72. Male stud pipe coupling
72. Forskruning
73. Bushing
73. Foring
74. Male stud pipe coupling
74. Forskruning
75. Oil pipe
75. Oljerør
76. Screw
76. Skrue
77. Cap nut
77. Kapselmutter
78. Fuel oil pipe w/sealing collar
78. Brennstoffrør m/tetn.mansjett
79. Equal Tee banjo-coupling
79. Forskruning
80. Oil pipe, KV
80. Oljerør, KV
81. Pipe-coupling, KV
81. Forskruning, KV
82. Washer
82. Skive
83. Circlip
83. Sikringsring
84. Rocker arm shaft
84. Vippearmaksel
85. Bushing
85. Foring
86. Nut
86. Mutter
87. Adjusting screw
87. Stillskrue
88. Male stud elbow
88. Vinkelforskruning
89. Equal bulkhead elbow, KR
89. Vinkelskottforskruning, KR
90. Oil pipe, KR
90. Oljerør, KR
91. Rotocap
91. Rotocap
92. Exhaust valve
92. Avgassventil

Cylinder head w. starting air valve K-O 1003 Sylinderdeksel med startluft -ventil
Page 2:7 Side 2:7

94. Valve guide, inlet valve
The cylinder head (1) is made of cast iron. It is
equipped with two inlet and two exhaust valves, a
combined safety and indicator valve (10) and a
fuel injection valve.
From the year 2002 a new type of indicator valve
is used in compliance with the new SOLAS-rules
for surface temperature (effective from 01.07.03).
The indicator valve is not combined with a relief
valve, as the safety function is taken care of by
stretching the cylinder head bolts at too high pres-
sures.
See “Table for tightening specification”, 1702, for
tightening torques of nuts for fitting of indicator
valve, and also separate instr. 2408.
The exchangeable valve seats (48) and the valve
guides (51) are pressed into the cylinder head after
being cooled down.
Cover
The cylinder heads have separate covers, which
consist of the sealing frame (2), the gasket (33)
and the top cover (3). The sealing frame shall nor-
mally not be removed from the cylinderhead. The
safety and indicator valve is located outside the
frame. The fuel oil high pressure pipe (78), the
drain pipe from the fuel injection valve and the
valve gear lubr.oil pipe go through the frame wall.
Likewise the nozzle cooling supply- and drain
pipes, if fitted.
Lubrication
The bearings (69) and (73) are supplied with lu-
br.oil through the pipes (80), (90) (75), impact
taps (20), the adjusting screws (56) and (87), the
slide shoes (21), and the impact bolt (7) are lubri-
cated through bore holes in the rocker arms. Also
see “Valve gear lubr.oil system”, 8301.
The lubr. oil is drained through drilled passages in
the cylinder head to a fitting on the cylinder block,
through drilled passages in the block to a collector
pipe and back to the valve gear lubr.oil tank.
See “Removing and installing the cylinder head”
(2403).
Cylinder head w. starting air valve K-O 1003
Page 3:7
2401
94. Ventilstyring, luftventil
Sylinderdekselet (1) er av støpejern. Det er utstyrt
med to luftventiler, to avgassventiler, kombinert
sikkerhets og indikatorventil (10) og
innsprøytningsventil.
Fra år 2002 leveres en ny type indikatorventil som
er i henhold til de nye SOLAS-reglene for overfla-
tetemperatur (gjelder fra 01.07.03).
Indikatorventilen er ikke kombinert med sikker-
hetsventil, siden sikkerhetsfunksjonen er ivaretatt
ved at sylinderdekselboltene strekkes ved for høye
trykk.
For tilsettingsmoment på muttre for montering av
indikatorventil, se “Tabell over tilsettingsdata”
(1702), og den separate instr. 2408.
De utskiftbare ventilsetene (48) og ventilstyrin-
gene (51) er, i nedkjølt tilstand, presset inn i dek-
selet.
Kapsling
Sylinderdekselet har separat innkapsling som be-
står av tetningskarmen (2), pakningen (33) og
toppdekselet (3). Tetningskarmen skal normalt
ikke demonteres fra sylinderdekselet. Sikkerhets-
og indikator ventilen er plassert utenfor sylinder-
dekselets innkapsling. Gjennom karmveggen er
det ført brennstoffrør (78) til innsprøytningsven-
tilen, dreneringsrør fra denne, smøreoljerør til vip-
pearmbrakettene og, dersom det er aktuelt, til- og
avløpsrør for kjøleolje til innsprøytningsventilen.
Smøring
Smøreoljen, som tilføres lagerbrakettene (46)
gjennom rørene (80), (90) og (75), ledes i boringer
frem til lagerne (69) og (73), støttappene (20),
stillskruene (56) og (87), glideskoene (21), samt
til trykkbolten (7). Se også “Vippearmsmøresys-
tem”, 8301.
Smøreoljen dreneres gjennom boring i sylinder-
dekselet frem til en nippel, se “Demontering og
montering av sylinderdeksel” som leder oljen til
sylinderblokken. Derfra ledes oljen tilbake til
toppsmøreoljetanken.
Se “Demontering og montering av sylinderdekse-
let” (2403).
Sylinderdeksel med startluft -ventil
Side 3:7
2401
Starting air valve
The cylinder heads for 6-, 8-, and 9-cyl. KR-en-
gines are equipped with starting air valves (4)
while on 3- and 5-cyl. engines the valves are re-
placed by “dummy” plugs (38).
The cylinder heads for KV-engines are equipped
with starting air valves on cyl.bank “B”.
On cyl.bank “A” the valves are replaced by “dum-
my” plugs (38).
The starting air enters the cylinder head through
the coupling (72) and flows through a bore to the
starting air valve, which is opened by the air pres-
sure. The opening valve pressure of the valve is
fixed set.
If necessary, the starting air valve can be removed
from the cylinder head without removing the cyl-
inder head from the engine.
Inlet and exhaust valves
• For engines running on diesel oil the inlet and
exhaust valves are identical.
• For engines running on heavy fuel oil the
exhaust valves (92) are different from the
inlet valves (15). The sealing faces of the
exhaust valves and the inlet valves are made
of different steel qualities, and the valves
must not be interchanged. The exhaust valves
are marked EXH at the end of the shaft stem.
In order to prolong the lifetime of the valves they
are equipped with “Rotocaps” (91). For more de-
tailed information about “Rotocap”, ref. 2405.
Before the tapered seat locks (23) can be re-
moved, both rocker arm brackets(46) with lubr. oil
pipes (75) and (80) have to be removed. The ta-
pered seat lock (23), which is split in to halves, are
removed by pressing down “Rotocap” (91) by
means of tool DR 188/84 (see “Special tools”).
The tool DR 188/84 is placed under the nut (54)
when the clamp (52) for the fuel injection valve is
to be removed. If a valve spring is broken, it is not
necessary to dismantle the cylinder head. The en-
gine is turned to a position when all the valves are
Cylinder head w. starting air valve K-O 1003
Page 4:7
Starteventil
Sylinderdekslene for 6, 8 og 9 syl. KR-motorer er
utstyrt med startventiler (4). På 3- og 5 syl. motor-
er er startventilene erstattet med blindplugger
(38).
Sylinderdekslene for KV-motorer er utstyrt med
startventiler i rekke “B”.
I rekke “A” er startventilene erstattet med blind-
plugger (38).
Startluften kommer inn på sylinderdekselet gjen-
nom forskruningen (72) og ledes gjennom en bor-
ing frem til startventilen som åpner pga.
lufttrykket. Startluftventilens åpningstrykk er fast
innstilt.
Om nødvendig kan startventilen demonteres uten
at sylinderdekselet er demontert.
Luft- og avgassventiler
• For dieseloljedrift er luft og avgassventilene
identiske.
• For tungoljedrift er avgassventilene (92)
forskjellige fra luftventilene (15). Avgass- og
luftventilenes seter er armert med forskjellige
materialer, og ventilene må derfor ikke
ombyttes. Avgassventilene er merket med
EXH i enden av ventilspindelen.
Ventilene er utstyrt med “Rotocaps” (91) for å for-
lenge ventilenes levetid. For mere detaljert infor-
masjon se “Rotocap”, 2405.
For å komme til å løse av fjærlåsene (23), må
begge vippearmbrakettene (46) med smøre-
oljerørene (75) og (80) fjernes. Demontering av
fjærlåsene (23), som er i to halve, utføres ved å
trykke “Rotocap” (91) ved hjelp av verktøyet DR
188/84 (se “Spesialverktøy”).
Verktøyet DR 188/84 hektes inn under mutteren
(54) etter at tersen (52) for innsprøytningsventilen
er fjernet. Dersom en ventilfjær er brukket er det
ikke nødvendig å demontere hele sylinderdekse-
let. I stedet tørnes motoren til alle ventilene i syl-
Sylinderdeksel med startluft -ventil
Side 4:7

closed. The cylinder is then pressurized by com-
pressed air through the indicator valve. Then pro-
ceed as mentioned above.
1. The valve seats
The valve seats (48) and the sealing faces on the
valves (15) and (92) are made of a specially hard-
ened steel which can only be worked by grinding.
(See “Data for valve grinding”).
The tool DR 88/17 and DR 46/95, see “Special
tools”, are meant only for lapping of the seats.
Special tool for grinding the valve seats is not in-
cluded in Rolls-Royce’s standard supply of tools,
but can be supplied on special request.
2. Removal of the valve seats
Removal of the valve seats (48) demands great
care such that damage to the cylinder head and the
machined seating for the valve seats is avoid-
ed.Two ways of removal are recommended:
a. A welding bead is placed in the middle of the
seat height and around the inside of the seat.
Use a relatively high current intensity and an
electrode diameter of approx. 3 - 3.5 mm. The
surrounding part of the cylinder head is
covered to prevent damages from welding
sparks. After cooling, the valve seat is pulled
out.
b. By means of a small rotating grinding wheel,
cut three deep grooves in the valve seat for
fitting an extractor with three claws.
3. Installing new valve seats
Installing new valve seats can be done when
the contact surfaces are well cleaned and free
from any burrs. This is necessary in order to
fit the valve seats in correct position and to
obtain a good contact which is important for a
satisfactory heat conduction.
Before placing the seats, they are to be cooled
in corbonic acid for 5-6 hours. The valve
seats must rapidly be driven completely into
position.
The valve guides (51) can be forced out of the cyl-
inder head by means of a drift pin.
Cylinder head w. starting air valve K-O 1003
Page 5:7
2401
inderdekselet er lukket, og deretter settes trykkluft
inn på sylinderen gjennom indikeringsventilen.
Forøvrig går en frem som nevnt ovenfor.
1. Ventilsetene
Ventilsetene (48) og setene på ventilspindlene
(15) og (92) er av spesielt hardt og slitesterkt ma-
teriale, som kun lar seg bearbeide ved sliping (se
“Data for ventil sliping”).
De medleverte verktøyene DR 88/17 og DR 46/
95, se “Spesialverktøy” er kun beregnet for “lap-
ping” av setene. Spesialverktøy for sliping av
ventilsetene inngår ikke i Rolls-Royce sin stand-
ard leveranse, men kan leveres på bestilling.
2. Demontering av ventilsetene
Demontering av ventilsetene (48) krever stor for-
siktighet, så dekselet eller utboringene for ventil-
setene ikke skades.To metoder for demontering
anbefales:
a. En sveiselarve legges midt på ringhøyden og
rundt seteringens innside. Bruk relativt stor
strømstyrke og en elektrode-diam. på ca. 3 -
3,5 mm. Omkringliggende partier på
sylinder-dekselet dekkes for sveisesprut. Etter
avkjøling trekkes ventilsetet ut.
b. Med en liten roterende slipeskive smergles tre
dype spor inn i ventilsete for feste av et
trekkverktøy med tre klør.
3. Montering av nytt ventilsete
Montering av nytt ventilsete kan foretaes etter
at flatene, som kommer i kontakt med
hverandre, er absolutt rene og fri for grader.
Dette for å oppnå god metallisk kontakt, som
er viktig for plasseringen av ventilsetet og for
å oppnå tilfredstillende varmebortføring.
Før montering legges ventilsetet i
“kullsyresnø” i 5 - 6 timer. Monteringen må
skje hurtig og ventilsetet drives helt inn til
anlegg.
Ventilstyringen (51) kan, ved hjelp av en dor,
drives ut av sylinderdekselet.
Sylinderdeksel med startluft -ventil
Side 5:7
2401
Care must be taken such that the cylinder head is
not damaged. The valve guides are cooled and in-
stalled as for the valve seats (48).
The valves must be fitted correctly in order to
work satisfactory. See “Data for valve grinding”.
When the valve, the valve seat and the valve guide
are well cleaned, the seat of the valve is coloured
and put into the cylinder head. The valve is rotat-
ed 1/4 of a revolution by means of the tool DR 88/
17. The weight of the tool and the valve will give
satisfactory pressure, so it is not recommended to
apply further pressure on the tool.
Correct contact is obtained when the colour shows
even contact around the outer seat diameter. If the
colour shows unsatisfactory contact, the seat has
to be grinded by machine.
The correct angle is stated in “Data for valve
grinding”.
When the grinded seat shows correct contact, the
seat and valve are to be lapped together by means
of grinding paste. In addition to the use of the tool
DR 88/17, the tool DR 46/95 is placed on the
valve before this is placed in the cylinder head.
The lapping is correctly done when the contact
surface is covering half the seat from the outer to
the inner diameter of the valve seat (48).
CAUTION
Before installation, the valve (15) and (92), the
valve seat (48) and the valve guide (51) must be
well cleaned and inserted with lubr.oil.
Injection valve
The injection valve is kept in position by the
clamp (52), the studs (53) and the nuts (54). For
dismantling and installation see “Injection valve”
and “Table of tightening specifications”.
Aim at even tightening and observe that the clamp
(52) may be deformed if the nuts (54) are tight-
ened too much.
Remember to replace the copper gasket
between the injection valve and ring (39) if the
valve is removed from the cylinder head.
Assure that the old gasket is removed before a
Cylinder head w. starting air valve
Page 6:7
Det må utvises forsiktighet så sylinderdekselet
ikke tar skade. Montering av ventilstyringene
foregår med “kullsyresnø”, som for ventilsetene
(48).
Ventilspindlene krever nye tilpassing for å fungere
tilfredstillende. Se “Data for ventil-sliping”. Etter
grundig rengjøring av ventilspindel, ventilsete og
ventilstyring, påføres spindelens sete et tynt lag
farge og settes ned i sylinderdekselet. Ventilen
dreies 1/4 omdreining med verktøyet DR 88/17.
Større press mot setet enn det ventil og verktøy
alene gir, er ikke tilrådelig.
Riktig anlegg er oppnådd når anlegget er jevnt
rundt hele setet på største diameter. Viser farge-
kontrollen dårlig anlegg skal setet slipes med
maskin.
Vinkelen som skal nyttes er oppgitt under “Data
for ventilsliping”.
Når det slipte anlegget er tilfredstillende skal
setene “lappes” sammen ved hjelp av slipepasta.
Foruten verktøyet DR 88/17 nyttes også verktøyet
DR 46/95, som settes inn på ventilspindelen før
den settes på plass i sylinderdekselet. “Lappin-
gen” er riktig utført når anlegget dekker halve se-
tebredden inn fra ytterste diameter på ventilsetet
(48).
FORSIKTIGHET
Før montering av ventilspindel må
ventilspindel (15) og (92), ventilsetet (48) og
ventilstyring (51) på nytt rengjøres grundig og
innsettes med smøreolje.
Innsprøytningsventil
Innsprøytningsventilen holdes på plass av tersen
(52), pinneskruene (53) og mutterne (54).
Vedr. demontering og montering se “Innspr.ven-
til” og “Tabell over tilsettingsdata”. Tilstreb jevn
tiltrekking og vær oppmerksom på at tersen (52)
kan deformeres ved for hard tiltrekking av mut-
trene (54).
Vær oppmerksom på at pakningen mellom
ring (39) og innsprøytningsventilen bør skiftes
dersom ventilen demonteres fra sylinder-
dekselet. Kontroller at det ikke ligger igjen
K-O 1003 Sylinderdeksel med startluft -ventil
Side 6:7

new one is installed.
The sleeve (41) is normally not removed, but if
necessary because of leakage the sleeve has to be
replaced by a new. The same is regarded for the
ring (39), bushing (40) and O-rings (19) and (42).
to remove the sleeve, screw in a bolt, M36x3, and
press out the sleeve.
Mounting
The O-ring (42) do not stand mineral oil. Apply
silicon grease to the ring before fitting. The green
O-ring (19) is placed in the upper groove.
The lower sleeve is sealed by the ring (39) press
the sleeve out against the cylinder head bottom.
When mounting the ring (39), use special tool DR
415/86. (Not standard delivered tool). Confer
Rolls-Royce.
Cylinder head w. starting air valve
Page 7:7
2401
gammel pakning på setet i dekselet.
Hylsen (41) skal normalt ikke demonteres, men
dersom det allikevel er nødvendig pga. lekkasje
må den erstattes med en ny. Det samme gjelder for
ringen (39), foringen (40) og O-ringene (19) og
(42). Hylsen demonteres ved at en skrur inn en
bolt, M36x3, og ved hjelp av den presser hylsen
ut.
Montering
O-ringen (42) tåler ikke smøreolje og må innsettes
med silikonfett. Den grønne O-ringen skal være
øverst. Tetningen i nedre del av hylsen skjer ved
at ringen (39) presser hylsen (41) ut mot dek-
selbunn. Montering av ringen skjer ved hjelp av
verktøyet DR 415/86. (Verktøyet er normalt ikke
medlevert motor). Konferer med Rolls-Royce.
K-O 1003 Sylinderdeksel med startluft -ventil
Side 7:7
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Page 1:2 Side 1:2
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Removing and installing the cylinder head KR-O 0282 Demontering og montering av sylinderdeksel
Page 2:2 Side 2:2
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tensioning of cylinder head bolts sylinderdekselbolter
Page 1:3 Side 1:3
 Ulstein Bergen
 Diesel Engines and Lean Burn Gas Engines

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tensioning of cylinder head bolts sylinderdekselbolter
Page 2:3 Side 2:3
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines
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Page 1:3 Side 1:3
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Camshaft KR-O 1078 Kamaksel

Page 5:5 Side 5:5
Draw. no. 420/92 Camshaft drive chain tensioning 4102
KR-ccw
(ccw) 0797
 4102

CAMSHAFT DRIVE, CHAIN TENSIONER DRIFT AV KAMAKSEL KJEDESTRAMMER

(COUNTERCLOCKWICE ROTATING (VENSTREGÅENDE MOTOR)
ENGINE)

Draw. no. 420/92 Tegn. nr. 420/92

1. Chain jockey 1. Strammehjulsholder

2. Nozzle 2. Dyse
3. Shaft 3. Akseltapp
4. Locking plate 4. Låseplate
5. Screw 5. Skrue
6. Lock washer 6. Låseskive m/tunge
7. Bolt 7. Bolt
8. Locking wire 8. Låsestreng
9. Chain idler 9. Strammehjul
10. Circlip 10. Sikringsring
11. Distance sleeve 11. Avstandshylse
12. Bolt 12. Bolt
13. Cotter pin 13. Splint
14. Nut 14. Mutter
15. Washer 15. Underlagsskive
16. Sleeve 16. Hylse
17. Roller bearing 17. Rullelager
18. Dog 18. Ters
19. Nut 19. Mutter
20. Cotter pin 20. Splint
21. O-ring 21. O-ring
22. O-ring 22. O-ring
23. Adjusting nut 23. Strammemutter
24. Lock nut 24. Låsemutter
25. Chain **) 25. Kjede **)
26. Measuring plate *) 26. Måleplate *)
27. Screw for mounting measuring plate *) 27. Skrue for montering av måleplate *)
28. Pins on measuring stick*) 28. Tapper på målestav *)
29. Measuring stick *) 29. Målestav *)
30. Riveted joints **) 30. Klinkeledd (skjøteledd) **)

*) Item 26, 27, 28 and 29 are special tool *) Posnr. 26, 27, 28 og 29 er spesialverktøy
414229. 414229.
**) The chain (25) and the Riveted joints (30) **) Kjeden (25) og skjøteleddet (30) blir en
make a complete chain komplett kjede.

The camshaft is driven from the flywheel end of
the crankshaft by a roller chain, 1 1/4” duplex,
with a length of 81 pitches plus a connecting link.
The chain is lubricated by the lubr.oil nozzles (2).
Kamakselen blir drevet av veivakselen via en
kjede, 1 1/4” duplex, med 81 ledd pluss
skjøteledd. Kjededriften er arrangert i motorens
svinghjulsende. Smøringen av kjeden foregår
gjennom dysene (2).

The chain has riveted joint Kjeden er skjøtet med klinket ledd

Camshaft drive, chain tensioner KR-ccw 1007 Drift av kamaksel kjedestrammer (Venstregående
(Counterclockwice rotating engine) motor)
Page 1:4 Side 1:4
4102
The chain has riveted joint. If the chain has been
removed, only riveted joint should be employed
when replacing the chain. Pinned joint, or joint
with clip should never be applied.
The chain jockey is pivoted on the shaft (3).
Before adjusting the chain tension, the cover be-
low the camshaft chain wheel and the chain idler
cover must be removed.
The locking wire (8) is removed and the nut (24)
untightened.
By means of the nut (23), the chain jockey (1) is
moved until correct chain tension is obtained.
CAUTION
Before the distance “T” is measured, the engine
must be turned opposite to it’s normal
direction of rotation, to accumulate all chain
slack at the measuring point.
Correct chain tension is obtained when the
longest free part can be moved a total
deflection of 20 mm. (T= 20 mm, see drawing).
The chain deflection “T” can easily be measured
with tool 414229 through the opening below the
camshaft chain wheel cover. The tool consists of a
stick (29), screw (27) for mounting measuring
plate and 2 of measuring plates (26). The measur-
ing plate with 3 holes is for counterclockwise ro-
tating KR - engines and the measuring plate with
4 holes is for clockwise KR-engines and KV-en-
gines.
1. Fit the measuring plate (26) in the opening.
2. The measuring stick (29) is placed on the
chain (25). See drawing.
3. Pull the stick (29) out with a force of approx.
200 - 300N.
The value is found by comparing the scale on
the stick with the measuring plate (26).
Push the tool back in with a force of approx.
200 - 300N and take another reading.
4. Value 3 is found by subtracting the first value
from the second value.
5. Between the pins (28) and chain there will be
Camshaft drive, chain tensioner KR-ccw 1007
(Counterclockwice rotating engine)
Page 2:4
Kjeden er skjøtet med klinket ledd. Dersom
kjeden har vært tatt ut skal det benyttes klinkeledd
ved monteringen. Skjøteledd med klips eller låse-
bolt og mutter må ikke nyttes.
Strammehjulsholderen er opphengt dreibart om
akselen (3).
Ved justering av kjedestrammingen fjernes luken
nedenfor kamaksel kjedehjul og dekselet over kje-
destrammeren. Låsestrengen (8) fjernes, og mut-
teren (24) løses.
Med mutteren (23) beveges nå strammehjulshold-
eren (1) inntil riktig kjedestramming er oppnådd.
FORSIKTIGHET
Før avstanden “T” kontrolleres, må motoren
tørnes motsatt av motorens dreieretning for å
samle all slakk i måleområdet.
Riktig stramming av kjeden har en når den
lengste frie delen kan beveges totalt 20 mm.
(T= 20 mm, se tegning).
Kjedeutslaget “T” måles gjennom lukeåpningen
under kamakselens kjedehjul ved hjelp av verktøy
414229. Verktøyet består av målestav (29), skrue
(27) for montering av måleplate og 2 måleplater
(26). Måleplaten med 3 hull er tilpasset Venstre-
gående KR-motorer og måleplaten med 4 hull er
tilpasset høyregående KR-motorer og KV-motor-
er.
1. Monter måleplaten (26) i lukeåpningen.
2. Målestaven (29) settes inn på kjeden (25). Se
tegning.
3. Målestaven (29) draes ut med en kraft på ca.
200 - 300 N.
På skalaen til målestaven avleses en verdi
mot måleplaten
Deretter skyves verktøyet inn med en kraft på
ca. 200 - 300 N og en ny verdi avleses.
4. Verdien 3 finnes ved å trekke den første
verdien fra den andre.
5. Mellom tappene (28) og kjeden er det noe
Drift av kamaksel kjedestrammer (Venstregående
motor)
Side 2:4

some slack all depending on the chain in use.
The deflection is value 4.
The chain deflection “T” is found by using the fol-
lowing equation:
“T” = value 3 - value 4. The right tension on the
chain is when “T” = 20 mm.
The chain is to be tensioned when the deflection is
more then 28 mm.
CAUTION
Be aware that inaccurate adjustment will cause
exessive wear of the chain drive.
If the chain is too tight it will influence on the
crankshaft deflection.
When a new chain is fitted in the engine, the
chain deflection will increase considerably
during the first 10 - 15 hours.
Rolls-Royce recommends checking the chain
deflection after 15 operating hours with a new
chain.
When correct chain tension is obtained, tighten
the lock nut (24) and secure it by look wire to the
adjusting nut (23).
If the idler wheel (9) is to be replaced, remove the
adjusting nut (23) and swing the chain tensioner
away from the chain. Remove nut (14), pull out
the bolt (12) from the chain jockey (1) and remove
the idler wheel .
The roller bearings (17) are lubricated by lubr.oil
mist from the crankcase.
At overhaul, check that the lubr. oil nozzle holes
are open and face chain.
It is important that the chain drive is inspected fre-
quently. See “Table of Routine Maintenance”. The
chains should be replaced when the total elonga-
tion exceeds 1,5%. (The length of a new chain =
number of links multiplied by 31,75 mm.)
Measurement of extension due to wear, when
chain is dismantled
Camshaft drive, chain tensioner KR-ccw 1007
(Counterclockwice rotating engine)
Page 3:4
4102
slakk alt etter hvilken kjede man bruker.
Denne slakken kalles: verdi 4
Kjedeutslag “T” finner en ved følgende formel:
“T” = verdien 3 - verdien 4.
Riktig stramming av kjeden har en når
“T”= 20 mm.
Kjeden må strammes når slakken er er større enn
28 mm.
FORSIKTIGHET
Dersom kjeden har feil stramming vil slitasjen
av kjedearrangement øke vesentlig.
Dersom kjeden er for stram vil dette også
innvirke på veivakselindikeringen.
Når en ny registerkjede monteres i motoren vil
kjeden slakkes betydelig i løpet av de første
10 - 15 timene.
Rolls-Royce anbefaler derfor at kjedeslakken
sjekkes etter 15 driftstimer for en ny kjede.
Etter justering av kjeden tilsettes låsemutteren
(24) og låses sammen med strammemutteren (23)
med låsestreng.
Dersom strammehjulet (9) skal skiftes, fjernes
strammemutteren (23) og kjedestrammeren sving-
es ut fra kjeden. Mutteren (14) skrues av, bolten
(12) trekkes ut av strammehjulsholderen (1) og
strammehjulet taes ut
Rullelagrene (17) blir smurt av oljedamp fra veiv-
rommet.
Ved overhaling må det påsees at smøredysenes
hull er åpne og at de står overett med leddene på
kjeden.
Det er viktig at kjededriften kontrolleres regelm-
essig. Se “Tabell over rutinearbeider”. Kjeden bør
skiftes dersom lengden har øket 1,5% eller mer.
(Lengden av en ny kjede = antall ledd multiplisert
med 31,75 mm.)
Måling av demontert kjede for å finne
forlengelse og slitasje
Drift av kamaksel kjedestrammer (Venstregående
motor)
Side 3:4
4102
Lay the chain, which should terminate at each end
with an inner link, on a flat surface. Anchor at one
end and attech a turnbuckle at the other. Tension
the chain until all the slack has been taken up.
Measure the length between centres of end bear-
ing pins and calculate the elongation as follow:
The chain has 81 pitches (without connecting
link) and the length of a new chain is then 2571,75
mm. When the length of the chain exceeds 2610
mm, it has to be replaced.
Measurement of extension due to wear, when
chain is fitted
The engine is turned in order totension the chain
over the measuring part.
Count the pitches which are to be measured, for
example 10 pitches. Find the length for new chain
by calculating:
31,75 mm * 10 = 317,5 mm.
1,5 % elongation is : 317,5 mm * 1,015 = 322,3
mm.
The chain has to be replaced when the length ex-
ceeds 322,3 mm.
Examination of chain wheel
Examination of the tooth flanks will give an indi-
cation of the amount of wear which has occured
and this will, under normal conditions, take the
form of a polished worn strip above the circular
root. If the depth of this wear has reached the
amount 1 mm, then steps should be taken to re-
place the chain wheel when the chain becomes
due for renewal.
If question please contact Rolls-Royce.
Camshaft drive, chain tensioner KR-ccw 1007
(Counterclockwice rotating engine)
Page 4:4
Kjeden, som avsluttes med innerledd i begge
ender, legges på et plant underlag. Sett fast den
ene enden og fest den andre til en strekkfisk.
Strekk kjeden til all slakk er tatt opp.
Mål lengden fra pinne-senter til pinne-senter.
Kjeden skal ha 81 ledd (uten låseledd) Ny kjede
skal da måles til 2571.75mm. Når kjeden måler
2610mm eller mer, er den utslitt og må skiftes.
Kjeden må være feilfri og nye ledd må ikke
monteres inn i en brukt kjede.
Måling av montert kjede for å finne forlengelse
og slitasje.
Motoren tørnes slik at kjeden blir mest mulig
strukket på målestedet.
Tell antall ledd som skal måles, eks. 10 ledd.
Ved ny kjede skal lengden være:
31,75 mm * 10 = 317,5 mm
1,5 % forlengelse er : 317,5mm *1,015 = 322,3
mm.
Dersom målingen viser at lengden er 322,3 mm
eller større, må kjeden skiftes.
Kontroll av kjedehjul
Inspeksjon av tannflankene viser hvor mye tan-
nhjulet er slitt. Normalt vil slitasjen vise seg ved
en polert slitt stripe over bunnsirkelen.
Dersom slitasjen på tennene er over 1 mm dyp,
bør en skifte tannhjul ved første kjedeskift.
I tilfelle spørsmål, vennligst ta kontakt med Rolls-
Royce.
Drift av kamaksel kjedestrammer (Venstregående
motor)
Side 4:4
 Ulstein Bergen

Draw. no. 420/93 Exhaust and inlet valve drive mechanism 4301
KR 1080
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 

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Page 4:9 Side 4:9
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upper liner parts, in piston ring grooves
and on exhaust valve stem/guide.
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på foringers øvredel, i stempelringspor
og på avgassventilspindel /-styring.
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injection viscosity.
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insprøytnings viskositet.
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increase in smoke level, especially at
low load. Compatibility problems.
&RQUDGVRQ&DUERQ Har innflytelse på beleggdannelse og til
øket røk i avgass. Spesielt ved lav last.
9DQDGLXP High temprature corrosion of exhaust
valves. Depoist formation.
9DQDGLXP Høytempratur korresjon på
avgassventiler. Beleggdannelse.
6RGLXP Depostit formation. Sodium content is
connected with seawater ( 1%
seawater ~100ppm Natrium).
7LOWDN
Ensure seperator settings are correct.
Korrekt innjustering av separator..
Ensure coolant outlet temprature is
between 85 - 89°C. Ensure lubricating
oil has sufficently high TBN - no.
Høy kjølevannstempratur
85 - 89°C etter sylinder. Smøreolje
med tilstrekkelig høyt TBN- tall.
Ensure temprature is correct for
required viscosity.
Korrekt tempraturnivå for
vedkommende viskositet.
Increas inlet air and coolant temprature
at low load. Check conditions of fuel
valves. See below.
Høye tempraturer på ladeluft og
kjølevann ved lav last.
Check function of rotocap. Check valve
clearance and valve seating.
Kontroll av rotocapfunksjon. Kontroll av
ventilklaring og ventilanlegg.
See under “water” (below).

Preheating temprature for inter mediate fuels K/B-HFO 0391 Oppvarmingstempratur for tungoljer
Page 5:9 Side 5:9
 Ulstein Bergen
 Diesel Engines and Lean Burn Gas Engines

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Wear and depoist formation. Damage Increase charge air temprature at low
to piston and rings. load. Keep high cooling water
tempratures. in extreme cases: mix fuel
with diesel oil having cetane no. 35
min.
Watch compatability.
Slitasje og beleggdannelse. Skader på Økning av ladelufttemprature ved lav
stempel og ringer. last. Hold høye kjølevannstempraturer.
I ekstreme tilfeller: Innblanding av
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Slipende slitasje på brennstoffutstyr,
foringer og ringer..
Pretreatment
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Cetantall min. 35.
Kompabilitet må kontrolleres.
Effective seperation and filtration is
essential.
Reduce content to 5p pm max.
Particle size max. 5 micron.
Effektiv separering og filtering er
nødvendig.
Mengde reduseres til max. 5p pm,
partikkelstørrelse til max. 5 my.
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Diesel Engines and Lean Burn Gas Engines
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Draw. no. 492/13 Cooling water pump with drive 8503

KR 1078
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines 8503

COOLING WATER PUMP WITH DRIVE KJØLEVANNSPUMPE MED DRIFT

Draw. no. 492/13 Tegn. nr. 492/13

1. Shaft w/gear wheel 1. Aksel m/ tannhjul

2. Screw 2. Skrue
3. Lock washer 3. Sikringskive m/ tunge
4. Circlip 4. Sikringsring
5. Copper gasket 5. Kobberpakning
6. Locking wire 6. Låsestreng
7. Screw 7. Skrue
8. Plug 8. Plugg
9. Gasket 9. Pakning
10. Pump housing 10. Pumpehus
11. Slide ring sealing (3-piece) 11. Glideringstetning (3 deler)
12. Plug 12. Plugg
13. Gasket 13. Pakning
14. Split washer 14. Fjærskive
15. Nut 15. Mutter
16. Stud 16. Pinneskrue
17. Flange 17. Endeflens
18. O-ring 18. O-ring
19. Lock nut 19. Selvlåsende mutter
20. Washer 20. Underlagskive
21. Impeller 21. Skovlhjul
22. Sealing ring 22. Tetningsring
23. Roller bearing 23. Rullelager
24. Circlip 24. Sikringsring
25. Bearing housing 25. Lagerhus
26. Roller bearing 26. Sfærisk rullelager
27. End plate 27. Deksel

Tool Verktøy
28. Extractor DR 178/18 28. Terseskrue for demontering av skovlhjul,
DR 178/18

The cooling water impeller pump is mounted on the Kjølevannspumpen, er en sentrifugalpumpe. Den er
cover in the pump end of the engine. The pump is montert på dekslet i motorens pumpeende og blir
driven from the crankshaft gear wheel through an drevet fra tannhjulet på veivakselen over et mellom-
idler gear. See “Pump drive”, chapt.8. hjul. Se “Drift av pumper”, kap. 8.

The shaft (1) with the gear wheel is guided axially by Akselen (1) med skovlhjul styres aksielt av rulle-
the roller bearing (26). The rollerbearings (26) and lageret (26). Rullelagerne (26) og (23) smøres av olje
(23) are lubricated by oil which is supplied through som tilføres gjennom rør til boringen “C”.
the bore “C”.

The sealing ring (22) seals against lubr.oil from the Tetningsringen (22) tetter for smøreolje fra lager-
bearing housing (25) and the slidering sealing (11) huset, (25), og glideringstetningen (11)tetter mot
seals against water from the pump housing (10). vann fra pumphuset (10).

Cooling water pump with drive KR/L 1078 Kjølevannspumpe med drift
Page 1:3 Side 1:3

8503 Diesel Engines and Lean Burn Gas Engines
Leaky sealings can be observed by lubr.oil or water
coming through the passage“E” in the bearing
housing (25).
Experience shows that it is difficult to obtain satis-
factory sealing by applying a usedslide ring sealing
(11). It is recommended to change both sealings
(22) and (11) if any of them is leaking.
Dismantling
When all pipes connections are disconnected from
the pump, it can be removed from the engine.
When the inlet flange (17), the pump housing (10)
and the nut (19) are removed, the impeller can be
pulled off the shaft by means of the extractor (28).
If oil leaks through the passage “E”, requiring re-
placement of the sealing ring (22), the pump hous-
ing must also be dismantled from the bearing
housing. If the shaft (1) has to be removed, the end
plate (27) must be disconnected. The shaft with the
roller bearing (26) and the innerring of the roller
bearing (23) can now be pulled out of the bearing
housing. The gear wheel is shrink fitted to the shaft
and can not be separated from the shaft without
being damaged.
Assembling
When fitting a new gear wheel to the shaft, the gear
wheel must be heated to approx. 200°C. The end of
the shaft shall be on line with the side of the wheel.
The roller bearing (26) is fitted to the shaft by a
conical sleeve with a nut. The distance “A” should
be 18.9 mm when the sleeve is slightly fastened to
the shaft. The bearing shall be pulled up 0.4 mm on
the sleeve such that the distance“A” is 18.5 ± 0.2
mm. Assure that the outer bearing ring rotates free-
ly.
If the shaft (1) or the slide ring sealing (11) have
been removed, both the sealing ring(22) and the
slide ring sealing (11) ought to be replaced. When
bolting the pump housing to the bearing housing,
make sure that copper gaskets (5) are applied under
each of the screws (7). It should also be checked
that the screws (7) are safely secured in pairs with
stainless steel locking wire (6). After bolting the
Cooling water pump with drive
Page 2:3
Ulstein Bergen
Lekkasje ved tetningsringer oppdages ved at smøre-
olje eller vann kommer ut gjennom bringende “E”i
lagerhuset (25).
Erfaringsmessig er det vanskelig å få tilfredstillende
tetning etter montering av brukt glideringstetning
(11). Vi anbefaler derfor at nye tetningsringer, (22)
og (11), monteres dersom den ene viser tegn til le-
kkasje.
Demontering
Når alle rørforbindelser er løst, kan pumpen de-
monteres fra motoren.
Etter at endeflensen (17), pumpehuset (10) og mut-
teren (19) er fjernet, kan skovlhjulet trekkes av ved
hjelp av terseskruen (28).
Ved eventuell oljelekkasje gjennom boringen “E”,
som nødvendiggjør utskifting av tetningsringen
(22), må også pumpehuset (10) demonteres fra
lagerhuset. Ved demontering av akselen (1) må også
dekslet (27) løses av. Akselen med rullelageret (26)
og innerøring på rullelageret (23), kan nå trekkes ut
av lagerhuset. Krympforbindelsen mellom akselen
(1) og tannhjulet skal kun løses når aksel eller tannh-
jul skal skiftes. Ved eventuell demontering må der-
for krympforbindelsen delegges (ved f.eks. å bore
en serie huller i den defekte del).
Montering
Ved påkrymping av nytt tannhjul på akselen (1) må
tannhjulet varmes opp til ca. 200°C. Akselenden
skal “flukte med”siden på tannhjulet. Rullelageret
(26) festes på akselen ved hjelp av en konisk hylse
med mutter. Målet “A”skal være 18,9 mm når hyls-
en er lett tilsatt på akselen. Lagerets opptrek-
kingslengde på den koniske hylsen skal være 0,4
mm. Etter opptrekking skal målet “A”være 18,5 ±
0,2 mm. Kontroller at lagerets ytterring løper lett.
Dersom akselen (1) eller glideringstetningen (11)
har vært demontert, bør både tetningsringen (22) og
glideringstetningen (11) skiftes ut. Monteringsanvis-
ning følger med ny glideringstetning. Ved sammen-
bolting av lagerhus og pumpehus må det
kontrolleres at kobberpakninger (5) er plassert un-
der samtlige skruer (7). Det må også påsees at sk-
ruene (7) er forsvarlig låst parvis med rustfri låse-
streng (6). Etter sammenbolting av pumpehus og la-
KR/L 1078 Kjølevannspumpe med drift
Side 2:3
 Ulstein Bergen
Diesel Engines and Lean Burn Gas Engines
pump housing to the bearing housing, the measure
“B”should be 45 ± 1.0 mm.
It is important that the part of the slide ring
sealing (11) in contact with the shaft is mounted
quickly and in correct position in one
movement.
To ease the mounting, thin lubr.oil can be
used. Grease, Molykote or the like should not
be used.
The impeller (21), the washer (20) and the nut
(19) must successively be mounted. This
because the slide ring sealing will gradually
stick to the shaft.
The utmost precaution must be taken to
prevent damage of the smooth surfaces of the
slide ring sealing!
The impeller (21) should then be fitted to the shaft
with the self-locking nut (19). The tightening
torque, see “Tightening specifications”in chap. 1.
The tooth clearance between the gear wheel on
shaft (1) and the idler gear, see, “Clearances”in
chap. 1.
Cooling water pump with drive
Page 3:3
8503
gerhus med aksel kontrolleres målet “B”. Kontroll-
mål “B”= 45 ± 1,0 mm.
Det er viktig at ytre del av glideringstetningen
(11) monteres hurtig og helt på plass i en
bevegelse.
Som glidemiddel kan det nyttes en tynn
smøreolje, uten tilsetninger. Grease, Molycote
e.l. bør ikke nyttes.
Skovlhjulet (21), underlagsskiven (20) og
mutteren (19), må fortløpende monteres på
plass. Dette fordi materialet i
glideringstetningen som omslutter akselen, har
en tendens til å "suge" seg fast. Det må utvises
den største forsiktighet med
glideringstetningen, slik at de fine overflatene
ikke skades!
Skovlhjulet (21) trekkes inn på akselkonen med
mutteren (19). Tilsettingsmoment skal være i hen-
hold til “Tabell over tilsettingsdata”, kap.1.
Vedr. flankeklaring mellom tannhjulet på akselen (1)
og mellomhjulet, se “Klaringer”, kap.1.
KR/L 1078 Kjølevannspumpe med drift
Side 3:3
 Ulstein Bergen

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Instructions for use of hydraulic pump K/B 0490 Instruksjon for bruk av hydraulisk håndpumpe
Page 3:3 Side 3:3
Service Letter
for
Bergen engines
type KRG and KRM

Collection up to Oct. 2008

Rolls-Royce Marine AS
P.O Box 924 Sentrum, N-5808 Bergen, Norway
Tel: + 47 5553 6000 Fax: + 47 5519 0405
 ULSTEIN BERGEN A/S
SERVICE DIVISION
SERVICE LETTER
Service letter no: 960108.03.999
Topic: Connecting rod.
The treads of big end bearing studs and the
mating threads in the connecting rods must
be perfect, since scored threads may give
raise to fatigue failure of connecting rods.
When big end bearing studs are
dismantled, they must be stored so the
threads do not get damaged or soiled.
Before re-assembly the threads on the studs
and the mating threads inside the
connecting rods must be thoroughly
cleaned ( Washed /flushed ) and checked
visually. The threads inside the connecting
rods are best checked by mirror and torch
light.
The threads of the big end bearing studs
are lubricated with engine oil, prior to
assembly. Turning the studs all the way
down into the mating threads of the
connecting rods, has to be done by hand.
Then the bolts are secured with a specified
torque applied with an Allen wrench
NOTE !
No power tools must be used for turning
the big end bearing studs into the
connecting rods.
If a stud cannot be screwed down all the
way by hand, it has to be taken out again
Engine type: B, KR and KV
Emne : Veivstaker.
Gjengene på veivlagerboltene og
innskruvningsgjengene i veivstaken må
være perfekte, ettersom rivninger i
innskruvningsgjengene i veivstaken kan
være utgangspunktet for utmattingsbrudd.
Når veivlagerboltene demonteres skal de
oppbevares slik at gjengene ikke skades
eller tilsmusses.
Før montering skal innskruvningsgjengene
i veivstaken og gjengene på
veivlagerboltene rengjøres ( vaskes/ spyles)
grundig og underkastes en visuell kontroll.
Innskruvningsgjengene i veivstaken
kontrolleres best v.h.a speil og lommelykt.
Gjengene på veivlagerboltene settes inn
med motorolje før den skrues inn i
veivstaken. Innskruvningen skal skje for
hånd, helt til boltene støter mot bunnen av
gjengehullene. Deretter settes boltene fast
med oppgitt moment vha. en Unbrako-
nøkkel.
NB !
Pneumatisk eller elektrisk verktøy må
ikke brukes til innskruvning av
veivlagerbolter
Setter en bolt seg fast under innskruvning
må den tas ut igjen for ny kontroll og
Page
1 of 2
Service letter no: 960108.03.999
for a renewed check and cleaning of the
bolt itself and the mating threads in the
connecting rod. Should the stud threads
appear to be damaged, the stud has to be
renewed. Should the mating threads in the
connecting rod be damaged, the connecting
rod has to be renewed!
Engine type: B, KR, KV
eventuell ny rengjøring, både av bolten
selv og av innskruvningsgjengene i
veivstaken. Er innskruvningsgjengene i
veivstaken beskadiget, må veivstaken
fornyes!
Page
2 of 2
 ULSTEIN BERGEN A/S
SERVICE DIVISION
SERVICE LETTER
Service letter no: 960108.07.999
Topic: Fuel injection nozzles,
operation and service
Proper operation of fuel nozzles is
important to reduce fuel consumption,
smoke emissions and engine thermal load.
Efficient Diesel combustion is totally
dependant on perfect fuel atomisation
during injection. Fuel injectors must
therefore be maintained in good shape at
all times.
The traditional way to test fuel injectors
has been by manually operated pumps or
similar devices. Tests are made to check
opening pressure, fuel spray-pattern and
eventually tightness Now many operators
and engine builders feel uncomfortable
with these procedures as they prove to be
unreliable with many modern nozzles. This
will often lead to the conclusion that
perfectly good nozzles are worn out.
Nozzle performance must consequently be
evaluated considering the following.
Testing Nozzles.
Nozzles for modern, highly rated Diesel
Engines are designed with large flow
capacities compared to the physical
dimension of the nozzles. Testing such
nozzles in the conventional manner using a
hand operated pump will often give
misleading results.
Engine type: MDO and HFO Engines
Emne : Brennstoff dyser funksjon
og vedlikehold
For å redusere brennstoff forbruket,
avgassemisjoner og termiske belastninger,
er brennstoffventilen og dysens drifts-
forhold viktig.
Man er avhengig av en perfekt brennstoff
forstøvning for å oppnå en effektiv Diesel-
forbrenning. Innsprøytningsventil og dyse
må til enhver tid være i god stand.
Den tradisjonelle metoden for å teste
innsprøytningsventil og dyse er ved hjelp
av en manuell trykkprøvingspumpe eller
tilsvarende utstyr. Man tester da
åpningstrykket, forstøvningsmønster og
tetthet av innsprøytningsventilen. Nå
mener flere og flere motor produsenter og
operatører at denne metoden ikke gir et
riktig bilde av moderne innsprøytnings-
ventiler. Dette medfører ofte at
tilfredsstillende innsprøytningsventil og
dyse blir vurdert til å være utslitt.
innsprøytningsventil og dyse funksjon må
vurderes iht de følgende punktene.
Dyse testing.
Dyser som benyttes på moderne
dieselmotorer, er konstruert for stor
gjennomstrømning av brennstoff i forhold
til dysens fysiske dimensjon. Test av
moderne dyser med konvensjonelt
dysetestutstyr vil ofte gi misvisende
resultat.
Page
1 of 2
Service letter no: 960108.07.999
It is very difficult to achieve the well-
known buzzing from many such nozzles
even when they are new. Nozzles may
appear to have no or only poor atomisation
when tested on standard equipment and
still be in a perfectly good working
condition. This is caused by the
differences in pressure build up between
test pumps and actual fuel injection.
Pressures and flow rates achieved during
actual injection will give the correct spray
pattern and fuel atomisation. Hand
operated pumps and similar equipment
can only be used to adjust nozzle opening
pressure and eventually to check whether
any holes are clogged. (Better done with a
needle gauge).
The best and only relevant nozzle test is
performed by the engine itself.
A nozzle should not be changed or
extracted for inspection unless the single
cylinder exhaust temperature deviates
considerably from the average. One should
also note that high exhaust temperature at
one cylinder may be caused by leaking
valves or incorrect injection timing. The
problem is easily pinned down to the
injector by switching two injectors and
observing if the problem follows the
injector.
Engine type: MDO and HFO Engines
Det er vanskelig å oppnå den velkjente
summelyden selv på en ny
brennstoffventil. Dyser kan under test med
konvensjonelt utstyr gi dårlig forstøvning
selv om de i virkeligheten er i
tilfredsstillende stand. Dette oppstår når
trykkbildet fra testutstyr og
brennstoffpumpe er forskjellig.
Brennstoff levert fra en brennstoffpumpe
som er montert på motor, vil gi det riktige
brennstofftrykk- og gjennomstrømnings-
bilde. Det er kun kontroll av åpningsrykket
og at alle dysehullene er åpne som kan
utføres med manuelt operert testutstyr
eller lignende utstyr.
(Om hullene er åpne, kan bedre
kontrolleres ved hjelp av dysenål.)
Den beste og eneste måten å kontrollere
innsprøytningsventil og dyse er ved hjelp av
motoren.
En brennstoffventil eller dyse bør ikke
skiftes eller demonteres for kontroll før
avgasstemperaturen for den aktuelle
sylinderen avviker betydelig fra avgass-
temperatur gjennomsnittet. En skal også
være klar over at høy avgasstemperaturer
kan være et resultat av lekkasje på
avgassventil eller feil tenningstidspunkt.
Dette kan raskt avklares ved å bytte om to
brennstoffdyser og se om problemet følger
den aktuelle brennstoffventilen.
Page
2 of 2
 ULSTEIN BERGEN A/S
SERVICE DIVISION
SERVICE LETTER
Service letter no: 960328.07.470
Topic: Fire Hazard
Fuel injection pumps of L’Orange make, on
engine types mentioned in the heading of this
service letter are equipped with erosion plugs
having an internal hexagon. (Fig. 1)
These plugs have no means for physical
locking.
Note !
A fire hazard is entailed if these plugs are not
torqued up properly, and/or old copper gaskets
are re-used, and the plugs unscrew.
Furthermore, the internal hexagon reduces the
wall thickness of the plugs, leaving little material
for erosion, before perforation and leakage’s may
occur.
Possible leakage’s may spray across the engine,
reach the exhaust manifold and ignite.
It is therefore important that the tightening
torque of these plugs is checked regularly.
Ulstein Bergen supplies from now on only
modified plugs of hardened steel, with
external hexagon. (Part no. 023709)
The hexagon is drilled for the application of
locking wire. The locking wire has to be
threaded through one erosion plug, twisted
and led around the pump body and threaded
into the other erosion plug before final
twisting. (Fig. 3)
The plugs are to be equipped with new
copper gaskets (Part no. 023466)
and tightened with a torque of 100 NM.
Emne: Brannfare
Engine type: KR\KV MDO\HFO
Innsprøytningspumpene av fabrikat
L’Orange, på motortypene nevnt i
overskriften er utstyrt med erosjonsplugger
med innvendig sekskant. (Fig. 1).
Disse plugger har ingen mulighet for fysisk
sikring.
NB !
Det medfører brannfare dersom pluggene ikke
settes til med tilstrekkelig moment og/eller det
nyttes om igjen gamle tetningsskiver av kobber,
og pluggene løsner og skrur seg ut. Dessuten
reduserer den innvendige sekskanten
godstykkelsen på pluggen, slik at det er lite å
tære på før gjennombrudd kan oppstå.
Eventuelle lekkasjer kan sprute tvers over
motoren til avgassrørene og komme i brann.
Det er derfor viktig at tilsettingen av disse
plugger kontrolleres med jevne mellomrom.
Ulstein Bergen leverer fra nå av kun
modifiserte plugger av herdet stål med
utvendig sekskant. (Art. nr. 023709 )
Sekskanten er gjennomboret for låsestreng.
Låsestrengen tres gjennom hullet i den ene
pluggen, tvinnes og føres rundt pumpen til
den andre, før den tvinnes sammen for låsing.
(Fig. 3)
Pluggene skal utstyres med ny pakningsskive.
( Art.nr. 023466 )
og tilsettes med et moment på 100 NM.
Page
1 of 3
Service letter no: 960328.07.470 Engine type: KR\KV MDO\HFO

Ulstein Bergen recommends that the old Ulstein Bergen anbefaler at de gamle
type of erosion plugs are swapped with erosjonspluggene skiftes ut med den nye
above new type of plugs at the first typen plugger ved første anledning.
occasion.

New pumps are equipped with screws for Nye pumper er utstyrt med skruer for
securing the locking wire as shown on fig.2 sikring med låsestreng som vist på fig.2

Page
2 of 3
 ULSTEIN BERGEN AS
SERVICE DIVISION

SERVICE LETTER

Service letter no. 961025.2 Engine type: B, K and L

Distribution : All K-engines, All B-engines, All service stations, UBE

Anti-Polishing Ring Koksring

Ulstein Bergen has developed anti-polishing
rings for their L-, K- and B- engine types.
The reason for this development was mainly
the lubricating oil consumption which in-
creased steeply during engine operation un-
der high load. Parallel to the high
lubricating oil consumption goas a high
blow-by rate of combustion gases past the
piston rings, leading to contamination of the
For sine L-, K- og B-motorer har Ulstein
Bergen utviklet koksringer. Bakgrunnen for
denne utviklingen var hovedsaklig smøre-
oljeforbruket som økte uakseptabelt bratt
ved høylastdrift av motorene. Parallellt med
høyt smøreoljeforbruk opptrådte det en
kraftig lekkasje av forbrenningsgasser forbi
stempelringene som medførte tilskitning av
smøreoljen og kort standtid for smøreoljefil-
trene.

Page 1:2 Side 1:2

 SERVICE LETTER
Service letter no. 961025.2
lubricating oil in the engine sump and short
filter life.
High lubricating oil consumption and com-
burstion gas blow-by rate are mainly caused
by the deterioration of the honing patterns
of the cylinder liner. (bore polishing).
Therefore the liner surface was no longer
cabable to retain a sufficient lubricating oil
film, thus impeding piston ring perform-
ance. Because of its hardness, the carbon
deposit on the upper piston land was the
main cause for the detoriation of the honing
pattern.
Fitting an anti-polishing ring as indicated on
the above illustration, the piston diameter
above the upper piston ring can be reduced
by approx. 1 - 1.5 mm, so that the carbon
deposits no longer come into contact with
the liner surface. Furthermore, the anti-pol-
ishing ring limits the thickness to which the
carbon deposits can develope before being
scraped off by the lower edge of the anti-
polishing ring.
The anti-polshing ring is fitted with a slight
interference fit into its recess in the cylinder
liner. An extracting tool is supplied. A spe-
cial fitting tool for entering the piston into
the liner is also supplied.
Page 2:2
Rev. Date : 27.11.98
L-mot. tilføyd.
Print Date : 19.03.03
Engine type: B, K and L
Høye smøreoljeforbruk og gasslekkasjer er
hovedsaklig begrunnet med den raske
ødeleggelsen av honemønsteret i sylinder-
foringen (polering av sylinderveggene) med
det til følge at overflaten i sylinderforingen
ikke lengre var i stand til å holde på smøre-
oljefilmen. Dermed kunne stempelringene
ikke lengre fungere som tilsiktet. Det var
hovedsaklig kokslaget på det øverste landet
på stempelet som p.g.a. sin hardhet har ført
til ødeleggelse av honemønsteret.
Ved å sette inn en koksring som vist på teg-
ningen over kan stempeldiameteren over
den første stempelringen reduseres med ca.
1 - 1.5 mm lik at koksen som danner seg
ikke kan komme i berøring med sylinder-
løpeflaten. Dessuten sørger koksringen for
at kokssjiktet ikke kan vokse nevneverdig i
tykkelse før det blir skrapt vekk av den ned-
erste kanten av koksringen.
Koksringen sitter i sylinderforingen med en
lett presspasning og det medleveres et en-
kelt uttrekksverktøy. Det medleveres
dessuten et spesielt verktøy for innsetting av
stempelet.
Side 2:2
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Ulstein Bergen has received some feedback
from K-engine users, describing the loss of
valve clearance on exhaust valves under full
engine load and high exhaust temperatures.
Ulstein Bergen har fått en del
tilbakemeldinger fra K-motor brukere om at
den spesifiserte ventilklaringen på avgas-
sventilene brukes opp når motorene kjøres
på full last og høye avgasstemperaturer.

Recent measures taken under test conditions Nye utførte målinger under prøvekjøring av
on the K-type engine allows us to state new K-motor har ført til at vi nå kan spesifisere
clearances for this engine type. nye ventilklaringer for denne motortypen.

The following valve clearances apply on all Følgende ventilklaringer skal benyttes som
(old and new) K-engines: standard for alle (nye og gamle) K-motorer :

Intake valve : 0.25 mm Luftventiler : 0.25 mm

Exhaust valve : 0.35 mm Avgassventiler : 0.35 mm

The valve clearances can be adjusted either Ventilklaringene kan innstilles til disse ver-
on a cold or a warm engine. diene på varm eller kald motor.

Enclosed with this service letter is the up-
dated version of our documentation regard-
ing the new valve clearances. Please
exchange the old documentation with the
new one in all your Ulstein Bergen manuals.
Vedlagt dette serviceletteret er den opp-
daterte dokumentasjonen angående oven-
nevnte. Vennligst bytt ut den den gamle
dokumentasjonen i alle Deres manualer fra
Ulstein Bergen.

Page 1:1 Side 1:1

 1601

CLEARANCES KLARINGER
Draw. no. 492/27 Tegn. nr. 492/27

The clearance in box bearings are measured by
feeler gauge, which gives approx. 0.02 - 0.03 mm
less clearance than the real.
The clearances in split bearings are measured by a
soft lead wire, which diameter must be in propor-
tion to the actual clearances.
To ensure that split bearings are completely tight
when checking the clearances, one has to place
the lead wire between the split faces as shown in
the figure. The clearance is the difference between
the measurements. “Z” and “Y”. The measure-
ments are taken at cold engine when otherwise is
not stated.
I udelte lagre måles klaringen med følerkniv, som
gir ca. 0,02 - 0,03 mm mindre klaring enn den vir-
kelige.
I delte lagre måles klaringen med myk blytråd,
med en diameter som står i forhold til klaringen
som skal måles.
For å sikre at delte lagre er “stumt” tiltrukket, må
blytråden legges i lagerdelingen som vist på teg-
ningen. Klaringen er differansen mellom målene
“Z” og “Y”.
Målingene skal gjøres ved kald motor når annet
ikke er beskrevet.

Clearance Max. clearance

Diametrical bearing Diamentrale (new engine) (Engine in service)
clearances: lagerklaringer: Maks till. klaring
Klaring (ny motor) (motor i drift)
(mm) (mm)

A Main bearing Rammelager 0.16 - 0.24 0.32

C Big end bearing Veivlager 0.16 - 0.24 0.32

Gudgeon pin bearing, Krysslager,

D parallel, parallelt, 0.10 - 0.16 0.20
stepped avtrappet 0.10 - 0.16 0.20
Gudgeon pin, Krysspinn
E alloy aluminium piston, aluminiumstempel 0.02 - 0.06 0.10
nodular cast iron piston. seigjerns stempel 0.04 - 0.06 0.10

F Camshaft bearing Kamaksellager 0.06 - 0.12 0.20

J Rocker arm Vippearmer 0.04 - 0.06 0.15

Max. clearance
Clearance
Axial bearing Aksielle (Engine in service)
(new engine)
clearances: lagerklaringer: Maks till. klaring
Klaring (ny motor)
(motor i drift)
(mm)
(mm)
Crankshaft, thrust washer Veivaksel styrelager
B
0.80 - 1.25 1.35
Gudgeon pin bushing, Krysslager
I alloy aluminium piston, aluminiumstempel 0.30 - 0.80 -
nodular cast iron piston. seigjerns stempel 0.30 - 0.90 -

G Camshaft, thrust washer Kamakselens styrelager 0.13 - 0.43 0.60

L Rocker arm Vippearmer 0.26 - 0.75 1.00

Clearances K 0603 Klaringer

Page 1:3 1:3
Intentional blank page
1601

Clearance Max. clearance

Gear wheel flange Tannhjuls -
(new engine) (Engine in service)
clearances: flankeringer:
Maks till. klaring
Klaring (ny motor) (motor i drift)
(mm) (mm)
Drive of main lubr. oil Drift av hovedpumpe
pump. smørolje. 0.15 - 0.20 0.40
S
Drive of water pump Drift av vannpumpe 0.15 - 0.20 0.40
(idler gear)

T Drive of governor Drift av regulator 0.15 - 0.20 0.40

Max. clearance
Other clearances: Diverse klaringer: Clearance
(Engine in service)
(new engine)
Maks till. klaring
(motor i drift)
(mm)
(mm)
Pusher element, Støterelement, diamentral
H
diametrical clearance. klaring 0.12 - 0.18 0.30

K Cylinder liner wear *) Sylinderforing, slitasje *)

M Starting slide Startsleide 0.10 - 0.30

Piston - cylinder head Stempel - sylinderdeksel

(compression clearance) (kompresjons-klaring) 10.0 -10.3
N1
(Fuel oil engine) (oljedrift) 9.25 - 9.55 ***)

Piston cylinder head Stempel- sylinderdeksel G1 5.25+0.3

N2
(gas engine) (gassdrift) G2/G3/G4 3.00+0.3
Piston ring gap: Stempelringsgap: Fuel oil / G1/G2:
1. ring 1. ring 0.50 - 0.80 3.00
P1
2. and 3. ring 2. og 3. ring 1.15 - 1.35 3.00
4. ring 4. ring 0.80 - 1.15 3.00
Piston ring gap: Stempelringsgap: G3/G4:
1. ring 1. ring 0.50 - 0.80 3.00
P2
2. ring 2. ring 0.90 - 1.15 3.00
3. ring 3. ring 0.80 - 1.15 3.00
Piston ring groove: Stempelringspor: Fuel oil / G1/G2:
Aluminium piston, upper Aluminiumsstempel, øvre 0.09 - 0.13 0.50
R1 Cast iron piston, upper. Støpejernsstempel, øvre 0.13 - 0.16 0.50
All pistons, other ring Alle stempler, øvrige
grooves ringspor 0.07 - 0.10 0.50
Piston ring groove: Stempelringspor: G3/G4:
1. groove 1. spor 0.18 - 0.22 3.00
R2
2. groove 2. spor 0.07 - 0.12 3.00
3. groove 3. spor 0.07 - 0.12 3.00
Flank clearance ring gear/ Flankeklaring startkrans /
Q
starter pinion **) Bendixdrev **) 0.7 - 0.9
Oil operated engine Oljedrevet motor
V Inlet valves Luftventiler 0.25 0.25
Exhaust valves Avgassventiler 0.35 0.35

Clearances K 0603 Klaringer

Page 2:3 2:3
 1601

Max. clearance
Other clearances: Diverse klaringer: Clearance
(Engine in service)
(new engine)
Maks till. klaring
(motor i drift)
(mm)
(mm)
Gas operated engine Gass motor
V Inlet valves Luftventiler 0.25 0.25
Exhaust valves Avgassventiler 0.45 0.45
Gas supply valve / rocker Gasspåslippingsventil /
W
arm (Gas engine) vippearm (gassdrift) 0.15 - 0.20 0.20

*) Change of cylinder liner should be taken into
consideration when worn up to Ø 250.5 mm,
or 0,25 mm oval.
**) For KR - 3 and KR - 5 with air starting motor
only.
***) With IMO NOx emission status and 22 mm
plunger in the fuel injection pump.
*) Utskifting av foring må overveies når den
er slitt opp til Ø 250.5 mm, eller 0,25mm
ovalitet.
**) Gjelder kun KR - 3 og KR - 5 med luft
start-motor.
***) Med IMO NOx utslipp status og 22 mm
plunger i brennstoff innspr.pumpe.

Clearances K 0603 Klaringer

Page 3:3 3:3
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Page : 1 of 1
Print Date: 29/06/99
Draw. no. 420/92 Camshaft drive chain tensioning 4102
KR-ccw
(ccw) 0797
 4102

CAMSHAFT DRIVE, CHAIN TENSIONER DRIFT AV KAMAKSEL KJEDESTRAMMER

(COUNTERCLOCKWICE ROTATING (VENSTREGÅENDE MOTOR)
ENGINE)

Draw. no. 420/92 Tegn. nr. 420/92

1. Chain jockey 1. Strammehjulsholder

2. Nozzle 2. Dyse
3. Shaft 3. Akseltapp
4. Locking plate 4. Låseplate
5. Screw 5. Skrue
6. Lock washer 6. Låseskive m/tunge
7. Bolt 7. Bolt
8. Locking wire 8. Låsestreng
9. Chain idler 9. Strammehjul
10. Circlip 10. Sikringsring
11. Distance sleeve 11. Avstandshylse
12. Bolt 12. Bolt
13. Cotter pin 13. Splint
14. Nut 14. Mutter
15. Washer 15. Underlagsskive
16. Sleeve 16. Hylse
17. Roller bearing 17. Rullelager
18. Dog 18. Ters
19. Nut 19. Mutter
20. Cotter pin 20. Splint
21. O-ring 21. O-ring
22. O-ring 22. O-ring
23. Adjusting nut 23. Strammemutter
24. Lock nut 24. Låsemutter
25. Chain **) 25. Kjede **)
26. Measuring plate *) 26. Måleplate *)
27. Screw for mounting measuring plate *) 27. Skrue for montering av måleplate *)
28. Pins on measuring stick*) 28. Tapper på målestav *)
29. Measuring stick *) 29. Målestav *)
30. Riveted joints **) 30. Klinkeledd (skjøteledd) **)

*) Item 26, 27, 28 and 29 are special tool *) Posnr. 26, 27, 28 og 29 er spesialverktøy
414229. 414229.
**) The chain (25) and the Riveted joints (30) **) Kjeden (25) og skjøteleddet (30) blir en
make a complete chain komplett kjede.

The camshaft is driven from the flywheel end of
the crankshaft by a roller chain, 1 1/4” duplex,
with a length of 81 pitches plus a connecting link.
The chain is lubricated by the lubr.oil nozzles (2).
Kamakselen blir drevet av veivakselen via en
kjede, 1 1/4” duplex, med 81 ledd pluss
skjøteledd. Kjededriften er arrangert i motorens
svinghjulsende. Smøringen av kjeden foregår
gjennom dysene (2).

The chain has riveted joint Kjeden er skjøtet med klinket ledd

Camshaft drive, chain tensioner KR-ccw 1007 Drift av kamaksel kjedestrammer (Venstregående
(Counterclockwice rotating engine) motor)
Page 1:4 Side 1:4
4102
The chain has riveted joint. If the chain has been
removed, only riveted joint should be employed
when replacing the chain. Pinned joint, or joint
with clip should never be applied.
The chain jockey is pivoted on the shaft (3).
Before adjusting the chain tension, the cover be-
low the camshaft chain wheel and the chain idler
cover must be removed.
The locking wire (8) is removed and the nut (24)
untightened.
By means of the nut (23), the chain jockey (1) is
moved until correct chain tension is obtained.
CAUTION
Before the distance “T” is measured, the engine
must be turned opposite to it’s normal
direction of rotation, to accumulate all chain
slack at the measuring point.
Correct chain tension is obtained when the
longest free part can be moved a total
deflection of 20 mm. (T= 20 mm, see drawing).
The chain deflection “T” can easily be measured
with tool 414229 through the opening below the
camshaft chain wheel cover. The tool consists of a
stick (29), screw (27) for mounting measuring
plate and 2 of measuring plates (26). The measur-
ing plate with 3 holes is for counterclockwise ro-
tating KR - engines and the measuring plate with
4 holes is for clockwise KR-engines and KV-en-
gines.
1. Fit the measuring plate (26) in the opening.
2. The measuring stick (29) is placed on the
chain (25). See drawing.
3. Pull the stick (29) out with a force of approx.
200 - 300N.
The value is found by comparing the scale on
the stick with the measuring plate (26).
Push the tool back in with a force of approx.
200 - 300N and take another reading.
4. Value 3 is found by subtracting the first value
from the second value.
5. Between the pins (28) and chain there will be
Camshaft drive, chain tensioner KR-ccw 1007
(Counterclockwice rotating engine)
Page 2:4
Kjeden er skjøtet med klinket ledd. Dersom
kjeden har vært tatt ut skal det benyttes klinkeledd
ved monteringen. Skjøteledd med klips eller låse-
bolt og mutter må ikke nyttes.
Strammehjulsholderen er opphengt dreibart om
akselen (3).
Ved justering av kjedestrammingen fjernes luken
nedenfor kamaksel kjedehjul og dekselet over kje-
destrammeren. Låsestrengen (8) fjernes, og mut-
teren (24) løses.
Med mutteren (23) beveges nå strammehjulshold-
eren (1) inntil riktig kjedestramming er oppnådd.
FORSIKTIGHET
Før avstanden “T” kontrolleres, må motoren
tørnes motsatt av motorens dreieretning for å
samle all slakk i måleområdet.
Riktig stramming av kjeden har en når den
lengste frie delen kan beveges totalt 20 mm.
(T= 20 mm, se tegning).
Kjedeutslaget “T” måles gjennom lukeåpningen
under kamakselens kjedehjul ved hjelp av verktøy
414229. Verktøyet består av målestav (29), skrue
(27) for montering av måleplate og 2 måleplater
(26). Måleplaten med 3 hull er tilpasset Venstre-
gående KR-motorer og måleplaten med 4 hull er
tilpasset høyregående KR-motorer og KV-motor-
er.
1. Monter måleplaten (26) i lukeåpningen.
2. Målestaven (29) settes inn på kjeden (25). Se
tegning.
3. Målestaven (29) draes ut med en kraft på ca.
200 - 300 N.
På skalaen til målestaven avleses en verdi
mot måleplaten
Deretter skyves verktøyet inn med en kraft på
ca. 200 - 300 N og en ny verdi avleses.
4. Verdien 3 finnes ved å trekke den første
verdien fra den andre.
5. Mellom tappene (28) og kjeden er det noe
Drift av kamaksel kjedestrammer (Venstregående
motor)
Side 2:4

some slack all depending on the chain in use.
The deflection is value 4.
The chain deflection “T” is found by using the fol-
lowing equation:
“T” = value 3 - value 4. The right tension on the
chain is when “T” = 20 mm.
The chain is to be tensioned when the deflection is
more then 28 mm.
CAUTION
Be aware that inaccurate adjustment will cause
exessive wear of the chain drive.
If the chain is too tight it will influence on the
crankshaft deflection.
When a new chain is fitted in the engine, the
chain deflection will increase considerably
during the first 10 - 15 hours.
Rolls-Royce recommends checking the chain
deflection after 15 operating hours with a new
chain.
When correct chain tension is obtained, tighten
the lock nut (24) and secure it by look wire to the
adjusting nut (23).
If the idler wheel (9) is to be replaced, remove the
adjusting nut (23) and swing the chain tensioner
away from the chain. Remove nut (14), pull out
the bolt (12) from the chain jockey (1) and remove
the idler wheel .
The roller bearings (17) are lubricated by lubr.oil
mist from the crankcase.
At overhaul, check that the lubr. oil nozzle holes
are open and face chain.
It is important that the chain drive is inspected fre-
quently. See “Table of Routine Maintenance”. The
chains should be replaced when the total elonga-
tion exceeds 1,5%. (The length of a new chain =
number of links multiplied by 31,75 mm.)
Measurement of extension due to wear, when
chain is dismantled
Camshaft drive, chain tensioner KR-ccw 1007
(Counterclockwice rotating engine)
Page 3:4
4102
slakk alt etter hvilken kjede man bruker.
Denne slakken kalles: verdi 4
Kjedeutslag “T” finner en ved følgende formel:
“T” = verdien 3 - verdien 4.
Riktig stramming av kjeden har en når
“T”= 20 mm.
Kjeden må strammes når slakken er er større enn
28 mm.
FORSIKTIGHET
Dersom kjeden har feil stramming vil slitasjen
av kjedearrangement øke vesentlig.
Dersom kjeden er for stram vil dette også
innvirke på veivakselindikeringen.
Når en ny registerkjede monteres i motoren vil
kjeden slakkes betydelig i løpet av de første
10 - 15 timene.
Rolls-Royce anbefaler derfor at kjedeslakken
sjekkes etter 15 driftstimer for en ny kjede.
Etter justering av kjeden tilsettes låsemutteren
(24) og låses sammen med strammemutteren (23)
med låsestreng.
Dersom strammehjulet (9) skal skiftes, fjernes
strammemutteren (23) og kjedestrammeren sving-
es ut fra kjeden. Mutteren (14) skrues av, bolten
(12) trekkes ut av strammehjulsholderen (1) og
strammehjulet taes ut
Rullelagrene (17) blir smurt av oljedamp fra veiv-
rommet.
Ved overhaling må det påsees at smøredysenes
hull er åpne og at de står overett med leddene på
kjeden.
Det er viktig at kjededriften kontrolleres regelm-
essig. Se “Tabell over rutinearbeider”. Kjeden bør
skiftes dersom lengden har øket 1,5% eller mer.
(Lengden av en ny kjede = antall ledd multiplisert
med 31,75 mm.)
Måling av demontert kjede for å finne
forlengelse og slitasje
Drift av kamaksel kjedestrammer (Venstregående
motor)
Side 3:4
4102
Lay the chain, which should terminate at each end
with an inner link, on a flat surface. Anchor at one
end and attech a turnbuckle at the other. Tension
the chain until all the slack has been taken up.
Measure the length between centres of end bear-
ing pins and calculate the elongation as follow:
The chain has 81 pitches (without connecting
link) and the length of a new chain is then 2571,75
mm. When the length of the chain exceeds 2610
mm, it has to be replaced.
Measurement of extension due to wear, when
chain is fitted
The engine is turned in order totension the chain
over the measuring part.
Count the pitches which are to be measured, for
example 10 pitches. Find the length for new chain
by calculating:
31,75 mm * 10 = 317,5 mm.
1,5 % elongation is : 317,5 mm * 1,015 = 322,3
mm.
The chain has to be replaced when the length ex-
ceeds 322,3 mm.
Examination of chain wheel
Examination of the tooth flanks will give an indi-
cation of the amount of wear which has occured
and this will, under normal conditions, take the
form of a polished worn strip above the circular
root. If the depth of this wear has reached the
amount 1 mm, then steps should be taken to re-
place the chain wheel when the chain becomes
due for renewal.
If question please contact Rolls-Royce.
Camshaft drive, chain tensioner KR-ccw 1007
(Counterclockwice rotating engine)
Page 4:4
Kjeden, som avsluttes med innerledd i begge
ender, legges på et plant underlag. Sett fast den
ene enden og fest den andre til en strekkfisk.
Strekk kjeden til all slakk er tatt opp.
Mål lengden fra pinne-senter til pinne-senter.
Kjeden skal ha 81 ledd (uten låseledd) Ny kjede
skal da måles til 2571.75mm. Når kjeden måler
2610mm eller mer, er den utslitt og må skiftes.
Kjeden må være feilfri og nye ledd må ikke
monteres inn i en brukt kjede.
Måling av montert kjede for å finne forlengelse
og slitasje.
Motoren tørnes slik at kjeden blir mest mulig
strukket på målestedet.
Tell antall ledd som skal måles, eks. 10 ledd.
Ved ny kjede skal lengden være:
31,75 mm * 10 = 317,5 mm
1,5 % forlengelse er : 317,5mm *1,015 = 322,3
mm.
Dersom målingen viser at lengden er 322,3 mm
eller større, må kjeden skiftes.
Kontroll av kjedehjul
Inspeksjon av tannflankene viser hvor mye tan-
nhjulet er slitt. Normalt vil slitasjen vise seg ved
en polert slitt stripe over bunnsirkelen.
Dersom slitasjen på tennene er over 1 mm dyp,
bør en skifte tannhjul ved første kjedeskift.
I tilfelle spørsmål, vennligst ta kontakt med Rolls-
Royce.
Drift av kamaksel kjedestrammer (Venstregående
motor)
Side 4:4
Draw. no. 866/10 Camshaft chain tensioning 4102
KR-cw 1297
(cw)
 4102

CAMSHAFT DRIVE, CHAIN TENSIONER DRIFT AV KAMAKSEL, KJEDESTRAMMER

(CLOCKWISE ROTATING ENGINE) (HØYREGÅENDE MOTOR)
Draw. no. 866/10 Tegn. nr. 866/10

1. Bracket for support bolt 1. Brakett for opplagerbolt

2. Adjusting nut 2. Strammemutter
3. Support bolt for adjusting screw 3. Opplagerbolt for strammeskrue
4. Lock nut 4. Låsemutter
5. Locking wire 5. Låsestreng
6. Adjusting screw 6. Strammeskrue
7. Nut 7. Mutter
8. Bolt adjusting screw 8. Bolt, strammeskrue
9. Cotter pin 9. Splint
10. Circlip 10. Sikringsring
11. Shaft 11. Akseltapp
12. Chain jockey 12. Strammehjulsholder
13. Chain idler 13. Strammehjul
14. Nut 14. Mutter
15. Washer 15. Underlagskive
16. Sleeve 16. Hylse
17. Roller bearing 17. Rullelager
18. Bolt 18. Bolt
19. Sleeve 19. Hylse
20. Distance sleeve 20. Avstandshylse
21. O-ring 21. O-ring
22. Screw 22. Skrue
23. Spring disc 23. Tallerkenfjær
24. Screw 24. Skrue
25. Spring washer 25. Fjærskive
26. Cover 26. Deksel
27. Nozzle, chain lubr. 27. Dyse, smøring av kjede
28. 28.
29. Taper guide pin 29. Konisk styrepin
30. Sleeve 30. Hylse
31. Pins on Measuring stick *) 31. Tapper på målestav *)
32. Measuring plate *) 32. Måleplate *)
33. Measuring stick *) 33. Målestav *)
34. Chain **) 34. Kjede **)
35. Riveted joints **) 35. Klinkeledd (skjøteledd) **)

*) Item 31, 32 and 33 are the special tool *) Pos. nr. 31, 32 og 33 er spesialverktøyet
414229. 414229.
**) The chain (34) and the Riveted joints (35) **) Kjeden (34) og skjøteleddet (35) blir en
make a complete chain komplett kjede.

The camshaft is driven from the flywheel end of Kamakselen blir drevet av veivakselen via en
the crankshaft by a roller chain, 1 1/4” duplex kjede, type 1 1/4” duplex, med 81 ledd pluss
with a length of 81 pitches plus a connecting link. skjøteledd. Kjededriften er arrangert i motorens

Camshaft drive, chain tensioner (Clockwise KR-cw 1007 Drift av kamaksel, kjedestrammer (Høyregående
rotating engine) motor)
Page 1:4 Side 1:4
4102
The chain is lubricated by the lubr.oil nozzles
(27).
The chain has a riveted joint
If the chain has been removed, only a new riveted
joint should be employed when replacing the
chain. Pinned joint, or joint with clip should never
be applied.
The chain jockey is pivoted on the shaft (11).
Before adjusting the chain tension, the chain idler
cover and the cover for chain measuring on the
opposite engine side, must be removed.
The locking wire (5) is removed and the nut (4)
untightened.
By means of the nut (2), the chain jockey (12) is
moved until correct chain tension is obtained.
CAUTION
Before the distance “T” is measured, the engine
must be turned opposite to it’s normal
direction of rotation, to accumulate all chain
slack at the measuring point.
Correct chain tension is obtained when the
longest free part can be moved a total
deflection of 20 mm. (T= 20 mm, see drawing).
The chain deflection “T” can easily be measured
with tool 414229 through the opening on engine
opposite side of the camshaft chain wheel cov-
er.The tool consists of a stick (33) and 2 measur-
ing plates (32). The measuring plate with 3 holes
is for counterclockwise rotating KR-engines and
the measuring plate with 4 holes is for clockwise
rotating KR-engines and KV-engines. Screw for
fitting measuring plate, is used on counterclock-
wise KR-engines only.
1. Fit the measuring plate (32) in the opening
2. The measuring stick (33) is placed on the
chain (34). See drawing.
3. Pull the measuring stick (33) out with a force
of approx. 200 - 300N.
The value is found by comparing the scale on
the stick with the measuring plate (32).
Camshaft drive, chain tensioner (Clockwise KR-cw 1007
rotating engine)
Page 2:4
svinghjulsende.
Smøringen av kjeden foregår gjennom dysene
(27).
Kjeden er skjøtet med klinket skjøteledd
Dersom kjeden har vært tatt ut skal det benyttes
klinkeledd ved monteringen. Skjøteledd med klips
eller låsebolt og mutter må ikke nyttes.
Strammehjulsholderen er opphengt dreibart om
akselen (11).
Ved justering av kjedestrammingen fjernes dekse-
let over kjedestrammeren.og dekselet for måling
av kjedeslakken på andre siden av motoren.
Låsestrengen (5) fjernes, og mutteren (4) løses.
Med mutteren (2) beveges nå strammehjulshold-
eren (12) med strammehjulet (9) inntil riktig kje-
destramming er oppnådd.
FORSIKTIGHET
Før avstanden “T” kontrolleres, må motoren
tørnes motsatt av motorens dreieretning for å
samle all slakk i måleområdet.
Riktig stramming av kjeden har en når den
lengste frie delen kan beveges totalt 20 mm.
(T= 20 mm, se tegning).
Kjedeutslaget “T” måles gjennom lukeåpningen
på motsatt side av motoren tvers av kamakselens
kjedehjul ved hjelp av verktøy 414229. Verktøyet
består av målestav (33) og 2 måleplater (32).
Måleplaten med 3 hull er tilpasset Venstregående
KR-motorer og måleplaten med 4 hull er tilpasset
høyregående KR-motorer og KV-motorer. Skrue
for montering av måleplate er bare aktuell for ven-
stregående KR-motorer.
1. Montér måleplaten (32) i lukeåpningen
2. Målestaven (33) settes inn på kjeden (34).
Se tegning.
3. Målestaven (33)draes ut med en kraft på ca.
200 - 300 N.
På skalaen til målestaven avleses en verdi
mot måleplaten (32)
Drift av kamaksel, kjedestrammer (Høyregående
motor)
Side 2:4

Push the tool back in with a force of approx.
200 - 300 N and take another reading.
4. Value 3 is found by subtracting the first value
from the second value.
5. Between the taps (31) and chain there will be
some slack all depending on the chain in use.
The deflection is value 4
6. The chain deflection “T” is found by using
the following equation:
“T” = value 3 - value 4
The right tension on the chain is when
“T” = 20 mm. It is not necessary to tighten the
chain before the deflection = 28 mm.
CAUTION
Be aware that inaccurate adjustment will cause
exessive wear of the chain drive.
If the chain is too tight it will influence on the
crankshaft deflection.
When a new chain is fitted in the engine, the
chain deflection will increase considerably
during the first 10 - 15 hours.
Rolls-Royce recommends checking the chain
deflection after 15 operating hours with a new
chain.
When correct chain tension is obtained, tighten
the lock nut (4) and secure it to the adjusting nut
(2) with lock wire.
If the idler wheel (9) is to be replaced, remove the
adjusting nut (23) and the nut (14). Pull out the
bolt (18) and remove the idler wheel.
The roller bearings (17) are lubricated by lubr.oil
mist from the crankcase.
At overhaul, check that the lubr.oil nozzle holes
are open and face the chain.
Camshaft drive, chain tensioner (Clockwise
rotating engine)
Page 3:4
4102
Deretter skyves verktøyet inn med en kraft på
ca. 200 - 300 N og en ny verdi avleses.
4. Verdien 3 finnes ved å trekke den første
verdien fra den andre.
5. Mellom tappene (31) og kjeden er det noe
slakk alt etter om en bruker Tesubaki- eller
Reynholdkjede. Denne slakken kalles: verdi 4
6. Kjedeutslag “T” finner en ved følgende
formel:
“T” = verdien 3 - verdien 4
Riktig stramming av kjeden har en når
“T”= 20 mm. .Det er ikke nødvendig å stramme
opp kjeden før slakken = 28 mm.
FORSIKTIGHET
Dersom kjeden har feil stramming vil slitasjen
av kjedearrangement øke vesentlig.
Dersom kjeden er for stram vil dette også
innvirke på veivakselindikeringen.
Når en ny registerkjede monteres i motoren vil
kjeden slakkes betydelig i løpet av de første
10 - 15 timene.
Rolls-Royce anbefaler derfor at kjedeslakken
sjekkes etter 15 driftstimer for en ny kjede.
Etter justering av kjeden tilsettes låsemutteren (4)
og låses sammen med strammemutteren (2) med
låsestreng.
Dersom strammehjulet (9) skal skiftes, fjernes
strammemutteren (2) og kjedestrammeren svinges
ut fra kjeden. Mutteren (14) skrues av, bolten (18)
trekkes ut av strammehjulsholderen og stramme-
hjulet taes ut.
Rullelagrene (17) blir smurt av oljedamp fra veiv-
rommet.
Ved overhaling må det påsees at smøredysenes
hull er åpne og at de står overett med leddene på
kjeden.
KR-cw 1007 Drift av kamaksel, kjedestrammer (Høyregående
motor)
Side 3:4
4102
It is important that the chain drive is inspected fre-
quently. See “Table of Routine Maintenance”.
The chains should be replaced when the total
elongation exceeds 1.5 percent. (The length of a
new chain = number of links multiplied by 31.75
mm.)
Measurement of extension due to wear, when
chain is dismantled
Lay the chain, which should terminate at each end
with an inner link, on a flat surface. Anchor at one
end and attech a turnbuckle at the other. Tension
the chain until all the slack has been taken up.
Measure the length between centres of end bear-
ing pins and calculate the elongation as follow:
The chain has 81 pitches (without connecting
link) and the length of a new chain is then 2571,75
mm. When the length of the chain exceeds 2610
mm, it has to be replaced.
Measurement of extension due to wear, when
chain is fitted
The engine is turned in order to tension the chain
over the measuring part.
Count the pitches which are to be measured, for
example 10 pitches.
Find the length for new chain by calculating:
31,75 mm * 10 = 317,5 mm.
1,5 % elongation is : 317,5 mm * 1,015 = 322,3
mm.
The chain has to be replaced when the length
exceeds 322,3 mm
Examination of chain wheel
Examination of the tooth flanks will give an indi-
cation of the amount of wear which has occured
and this will, under normal conditions, take the
form of a polished worn strip above the circular
root. If the depth of this wear has reached 1 mm,
steps should be taken to replace the chain wheel
when the chain becomes due for renewal.
If question please contact Rolls-Royce.
Camshaft drive, chain tensioner (Clockwise KR-cw 1007
rotating engine)
Page 4:4
Det er viktig at kjededriften kontrolleres regelm-
essig. Se “Tabell over rutinearbeider”.
Kjeden bør skiftes dersom lengden har øket 1,5%
eller mer. (Lengden av en ny kjede = antall ledd
multiplisert med 31,75 mm).
Måling av demontert kjede for å finne
forlengelse og slitasje
Kjeden, som avsluttes med innerledd i begge
ender, legges på et plant underlag. Sett fast den
ene enden og fest den andre til en strekkfisk.
Strekk kjeden til all slakk er tatt opp.
Mål lengden fra pinne-senter til pinne-senter.
Kjeden skal ha 81 ledd (uten låseledd) Ny kjede
skal da måles til 2571,75mm. Når kjeden måler
2610 mm eller mer, er den utslitt og må skiftes.
Kjeden må være feilfri og nye ledd må ikke
monteres inn i en brukt kjede.
Måling av montert kjede for å finne forlengelse
og slitasje
Motoren tørnes slik at kjeden blir mest mulig
strukket på målestedet.
Tell antall ledd som skal måles, eks. 10 ledd.
Ved ny kjede skal lengden være :
31,75 mm * 10 = 317,5 mm.
1,5 % forlengelse er : 317,5mm *1,015 = 322,3
mm.
Dersom målingen viser at lengden er 322,3 mm
eller større, må kjeden skiftes.
Kontroll av kjedehjul
Inspeksjon av tannflankene viser hvor mye tan-
nhjulet er slitt. Normalt vil slitasjen vise seg ved
en polert slitt stripe over bunnsirkelen. Dersom sl-
itasjen på tennene er over 1 mm dyp, bør en skifte
tannhjul ved første kjedeskift.
I tilfelle spørsmål, vennligst ta kontakt med
Rolls-Royce.
Drift av kamaksel, kjedestrammer (Høyregående
motor)
Side 4:4
 ULSTEIN BERGEN AS
SERVICE DIVISION
SERVICE LETTER
Service letter no. 970106.1
Distribution : All K-engines,
All Service stations
Cover Letter, new instructions
Enclosed please find new instructions for
“Piston and connecting rod assembly”.
NOTE!
At every routine piston overhaul, where
piston and connecting rod are pulled, the
big end bearing housing must be checked
for ovality.
Your address is extracted from our customer
data base, and the number of Service Letter
copies we are enclosing should represent the
number of Ulstein Bergen (Bergen Diesel,
Normo Diesel) engine installations in your
possession,
Please make sure that at least one copy of
each Service Letter and instruction is for-
warded to each engine installation/ship with
one or several Ulstein Bergen (Bergen Die-
sel, Normo Diesel) engines, of the types list-
ed in the headings of the individual Service
Letters.
Should there be errors in the address or the
engine types mentioned please give appro-
priate feed back to:
 
Engine type: K
Følgebrev, nye instruksjoner
Vedlagt oversendes nye instruksjoner for
“Drivverk, stempel og veivstake”.
NB !
Ved hver rutinemessige stempeloverhal-
ing, der drivverk trekkes, skal veivlager-
huset kontrollmåles for ovalitet.
Deres adresse er tatt ut fra vår kundedata-
base og antall Service Letter kopier vi send-
er vedlagt, skal tilsvare antallet Ulstein
Bergen (Bergen Diesel, Normo Diesel) mo-
toranlegg som er i Deres besittelse.
Vennligst sørg for at det videre sendes minst
en kopi av hvert Service Letter til hvert mo-
toranlegg / skip som har installert en eller
flere av de Ulstein Bergen (Bergen Diesel,
Normo Diesel) motortype som er nevnt
øverst på selve Service Letter.
Skulle det være feil i adressen eller i de mo-
tortyper som er nevt, vennligst gi en
tilbakemelding, til :

 
 SERVICE LETTER

Service letter no. 970106.1 Engine type: K

ULSTEIN BERGEN AS. ULSTEIN BERGEN AS.

Dept. Training Avd. for Opplæring
P.O.Box 924 Postboks 924
N-5002 BERGEN N-5002 BERGEN
NORWAY

or the telefax number listed below. eller til nedenfor opprførte telefax nummer.

 
 
 

3,6721$1'&211(&7,2152' ' 5,99(5.67(03(/2*9(,967$.(

$66(0%/<
'UDZQR 7HJQQU

1. Piston (Draw. shows aluminium piston. 1. Stempel (Tegn.viser stempel av aluminiums-

Alt. cast iron piston is used.) legering, alternativt leveres også stempel i
seigjern)
2. Compression ring, chrome plated 2. Kompresjonsring, forkrommet
3. Compression ring 3. Kompresjonsring
4. Hooked scraper ring 4. Nesering
5. Conformable oil scraper ring 5. Skrapering med fjær
6. Connecting rod 6. Veivstake
7. Locking wire 7. Låsestreng
8. Locking screw 8. Låseskrue
9. Locking plate 9. Låseplate
10. Big end bearing bolt 10. Veivlagerbolt
11. Dowel pin 11. Styretapp
12. Big end bearing shell 12. Veivlagerskål
13. Nut, big end bearing bolt 13. Mutter, veivlagerbolt
14. Gudgeon pin bushing 14. Krysslagerforing
15. Big end bearing cap 15. Veivlagerdeksel
16. Screw 16. Skrue
17. Locking plate w/tongue 17. Sikringsskive m/tunge
18. Gudgeon pin 18. Kryssbolt
19. Circlip 19. Sikringsring
20. 20.
21. 21.
22. Positioning tool for gudgeon pin bushing, 22. Styredor for krysslagerforing
DR 504/00 DR 504/00
23. Extractor for gudgeon pin bushing,DR 521/ 23. Ters for krysslagerforing DR 521/67
67

*HQHUDO *HQHUHOW

Time of operation between piston overhauls as Driftstiden mellom stempeloverhaling, som er an-
stated in “Table for routine maintenance” applies gitt i “Tabell over rutine arbeider”, er gitt under
to normal running conditions. forutsetning av normale driftsforhold.

This means ordinary good maintenance, the use of
lub.oils approved by Rolls-Royce fuel oils accord-
ing to specification stated under “Fuel Oil
Grades”. Individual experience with the engine
must, however, determine the piston overhaul fre-
quency.
D.v.s. med alminnelig godt vedlikehold, med
smøreolje som er godkjent av Rolls-Royce og
med brennstoff i.h.t. spesifikasjonene. Erfaringen
med motoren må imidlertid være avgjørende for
stempeloverhalingens hyppighet.

Experience shows that more frequent condition Erfaring viser at hyppigere tilstandskontroller,
checks, without any failure indication, are in gen- uten indikasjoner på feil, generelt er unødvendig.
eral unnecessary.

Piston and connection rod assembly K-O / K-G1/G2 1200 Drivverk, stempel og veivstake
Page 1:6 Side 1:6

One should have in mind that an unnecessary con-
dition check might ruin good running conditions
of piston rings and cylinder liner. Before these
conditions are regained, a new running-in period
is necessary. The best result from running-in,
whether the piston rings are changed or not, is ob-
tained by honing the cylinder liner.
Therefore it is recommended to hone the cylinder
liner after each piston withdrawal.
See “Honing of Cylinder Liner”.
The lub.oil consumption will normally increase
after a piston withdrawal, but as the piston rings
fit to the cylinder liner after some time of opera-
tion, the lub.oil consumption will return to nor-
mal.
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JXGJHRQSLQEHDULQJ
Due to the relatively large diameter of the crank
journal compared to the cylinder bore, the con-
necting rod (6) has a diagonally split big end bear-
ing. The joint surfaces have serrations which give
radial guidance for the bearing cap to the connect-
ing rod. See detail “I”. The pins (11) guide the
bearing cap axially to the connecting rod.
'ULYLQJJHDU
The bearing cap (15) is bolted to the connecting
rod by the bolts (10) and the nuts (13). The bolts
are screwed into the connecting rod and tightened
to a torque according to “Table of tightening spec-
ifications” by means of the hexagon socket (10
mm) in the bolt heads.
Apply hydraulic tool DR 441/57 for tensioning of
the bolts. See separate section of “Withdrawal of
driving gear”.
At every routine piston overhaul, where piston
and connecting rod are pulled, the big end bearing
housing must be checked for ovality.
The connecting rod is taken off the piston and
placed on an work bench.
The connecting rod studs and the bearing cap are
fitted without bearing shells, and tightened ac-
cording to the prescribed procedure. The round-
Piston and connection rod assembly K-O / K-G1/G2 1200
Page 2:6
I denne forbindelse bør en være oppmerksom på
at de oppnådde gunstige løpsegenskapene mellom
stempelringer og sylinderforing kan forandres ved
til standskontroll. For gjenvinning av disse
løpsegenskapene bør ny innkjøring foretaes. Best
resultat av innkjøring, enten stempelringer er
skiftet eller ikke, får en ved å hone sylinderforin-
gen.
Derfor anbefales honing ved hvert stempeltrekk.
Se “Honing av sylinderforing”.
Smøreoljeforbruket vil normalt øke etter stempel-
trekk, for senere å avta etter hvert som stempelrin-
gene tilpasser seg sylinderforingen.
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På grunn av relativ stor veivtappdiameter i forhold
til sylinderdiameter, har veivstaken (6) skrådelt
veivlager. Delingsflatene har fortanning som dan-
ner den radielle styring av lagerdekslet til staken.
Se detalj “I”. Styretappene (11) styrer lagerdekslet
aksielt til staken.
'ULYYHUN
Lagerdekslet (15) blir boltet til veivstaken med
boltene (10) og mutterne (13). Boltene blir skrudd
til anlegg i bunn av gjengehullene og tilsatt med et
moment i henhold til “Tabell over tilsettingsdata
for bolteforbindelser”. Boltene forspennes hy-
draulisk med verktøy DR 441/57. Se “Tabell over
tilsettingsdata for bolteforbindelser”. Vedr. de-
montering/ montering av veivlagerbolter, se eget
avsnitt “Trekk av drivverk”.
Ved hver rutinemessige stempeloverhaling, der
drivverkene trekkes, skal veivlagerhuset kon-
trollmåles for ovalitet.
Veivstaken tas av stemplet og legges på en ar-
beidsbenk.
Veivlagerboltene og lagerdekselet settes fast med
den foreskrevne tilsettingsprosedyren, uten veiv-
lagerskåler. I denne tilstanden måles rundheten av
Drivverk, stempel og veivstake
Side 2:6

ness of the big end bearing housing is measured in
the planes and directions stated on the drawing
(756/99).
Nominal diameter in new condition:
.............................218 mm H6 (+0.000/+0.029)
Limit values:
max. diameter:...............................218.130 mm
min. diameter: ...............................217.900 mm
max. ovality.......................................0.130 mm
If any of these dimensions are exceeded, the big
end bearing housing has to be remachined.
Draw. no. 756/99
The big end bearing shells (12) are of steel and
lined with a bearing material, also including a
whitemetal overlay. During assembly the bearing
shells, which have tongues, are guided by grooves
in the connecting rod and the bearing cap. See de-
tail “I”. For more details about bearing shells, see
“Crankshaft Main Bearings”.
Before assembling the big end bearings, all parts
must be well cleaned. To ensure a correct tighten-
ing of the big end bearings, the serrations in the
joint surfaces must be smooth and free from dirt
and burrs.
The gudgeon pin bushing (14) is made of steel
with a running layer of lead bronze. The bushing
(14) is dismantled by the tool (23) as shown in
Piston and connection rod assembly
Page 3:6

veivlagerhuset, i de plan og retninger som er an-
gitt på tegningen (756/99).
Nominell diameter i ny tilstand:
.............................218 mm H6 (+0.000/+0.029)
Grenseverdier:
max. diameter:...............................218.130 mm
min. diameter: ...............................217.900 mm
max. ovalitet......................................0.130 mm
Ved overskridelse av et av disse mål skal veiv-
staken remaskineres.
Veivlageret er utstyrt med løse lagerskåler av stål,
(12) som er pålagt flere lag forskjellige lagermet-
aller. Skålene har en “tunge”, som ved montering
styrer i spor i veivstaken. Se detalj “I”. Se forøvrig
mer om lagerskåler under “Rammelager”.
Se også “Klaringer”.
Før montering av veivlagrene må delene være
nøye rengjort. For å sikre riktig tilsetting av veiv-
lagrene må fortanningssporene på delingsflatene
være glatte og fri for grader og smuss.
Krysslagerforingen (14) er en stålhylse med bly-
bronselagermetall. Ved demontering av
krysslagerforingen nyttes verktøyet (23) som vist
K-O / K-G1/G2 1200 Drivverk, stempel og veivstake
Side 3:6

fig.II. The screw (16) with locking plate (17) is re-
moved from the head of the connecting rod.
Prior to fitting a new gudgeon pin bushing, it has
to be cooled in liquid nitrogen or air for about 5
minutes.
(Temp.approx. -195 °C).
Alternatively the connecting rod can be heated in
an oven to a temperature of approx. + 195 °C.
The cooled bushing must be placed in the con-
necting rod bore immediately, and kept in position
by the guide pin (22) until shrink fit is achieved.
Also check that the end surfaces of the bushing
are in correct position relative to the side surfaces
of the connecting rod.
In order to avoid difficulties with the fitting of the
bushing, it is important that the given instructions
for cooling and heating are followed carefully. In
case no facilities are available for appropriate
cooling or heating, the work should be carried out
at a qualified workshop.
We advise against the use of an acetylene burner
or similar for heating of the connecting rod head,
as this may cause deformations due to heat stress.
3LVWRQZLWKSLVWRQULQJV
The piston (1) is made of alloy aluminium or of
nodular cast iron. The aluminium piston has a
cast-in ring carrier of wear resistant cast iron for
the upper piston ring. On the cast iron piston the
two upper ring grooves are induction hardened
and ground.
Also see: “Piston ring combinations”.
The piston head has an internal chamber for oil
cooling. The gudgeon pin (18) is hardened and
ground to a very high degree of surface smooth-
ness. It floats in its bearings and is axially locked
by the circlips (19).
The coolant is lub.oil from the main lub.oil sys-
tem. See “Main lub.oil system”. From radial
grooves in the gudgeon pin bushing the oil flows
through bores in the gudgeon pin and into the
Piston and connection rod assembly K-O / K-G1/G2 1200
Page 4:6
på fig.II. Hodeskruen (16) og sikringskiven (17)
fjernes fra stakehodet.
Ved montering av ny krysslagerforing må den
først nedkjøles i flytende nitrogen eller luft i ca. 5
min.
(Temp.ca. -195 °C).
Alternativt kan hele veivstaken oppvarmes i ovn
til ca. + 195 °C.
Den nedkjølte krysslagerforing må føres hurtigst
mulig inn i stakeutboringen og posisjoneres i rik-
tig stilling ved hjelp av styredoren (22) inntil
krympepasningen holder den på plass. Kontroller
at sideflatene på stakehodet og foring er kommet i
innbyrdes riktig stilling.
For å unngå at det oppstår vansker ved monterin-
gen, er det viktig at foringen nedkjøles eller at
staken oppvarmes som angitt. Såfremt muligheter
for nedkjøling, resp. oppvarming ikke er
tilgjengelige, bør en la arbeidet bli utført ved et
kvalifisert verksted.
Oppvarming av stakehodet med gassbrenner eller
lignende må frarådes, idet dette kan medføre at
veivstaken blir deformert pga. varmespenninger.
6WHPSHOPHGVWHPSHOULQJHU
Stemplet (1) er fremstilt av en alumini-
umslegering eller av seigjern (støpejern med kule-
grafitt). Aluminiumsstemplet har en innstøpt
ringbærer av spesielt slitesterkt støpejern for den
øverste stempelring.På seigjernstemplet er flank-
ene av de to øverste ringspor induksjonsherdet og
slipt.
Se også “Stempelringkombinasjon”.
Stempelkronen er innvendig utformet med en
kanal for oljekjøling. Kryssbolten (18) er herdet
og slipt til en meget høy grad av overflatefinhet.
Den er “flytende” opplagret og sikret aksielt av
sikringsringene (19).
Som kjøleolje nyttes smøreolje fra motorens hov-
edsmøreoljesystem. Se “Hovedsmøreoljesys-
tem”. Fra krysslagerforingens radielle spor ledes
oljen gjennom boringer i kryssbolten og inn i
Drivverk, stempel og veivstake
Side 4:6

cooling chamber in piston head. The oil is drained
through bore(s) to the crankcase.
At piston overhauls the piston is separated from
the connecting rod by removing the circlips (19),
and then the gudgeon pin is driven out by a piece
of wood. All deposits on the piston are to be
washed off. If necessary it has to be scraped off,
taking care not to damage the piston surface.
Check and clean the oil draining passages in the
piston skirt at the oil spacer ring. These must be
free from dirt and deposits.
The piston rings and their grooves are to be
checked. If the rings are free and the grooves not
damaged, the cleaning should be carried out with-
out removing the rings from the piston. The upper
piston ring, however, must normally be disman-
tled for cleaning of its inner face as well as the
ring groove.
The piston rings are changed by excessive wear, if
they have a sharp wear edge, or if they have marks
and wounds caused by bad surface contact or
blow-by.
As the two upper ring grooves of cast iron pistons
are induction hardened, they cannot be rema-
chined. Ring grooves of such piston are, however,
expected to have the same durability as the pistons
themselves.
When only some of the rings are replaced, it is es-
sential that the remaining rings are kept in their
old grooves. New rings are checked in the cylin-
der liner with respect to ring gap clearance.
See “Clearances”.
Dismantling and assembling of piston rings is car-
ried out by means of special piston ring pliers, DR
161/08. It is not advisable to open a piston ring by
use of a rope, or by bending it over the piston, as
this might damage the ring. The cylinder liner
must always be checked prior to refitting of a pis-
ton and connecting rod assembly in the engine.
See “Cylinder Liner”. The piston rings should be
well lubricated with clean lub.opil before the pis-
ton is fitted in the liner. See “Removing and in-
stalling the piston and connecting rod assembly”.
Piston and connection rod assembly K-O / K-G1/G2 1200
Page 5:6

stempelkronens kjølekanal. Herfra dreneres oljen
til veivrommet gjennom boring(er).
Ved stempeloverhaling adskilles stempel og
veivstake ved å fjerne sikringsringene (19) og
banke ut kryssbolten (18) med et trestykke el.lign.
Belegg på stemplet vaskes av. Om nødvendig må
det skrapes bort, men uten å ripe stempeloverflat-
en. Kontroller og rengjør returhullene for smøre-
olje i stempelskjørtet ved olje skraperingen. De
skal være fri for belegg.
Stempelringene og ringsporene må kontrolleres.
Ligger ringene løse i sporene og disse forøvrig er i
orden, bør rengjøringen utføres uten at ringene de-
monteres. Som oftest må likevel den øverste stem-
pelringen taes ut for rengjøring av ringsporet og
ringens innside.
Stempelringene skiftes dersom de er slitt, har
skarp slitekant, sår eller merker etter dårlig anlegg
og gjennomslag.
De to øverste stempelringsporene i seigjerns-
stempler er induksjonsherdet. Stempelringsporene
i slike stempler kan ikke oppdreies, men forventes
å ha samme standtid som stemplene forøvrig.
Dersom kun enkelte stempelringer skiftes må de
øvrige beholde sine tidligere plasser. Nye ringer
kontrolleres i sylinderen m.h.p. klaring i ringde-
lingen.
Se “Klaringer”.
Demontering og montering av stempelringene
foretaes v.h.a. en spesiell stempelringtang DR
161/08. Det frarådes å åpne stempelringene v.h.a.
tau eller å bende dem over stemplet, da dette kan
deformere og ødelegge ringene. Før drivverket
monteres inn i motoren igjen må sylinderforin-
gene kontrolleres. Se “Sylinderforing”. Ved
montering av drivverket må stempelringene være
godt smurt med ren smøreolje. Se “Trekk av
drivverk”, og “Demontering og montering av
veivlager”.
Drivverk, stempel og veivstake
Side 5:6

Some of the piston rings have unsymmetrical run-
ning faces and must be assembled correctly.
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SRLQWXSZDUG6HH³3LVWRQULQJFRPELQDWLRQ´
In case new piston rings or a new cylinder liner
have been installed, or if the liner has been re-
honed, the engine should be run unloaded for
about 2 hours at normal speed, and then at 50%
load for approx. 5-6 hours. It is of great impor-
tance that lub.oil and cooling water temperatures
are kept normal during the running-in periode.
See “Technical Data”.
Piston and connection rod assembly K-O / K-G1/G2 1200
Page 6:6
Noen av stempelringene har usymmetrisk løpe-
flate og må monteres med den rette side opp.
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Dersom nye stempelringer eller ny sylinderforing
er montert, eller sylinderforing er honet, bør mo-
toren først kjøres ca. 2 timer uten belastning og
med normalt driftsturtall. Deretter bør den kjøres
5-6 timer med 50% last. Det er av vesentlig be-
tydning at smøreolje og kjølevannstemperaturene
blir holdt normale i innkjøringsperioden.
Se “Tekniske Data”.
Drivverk, stempel og veivstake
Side 6:6
 ULSTEIN BERGEN AS
SERVICE DIVISION
SERVICE LETTER
Service letter no.970514.1
Distribution : UBE- B.O., All K-engines
New piston ring combination at K-
engine.
Enclosed please find new clearances for K-
engine.
NOTE!
Ulstein Bergen has changed piston ring
combination for the K-engines. The new
piston ring have different ring gap clearanc-
es.
Please note the clearance “P”
The old type of piston ring may still be used
together with the new type, if this is request-
ed.
Please make sure that at least one copy of
this Service Letter and instruction is for-
warded to each engine installation/ship with
one or several Ulstein Bergen (Bergen Die-
sel, Normo Diesel) engines, of the types list-
ed in the heading of this Service Letter
If there is any errors in the address or the en-
gine type mentioned, please give appropri-
ate feedback to:
Ulstein Bergen AS
Service dep.
P.O.Box 924
N-5002 BERGEN
NORWAY
Page 1:1
Engine type: K
Ny stempelring kombinasjon på K-
motor.
Vedlagt oversendes nye klaringer for K-mo-
tor
NB!
Ulstein Bergen har skiftet stempelringkom-
binasjon for K-motor.
Den nye stempelring kombinasjonen har en-
drede klaring på ringgapet.
Vennligst bemerk klaring “P”.
Den eldre type stempelringer kan fremdeles
benyttes sammen med den nye, dersom
dette er ønskelig.
Vennligst sørg for at det videresendes minst
en kopi av dette Service Letter til hvert mo-
toranlegg/skip som har installert en eller
flere Ulstein Bergen (Bergen Diesel, Normo
Diesel) motorer av type som er beskrevet i
headingen av dette Service Letter.
Dersom det skulle være feil i adresse eller i
de motortyper som er nevt, vennligts gi be-
skjed til:
Ulstein Bergen AS
Service dep.
P.O.Box 924
N-5002 BERGEN
NORWAY
Side 1:1
 1601

CLEARANCES KLARINGER
Draw. no. 492/27 Tegn. nr. 492/27

The clearance in box bearings are measured by
feeler gauge, which gives approx. 0.02 - 0.03 mm
less clearance than the real.
The clearances in split bearings are measured by a
soft lead wire, which diameter must be in propor-
tion to the actual clearances.
To ensure that split bearings are completely tight
when checking the clearances, one has to place
the lead wire between the split faces as shown in
the figure. The clearance is the difference between
the measurements. “Z” and “Y”. The measure-
ments are taken at cold engine when otherwise is
not stated.
I udelte lagre måles klaringen med følerkniv, som
gir ca. 0,02 - 0,03 mm mindre klaring enn den vir-
kelige.
I delte lagre måles klaringen med myk blytråd,
med en diameter som står i forhold til klaringen
som skal måles.
For å sikre at delte lagre er “stumt” tiltrukket, må
blytråden legges i lagerdelingen som vist på teg-
ningen. Klaringen er differansen mellom målene
“Z” og “Y”.
Målingene skal gjøres ved kald motor når annet
ikke er beskrevet.

Clearance Max. clearance

Diametrical bearing Diamentrale (new engine) (Engine in service)
clearances: lagerklaringer: Maks till. klaring
Klaring (ny motor) (motor i drift)
(mm) (mm)

A Main bearing Rammelager 0.16 - 0.24 0.32

C Big end bearing Veivlager 0.16 - 0.24 0.32

Gudgeon pin bearing, Krysslager,

D parallel, parallelt, 0.10 - 0.16 0.20
stepped avtrappet 0.10 - 0.16 0.20
Gudgeon pin, Krysspinn
E alloy aluminium piston, aluminiumstempel 0.02 - 0.06 0.10
nodular cast iron piston. seigjerns stempel 0.04 - 0.06 0.10

F Camshaft bearing Kamaksellager 0.06 - 0.12 0.20

J Rocker arm Vippearmer 0.04 - 0.06 0.15

Max. clearance
Clearance
Axial bearing Aksielle (Engine in service)
(new engine)
clearances: lagerklaringer: Maks till. klaring
Klaring (ny motor)
(motor i drift)
(mm)
(mm)
Crankshaft, thrust washer Veivaksel styrelager
B
0.80 - 1.25 1.35
Gudgeon pin bushing, Krysslager
I alloy aluminium piston, aluminiumstempel 0.30 - 0.80 -
nodular cast iron piston. seigjerns stempel 0.30 - 0.90 -

G Camshaft, thrust washer Kamakselens styrelager 0.13 - 0.43 0.60

L Rocker arm Vippearmer 0.26 - 0.75 1.00

Clearances K 0603 Klaringer

Page 1:3 1:3
1601

Clearance Max. clearance

Gear wheel flange Tannhjuls -
(new engine) (Engine in service)
clearances: flankeringer:
Maks till. klaring
Klaring (ny motor) (motor i drift)
(mm) (mm)
Drive of main lubr. oil Drift av hovedpumpe
pump. smørolje. 0.15 - 0.20 0.40
S
Drive of water pump Drift av vannpumpe 0.15 - 0.20 0.40
(idler gear)

T Drive of governor Drift av regulator 0.15 - 0.20 0.40

Max. clearance
Other clearances: Diverse klaringer: Clearance
(Engine in service)
(new engine)
Maks till. klaring
(motor i drift)
(mm)
(mm)
Pusher element, Støterelement, diamentral
H
diametrical clearance. klaring 0.12 - 0.18 0.30

K Cylinder liner wear *) Sylinderforing, slitasje *)

M Starting slide Startsleide 0.10 - 0.30

Piston - cylinder head Stempel - sylinderdeksel

(compression clearance) (kompresjons-klaring) 10.0 -10.3
N1
(Fuel oil engine) (oljedrift) 9.25 - 9.55 ***)

Piston cylinder head Stempel- sylinderdeksel G1 5.25+0.3

N2
(gas engine) (gassdrift) G2/G3/G4 3.00+0.3
Piston ring gap: Stempelringsgap: Fuel oil / G1/G2:
1. ring 1. ring 0.50 - 0.80 3.00
P1
2. and 3. ring 2. og 3. ring 1.15 - 1.35 3.00
4. ring 4. ring 0.80 - 1.15 3.00
Piston ring gap: Stempelringsgap: G3/G4:
1. ring 1. ring 0.50 - 0.80 3.00
P2
2. ring 2. ring 0.90 - 1.15 3.00
3. ring 3. ring 0.80 - 1.15 3.00
Piston ring groove: Stempelringspor: Fuel oil / G1/G2:
Aluminium piston, upper Aluminiumsstempel, øvre 0.09 - 0.13 0.50
R1 Cast iron piston, upper. Støpejernsstempel, øvre 0.13 - 0.16 0.50
All pistons, other ring Alle stempler, øvrige
grooves ringspor 0.07 - 0.10 0.50
Piston ring groove: Stempelringspor: G3/G4:
1. groove 1. spor 0.18 - 0.22 3.00
R2
2. groove 2. spor 0.07 - 0.12 3.00
3. groove 3. spor 0.07 - 0.12 3.00
Flank clearance ring gear/ Flankeklaring startkrans /
Q
starter pinion **) Bendixdrev **) 0.7 - 0.9
Oil operated engine Oljedrevet motor
V Inlet valves Luftventiler 0.25 0.25
Exhaust valves Avgassventiler 0.35 0.35

Clearances K 0603 Klaringer

Page 2:3 2:3
 1601

Max. clearance
Other clearances: Diverse klaringer: Clearance
(Engine in service)
(new engine)
Maks till. klaring
(motor i drift)
(mm)
(mm)
Gas operated engine Gass motor
V Inlet valves Luftventiler 0.25 0.25
Exhaust valves Avgassventiler 0.45 0.45
Gas supply valve / rocker Gasspåslippingsventil /
W
arm (Gas engine) vippearm (gassdrift) 0.15 - 0.20 0.20

*) Change of cylinder liner should be taken into
consideration when worn up to Ø 250.5 mm,
or 0,25 mm oval.
**) For KR - 3 and KR - 5 with air starting motor
only.
***) With IMO NOx emission status and 22 mm
plunger in the fuel injection pump.
*) Utskifting av foring må overveies når den
er slitt opp til Ø 250.5 mm, eller 0,25mm
ovalitet.
**) Gjelder kun KR - 3 og KR - 5 med luft
start-motor.
***) Med IMO NOx utslipp status og 22 mm
plunger i brennstoff innspr.pumpe.

Clearances K 0603 Klaringer

Page 3:3 3:3
 ULSTEIN BERGEN AS

SERVICE LETTER

Service letter no: 971105.1 Engine type: K - MDO/HFO

Distribution: UBE , BO, customer Safety code : Modification, Blue.

Topic: Push Rod, Fuel injection Emne: Brennstoffpumpedrift.

pump drive.
The spherical ends of the push rod used to
be induction hardened. (Engine Manual
Instr. No. 7207 ITEM 10) After finishing
by grinding they have been checked for
cracks.
Kulehodene i hver ende av støteren
(Motorbok instr. nr. 7207 pos. 10) har vært
induksjonsherdet med sprekkontroll etter
ferdig sliping.

In the past, occurrences of cracking, Tidligere har det forekommet en del

particularly of the upper spherical head,
have been reported. The cracks have
developed into callote shaped break-aways,
leading in all instances to incorrect
injection timing.
sprekker, spesielt i det øverste kulehodet.
En kulekalott som løsner fra overflaten vil
medføre endret innsprøytningstidspunkt
med de følger det innebærer.

An improved hardening method was En forbedret herdemetode ble innført i

introduced in February 1996, and this februar 1996, og med dette ser problemet
seems to have solved the problem ut til å være løst.

Push rods with improved ends have the Støtstenger med forbedrete kulehoder har
following Ulstein Bergen Part No. : følgende artikkelnr. :

ENGINE ITEM DRAWING NO. PART NO.

TYPE Engine Manual Instruction No. 7207 Push rod with
improved ends

K-in line Push rod, item 10 566/38,756/67 or 492/07 412106

KV-engine Push rod, item10 420/42 or 566/45 412105

Page : 1 of 2
Print Date :
29.01.98
Service letter no: 971105.1 Engine type: K - MDO/HFO

Page : 2 of 2
Print Date :
29.01.98
 8/67(,1%(5*(1$6
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Damage Report
We refer to the Service Manual,
Chapter 1, Instructions Nos. 1101,
1102 and 1103. and emphasize that
the described procedures for
returning damaged parts must be
followed.
The Damage Report Sheet, found in
Chapter 1 of the Service Manual,
must be filled in and enclosed with
the shipment.
We are sorry to have to stress this
procedure, but warranty claims will
not be processed before the Damage
Report is received.
Enclosed :
3 Damage Reports (1103) and
1 set instructions (1101 og 1102).
$OOHQJLQHV
6DIHW\FRGH0RGLILFDWLRQ%OXH
Skaderapport.
Vi viser til instruksjonsboken kap. 1,
instruksjonsnr. 1101, 1102 og 1103,
og presiserer at prosedyren for
returnering av skadede deler må
følges.
Skjema for skaderapport, som er i
kap. 1 i instruksjonsboken, må alltid
utfylles og vedlegges deler som
sendes i retur.
Vi er dessverre nødt til å inn-skjerpe
disse rutinene, og dette betyr at
garantisaker ikke vil bli behandlet
før skaderapport foreligger.
Vedlegg :
3 Skaderapportskjema (1103) og
1 sett instruksjoner (1101 og 1102).
Page : 1 of 1
Print Date : 14.05.98
 1103

DAMAGE REPORT SKADERAPPORT

Customer File: Rolls-Royce File:
Kunde nr.: Engines-Bergen:
Vessel/Installation: Engine type: Engine no.:
Skip/Installasjon: Motor type: Motor nr.:
1. Damage occurred / Skaden inntruffet:
Place: Date:
Sted: Dato:
2. Component, system damaged / Komponent, system skadet:

Location / Plassering: :
Ref. “Service Manual” / Ref. “Service Manual” :
Component serial no. / Komponentens serienr. :
Total running hours / Total driftstid :
Hours since last overhaul / Driftstid etter overhaling :
Lubr. oil used / Smøreoljetype :
Lubr. oil consumption kg/h / Smøreoljeforbruk kg/h :
Fuel used / Brennstoff benyttet :

3. Description of damage / Beskrivelse av skade:

Damage report K/B/E 0204 Skaderapport

Page 1:3 1:3
1103

4. Observed condition prior to damage / Tilstand før skade:

5. Assumed cause of damage / Antatt årsak til skade:

6. Additional information / Øvrige opplysninger:

7. For internal use, Rolls-Royce / For internt bruk, Engines-Bergen:

Filled in by / Utfylt av:

Title / Tittel: Date / Dato:
This report has to be sent to Rolls-Royce Marine AS, Engines - Bergen, P.O. box 924, N-5808 Bergen,
NORWAY, when damage occurs on components included in Engines - Bergen’s delivery.
Damage report must follow all guarantee-claims.
Dette skjema sendes til service avd. Rolls-Royce Marine AS, Engines-Bergen, Postboks 924, N-5808
Bergen, ved enhver skade på komponenter som inngår i Engines-Bergens leveranser.
Skadeskjema skal følge et hvert garantikrav.

Damage report K/B/E 0204 Skaderapport

Page 2:3 2:3
 1103

DAMAGE REPORT BY E-MAIL SKADERAPPORT, SENDT MED E-MAIL

This information has to be sent to:
service.bergen@rolls-royce.com
when damage occurs on components included in
Engines - Bergen’s delivery.
Damage report must follow all guarantee
claims.
Denne informasjonen sendes til:
service.bergen@rolls-royce.com
når skade oppstår på komponenter som inngår i
Engines-Bergen’s leveranser.
Skadeskjema skal følge et hvert garantikrav.

0.1 Customer No. or name and address 0.1 Kunde nr. eller kundenavn og adr.
0.2 Engine no. 0.2 Motor nr.
0.3 Vessel name / Installation 0.3 Skipsnavn/Installasjon
0.4 Engine type 0.4 Motor type

1. Damage occurred 1. Skaden inntruffet

1.1 Place 1.1 Sted
1.2 Date 1.2 Dato

2. Component, system damage 2. Komponent, system skade

2.1 Location 2.1 Komponentens plassering
2.2 Ref. “Service Manual” 2.2 Ref. “Service Manual”
2.3 Component serial no. 2.3 Komponentens serienr.
2.4 Total running hours 2.4 Total driftstid
2.5 Hours since last overhaul 2.5 Driftstid etter overhaling
2.6 Lubr. oil used 2.6 Smøreoljetype
2.7 Lubr. oil consumption kj/h 2.7 Smøreoljeforbruk kj/h
2.8 Fuel used 2.8 Brennstoff benyttet

3. Description of damage 3. Beskrivelse av skade

4. Observed condition prior to damage 4. Tilstand før skade

5. Assumed cause of damage 5. Antatt årsak til skade

6. Additional information 6. Øvrige opplysninger

7.1 Filled in by 7.1 Utfylt av

7.2 Title 7.2 Tittel
7.3 Date 7.3 Dato

Damage report by e-mail K/B/E 0204 Skaderapport, sendt med e-mail

Page 3:3 3:3
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A piston seizure will always cause an extra En stempelrivning vil alltid påføre veivstaken ekstra
loading on the connecting rod. The påkjenninger. Størrelsen på disse påkjenningene er
magnitude of this extra loading is unknown, ikke kjent, og kan variere mellom hvert enkelt
and may vary between each incident. tilfelle.

Therefore, as a precaution against failure, it
has been decided that the piston and the
complete connecting rod assembly shall be
replaced when a piston seizure has occured.
The old connecting rod should be returned to
Ulstein Bergen in accordance with earlier
agreements.
Som en foranstaltning har det derfor blitt bestemt at
komplett drivverk skal byttes etter en
stempelrivning.
Den gamle veivstaken returneres til Ulstein Bergen
etter nærmere avtale.

Page
1 of 1
Print date:
18/08/99
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In instruction 3101 "Crankshaft" in the Ulstein
Bergen Service Manual it is mentioned that the
oil pasagess in the crankshafts should be
inspected for deposits at every major overhaul.
Recent inspections of older engines have
revealed that it is necessary to stress the
importance of these inspections, which should
be performed when the engines have reached
40.000 operating hours at the latest.
Neglecting this could in extreme cases result in
bearing damages and/or piston seizures.
The inspection is performed by removing one
randomly selected plug in the crank webs. If no
deposits are found, it will not be necessary to
clean the oil drillings.
Ulstein Bergen AS has changed the procedure
which msut be followed if considerable
deposits are found in the oil drillings:
1. Turn the crankshaft until the open oil
drilling points downwards.
2. Start the lubricating oil priming pump.
3. Watch that the oil flushes out the deposits,
and, if necessary, use a wire to loosen the
deposits.
4. Stop the priming pump.
5. Fit the plug and secure it by a centre punch.
6. Open the next plug on the crankshaft and
repeat the procedure until all oil drillings
are cleaned.
Print date: 20/08/99
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I instruksjon 3101 "Veivaksel" i Ulstein Bergens
Servicemanual står det at oljeboringene i
veivakselen bør inspiseres ved hver
hovedoverhaling. Inspeksjoner av eldre motorer
som er foretatt den siste tiden viser at det er
nødvendig å understreke viktigheten av å inspisere
veivakslenes oljeboringer minst hver 40.000
driftstime. Resultatet av å ikke gjøre dette kan i
ekstreme tilfeller føre til lagerskader og/eller
stempelrivninger.
Inspeksjonen bør utføres ved å fjerne en tilfeldig
valgt plugg i veivskinkene. Hvis oljeboringen ikke
har begynt å bli tettet kan motor kjøres videre
uten rengjøring av oljeboringene.
Ulstein Bergen AS har endret prosedyren som
skal følges hvis det oppdages betydelige
avleiringer i oljeboringen:
1. Tørn veivakselen slik at oljeboringen der
pluggen er fjernet vender nedover.
2. Start smøreolje-primingpumpen
3. Følg med at avleiringene blir skylt ut av oljen,
og bruk ståltråd hvis nødvendig for å løsne
avleiringene.
4. Stopp primingpumpen.
5. Monter pluggen og lås den med et kjørnerslag.
6. Åpne neste plugg på veivakselen og gjenta
prosedyren til alle pluggene er rengjort.
Page : 1 of 2
Enclosed to this Service Letter is the new
Service Manual instruction no. 3101
"CRANKSHAFT". Please ensure that this
instruction replaces the older instructions in all
your copies of the Ulstein Bergen Service
Manual.
Please observe that if more than one instruction
is enclosed, it is because you have more than
one makes of Ulstein Bergen engines. The
different instructions are separated by looking
at the bottom of each instruction:
• BV-O: All B vee engines for diesel/heavy
fuel oil operation.
• BR-O: All B in-line engines for
diesel/heavy fuel oil operation.
• KV: All K vee engines.
• KR: All K in-line engines.
Print date: 20/08/99
Som vedlegg til dette Service Letter er den nye
Servicemanual-instruksjonen 3101
"VEIVAKSEL". Vennligst sørg for å bytte ut den
gamle instruksjonen med de vedlagte i alle
kopiene av Ulstein Bergen Servicemanual som De
har.
Vi gjør oppmerksom på at dersom De har mottatt
mer enn en instruksjon, er dette fordi deres
selskap har mer enn en Ulstein Bergen motortype.
Hvilken instruksjon som hører til de forskjellige
typene kan ses nederst på hver instruksjon:
• BV-O: Alle BV motorer for
diesel/tungoljedrift.
• BR-O: Alle B-rekkemotorer for
diesel/tungolje-drift.
• KV: Alle K-V-motorer.
• KR: Alle K-rekkemotorer.
Page : 2 of 2
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Ulstein Bergen AS has recently encountered
problems with damage to fuel cams and cam
rollers on certain K-type engines delivered
since 1994. The type of damage ranges from
small cosmetic flaws to completely worn-down
rollers and cams. Experience shows that such
damage usually occurs within the initial 3,000
operating hours.
Thorough examination has shown that there
have been several contributory factors to this
damage, including:
• Incorrect fuel viscosity resulting in
excessively high fuel pressure.
• New suppliers of rollers, who can
inadvertently have given rise to changes in
hardening and in the profile of the roller.
1.5 cm
2 mm
Figure 1: Maximum limits for cosmetic damage on cam
Print date: 21/06/99
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Ulstein Bergen AS har i den siste tiden opplevd
skader på brennstoffkammer og kamruller på noen
K-motorer levert etter 1994. Disse skadene kan
variere fra små kosmetiske sår til helt nedkjørt
rulle og kam. Erfaringene viser at skadene
vanligvis oppstår før 3.000 driftstimer er nådd.
Grundige undersøkelser har vist at disse skadene
har hatt flere årsaker, bl.a.:
• Feil brennstoffviskositet som har medført for
høye brennstofftrykk.
• Ny leverandør av ruller som kan ha
avstedkommet utilsiktede endringer av herding
og av rullens profil.
Page : 1 of 3
COSMETIC DAMAGE TO THE CAM LIFT
AREA
Cosmetic damage occurs in the cam lift area,
see figure 1. The damage is classified as
cosmetic if it is within the criteria stated in the
illustration. It is recommended that the damage
be documented through photographs and/or
measurement of the cams, in order to monitor
progression over a period of time. If the
cosmetic flaws do not grow worse, preventive
measures are not necessary.
DAMAGE TO ROLLERS AND CAMS
If damage to the rollers is detected, or if the
damage to the cam exceeds the maximum
permitted levels shown in figure 1, the damage
is no longer regarded as cosmetic. In such
cases, all cams and rollers in the engine should
be replaced.
AMENDMENTS TO DESIGN
Calculations show that the existing design is
satisfactory for normal operating conditions.
Ulstein Bergen has anyhow initiated measures
aimed at increasing the safety margins.
1. Crowned rollers
The most important amendment is the
introduction of crowned rollers (see figure 2B)
for air, exhaust and fuel. These rollers have
bevelled edges, resulting in lower strain on the
cam lift.
Figure 2: Cam tension (black area) as a function of roller geometry.
A shows the old roller, while B shows the new crowned roller.
Print date: 21/06/99
KOSMETISKE SKADER PÅ KAMMENS
LØFTOMRÅDE
Kosmetiske skader finne på kammens løftområde,
se figur 1. Skadene blir definert som kosmetiske
hvis de er innenfor kriteriene gitt på tegningen.
Det anbefales å registrere skadene ved å ta bilder
og/eller mål av kammene, for på denne måten å
følge med eventuell utvikling over tid. Dersom de
kosmetiske sårene ikke utvikler seg, vil det ikke
være nødvendig å sette igang preventive tiltak.
SKADER PÅ RULLER OG KAMMER
Dersom det oppdages skader på rullene, eller at
skadene på kammen er utenfor kriteriene gitt på
figur 1, skal de ikke lenger anses som kosmetiske.
I dette tilfellet bør alle kammer og ruller på
motoren skiftes ut.
KONSTRUKSJONSMESSIGE ENDRINGER
Beregninger viser at dagens konstruksjon skal
være tilfredsstillende for normale driftsforhold.
Ulstein Bergen har likevel iverksatt tiltak for å øke
sikkerhetsmarginene.
1. Crowned rollers.
Den viktigste endringen er innføringen av
"crowned rollers" (se figur 2B) både for luft,
avgass og brennstoff. Disse rullene er avrundet
mot kantene, og vil gi lavere belastning på
kamløftet.
Page : 2 of 3
2. Amended specification for rollers
The hardening depth of the rollers has been
increased considerably.
3. Wider rollers and cams
Both the fuel cam and the fuel roller have been
widened.
HEATING PROCEDURES FOR FITTING
AND DISMANTLING OF CAMS
Do not use naked flames to heat cams for
shrink fitting to the camshaft. Cams should be
heated in an oil bath or oven with controlled
temperatures.
For dismantling from camshafts, cams need to
be heated with a welding torch to break their
shrink fit. Dismantled cams should not be re-
used.
In an emergency, if no replacement cams are at
hand, it is essential that thermal indicator
coatings be applied to the cams before heating
them for removal. Such thermal indicators
allow monitoring of the temperature of the
cams. If cams become overheated in this
process, the hardening of the running surfaces
may get damaged.
Print date: 21/06/99
2. Endret spesifikasjon på ruller
Tykkelsen på herdesjiktet i rullene er øket
betydelig.
3. Bredere ruller og kammer
Både brennstoffkam og brennstoffrulle er gjort
noe bredere.
VARMEPROSEDYRE FOR MONTERING OG
DEMONTERING AV KAMMER
Åpen flamme må ikke nyttes for oppvarming av
kammer for montering. Kammer varmes i oljebad
eller ovn med kontrollerte temperaturer.
For demontering fra kamakselen må kammer
varmes med sveiseflamme for å løsne krympet.
Demonterte kammer burde ikke nyttes om igjen.
I nødstilfeller, når nye kammer ikke er tilgjengelig,
skal termisk maling påføres kammene før
oppvarming for demontering. Termisk maling
indikerer temperaturen i overflaten den er påført.
Dersom kammer overhetes i prosessen kan
herdesjiktet ødelegges.
Page : 3 of 3
 ULSTEIN BERGEN AS
SERVICE LETTER
Service letter no: 990712
Service Manual Instrction no. 3201
Distribution: UBE, BO, Cu
Assembly of Big End
Bearings
The threads of big end bearing bolts and the
mating threads in the connecting rods must be
perfect, since scored threads may initiate micro
cracks that may give raise to fatigue failure of
connecting rods. The Service Letter contains a
procedure for assembling the big end bearings
that should minimise the risk for this to happen.
In addition, the criterias for evaluation of
bearing shell quality are described.
The information is a short version of the content
of service manual instruction numbers 2201
"Crankshaft Main Bearings", 3201 "Piston and
Connecting Rod Assembly" and 3202
"Removing and Installing the Piston Rod
Assembly, Inspection of the Big End Bearing".
I. BOLT STORAGE
1. When big end bearing bolts are dismantled,
they must be stored so the threads are not
damaged or soiled.
II. BEFORE FITTING THE BIG END
BEARING BOLTS
1. The bolt threads and the mating threads
inside the connecting rods must be
thoroughly cleaned (washed /flushed)
Print date: 17/01/00
Engine type: KR, and KVs with
hydraulic tensioning of big end bearing bolts
Safety code : Modification - Blue
Montering av veivlagre
Gjengene på veivlagerboltene og innskruings-
gjengene i veivstaken må være perfekte, ettersom
rivninger i gjengene i veivstaken kan være
utgangspunktet for mikrosprekker som kan gi
utmattingsbrudd. Serviceletteret inneholder en
prosedyre for montering av veivlagrene som
minimaliserer risikoen for at dette skjer. I tillegg
beskrives hvilke kriterier som bør ligge til grunn
for å vurdere lagerkvaliteten.
Informasjonen er en sammenstilling og presisering
av informasjon som finnes i servicemanualens
instruksjoner nr. 2201 "Rammelager", 3201
"Drivverk (stempel og veivstake)" og 3202
"Trekk av drivverk, inspeksjon av veivlager".
I. LAGRING AV BOLTER
1. Når veivlagerboltene demonteres skal de
oppbevares slik at gjengene ikke skades eller
tilsmusses.
II. FØR MONTERING AV VEIVLAGER-
BOLTER
1. Innskruingsgjengene i veivstaken og gjengene
på veivlagerboltene rengjøres (vaskes/ spyles)
grundig
Page : 1 of 5
2. Check the bolt threads visually. NOTE: If 2. Gjennomfør en visuell kontroll av
the bolt threads appear to be damaged, boltegjengene.
the bolt has to be replaced! MERK: Dersom det ser ut som om boltene
har skadde gjenger må de skiftes!

3. Check the mating threads in the connecting
rod visually. Using a mirror and torchlight is
the best way.
NOTE: If the mating threads are
damaged, the connecting rod has to be
replaced!
3. Gjennomfør visuell kontroll av innskruings-
gjengene i veivstaken. Den beste måten å gjøre
dette på er ved å bruke speil og lommelykt.
MERK: Dersom det ser ut som innskruings-
gjengene i veivstaken er skadd må
veivstaken skiftes!

III. FITTING OF BIG END BEARING III. MONTERING AV VEIVLAGER-

BOLTS BOLTER

1. Lubricate the threads of the big end bearing 1. Sett inn gjengene på boltene med smøreolje før
bolts with lubricating oil. de skrus inn i veivstaken.

2. Turn the bolts all the way down into the
mating threads of the connecting rods.
NOTE: No power tools should be used
for turning the bolts into the connecting
rods. It must be done by hand!
2. Innskruingen skal skje for hånd, helt til boltene
støter mot bunnen av gjengehullene.
MERK: Ingen hydrauliske eller elektriske
verktøy må brukes ved innskruing av
veivlagerbolter. Dette må skje for hånd.

Figure 1: Bolt check lenghts

Figur 1: Boltlengder

3. Check that the bolts are in the correct
position by checking the distance to the
serration tops (see figure 1):
"A" = 235±1 mm
"B" = 270±1 mm
NOTE: If it is not possible to get bolts
Print date: 17/01/00
3. Kontroller at boltene er riktig innskrudd ved å
måle avstandene til delingsplanet, dvs.
spissene av fortanningene (se figur 1):
"A" = 235±1 mm
"B" = 270±1 mm
MERK: Dersom det ikke er mulig å få
Page : 2 of 5
 into these positions by hand force
alone, the bolt and the mating threads
have to be cleaned and inspected again
(see above in section II "Before fitting
the big end bearing bolts", items 1
through 3). If it still is not possible to
get the bolt into the correct position,
the bolt has to be replaced!
4. Then the bolts are secured with the specified
tightening torque (see Service Manual
instruction no. 1702 "Table of Tightening
Specifications") applied with an Allen
wrench.
IV. FITTING OF BIG END BEARING
SHELLS
1. The serrations in the joint surfaces between
connecting rod and big end bearing cap
must be well cleaned before fitting the
bearings.
2. Only bearing shells supplied by Ulstein 2. Kun lagerskåler levert fra Ulstein Bergen AS
Bergen AS should be used. Check that the
new and the old bearing shells are of the
same make. NOTE: Failure at this point
will probably lead to bearing failure with
the risk for serious consequences!
3. Measure the free spread of the bearing shells 3. Mål spriket på lagerskålene som skal monteres.
that are going to be fitted. The diameter of
the bearing, across the split faces, should be
larger than the corresponding diameter of
the bearing cap. If the difference is less than mm eller over 5 mm, tyder dette på
0,5 mm or more than 5 mm, the bearing is
deformed and must not be fitted! NOTE:
Never attempt to adjust bearing shells!
4. The bearings and the bearing housing should
be thoroughly cleaned. The back of the
bearings must be absolutely clean and free
of grease. Any oil deposits in the housing
must be removed with emery screen, and
particles must be removed to avoid local
deformations of the bearings.
Print date: 17/01/00
boltene inn i disse posisjonene med hånd-
makt må boltene og innskruvings-
gjengene i veivstaken rengjøres og
inspiseres igjen (se over i seksjon II "Før
montering av veivlagerbolter", punkt 1 til
3). Hvis det forsatt ikke er mulig å få
plassert bolten korrekt må bolten byttes
ut!
4. Deretter settes boltene fast med oppgitt
innskruingsmoment (se Servicemanual-
instruksjonen 1702 "Tabell over tilsettingsdata
for bolteforbindelser") ved hjelp av en
umbraco-nøkkel.
IV. MONTERING AV VEIVLAGER-
SKÅLER
1. Fortanningene i stakehode og lagerdeksel må
rengjøres grundig før montering av
lagerskålene.
kan brukes. Undersøk at nye og gamle
lagerskåler er av samme fabrikat. MERK: Et
avvik i denne forbindelse vil sannsynligvis
føre til lagerhavari med stor riskiko for
betydelige følgeskader!
Spriket på lagerskåldelingen skal være større
enn den tilsvarende diameteren på
lagerdekselet. Dersom forskjellen er under 0,5
deformasjon av skålen. Slike skåler må ikke
monteres! MERK: Oppretting av brukte
lagerskåler skal ikke forekomme!
4. Lagerskålene og anleggsflatene for lagerskålene
må være grundig rengjort. Baksiden av
skålene må være absolutt rene og så fettfrie
som mulig. Oljekoks på underlaget må fjernes
med nettsmergel, og partikler må fjernes
p.g.a. det vil medføre lokale deformasjoner av
skålene.
Page : 3 of 5
5. When fitting the bearing shells into the rod
and the cap, make sure that the positioning
nicks on both bearing halves fit into the
corresponding grooves.
5. Når lagerskålene monteres i stake og
lagerdeksel, må man forsikre seg om at
skålene blir liggende riktig ved at tungene i
begge lager-halvdelene passer inn i de
korresponderene sporene.

Figure 2: Piston and Connecting Rod

Figur 2: Drivverk

V. FITTING THE BEARING CAP V. MONTERING AV LAGERDEKSEL

1. Fit the bearing cap (15) on the bolts. Ensure 1. Før lagerdekselet (15) inn over boltene og til
the cap slides easily into place without any anlegg i fortanningssporene. Se etter at
restrictions, and check that the guide pins dekselet glir lett på plass uten bend, og at
(11) enter properly styrepinnene (11) går inn i sine hull.

2. Tighten the nuts (13) slightly by means of the 2. Mutrene (13) skrues til anlegg mot
handle from the hydraulic power tool set. lagerdekselet med spaken fra det hydrauliske
verktøyet.

3. Check that the bearing shells have not been 3. Vær sikker på at lagerskålene ligger i riktig
turned away from their correct positions posisjon før det hydrauliske verktøyet
before using the power tool. benyttes.

Print date: 17/01/00 Page : 4 of 5

4. Install the hydraulic power tool, as described 4. De hydrauliske verktøymutrene monteres og
in the procedure in Service Manual veivlagerboltene forspennes til den verdi som
instruction no. 3202 "Instructions for use of er angitt i Servicemanual-instruksjonen 1702
hydraulic power tool for tensioning of big "Tabell over tilsetningsdata for
end bearing bolts". Fasten the nuts with the boltforbindelser". For prosedyre for
specified hydraulic tool pressure given in forspenningen, se instruksjon 3203 "Bruk av
Service Manual instruction no. 1702 "Table hydraulisk verktøy for tilsetting av
of Tightening Specifications". veivlagerbolter".

5. Fit locking plates (9), locking screws (8) and 5. Monter sikringsplater (9), låseskruer (8) og
locking wire (7). låsestreng (7).

6. Check that the locking plates (9) do not 6. Kontroller at sikringsplatene (9) ikke stikker
overhang the contact surfaces. utenfor anleggsflaten.

Print date: 17/01/00 Page : 5 of 5

 ULSTEIN BERGEN AS
SERVICE LETTER
Service letter no: 000112
Distribution: UBE, BO, Cu
High Pressure Fuel Pipes
and Sealing Collars,
Assembly Procedures
ASSEMBLY OF SEALING COLLAR
Some K-engines have had problems with
lubricating oil leaking along the fuel oil high-
pressure pipes from the sealing frame on the
cylinder covers, see figure 1. To avoid this the
collar design on shielded pipes has been
changed. To obtain full benefit of the collar it is
important that it is fitted correctly. (There has
not been made a new collar type for non-
shielded pipes, but if these collars are to be
changed the fitting procedure will be similar).
Figure 1: Location of collar
Figur 1: Plassering av mansjett
Print date: 22/02/00
Engine type: K-mdo/hfo
Safety code : Modification - Blue
Høytrykks brennstoffrør og
tetningsmansjett, monterings-
prosedyrer
MONTERING AV TETNINGSMANSJETT
Det har forekommet smøreolje-lekkasjer langs
høytrykksrørene ut fra tetningskarmen på
sylinderdekslene på noen K-motorer, se figur 1.
Tetningsmansjetten på kapslede rør har blitt
endret for å rette på dette. For å få fullt utbytte av
mansjetten må den monteres på korrekt måte.
(Ukapslede rør har ikke fått ny type mansjett, men
ved utbytting av mansjetter vil framgangsmåten
være den samme som beskrevet nedenfor).
Page : 1 of 4
When Ulstein Bergen supplies complete pipes, Når høytrykksrørene leveres fra Ulstein Bergen er
the collars are fitted to the pipe. When a collar mansjettene festet på røret. Ved utbytting av
is replaced in service, the following procedure mansjett i forbindelse med service gjelder følgende
applies: prosedyre:

1. The collar should be split on the side as 1. Mansjetten splittes langs siden som vist på
shown on figure 2. Use a razor blade or a figur 2. Bruk barberblad eller en tynn, skarp
thin, sharp knife. NOTE: Take care to kniv. MERK: Pass på at det ikke kommer
avoid any grease or oil contamination on fett eller olje på delingsflaten!
the split surfaces!

Figure 2: Top view - splitting the collar

Figur 2: Sett ovenfra - deling av tetningsmansjetten

2. A thin layer of oil or grease should be applied 2. Høytrykksrøret påføres et tynt lag fett eller olje
to the high-pressure fuel pipe to prevent the for at mansjetten ikke skal klebes til dette.
collar from sticking.

3. Apply O-ring glue to the split surfaces. 3. Mansjetten påføres O-ringlim i delingen.

4. Put the collar in place with the spout pointing 4. Mansjetten klemmes på plass rundt røret, med
towards the fuel injector. (Only the new tuten pekende mot brennstoffventilen (Bare
collar, part.no. 301275, for shielded pipes den nye mansjetten, art.nr. 301275, for
have a spout). The glue should dry kapslede rør har denne tuten). Limet bør tørke
immediately. NOTE: Make sure that the umiddelbart. MERK: Pass på at delingen av
split of the spout is pressed firmly tuten klemmes godt sammen!
together!

5. The pipe is now ready for assembly 5. Røret er nå klart for montering.

Print date: 22/02/00 Page : 2 of 4

 Sealing Rubber
Collar /
Tetningsmansjett i
gummi

Gland Nuts /
Koblingsmutter

Seating Cones /
Tetningshylser

I - Fuel Oil Leakage

II - Fuel Oil from Injection Pump
III -Connections for Nozzle
Cooling Oil (HFO only)

Figure 3: High-pressure pipe for HFO. The principle also applies for MDO high-pressure pipes.
Figur 3: Høytrykks brennstoffrør for tungolje. Prinsippet er også gjeldene for høytrykksrør for
diesel.

ASSEMBLING THE HIGH PRESSURE MONTERING AV HØYTRYKKS

FUEL PIPES BRENNSTOFFRØR

The high-pressure pipes must be fitted to the
engine in a stress free condition. NOTE: A
failure to comply with this may lead to
leakages in the high-pressure fuel system! In
order to ensure a stress free condition, the
following procedure applies:
Høttrykksrørene bør monteres på motoren uten å
være påført bøyespenninger. MERK: Dersom
dette ikke etterfølges kan det resultere i
brennstofflekkasje i høytrykkssystemet! For å
forsikre om at det ikke er bøyespenninger i røret
skal følgende prosedyre følges:

1. The fuel valve clamp should not be tightened, 1. Brennstoffventilen skal i utgangspunktet ikke
to ensure that the valve is flexible. være terset fast slik at den kan beveges noe.

2. Inspect the seating cones by pulling back the
gland nuts until the cones are visible. Make
sure that the sealing cones are absolutely
clean! NOTE: This has to be done on
both pipe ends.
2. Inspiser tetningshylsene ved å rekke tilbake
koblingsmutrene slik at hylsesegmentene blir
synlige. Hvis de ikke er rene, vask dem
forsiktig. MERK: Dette skal gjøres på
begge rørendene!

3. Fit the fuel pipe between pump and injector. 3. Høytrykksrøret plasseres i riktig posisjon
Adjust the injector and tighten the clamp mellom pumpe og injektoren. Juster injektoren
when it is in correct position compared to og ters den fast når den er i riktig posisjon i
the high-pressure pipe. forhold til høytrykksrøret.

4. Fingertighten the gland nuts on the fuel pipe. 4. Stram koblingsmutrene på høytrykksrøret for
hånd.

Print date: 22/02/00 Page : 3 of 4

5. Tighten the pipe intermittent up to the torque 5. Forspenn røret vekselvis mellom ventilside og
value found in the Service Manual pumpeside opp til momentene som er
instruction no. 1702 "Table of Tightening spesifisert i Servicemanualens instruksjon nr.
Specifications". 1702 "Tabell over data for bolteforbindelser".

Print date: 22/02/00 Page : 4 of 4

%(5*(1(1*,1(6
6(59,&(/(77(5
SERVICE LETTER NO. 010515
ENGINE TYPES: BERGEN K - BERGEN B
DISTRIBUTION: RR, GSN, CU
SERVICE MANUAL INSTRUCTION NUMBERS: NOT APPLICABLE
)/(;,%/()8(/+26(6,17+(
)8(/2,/6833/<6<67(0
%$&.*5281'
Fuel leakage is often a contributing
cause for engine room fires. Usually,
attention is directed towards the high-
pressure fuel system, since the risk of
fire will be highest if leaks appear
here. In addition, a jet of leaking high-
pressure fuel is capable of inflicting
serious personal injury. Therefore, it
is important that correct fitting and
inspection procedures are followed,
and only original spare parts are used
in the high-pressure fuel system.
In this service letter we want to
concentrate on a component that
usually does not receive the same
attention; the flexible hoses in the fuel
supply and return system.
 )/(;,%/( +26(6 ,1 7+( )8(/
6833/<$1'5(78516<67(0
Many engines are flexibly suspended,
and these have to be equipped with
flexible fuel connections for both the
fuel supply and the return oil. The fuel
hoses have so far not been included
in the suggested routine maintenance
schedule for the Bergen engines, and
Rolls-Royce now want to stress the
need for inspecting and changing
these hoses regularly. See section 4
"Inspection procedures" in this
service letter for recommendations of
inspection intervals.
SL 010515 Print date: 15.06.01
SAFETY CODE: DANGER
)/(.6,%/(%5(11672))
6/$1*(5,/$975<..6<67(0(7
%$.*5811
Brennstofflekkasje er ofte en med-
virkende årsak til at motorroms-brann
oppstår. I den sammenheng blir
spesiell oppmerksomhet ofte rettet
mot høytrykks-systemet, siden
risikoen for brann vil være svært stor
ved lekkasje fra dette systemet. I
tillegg vil brennstoff under høyt trykk
kunne medføre alvorlige person-
skader ved lekkasje. Det er derfor
viktig at korrekte monterings- og
inspeksjons-prosedyrer følges og kun
orginaldeler brukes når det gjelder
komponentene i dette systemet.
I dette serviceletteret fokuserer vi på
komponenter som vanligvis ikke får
like stor oppmerksomhet, nemlig
fleksible brennstoffslanger i
lavtrykkssystemet.
 )/(.6,%/( %5(11672))
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Mange motorer er fleksibelt opplagret,
og de vil da være utstyrt med fleksible
brennstofftilkoblinger for brennstoff
tilførsel og for returolje.
Brennstoffslangene har fram til nå
ikke vært nevnt i forslaget til
rutinearbeid som har vært levert med
Bergen-motorene, og Rolls-Royce
ønsker ved dette å påpeke behovet
for jevnlig å inspisere og bytte ut
disse slangene. Se avsnitt 4
"Inspeksjonsrutiner" i dette
serviceletter for anbefaling av
inspeksjonsintervall.
Page 1 of 4
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A fuel hose consists of an inner Brennstoffslangene består av et indre

elastomer (rubber) tube reinforced gummibelegg med en stålarmering
with steel wire braids. It is covered rundt. Dette er dekket av et ytre
with an outer tube of elastomer. gummilag.

The hoses will be exposed to Slangene vil være utsatt for

stresses that will vary due to belastninger som vil variere avhengig
operating conditions and fuel type: av driftsforhold og brennstofftype:
• Chemical and thermal stress from • kjemiske og termiske belastninger
the fuel fra brennstoffet
• Fuel pressure pulsations. • brennstofftrykk med pulsasjoner
• Mechanical stress due to torsions, • mekaniske belastninger på grunn
bending or blows/cuts. av vridninger, bøyninger eller
• Outer chemical influences slag/kutt.
• ytre kjemiske belastninger.

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3.1 Chemical and thermal stress 3.1 Indre kjemiske og termiske

The fuel hoses used today are belastninger
designed to withstand temperatures Dagens brennstoffslanger skal tåle
up to 164°C. At temperatures above temperaturer opp til 164°C. Ved
100°C; the thermal strains will lead to temperaturer over 100°C vil det indre
reduced service life for the rubber gummilaget i slangene bli utsatt for så
tube. kraftige termiske belastninger at man
må forvente redusert levetid for
For engines operating on heavy fuel komponenten.
oil, the temperature of the oil is close
to 150°C, thus there will be a Ved tungoljedrift vil temperaturen
considerable thermal stress. In kunne ligge opp mot 150°C. I tillegg
addition, variations in heavy fuel oil gjør variasjonen av brennstoffkvalitet i
quality will possibly expose the tube tungolje gi kjemiske belastninger som
to chemical wear. The varying effects vil være vanskelige å beregne. Av
on the tubes make it especially disse grunnene vil det være spesielt
important to inspect the fuel hoses viktig å inspisere slangene (se pkt. 4).
frequently (see paragraph 4).

3.2 Fuel pressure pulsations 3.2 Brennstofftrykk med pulsasjoner

The supply fuel pressures on plants Brennstofftrykkene på anlegg med
with Bergen engines will be well Bergen motorer vil være godt innenfor

SL 010515 Print date: 15.06.01 Page 2 of 4

inside the permissable margins of
pressure loads for the hoses. In some
cases though, pressure pulsations
may initiate extra strains on the
hoses.
3.3 Mechanical stresses
For optimising the fuel oil hoses'
service life, it is important that the
mechanical stress is minimised.
Mechanical stress may initiate cracks
in the inner rubber tube that may
shorten the service lifte of the hoses.
The shipbuilder is required to assure
that the connection point coordinates
for the flexible connections are within
specifications to limit the strain on the
hoses.
To avoid unnecessary strain on the
rubber tubes it is important that the
hoses are long enough.
The hose should be bent in one plane
only, and shouldn't have more than
one bend.
Each hose type has a minimum
bending radius, which depends on the
length of the hose, the diameter and
the hose material and application. If
the correct hose is used and the
engine room is correctly designed,
the bending radius should be well
within the permitted range.
When fitting a hose, it is also Ved montering er det viktig å sørge
important to ensure that the hose is for at slangen ikke blir vridd.
not twisted.
3.4 Outer chemical influences
It is important to take the hoses into
consideration when using chemicals
in the engine room, e.g. when
choosing detergents for engine room
cleaning. The operators must ensure
that the hoses are sufficiently
protected from unnecessary exposure
to chemicals.
SL 010515 Print date: 15.06.01
marginene for trykkbelastningen på
slangene. Det kan, i spesielle tilfeller,
oppstå trykkpulsasjoner i systemene
som kan ha topper som gir ekstra
belastning på slangene.
3.3 Mekaniske belastninger
For at brennstoffslangene skal få et
så langt liv som mulig, er det viktig at
de mekaniske belastningene på
slangene er minimalisert. Mekaniske
belastninger kan starte sprekkvekst i
det indre gummilaget, noe som vil
redusere slangenes levetid.
Det settes krav til skipsbyggeren når
det gjelder monteringskoordinatene
for slangene på nye anlegg, for å
sikre at de mekaniske belastningene
holdes innenfor grenseverdiene.
Det er det viktig at man har en slange
som er lang nok til at man unngår
belastninger i gummien på grunn av
strekkspenninger.
Slangen må ikke være bøyd i mer
enn ett plan, og bør ikke ha mer enn
en bukt.
Hver slange har en minimum
bøyeradius som varierer med
slangens lengde, omkrets og
slangetype / bruksområrde. Dersom
man har riktig slange, og
maskinrommet er korrekt designet vil
man være over minimum bøyeradius.
3.4 Ytre kjemiske belastninger
Det er viktig å ta hensyn til slangene
ved bruk av kjemikalier i
motorrommet, f.eks. ved
motorromsvask. Operatørene må
være bevisste på at slangene må
sikres mot å bli utsatt for
unødvendige belastninger
Page 3 of 4
,163(&7,215287,1(6 ,163(.6-216587,1(5

Due to the number of varying På grunn av de mange varierende

parameters, it is difficult for the
supplier to estimate an expected
service life for the product. Hoses will
have to be inspected frequently, and
must be treated as a safety critical
component.
parametrene er det vanskelig for
leverandøren å oppgi en forventet
levetid for produktet. Erfaringer fra
diesel- og tungoljemotorene viser at
slangene må inspiseres med jevne
mellomrom, og behandles som en
sikkerhetskritisk komponent.

It is important to be aware of that Det er viktig å være oppmerksom på

even if the outer rubber tube looks
OK, the inner rubber tube may have
damages that could constitute a fire
hazard. Usually, damages to the
inner rubber tube make it necessary
to change a hose.
at selv om det ytre gummilaget på
slangen ser bra ut, kan den indre
gummien ha skader som kan føre til
en brannrisiko. Det er skader på den
indre gummien som vanligvis er
grunnen til at slangen må skiftes.

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SL 010515 Print date: 15.06.01 Page 4 of 4

%(5*(1(1*,1(6

6(59,&(/(77(5

SERVICE LETTER NO. 010523 SAFETY CODE: INFORMATION

ENGINE TYPES: Bergen K

DISTRIBUTION: RR, GSN, CU
SERVICE MANUAL INSTRUCTION NUMBERS: 2401 and 1702

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The fuel oil injection valves on Bergen Innsprøytningsventilene på Bergen

K-type engines are kept in place by a K-motorer holdes på plass ved hjelp
retainer fitted to the cylinder head av en ters. Den blir festet til
with two studs. sylinderdekselet med to pinneskruer.

Fig. 1: Studs for fitting the fuel oil injection valve /

Pinneskruer for festing av innsprøytningsventil

In some Service Manuals for existing I servicemanualene for noen anlegg

plants, the tightening torque for the mangler tiltrekkingsmomentet for
nuts of these retainers is not stated. mutrene til disse skruene.

The correct torque for the nuts is 40 Det riktige momentet for mutterne er
Nm with lubricating oil as lubricant. 40 Nm med smøreolje som
smøremiddel.

SL 010523 Print date: 15.06.01 Page 1 of 2

Check instruction 1702 "Table of Sjekk derfor instruksjon nr. 1702
tightening specifications" in the "Tabell over tilsettingsdata for
Service Manual. If "Fuel oil valve bolteforbindelser" i Servicemanualen.
nuts" are not mentioned, please add Dersom det ikke står en rad som
the above mentioned data in the omhandler "Innsprøytingsventil
instruction. muttere", vennligst påfør de
overstående data.

SL 010523 Print date: 15.06.01 Page 2 of 2

%(5*(1(1*,1(6
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SERVICE LETTER NO. 001002
ENGINE TYPES: BERGEN KR
DISTRIBUTION: RR, GSN, CU
SERVICE MANUAL INSTRUCTION NUMBERS: Not applicable
02',),&$7,21)2535(9(17,1*
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Background:
Rolls-Royce can now offer a
modification package for K-type
engines that have problems with fuel
or lubricating oil leakage. For engines
operating on marine diesel oil / gas
oil, the package consists of small
modifications on hatches and covers,
cleaning of passages and changing of
gaskets. For engines operating on
heavy / intermediate fuel it will also
include installation of an ejector in the
leak oil system.
The modifications have been tested
with satisfying results on heavy fuel
oil operated engines with a previous
history of fuel leaks.
We advise that the engines are
carefully examined, and if leakage is
discovered, the actions described in
this service letter should be
considered. Some of the suggested
modifications are relatively labour-
intensive, so only the tasks necessary
to fix existing leaks should be carried
out.
If the modifications described in this
service letter are of interest, please
contact the service department at
Rolls-Royce Marine AS; dep.
Engines-Bergen for additional
information.
SL 001002 Print date: 15.06.01
SAFETY CODE: MODIFICATION
02',),.$6-2163$..()25c
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1. Bakgrunn:
Rolls-Royce kan nå tilby en
modifikasjonspakke for K-motorer
som har problemer med lekkasjer av
brennolje eller smøreolje fra motor.
For motorer som går på diesel eller
gassolje består pakken av små
modifikasjoner på luker og deksler,
rengjøring av boringer samt utskifting
av pakninger. For motorer som går
på tungolje eller intermediate fuel
omfatter pakken i tillegg installering
av en ejektor i lekkoljesystemet.
Modifikasjonene har blitt testet med
gode resultater på tungoljedrevne
motorer som tidligere har hatt
lekkasjer.
Vi anbefaler at motorene undersøkes
grundig, og at tiltakene beskrevet i
dette serviceletteret vurderes hvis
lekkasje av brennolje eller smøreolje
oppdages. Siden noen av
operasjonene er relativt
arbeidskrevende, bør bare de som er
nødvendig p.g.a. eksisterende
lekkasjer gjennomføres.
Hvis noe av dette kan være av
interesse, vennligst kontakt
serviceavdelingen ved Rolls-Royce
Marine AS; dep. Engines-Bergen for
mer informasjon.
Page 1 of 5
 Fig. 1: Ejectorsystem / Ejektorsystem
The ejector system (Only for engines
operating one heavy / intermediate
fuel):
There will always be some fuel oil
leaks from engine components.
Therefore, the engines are equipped
with a leak oil return system, which is
designed to collect and remove the
leak oil in a controlled fashion. One of
the most common causes for fuel oil
leakage from the injection pump area
is that leak oil cools off and solidifies
inside the pipes and passages of the
leak oil return system, thereby
clogging it.
To rectify that situation, Rolls-Royce
suggests that an air ejector (13) be
installed in the leak oil system. The
ejector will be supplied with a small
amount of charge air from the charge
air bend, taken just in front of the
charge air receiver (See fig 1, item 1,
2 and 3). The ejector will create a
suction pressure in the leak oil
SL 001002 Print date: 15.06.01
2. Ejektorsystemet (Kun for tungolje-
motorer):
Det vil alltid være en viss grad av
brennstofflekkasje fra tungolje-
motorer. Motorene er derfor utstyrt
med lekkoljesystem, som har i
oppgave å samle opp og fjerne oljen
på en kontrollert måte. En av de
vanligste årsakene til lekkasje fra
pumpegalleriet er at lekkoljen kjøles
ned og stivner inne i rør og boringer i
lekkoljesystemet, slik at dette blir
tettet igjen.
For å rette på dette foreslår Rolls-
Royce at en ladeluftdrevet ejektor
(13) blir installert i lekkoljesystemet.
Ejektoren drives av en liten mengde
ladeluft, tatt fra ladeluftsystemet like
før ladeluftreceiveren (se fig. 1, posnr.
1, 2 og 3). Ejektoren skaper et
undertrykk i lekkoljesystemet,
samtidig som den varme ladeluften vil
Page 2 of 5
system, and the hot charge air will
increase the temperature. This will
help preventing the leaking fuel oil
from solidifying in the pipes and
passages of the leak oil system.
øke temperaturen i systemet. Dette vil
være med å hindre at lekkoljen
størkner i rørene og boringene i
lekkoljesystemet.

On the engines where this system is For motorene hvor dette systemet
installed, the leakages were allerede er installert, ble lekkasjene
considerably reduced. betydelig redusert.

In addition to installing the ejector and I tillegg til installeringen av ejektoren

extra piping, all leak oil drain med tilhørende rør, må alle
passages in the engine block must be lekkoljepassasjer i motorblokken
thoroughly cleaned, see section 3 in rengjøres grundig, se pkt 3 i dette
this service letter. serviceletteret.

3. Leak oil passages 3. Lekkoljepassasjer

All passages in the leak oil system
(see figure 2) should be thoroughly
cleaned. If they are clogged, the
passages should be drilled open to
the original diameter (12 mm) to
prevent them from clogging again.
Alle lekkoljepassasjer (se figur 2)
rengjøres grundig. Dersom de er helt
eller delvis tettet igjen må passasjene
bores opp til original diameter (12
mm) for å hindre at de tettes på nytt.

Leak oil passages /

lekkoljepassasjer

Fuel injection
pump drive /
Brennstoff
pumpedift

Fig. 2: Leak oil passages in the engine block

/ Lekkoljepassasjer i motorblokken

SL 001002 Print date: 15.06.01 Page 3 of 5

 1

2
5

4 6

Fig. 3: Covers and gaskets / Deksler og pakninger

4. Covers on the engine sides 4. Deksler på sidene av motoren

If experiencing lubricating oil Ved smøreoljelekkasje fra disse
leakages from these covers, the dekslene bør følgende vurderes:
following should be considered:

A. The gaskets for crankcase doors A. Pakningene for veivlukene (3),

(3), camshaft drive covers (5 and dekslene for kamakseldrift (5 og
7), flywheel end hatches (6 and 8), 7), deksler på svinghjulsende (6
pump end hatch (4) and camshaft og 8), deksel for pumpedrift (4) og
covers (1 and 2) must be kamakselluker (1 og 2) byttes.
replaced.

SL 001002 Print date: 15.06.01 Page 4 of 5

B. The screw holes in the crankcase B. Skruehullene i veivlukene (3) og i
doors (3) and in the flywheel end
hatches (6 and 8) should be
opened to 15 mm diameter by
drilling.
The screw holes for the camshaft
covers (2) and the camshaft drive
covers (5 and 7) should be
opened to 12 mm diameter by
drilling.
Contact surfaces for nuts and
screws must be milled plane.
dekslene på svinghjulsenden (6
og 8) bores opp til 15 mm
diameter.
Skruehullene for kamaksellukene
(2) og dekslene for
kamakseldriften (5 og 7) må bores
opp til 12 mm diameter.
Kontaktflaten for muttere og
skruer freses helt plant.

The old nuts and screws should De gamle mutterene og skruene

be replaced with new nuts and erstattes av ny muttere og skurer
screws with flanges. These may med flens. Disse fås med ved
be ordered when ordering gaskets bestilling av pakningene hos
from Rolls-Royce. Rolls-Royce.

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5. Cylinder head: 5. Sylinderdekselet:

Ensure that the split sealing collar on
fuel oil high-pressure pipe are glued
together and correctly fitted. (For
details, ref. service letter no. 000112
"High pressure fuel pipes and sealing
collars, assembly procedures", sent in
February 2000, for details).
Den delte tetningsmansjetten på
brennstoff høytrykksrøret må være
limt sammen, og ellers være korrekt
montert. (For detaljer, se serviceletter
000112 "Høytrykks brennstoffrør og
tetningsmansjett, monterings-
prosedyrer" som ble sendt ut i februar
2000.).

SL 001002 Print date: 15.06.01 Page 5 of 5

%(5*(1(1*,1(6

6(59,&(/(77(5

SERVICE LETTER NO. 010523 SAFETY CODE: INFORMATION

ENGINE TYPES: Bergen K

DISTRIBUTION: RR, GSN, CU
SERVICE MANUAL INSTRUCTION NUMBERS: 2401 and 1702

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The fuel oil injection valves on Bergen Innsprøytningsventilene på Bergen

K-type engines are kept in place by a K-motorer holdes på plass ved hjelp
retainer fitted to the cylinder head av en ters. Den blir festet til
with two studs. sylinderdekselet med to pinneskruer.

Fig. 1: Studs for fitting the fuel oil injection valve /

Pinneskruer for festing av innsprøytningsventil

In some Service Manuals for existing I servicemanualene for noen anlegg

plants, the tightening torque for the mangler tiltrekkingsmomentet for
nuts of these retainers is not stated. mutrene til disse skruene.

The correct torque for the nuts is 40 Det riktige momentet for mutterne er
Nm with lubricating oil as lubricant. 40 Nm med smøreolje som
smøremiddel.

SL 010523 Print date: 15.06.01 Page 1 of 2

Check instruction 1702 "Table of Sjekk derfor instruksjon nr. 1702
tightening specifications" in the "Tabell over tilsettingsdata for
Service Manual. If "Fuel oil valve bolteforbindelser" i Servicemanualen.
nuts" are not mentioned, please add Dersom det ikke står en rad som
the above mentioned data in the omhandler "Innsprøytingsventil
instruction. muttere", vennligst påfør de
overstående data.

SL 010523 Print date: 15.06.01 Page 2 of 2

%(5*(1(1*,1(6

6(59,&(/(77(5

SERVICE LETTER NO. 010612 SAFETY CODE: MODIFICATION

ENGINE TYPES: BERGEN K - mdo/hfo operation

DISTRIBUTION: RR, GSN, CU
SERVICE MANUAL INSTRUCTION NUMBER: 4102

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1. Background: 1. Bakgrunn:
In co-operation between the camshaft I samarbeid med registerkjede-
drive chain producers and external produsentene og eksterne
consultants, Rolls-Royce has studied konsulenter har Rolls-Royce
the camshaft drive of the Bergen K- gjennomgått kamakseldriften for K-
type engines. Based on these motorene. Basert på disse
studies, Rolls-Royce gives some undersøkelsene vil vi komme med
recommendations: noen anbefalinger:

2. Estimated life time of the chain: 2. Beregnet levetid for kjeden:

The increase in chain quality has not
been sufficient to totally counteract
the increased stresses in the system.
An increase in chain dimensions is
not possible due to space restrictions
in the engine block. Based on this,
Rolls-Royce has decided to change
the estimated service life for the
existing camshaft drive chains from
30.000 operating hours to 15.000
operating hours.
Den økte kvaliteten på kjedene har
ikke vært tilstrekkelig til å
kompensere for økningen av kreftene
som virker på systemet. Det er ikke
mulig å øke kjedenes dimensjoner på
grunn av plassbegrensninger i
motorblokken. Rolls-Royce har derfor
vedtatt å endre våre anbefalinger for
levetiden for dagens registerkjede fra
30.000 driftstimer til 15.000
driftstimer.

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SL 010612 Print date: 16.07.01 Page 1 of 4

3. Recommendation for chain 3. Anbefalt stramming av kjeden:
tensioning:
The formerly recommended chain Tidligere anbefalt kjedestramming til
tensioning to a total deflection T=32 en total slakk (T) på 32 mm er ikke
mm is not sufficiently adapted to the tilstrekkelig tilpasset de
operating parameters the chains are driftsparametre som kjeden er
exposed for today. Rolls-Royce eksponert for i dag. Rolls-Royce
therefore change the anbefaler derfor stramming til T = 20
recommendation for the total mm total slakk for alle K-motorer.
deflection to T =20 mm.

Please add the new value for chain Vennligst påfør den nye verdien på
deflection, T=20 mm, in instruction kjedeslakket, T=20 mm, i instruksjon
number 4201 "Camshaft drive, chain 4201 "Drift av kamaksel,
tensioner" in your service manuals. kjedestrammer" i service manualen.

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4. Checking the chain tensioning after 4. Sjekking av kjedestramming etter

fitting a new chain skifte til ny kjede

When a new chain is fitted in the Når en ny registerkjede monteres i

engine, the chain deflection will motoren vil kjeden slakkes betydelig i
increase considerably during the first løpet av de første 10 - 15 timene.
10 - 15 hours.

Rolls-Royce recommends checking Rolls-Royce anbefaler derfor at

the chain deflection after 15 operating kjedeslakken sjekkes etter 15
hours with a new chain. driftstimer for en ny kjede.

5. Valid for KR (in-line) engines only: 5. Kun for KR-motorer: Plassering av

Location of chain tensioning kjedestramme-arrangement:
arrangement:
Standard Bergen K-type in-line Standard Bergen K-rekke motorer er
engines are rotating counter- venstregående sett fra
clockwise seen from the flywheel end. svinghjulsenden, men for
For propulsion or special applications framdriftsløsninger og spesielle
a large number of engines are applikasjoner har man også levert et
rotating clockwise. For KR-engines stort antall høyregående motorer. For
produced before 1993, the chain KR-motorer produsert før 1993 hadde
tensioning assembly was fitted in the man strammearrangementet montert
same way regardless of direction of på eksossiden, uansett om motorene
rotation. var høyre- eller venstregående.

SL 010612 Print date: 16.07.01 Page 2 of 4

On engines rotating clockwise the På høyregående motorer bør
tensioning assembly should be on the kjedestrammearrangementet være på
manoeuvre side of the engine, since manøversiden av motoren, siden
the tensioning arrangement will then strammehjulet da virker på den
work on the unloaded part of the ubelastede siden av kjeden. For
chain. For engines rotating clockwise høyregående motorer som har
that have experienced problems with problemer med levetiden for kjedene,
the service life of the chains, Rolls- anbefaler Rolls-Royce derfor en
Royce recommends a modification to ombygging, slik at
fit the tightening assembly in the strammehjulsanordningen blir
crankcase door on the manoeuvre plassert i veivluken på manøversiden
side. See figure 1. av motor. Se figur 1.

If the modification described is of Dersom dette kan være av interesse,

interest, please contact the service vennligst kontakt serviceavdelingen
department at Rolls-Royce Marine ved Rolls-Royce Marine AS, Engines-
AS, Engines-Bergen for additional Bergen for mer informasjon.
information.

Figure 1: Improved tensioning assembly for KR-engines rotating clockwise

Figur 1: Forbedret kjedestrammearrangement for høyregående KR-motorer

SL 010612 Print date: 16.07.01 Page 3 of 4

 Figure 2: Original tensioning assembly for KR-engines rotating clockwise
Figur 2: Opprinnelig kjedestrammearrangement for høyregående KR-motorer

SL 010612 Print date: 16.07.01 Page 4 of 4

BERGEN ENGINES
SERVICE LETTER

SERVICE LETTER NO. 020111 SAFETY CODE: INFORMATION

ENGINE TYPES: BERGEN K (mdo / hfo)

DISTRIBUTION: EB - GSN – Cu
SERVICE MANUAL INSTRUCTION NUMBER: 5501 and 5502

TESTING PROCEDURES FOR TESTPROSEDYRER FOR

OVERSPEED TRIPS FOR RUSNINGSMEKANISME
BERGEN K ENGINES FOR BERGEN K-MOTORER

NOTE!
Testing overspeed trips should only
be performed according to
recommended routine maintenance,
after overhauls or on request from the
classification society.
MERK!
Testing av rusningsstopp skal kun
utføres etter anbefalte
serviceintervaller, etter overhalinger
eller på oppfordring fra
klasseselskap.

Figure 1: Connection between actuator and control shaft

Figur 1: Forbindelsen mellom aktuator og reguleringsaksel

SL 020111 Print date: 25.11.02 Page 1 of 8

1. Background
All drawings in this service letter are
of in-line engines. The information in
the letter is also valid for vee-engines. er likevel også gyldig for V-motorer.
When overspeed trips are activated,
the control mechanism of the engine
is subject to significant forces. In
older installations it is usual that the
actuator doesn’t receive a stop signal
when the pneumatic or mechanic
overspeed trip is activated. The
overspeed trip will push the control
shaft to zero, while the actuator will
try to counteract this by increasing the
admission. Even on installations
where the actuator receives a stop
signal, the force from the overspeed
trip on the control shaft will be
significant.
To reduce the effects of this, a spring
loaded claw coupling is fitted to the
end of the control shaft, see figure 1.
One part of the claw coupling (item
35) is locked to the control shaft,
while the other (item 32) is locked to
the actuator arm (item 45).
The control lever (item 30) for the
control shaft is fitted to the part of the
claw coupling that is locked to the
control shaft.
Damages on this part of the claw
coupling are discovered from time to
time. The reason is usually that the
procedures for testing the overspeed
trips has not been followed, see
explanation in part 2. We would
therefore like to stress the importance
of following the correct procedures,
and at the same time inform our
customers about an improvement that
will make this easier to accomplish.
SL 020111 Print date: 25.11.02
1 Bakgrunn
Alle tegninger i dette serviceletteret
viser rekkemotorer. Informasjonen
Når rusningsstopper aktiveres blir
reguleringsmekanismen for motor
utsatt for betydelige krefter. For
eldre anlegg er det vanlig at
aktuatoren ikke får stoppsignal når
den pneumatiske eller den
mekaniske rusningsstoppen
aktiveres. Dette medfører at
rusningsstoppen slår regulerings-
akselen til null, mens aktuatoren vil
forsøke å motarbeide rusnings-
stoppen ved å øke pådraget. Men
selv på anlegg hvor aktuator får
stoppsignal vil kraften påført
reguleringsakselen fra stopp-
mekanismen være betydelig.
For å dempe effektene av dette er
det påmontert en fjærbelastet
klokobling på enden av regulerings-
akselen, se figur 1. Den ene delen
av klokoblingen (pos. 35) er fastlåst
til reguleringsakselen, mens den
andre (pos. 32) er låst til
aktuatorarmen (pos. 45).
Den delen av klokoblingen som er
festet på reguleringsakselen, er
også påmontert kontrollhendelen
(pos. 30) for reguleringsakselen.
Det oppdages tidvis skader på
denne klokoblingsdelen. Dette
oppstår vanligvis på grunn av at
prosedyrene ikke har blitt fulgt
under uttesting av rusningsstopp,
se forklaring under punkt 2. Vi
ønsker derfor å presisere
viktigheten av å følge de korrekte
prosedyrene, samtidig som vi vil
informere om en forbedring som
gjør det enklere å gjennomføre
dette på riktig måte.
Page 2 of 8
2. Tool for testing the overspeed 2. Verktøy for uttesting av
trip rusningsstoppfunksjon

The control shaft lever (Figure 1 – Kontrollhendelen (Figur 1 – pos. 30)

item 30) are often used to control the
fuel supply during testing of
overspeed trips. When the overspeed
trip is activated and the lever is used
for adjusting admission, the spring in
the claw coupling will not reduce the
strain on the part where the lever is
fitted (item 35). The system is then
too rigid, and damages on the claw
coupling may occur.
på reguleringsakselen blir ofte brukt
til å regulere brennstoff-forsyningen
under testing av rusningsstopp. Når
hendelen holdes fast idet
rusningsstoppen aktiveres, vil ikke
fjæren i klokoblingen begrense
belastningene på klokobingsdelen
som hendelen er montert på (pos.
35). Systemet blir dermed for stivt,
og skader kan oppstå på
klokoblingen.

Rolls-Royce are now introducing a Rolls-Royce innfører nå ett nytt

new tool that should be used for
testing overspeed trips for engines
with actuators that have terminal
shafts protruding on both sides of the
actuator. The tool is adapted to the
free end of the actuator shaft, see
figure 2, and will when used correctly
contribute to a reduction in damages
on the claw coupling.
verktøy som kan brukes ved
uttesting av rusningsstopp-
mekanismen for motorer hvor
aktuatorens kontrollaksel stikker ut
på hver side av aktuator. Verktøyet
er tilpasset den frie enden av
aktuatorakselen, se figur 2, og vil
ved korrekt bruk bidra til at det ikke
oppstår skader på klokoblingen.

Figure 2 Use of tool 704690 for testing overspeed trip

Figur 2 Bruk av verktøy 704690 for test av rusningsstopp

SL 020111 Print date: 25.11.02 Page 3 of 8

The part number for the tool is Delenummeret for verktøyet er
704690, and it can be ordered by 704690, og kan bestilles ved
contacting our service department. henvendelse til vår serviceavdeling.

NOTE!
If the tool is used on engines with
electronic overspeed trips that send a
signal directly to the actuator, the
operator must allow the actuator to
stop the engine when this is
activated.
MERK!
Dersom verktøyet brukes på
motorer med elektronisk rusnings-
stopp som gir signal direkte til
aktuatoren, må den som bruker
verktøyet la aktuatoren stoppe
motor når denne aktiveres.

WARNING!
When testing the overspeed trips it is
important to be prepared to manually
stop the fuel supply to the fuel oil
injection pumps in case of an
emergency. The lever on the control
shaft should be used for this purpose.
ADVARSEL!
Ved testing av rusningsstopp-
funksjonene er det viktig å være
forberedt på å kutte brennstoff-
forsyningen til innsprøytnings-
pumpene manuelt i nødstilfelle .
Dette kan gjøres ved å bruke
hendelen på reguleringsakselen.

Figure 3: Pneumatic cylinder in overspeed trip for diesel engines

Figur 3: Pneumatisk rusningsstopp-sylinder for dieselmotor

SL 020111 Print date: 25.11.02 Page 4 of 8

3. Testing of set point for (electro)
pneumatic overspeed trip
The pneumatic overspeed trip will
usually be activated before the
mechanical overspeed trip. Engines
for operation on marine diesel oil or
gas oil are equipped with a pneumatic
stop cylinder that works on the control
shaft. Engines operating on heavy
fuel oil or intermediate fuel are
equipped with one pneumatic stop
cylinder for each fuel oil injection
pump.
WARNING!
Always be careful when testing the
set point for the overspeed stop.
1. The engine is initially operated at
normal speed with no load.
2. Carefully increase the speed to
specified set point speed by
increasing the admission
manually. Use tool 704690 on the
free end of the actuator control
shaft, or alternatively a wrench on
the actuator arm.
NOTE!
The lever on the control shaft
should not be used for this
purpose!
3. If the (electro) pneumatic
overspeed mechanism is not
activated at the specified speed,
reduce the speed of the engine to
normal, and stop the engine.
The fault must be found and
rectified before restarting the
engine.
SL 020111 Print date: 25.11.02
3 Testing av settpunkt for
(elektro) pneumatisk
rusningsstopp-funksjon
Den pneumatiske rusningsstopp-
funksjonen skal vanligvis aktiveres
før den mekaniske. Motorer for drift
på marine diesel eller gassolje har
en pneumatisk stoppsylinder som
virker direkte på regulerings-
akselen. Motorer som går på
tungolje eller intermediate fuel, har
en stoppsylinder for hver
innsprøytningspumpe.
ADVARSEL!
Ved testing av settpunktet for
rusningsstoppen må det utvises stor
forsiktighet.
1. Motoren kjøres uten last opp til
normalt turtall.
2. Øk turtallet manuelt ved å øke
pådraget forsiktig til spesifisert
hastighet for settpunktet. Bruk
verktøy 704690 på den frie
aktuatorakselen for regulering,
alternativt kan man bruke en
skiftenøkkel på aktuatorarmen
MERK!
Hendelen på reguleringsakselen
skal ikke brukes til dette!
3. Hvis den (elektro) pneumatiske
rusningsstopp-mekansimen ikke
utløses ved den spesifiserte
hastigheten, reduseres turtallet
til normal fart og motoren
stoppes.
Feilen må finnes og utbedres før
man starter motoren igjen.
Page 5 of 8
 Figure 4: Mechanical overspeed trip
Figur 4: Mekanisk rusningsstopparrangement

4. Testing of mechanical 4 Testing av mekanisk rusnings-

overspeed trip stopp utløsermekanisme

1. The engine is operated at normal 1. Kjør motoren uten last opp til
speed with no load. normalt turtall.

2. Loosen the plug (Fig. 4 – item 45),
use a screwdriver under the
segment and the push rod (Fig. 4
– item 13).
3. When tipping the screwdriver
downwards, the locking spindle
(Fig. 4 – item 15) will be pulled
out, thereby releasing the pre-
tensioned spring (Fig. 4 – item
24). The control shaft will now pull
the fuel oil pump admission to
zero, and the engine will stop.
2. Løsne pluggen (Figur 4– pos.
45), før inn et skrujern under
utløserarmen (Fig. 4– pos. 13).
3. Vipp skrujernet nedover slik at
utløserarmen trekker ut
låsespindelen (Fig. 4– pos. 15),
og dermed utløser den forspente
fjæren (Fig. 4– pos. 24).
Reguleringsakselen vil nå bli
skjøvet mot 0, og motoren skal
stoppe.

4. Check if some of the control rods 4. Sjekk om noen av regulerings-

on the fuel oil pumps stick armene for brennstoffpumpene
because of dirt, lack of lubrication henger pga. smuss, manglende
etc. If faults are found, they have smøring e.l. Dersom feil finnes
to be rectified. må den utbedres.

SL 020111 Print date: 25.11.02 Page 6 of 8

 Figure 5: Pneumatic overspeed trip
Figur 5: Pneumatisk rusningsstopp-mekanisme
5. Testing of set point for
mechanical overspeed trip
NOTE!
Be careful when testing the set point
for overspeed trips.
1. Disconnect the (electro)
pneumatic overspeed trip. This
can be done by disconnecting the
plug on the solenoid valve (fig. 5 –
item 3) or cutting off the control air
to the pneumatic cylinder (fig. 5 –
item 8).
2. The engine is initially operated at
normal speed with no load.
3. Carefully increase the speed to
specified set point speed by
increasing the admission
manually. Use tool 704690 on the
free end of the actuator control
shaft, or alternatively a wrench on
the actuator arm.
NOTE!
The lever on the control shaft
should not be used for this
purpose!
4. If the engine has an electronic
overspeed trip the PLC (or the
tacho relay) will send a stop signal
to the actuator. To prevent this
SL 020111 Print date: 25.11.02
5 Testing av settpunkt for
mekanisk rusningsstopp
MERK: Ved testing av settpunktet
for overspeed må det utvises stor
forsiktighet.
1. Koble ut luftsylinderen for den
(elektro)pneumatiske rusnings-
stoppmekanismen. Dette kan
gjøres ved å skru ut pluggen på
ventilen (Figur 5 – pos. 3) eller å
fjerne styreluften til
luftsylinderen (Figur 5 – pos. 8).
2. Motoren kjøres uten last opp til
normalt turtall.
3. Øk turtallet manuelt ved å øke
pådraget forsiktig til spesifisert
hastighet for settpunktet. Bruk
verktøy 704690 på den frie
aktuatorakselen for regulering,
alternativt kan man bruke en
skiftenøkkel på aktuatorarmen
MERK!
Hendelen på reguleringsakselen
skal ikke brukes til dette!
4. Hvis motoren har elektronisk
rusningsstopp-funksjonalitet vil
PLSen (evt. tacho-relayet)
sende et stopp-signal til
aktuatoren. For å hindre at dette
Page 7 of 8
 from stopping the engine, the stopper motoren må aktuator-
actuator arm must be controlled armen holdes tilbake manuelt.
manually.
5. Hvis den mekaniske overspeed
5. If the mechanical overspeed trip is shutdown-funksjonen ikke slår ut
not activated at the specified ved spesifiserte turtall, må
speed, the engine speed is turtallet reduseres til normal og
reduced to normal and the engine motoren så stoppes.
is then stopped.
6. Juster mekanismens settpunkt
6. Adjust the set point of the før motoren startes igjen – se
mechanical overspeed trip before servicemanual instruksjon 5501.
the engine is started again – see
service manual instruction 5501. ADVARSEL!
Husk å koble på den (elektro)-
WARNING! pneumatiske rusningsstopp-
Remember to reconnect the (electro) mekanismen umiddelbart etter at
pneumatic overspeed trip immediately testen er gjennomført!
after the test is completed!

SL 020111 Print date: 25.11.02 Page 8 of 8

BERGEN ENGINES
SERVICE LETTER

SERVICE LETTER NO. 020116 SAFETY CODE: Information

ENGINE TYPES: BERGEN B – K

DISTRIBUTION: EB, GSN, CU
SERVICE MANUAL INSTRUCTION NO K: 2.2.1.- & 3.2.01.-. B: 3101 & 3201

REMOVAL OF MECHANICAL FJERNING AV MEKANISK LÅSING

LOCKING, BIG END BEARING AV VEIVLAGERBOLTER
BOLTS

1. Background
The bolt connections of main
bearings, counterweights and
connecting rods on all Bergen
engines used to be mechanically
secured by locking wire or locking
plates. A few years back Rolls-Royce
stopped using the mechanical locking
of the main bearing bolts on all
engines, but until now it has been
used on counterweights on the
Bergen K, and on big end bearings on
all engines.
1. Bakgrunn
Tidligere var bolteforbindelsene på
rammelager, kontravekter og
veivstaker på Bergen motorer sikret
mekanisk med låsestreng eller
låseblikk. For noen år siden sluttet
Rolls-Royce å bruke mekanisk låsing
på rammelagerboltene på alle Bergen
motorer, mens det fram til i dag
fortsatt har vært brukt på kontravekter
på K-motoren, og på veivlager-
boltene på alle motorer.

2. The reason for removal of the 2. Grunnlag for fjerning av låseblikk

locking plates Når en bolt eller pinneskrue har blitt
When a bolt or stud has been forspent, vil friksjonskreftene i
tensioned, the friction forces in the gjengene og mellom mutteren og
threads and between the nut and its dens underlag danne et
support create a friction torque many friksjonsmoment som er mange
times the torque created by the ganger større en momentet som
inclination of the threads. Therefore, it dannes på grunn av gjengenes
is impossible for a nut or a stud to stigning. Derfor er det umulig at en
unscrew by itself. bolt eller pinneskrue kan skru seg ut
It is also a well known experience that av seg selv. Det er også erfart at hvis
if a bolt/stud by mistake has not been en bolt ikke har blitt forspent, så er
tensioned, it is not possible for the det ikke mulig for låseblikket å hindre
locking plate to prevent it to unscrew bolten/pinneskruen å skru seg ut når
if the bolt/stud is dynamically loaded, den blir utsatt for dynamiske
as in engines. The locking plate will belastninger slik som i en motor.
break after a while. Låseblikket vil til slutt svikte.

Therefore, the use of locking plates Låseblikket har derfor kun vært en
has merely been a way to sign of that kvittering for at bolten/pinneskruen er
the bolt/stud has been properly blitt riktig forspent.
tensioned. Bergen motorer vil fra nå av bli

SL 020116 Print date: 19.05.03 Page 1 of 5

Bergen engines will from now on be
produced without the mechanical
locking on the big end bearing bolts.
The verification of correct tightening
will be upheld by filling out the
product documentation (work set) for
each engine, in addition to markings
on the connecting rod / bolt
connection when it is tightened.
3. Changes for new engines,
counterweights
The counterweight bolts on the
Bergen K-engine will still be
mechanically secured with locking
plates.
Bergen B-engines have hydraulic
tightened bolts, and will not be
equipped with locking plates.
4. Changes for engines in
operation
For engines in operation where head
bolts are used, Rolls-Royce service
personnel will continue to fit the
locking mechanism as before.
For engines in operation with
hydraulic tightened bolts, Rolls-Royce
will not refit the locking mechanism
when our service personnel is
responsible for the overhaul.
5. Correct tightening with hydraulic
tools
It is important that the bolt
connections in the engine are fitted
correctly. For engines with hydraulic
tensioning, the special tools delivered
with the engines help ensuring this,
as long as the tool is functioning and
as long as it is used correctly!
SL 020116 Print date: 19.05.03
produsert uten den mekaniske
sikringen på veivlagerboltene.
Verifikasjonen av korrekt tilsetting vil
bli tatt vare på ved utfylling av
produksjonsdokumentasjonen for
hver enkelt motor, samt merking på
drivverket ved tilsetting.
3. Endringer for nye motorer;
kontravektbolter
Kontravektboltene på Bergen K-
motorer vil fortsatt være mekanisk
sikret med låseblikk.
Bergen B-motorer har hydraulisk
tilsatte bolter, og vil ikke bli utstyrt
med mekanisk låsing.
4. Endringer for motorer i drift
For motorer i drift hvor det er brukt
hodebolter, vil Rolls-Royce fortsatt
montere sikringsmekanismen som
tidligere når vårt servicepersonell
utfører jobben.
For motorer i drift med hydraulisk
tilsetting av boltene vil vi i
utgangspunktet ikke remontere
sikringsmekanismen i forbindelse
med overhalinger.
5. Korrekt tilsetting med hydraulisk
verktøy
Det er viktig at tilsetting av
bolteforbindelsene i motorene blir
gjort korrekt. For de motorene som
har hydraulisk tiltrekking, er verktøyet
som er levert med motor et godt
hjelpemiddel for å sikre dette,
forutsatt at verktøyet fungerer som
det skal og at det blir brukt korrekt!
Page 2 of 5
To reduce the danger of faulty Rolls-Royce ønsker å påpeke
assembling, Rolls-Royce wants to viktigheten av å følge instruksjonene i
stress the importance of following the Servicemanualen for å redusere faren
instructions in the Service manual: for feiltilsetting:

a) Torque or hydraulic pressure a) Tilsettingsmoment eller hydraulisk

Always check the service manual trykk
for the engine in question to find Sjekk alltid i service-manualen for
the correct torque or pressure that den enkelte motor for å finne det
should be used for a specific bolt riktige moment eller
connection. tilsettingstrykk.

b) Storage, use and checking of the b) Lagring, behandling og sjekking

hydraulic tools av hydrauliske verktøy
It is important that the hydraulic Det er viktig at det hydrauliske
tools are in working order when it verktøyet er i god stand når det
is used. The tool should be kept in brukes. Verktøyet bør lagres i en
a separate box for long time egen kasse slik at det holder seg i
storage. god stand over tid.

We recommend that the tools Vi anbefaler en årlig sjekk av

should be checked annually, verktøyene, hvor o-ringer,
especially the o-rings, distance distanse hylse, slanger, koblinger
piece, hoses, couplings and the og pumpe kontrolleres.
pump. The manometer should be Manometeret må kalibreres, slik at
calibrated to be sure that the man er sikker på at riktig trykk
correct pressure is shown. oppnås.

WARNING!
During use of the tool, high ADVARSEL!
pressures occur. By using the Det oppstår høye trykk i
tools incorrectly or by using verktøyet ved bruk. Ved feil
defect tools, leakages may bruk eller defekt utstyr som
occur. Hydraulic oil under high medfører lekkasjer, kan
pressure may cause severe hydraulikkolje under trykk gi
personal injury! alvorlige personskader!
Use protecting glasses and Bruk beskyttelsesbriller og
gloves. hansker.
Never pressurise an Trykksett aldri en ikke tilkoblet
unconnected male-connector. hann-tilkobling.

c) Procedures for using the tools for c) Prosedyrer for bruk av verktøyet
each bolt connection for den enkelte bolteforbindelse
It is important to use the correct Det er viktig at de riktige
procedures for tensioning the bolt prosedyrer brukes for de
connections. Among other things, forskjellige bolteforbindelsene. Det
it is important to tighten the nuts er blant annet viktig å trekke til
several times to ensure that all mutrene flere ganger for å sikre at
bolts are tightened: alle bolter er festet:

SL 020116 Print date: 19.05.03 Page 3 of 5

 Rolls-Royce recommends Rolls-Royce anbefaler at
that all hydraulically alle hydraulisk tilsatte
tightened bolt connections bolteforbindelser trekkes til
are tightened three times at 3 ganger ved montering av
assembly of new parts, and nye deler, og 2 ganger ved
two times when re- senere montering av
assemblied. samme deler.
Pull the hoses to ensure Dra i slangene for å
that they are properly kontrollere at de er
connected before the skikkelig tilkoblet før trykket
pressure is raised. pumpes opp.
For the big end bearing Før andre gangs tilsetting
bolts: before they are av veivlagerbolter bør
tightened the second time, slangene demonteres og
the hoses should be monteres på nytt på
dismantled and refitted on motsatt verktøy.
the opposite tool.

d) Verification of correctly assembled d) Verifikasjon om at forbindelsen er

bolt connection korrekt tilsatt!
See separate item 6 in this service Se eget punkt 6 i dette
letter. serviceletteret.

6. Verification of correctly assem- 6. Verifikasjon av korrekt tilsetting

bled big end bearing bolts av veivlagerbolter
It is important that the bolts in critical Det er viktig at alle boltene i kritiske
connections are correctly fitted. The forbindelser er korrekt tilsatt.
big end bearings are especially Veivlagerboltene er spesielt viktige i
important, as they are the så måte, siden de er de høyest
components exposed to the highest belastede bolteforbindelsene i
stress in the engine. Rolls-Royce motorene. Rolls-Royce foreslår
recommend the following as a følgende som et minimum av
minimum of checking when fitting big kontroller ved montering av
end bearing bolts: veivlagerbolter:

Correct tightening of big end Korrekt tilsetting av veivlager-

bearing bolts should be bolter dokumenteres og signeres
documented and signed by the ut av de som gjør jobben eller har
personnel performing the job ansvaret for at den er gjort.
and/or have the responsibility for
the overhaul.

When a bolt is fitted in the Når en bolt festes i veivstaken

connecting rod with correct torque, med korrekt moment, marker dette
mark this with a pen or something med tusjmerker eller lignende på
similar on the connecting rod, the veivstake, bolt eller motorside
bolt or above the crankcase door. over veivluke.

SL 020116 Print date: 19.05.03 Page 4 of 5

 When tightening a nut with a
hydraulic tool: When the nut is
fitted on the bolt by hand, and
before it is tightened, make an
alignment mark on the nut and
connecting rod. After tightening of
the bolt, check that the nut has
been tightened by ensuring that it
has rotated. Normal transfer
approx. 90o.
7. Updating of documantation.
Installations where the mechanical
locking devices are being removed
should get their instructions corrected
regarding this topic.
Owing to a very large number of
different instructions, it would involve
a lot of work for us and also for you
if all these are to be replaced, - with
many possibilities for errors.
We recommend to draw a line over
each item no. for locking (locking
screw, locking plate and locking wire)
with reference to this service letter,
a copy of which should always be
kept at the back of the Service
Manual.
If you still want new instructions
from us, please state the following:
1. Instruction no. (page)
2. Type code
3. Date
4. Drawing no.
5. Engine no.
6. Possible FAX No.
and order by E-mail. og sende bestilling på E-mail.
Please write "Locking" in the Subject Vennligst skriv "Locking " i Subjekt-
field. feltet.
Contact information:
E-mail:
service.bergen rolls-royce.com
or fax number:
+47 5519 0405
SL 020116 Print date: 19.05.03
Ved hydraulisk tilsetting av mutter:
Når mutteren festes på bolten for
hånd (men ikke tilsatt med trykk),
marker mutter og veivstake med
et overrettmerke med tusj. Etter
tilsetting, kontroller at mutteren
har blitt tilsatt ved å kontrollere at
den har rotert. Normal forflytning
ca. 90o.
7. Oppdatering av dokumentasjon
Anlegg hvor de mekaniske
låseanordningene blir fjernet bør få
rettet instruksjonene som dekker
dette.
På grunn av svært mange
instruksjonsvarianter, vil det bli mye
arbeid for både oss og Dem om alt
skal skiftes ut, og muligheter for feil.
Vi anbefaler at det settes strek over
posnr. for låsing (låseskrue, låseplate
og låsestreng) og henvises til dette
service letter som det bør ligge en
kopi av bakerst i instruksjonsboken.
Skulle De likevel ønske å få tilsendt
nye instruksjoner, ber vi Dem oppgi:
1. Instr.nr. (sidetall)
2. Typekode
3. Dato
4. Tegningsnr.
5. Motornr.
6. Ev. telefaksnr.
Kontaktinformasjon:
E-mail:
service.bergen@rolls-royce.com
eller faxnummer:
+47 5519 0405
Page 5 of 5
BERGEN ENGINES
SERVICE LETTER

SERVICE LETTER NO. 020405 SAFETY CODE: MODIFICATION

ENGINE TYPES: Bergen KR-mdo/hfo

DISTRIBUTION: EB – GSN – CU
SERVICE MANUAL INSTRUCTION NUMBER: 2403

CYLINDER HEAD: COMBUSTION SYLINDERDEKSEL: EKSOSGASS-

GAS LEAKAGE LEKKASJE

1. Background
Combustion gas leakage past the top
gasket (item 12, fig. 1) under the
cylinder head has occurred on some
Bergen K-type engines. The leakages
have appeared only on a few of the
Bergen K-type engines.
1. bakgrunn
Eksosgasslekkasje forbi topp-
pakningen har blitt registrert på noen
Bergen K-motorer. Lekkasjen har
oppstått bare på noen få av Bergen
K-motorene.

Figure 1: Cylinder head for the Bergen K-engine

Figur 1: Sylinderdeksel for Bergen K-motor

SL020405 Print date: 03.05.02 Page 1 of 6

2. Cooling water plugs
Marks were discovered on the cooling
water connection piece (item 13,
figure 1) in the leaking cylinder heads.
The marks indicated collisions
between the plug in one of the bores
(item 19, figure 1) and the connection
piece for cooling water. The plugs in
question are protruding from the
cylinder head into the bores, and as
this seemed to cause the leakage
problems, the plugs were replaced by
shorter types to rectify it.
2. Kjølevannsplugger
Merker ble oppdaget på kjølevanns-
stussen (pos.13, figur 1) i
sylinderdekslene som hadde
lekkasje. Merkene indikerte at
kollisjon mellom pluggen i en av
kjølevannsboringene (pos 19, fig. 1)
og kjølevannsstussen. Pluggen
stikker ut fra sylinderdekselet og inn i
kjølevannskanalen, og dette virket å
være årsaken til lekkasjeproblemet.
Pluggene ble derfor byttet med
kortere plugger for å rette opp dette.

This problem has only been
discovered on cylinder heads with two
cooling water plugs. The Bergen K-
type cylinder heads produced today
have only one plug.
Dette problemet har bare blitt
oppdaget på sylinderdeksler med to
kjølevannsplugger. Dagens Bergen
K-motordeksler leveres med kun en
kjølevannsplugg.

Cooling water
plugs
Kjølevanns-
plugger

Figure 2: Cylinder head with two plugs for cooling water bores¨
Figur 2: Sylinderdeksel med to plugger for kjølevannsboringene

SL020405 Print date: 03.05.02 Page 2 of 6


Figure 3: Clearance between cylinder head and liner
Figur 3: Klaring mellom sylinderdeksel og foring
3. Modifications of cylinder heads
for IMO NOx certification
We have recently discovered another
possible reason for combustion gas
leaks for engines with IMO NOx
certificates. While modifying the
Bergen K-type design according to
the certification demands, the top
gasket (Figure 3, item 12) between
the cylinder liner and the cylinder
head were changed from the old
Bergen standard of 2.0 mm to 1.25
mm. In the design process, the effect
this would have on the clearance A
between the cylinder head skirt and
the cylinder liner was not taken
sufficiently into consideration. For
some engines, the skirt collides with
the liner, leading to the loss of the
necessary pressure on the top
gasket. The result may then be
combustion gas leakage.
Rolls-Royce is sorry for any
inconvenience this error may have
caused our customers, and we will do
our utmost to rectify the problem as
soon as possible.
SL020405 Print date: 03.05.02
Clearance A
Klaring A
3. Modifiserte sylinderdeksler i
forbindelse med IMO NOx- design
Vi har nylig oppdaget en ny mulig
årsak for eksoslekkasjene for
motorer med IMO NOx-sertifisering.
Under modifiseringen av Bergen K-
motor designet i forbindelse med
sertifiseringen ble topp-pakningen
(Figur 3, pos. 12) mellom
sylinderforingen og sylinderdekselet
endret fra den gamle standarden for
Bergen motorer på 2.0 mm til 1.25
mm. I designprosessen ble det ikke
tatt tilstrekkelig hensyn til hvilken
effekt dette ville få for klaringen A
mellom sylinderdeksel-skjørtet og
sylinderforingen. På noen motorer
kolliderer skjørtet med foringen, noe
som medfører at trykket på topp-
pakningen blir mindre enn
nødvendig. Resultatet kan da bli
eksosgass-lekkasje.
Rolls-Royce beklager eventuelle
ulemper denne feilen kan ha medført
våre kunder, og vi vil gjøre vårt
ytterste for å rette opp problemet så
raskt som mulig.
Page 3 of 6
3a. Solution for engines in 3a. Løsning for motorer i drift
operation
The quickest and easiest solution
would have been to change the top
gasket with a thicker gasket, but this
is not possible due to the IMO NOx
requirements. Therefore, all cylinder
heads for the Bergen K-engine with
IMO NOx certification (part number
201185) will have to be re-machined.
Rolls-Royce service teams will use
ChrisMarine grinding equipment to
remove 1mm from the cylinder head
skirt to get clearance to the cylinder
liner. We will be able to do this
without removing the valve gear, so
the process is estimated to take about
3 hours, including removing and
refitting, for each cylinder head.
Because of the number of cylinder
heads involved and the fact that far
from all engines will experience these
problems, we will start with the
engines that already have
experienced combustion gas leakage.
If leakage occurs, we advise our
customers to contact the local Rolls-
Royce representative as soon as
possible.
For engines that do not experience
combustion gas leakage, Rolls-Royce
will re-machine the cylinder heads at
the first possible major overhaul of
the cylinder heads. Therefore, please
notify Rolls-Royce about planned
major overhauls of the engines as
soon as possible.
3b. Solution for engines in
production
All Bergen K-engines still in
production will immediately be
remachined in the factory. The
production drawings for the cylinder
heads have already been changed,
thereby removing the problem.
SL020405 Print date: 03.05.02
Den raskeste og enkleste løsningen
ville vært å bytte ut topp-pakningen
med en tykkere pakning, men dette
er ikke mulig pga. IMO NOx-kravene.
Alle sylinderdekslene for Bergen K-
motorer med IMO NOx sertifisering
(delenummer 201185) må derfor
remaskineres.
Rolls-Royce service teams vil bruke
ChrisMarine-utstyr for å frese ned
sylinderdeksel-skjørtet 1 mm for å få
klaring til sylinderforingen. Vi vil
kunne gjøre dette uten å fjerne
ventildriften, så tidsforbruket er
estimert til ca. 3 timer for hele
prosessen pr sylinderdeksel,
inkludert fjerning og montering av
sylinderdekselet fra motor.
På grunn av antallet sylinderdeksler
dette gjelder, samt det faktum at
langt fra alle motorer får disse
problemene, vil remaskinerings-
arbeidet startes på de motorer som
har hatt eksosgass-lekkasjer.
Dersom lekkasje oppstår anbefaler vi
våre kunder å ta kontakt med den
lokale representant for Rolls-Royce
så raskt som mulig.
For motorer som ikke har hatt dette
vil Rolls-Royce remaskinere
sylinderdekslene ved første hoved-
overhaling. Vi ber derfor om at Rolls-
Royce blir varslet om planlagt
hovedoverhaling av motor så tidlig
som mulig.
3b. Løsning for motorer i
produksjon
Alle Bergen K-motorer som fortsatt
befinner seg i produksjonen vil
umiddelbart bli remaskinert i
fabrikken. Produksjonstegningene for
sylinderdekslene har allerede blitt
modifisert.
Page 4 of 6
3c. Solution for spare parts
All existing Bergen K-engine spare
cylinder heads in the factory will be
remachined immediately.
3c. Løsning for reservedeler
Alle sylinderdeksler i fabrikken som
er produsert som reservedeler for
Bergen K-motor vil bli remaskinert
umiddelbart.

Core hole
cover
Sealing plate
for hotbox

Clearance B
Klaring B

Sealing plate
for hotbox

Figure 4: Bergen K-type cylinder head with hotbox

Figur 4: Bergen K-motor sylinderdeksel med hotbox

4. For engines with hotbox: Check
clearances for sealing plates
For engines equipped with hotbox,
sealing plates are welded to the core
hole covers on both sides of the
cylinder head, see figure 4. These are
fitted to prevent oil spray from
possible leaking high-pressure pipes
to spray directly on to the hot
4. For motorer med hotbox: Sjekk
klaringene for tetningsplatene
På Bergen K-motorer som har hotbox
er det sveist fast tetningsplater på
kjernehullsdekslene på begge sidene
av sylinderdekslene, se figur 4. Disse
er montert for å forhindre at
høytrykks brennolje skal sprute
direkte på de varme komponentene

SL020405 Print date: 03.05.02 Page 5 of 6

components on the exhaust side. To
complete this sealing, a sealing plate
is also fitted on top of the engine
block between the cylinder heads.
på eksossiden i tilfelle lekkasje. For å
komplettere denne tetningen, er det
også montert en tetningsplate på
motorblokken mellom
sylinderdekslene.

In some cases, the clearance B I visse tilfeller vil klaringen B (figur 4)

(figure 4) has been too small, and we
have seen examples that the sealing
plates on the core hole covers have
collided with the plate on the engine
block.
vært for liten, og vi har sett
eksempler på at tetningsplatene på
kjernehullslukene har kollidert med
platen på motorblokken.

The result of this may be reduction of Resultatet av dette kan bli reduksjon
the pressure on the top gasket, with a av trykket på topp-pakningen, og
possible combustion gas leakage. dermed eksosgass-lekkasje.

Rolls-Royce therefore advises our Rolls-Royce anbefaler våre kunder

customers with engines with hotbox med motorer med hotbox om å
to ensure that the clearance B is at sjekke at klaringen B er minst 1. mm.
least 1 mm.

SL020405 Print date: 03.05.02 Page 6 of 6

BERGEN ENGINES
SERVICE LETTER

SERVICE LETTER NO. 020417 SAFETY CODE: INFORMATION

ENGINE TYPES: Bergen B, K, L and R (mdo/hfo)

DISTRIBUTION: EB - GSN – CU
SERVICE MANUAL INSTRUCTION NUMBER: 2408 & 7212
NEW SOLAS REGULATIONS NYE SOLAS-REGLER ANGÅENDE
REGARDING FIRE PROTECTION BRANNSIKRING AV MOTORROM
OF ENGINE ROOMS

1. Background 1.Bakgrunn

From 01.07.2003, the new SOLAS
regulations regarding fire protection of
engine rooms will be valid for all
sailing ships. Regulations with
retroactive effect.
Fra 01.07.2003, vil de nye SOLAS
reglene angående brannsikring av
motorrom bli gjort gjeldene for alle
skip i drift. Reglene har
tilbakevirkende kraft.

The regulations introduce rules Forskriftene omhandler regler om

regarding the following topics:
• Jacketed high pressure fuel oil
piping with leak alarm
• Insulation of hot surfaces
exceeding 220°C.
følgende emner:
• Doble høytrykksrør for brennolje
med lekkoljedetektering.
• Isolering av varme overflater som
overstiger 220°C.

Rolls-Royce Marine AS, Engines Rolls-Royce Marine AS, Engines -

Bergen is in the process of evaluating Bergen, er i ferd med å undersøke
their whole range of engine types in hele spektere med ulike motortyper
order to ensure that they meet these for å sikre at de tilfredsstiller de nye
new regulations. kravene.

2. Solution for Bergen K-type 2. Løsning for Bergen K-motorer

engines

2.1 Hot spots 2.1 Varme overflater

The indicator valves are now Indikatorkranene er nå tilgjengelig i et
available in a new design that fulfils nytt design, som tilfredstiller DnV og
the requirement from DnV and SOLAS sine krav.( se tegning 1.)
SOLAS. (See drawing 1).

2.2 High pressure fuel pipes 2.2 Høytrykk brennstoffrør

All Bergen K-type engines are
equipped with shielded pipes, and
newer engines, produced after 1990,
also have pipes with leak detection
systems.
Alle Bergen K-type motorer er utstyrt
med doble rør, og nyere motorer,
produsert etter 1990, har også rør
med lekkdetekterings- system.
For motorer eldre enn dette må det

SL020417 Print date: 01.07.02 Page 1 of 3

For older engines, this must be vurderes individuelt.
evaluated individually.

3. Solution for Bergen B-type 3. Løsning for Bergen B-type

engines. motor.

3.1 Hot spots 3.1 Varme overflater

The indicator valves are now Indikatorkranene er nå tilgjengelig i et
available in a new design that fulfils nytt design, som tilfredstiller DnV og
the requirement from DnV and SOLAS sine krav.( se tegning 2.)
SOLAS. (See drawing 2).

3.2 High pressure fuel pipes 3.2 Høytrykk brennstoffrør

The high-pressure pipes are shielded, Høytrykks rørene er doble, og
and leak detection systems are lekksdetekteringssystem er standard.
standard.

4. Solution for Bergen R & L-type 4. Løsning for Bergen R & L-type
engines motor.

4.1 Hot spots 4.1 Varme overflater

Bergen R & L-type engines are being Bergen R & L-type motorer blir
checked for hot spots, and none have undersøkt for varme overflater, og
been found not to fulfil the det er ikke gjort funn som ikke
requirements. tilfredsstiller kravene.

4.2 High pressure fuel pipes 4.2 Høytrykk brennstoff rør

For Bergen L & R type engines, work For Bergen R & L-type motorer,
is in progress, with new pipes that will arbeides det med nye rør som vil
fulfil the requirements from SOLAS tilfredstiller kravene fra SOLAS og
and DnV. DnV.

SL020417 Print date: 01.07.02 Page 2 of 3

Figure 1: New indicator valve for Figure 2: New indicator valve for
Bergen K-type engines Bergen B-type engines.
Part no: 303605 Part no: 422021

SL020417 Print date: 01.07.02 Page 3 of 3

BERGEN ENGINES
SERVICE LETTER

SERVICE LETTER NO. 031020 SAFETY CODE:INFORMATION

ENGINE TYPES: All

DISTRIBUTION: EB – CU - GSN
SERVICE MANUAL INSTRUCTION NUMBER:

OIL MIST DETECTOR

1. Background 1. Bakgrunn
The Oil Mist Detector was first Oil Mist Detektor ble første gang
introduced on the B-engine in 1986. montert i 1986 på B-motoren.

The design on the first installations Designet på de første installasjonene

was quite different to the one used var ganske ulike dagens, med
today, with separate horizontal piping separate horisontale rør for
for the sample funnels, as opposed to prøvetaking av veivromsatmosfæren,
todays ascending pipe with several mot dagens stigende felles samlerør.
funnels connected.
Imidlertid er hensikten den samme, å
The intention, however, is the same, beskytte motoren mot alvorlig skade
to protect the engine against serious med opprinnelse i overoppheting i
damage originating from main and big veiv og rammelager eller stempel.
end bearing or piston component
overheating.
For å kontrollere dette suger Oil Mist
To do so, the Oil Mist Detector Detektoren kontinuerlig små mengder
continuously draws small amounts of av atmosfæren i veivhuset, og leder
the crankcase atmosphere through den gjennom en optisk
the headers and through an optical gjennomsiktighetsmåler. Her blir
opacity-measuring track. In this gjennomsiktigheten av veivhusets
measuring track the opacity of the atmosfære målt. Ved lav
crankcase atmosphere is measured. gjennomsiktighet (innhold av
In case of high opacity (presence of oljedamp), vil en alarm bli utløst og
oil mist), an alarm signal is triggered motoren kan bli stoppet automatisk
and the engine may be automatically eller manuelt (automatisk stopp er
or manually shut down (automatic anbefalt av RRM).
shutdown is RRM’s
recommendation).
Fra tid til annen kan det oppstå falske
From time to time false alarms may alarmer, som kan føre til uønsket
occur, which may lead to undesired stopp av motor.
engine shutdown. Årsaken til falske alarmer ligger i
The cause of false alarms lies in noen tilfeller i måten sensoren virker.
some cases in the operating principle Gjennomsiktigheten i målesporet kan
of the detector. The opacity in the ble redusert av at det blir trukket
measuring track may be increased by forurenset luft fra motor-rommet eller
polluted air drawn from the engine at det kondenserer på målesporet,

SL Print date: 12.12.03 Page 1 of 3

room or by condensation on the
measuring track caused by extreme
temperatures or high humidity in the
ambient air or in the lubricating oil.
Increased opacity caused by these
elements may trigger the oil mist
alarm.
These problems are reduced on
detectors of the new standard,
because of fitting top heating element
and a scavenging air set.
2. Action
To optimize the function, and to
minimize the occurrence of false
alarms from the Oil Mist Detector, the
following must be observed.
Uprated intervals for routine
maintenance of the Oil Mist Detector
to ensure reliable operation are
introduced. The new maintenance
schedule is representative for the new
standard of Oil Mist Detectors, as well
as for the old standard. The schedule
is to be found in the instruction book,
“Operating instructions and trouble
shooting guide for VISATRON Oil
Mist Detector VN 115/87”.
To achieve the desired protection by
the Oil Mist detector, and to avoid
false alarms, it is of extreme
importance that the procedures in the
new maintenance schedule are
performed at scheduled intervals.
Upgrade
Older types of Oil Mist Detectors can
be upgraded to the latest standard. In
the latest standard items earlier
defined as options are included.
This includes:
- Heating element for the measuring
head
- Scavenging air set
- Long sampling funnel
SL Print date: 12.12.03
forårsaket av ekstreme temperaturer
eller høyt innhold av fuktighet i luften
eller smøreoljen. Redusert
gjennomsiktighet forårsaket av disse
elementene kan utløse oil mist
alarmen. Disse problemene er
redusert på detektorene med ny
standard, på grunn av påmontert
varmeelementet og renseluft utstyr.
2. Tiltak
For å optimalisere funksjonen, og
redusere mengden falske alarmer på
oil mist detektoren, må noen tiltak bli
iverksatt.
Oppjusterte intervaller for
rutinemessig vedlikehold er
introdusert for å sikre pålitelig drift.
Det nye planen for rutinemessig
vedlikehold gjelder for Oil Mist
Detektorer av både den nye og eldre
standarder. Planen finnes i separat
instruksjonsbok, ” Operating
instructions and trouble shooting
guide for VISATRON Oil Mist
Detector VN 115/87”.
For å oppnå ønsket beskyttelse fra
Oil Mist detektoren, og for å unngå
falske alarmer, er det særdeles viktig
at prosedyrene i det nye skjemaet for
rutinemessig vedlikehold blir utført til
riktig tid.
Oppgradering
Eldre utgaver av Oil Mist Detektoren
kan oppgraderes til dagens standard.
I dagens standard er artikler tidligere
definert som opsjoner inkludert.
Dette inkluderer:
-Varmeelement for målespor
-Renseluft adapter
-Lang type sample trakt
Page 2 of 3
On earlier engines the pipes for oil
mist sampling are laid horizontally,
this must be altered to be laid
ascending to the detector. The
detector should also be mounted mid
engine(see fig. 1), as this will shorten
response time.
På tidlige motorer hvor rørene er
plassert horisontalt mellom
sampletrakt og detektor, må det
endres til stigende rør mot detektor.
Detektoren bør også plasseres på
midten av motoren(se fig. 1), siden
dette vil redusere responstiden.

Upgrading the Oil Mist Detector to the
new standard will further improve the
performance of the detector, and
reduce the occurrence of false alarms
to a minimum.
Ved å oppgradere Oil Mist detektoren
til siste standard vil man forbedre
detektorens prestasjoner, og
redusere mengden falske alarmer til
et minimum.

Fig. 1
(Illustration purpose only / Kun som eksempel)

3. Contact information 3. Kontaktinformasjon

For questions regarding these issues, Ved spørsmål angående disse
we recommend that you contact the temaene anbefaler vi at du tar
service department of Rolls-Royce kontakt via serviceavdelingen til
Marine;Engines-Bergen. Rolls-Royce Marine; Engines-Bergen.

The easiest way to do this is by using Det enkleste er å bruke avdelingens

the department’s e-mail address: e-post adresse:

service.bergen@rolls-royce.com service.bergen@rolls-royce.com

or the service fax number: eller service faxnummeret:

+47 5519 0405 +47 5519 0405

Alternatively you may direct your Alternativt rettes henvendelsen til

questions to your contact person at Deres faste representant på
the spare part sales department. avdelingen for reservedelssalg.

SL Print date: 12.12.03 Page 3 of 3

BERGEN ENGINES
SERVICE LETTER
SERVICE LETTER NO. 040416
ENGINE TYPES: BERGEN K-O
DISTRIBUTION: EB - GSN – Cu
SERVICE MANUAL INSTRUCTION NUMBER: 3201
ESTIMATED SERVICE LIFE FOR
PISTON
1. Background
Many Bergen-engines have been in
operation for a considerable number of
hours, resulting in increased requirement
for regular inspection and evaluation of
the condition of the main components.
Pistons and connecting rods must be
inspected at every major overhaul, and
this is especially important after 40.000
operating hours. The piston to be
inspected for scratches and cracks, and
ring-grooves checked according to the
Service Manual. The component should
also be inspected after exceptional
incidents, for instance overspeed
Rolls-Royce wants to stress that the
estimated service life of the components
is based on normal operating conditions
without exceptional incidents. In addition
it is important that:
- operation and maintenance are
performed by qualified personnel
and according to procedures and
contracts
- Rolls-Royce’s suggestions for
maintenance have been followed
- The type of lubricating oils and
cooling water additives should be
according to Rolls-Royce
recommendations
SL Print date: 09.05.05
SAFETY CODE: INFORMATION
FORVENTET LEVETID FOR STEMPEL
1. Bakgrunn
Mange Bergen-motorer har etter hvert
oppnådd en betydelig driftstid, noe som
medfører økte behov for inspeksjon og
vurdering av hovedkomponentenes
tilstand med jevne mellomrom.
Stempler og veivstaker skal inspiseres
ved hver hovedoverhaling, og spesielt
viktig blir dette når motoren passerer
40.000 driftstimer. Stempelet inspiseres
for riper og sprekker, og ringspor sjekkes
ihht. Servicemanual. Komponentene bør
også inspiseres etter spesielle hendelser,
som for eksempel utrusning.
Rolls-Royce ønsker å påpeke at
komponentenes forventede levetid er
basert på normale driftstilstander uten
spesielle hendelser. I tillegg er det viktig
at:
- kontinuerlig drift og vedlikehold må
være utført av kvalifisert personell
og i henhold til prosedyrer og
kontrakter
- Rolls-Royce sine forslag til
vedlikeholdsintervaller må være
fulgt
- Valg av smøreoljer og
kjølevannstilsetninger må være i
henhold til anbefalinger fra Rolls-
Royce
Page 1 of 2
2. Estimated service life for pistons
For pistons in Bergen K-engines, the
estimated service life at normal operating
conditions are:
- 80.000 operating hours for
operation on MDO / gas oil
- 60.000 operating hours for
operation on HFO / intermediate
fuels
When determining estimated service life,
properties such as material fatigue are
taken into account.
This has been achieved by continuous
development of the piston technology as
the engine ratings have increased and
operating conditions have changed. It is
important that the pistons must be
replaced earlier if the inspections reveal
that this should be done.
Information regarding current clearance
to be found in the Service Manual,
chapter 1, Clearances.
3. Contact information
For questions regarding these issues, we
recommend that you contact the service
department of Rolls-Royce
Marine AS; Engines - Bergen.
The easiest way to do this is by using
the department’s e-mail address:
service.bergen@rolls-royce.com
or the service fax number:
+47 5519 0405
Alternatively you may direct your
questions to your contact person at the
spare part sales department.
SL Print date: 09.05.05
2. Forventet levetid for stempel
For stempler i Bergen K-motorer er
forventet levetid ved normale
driftsforhold:
- 80.000 driftstimer for drift med
MDO / gassolje
- 60.000 driftstimer for drift med
HFO / intermediate fuels
Når forventet levetid bestemmes ,er
egenskaper som materialtretthet tatt med
i beregningen.
Dette har blitt oppnådd ved kontinuerlig
utvikling av stempelteknologien etter
hvert som motorbelastningen har økt og
driftsforhold har endret seg. Det er likevel
viktig å påpeke at stemplene må skiftes
tidligere dersom tilstandskontrollen tilsier
at det må gjøres.
Opplysninger vedrørende aktuell klaring
finnes i Service Manual, kapittel 1,
Klaringer.
3. Kontaktinformasjon
Ved spørsmål angående disse
temaene anbefaler vi at du tar
kontakt via serviceavdelingen til
Rolls-Royce Marine AS; Engines -
Bergen.
Det enkleste er å bruke avdelingens
e-post adresse:
service.bergen@rolls-royce.com
eller service faksnummeret:
+47 5519 0405
Alternativt rettes henvendelsen til
Deres faste representant på
avdelingen for reservedelssalg.
Page 2 of 2
BERGEN ENGINES
SERVICE LETTER

SERVICE LETTER NO. 041006 SAFETY CODE: INFORMATION

ENGINE TYPES: K - B - C
DISTRIBUTION: EB, GSN, Cu
SERVICE MANUAL INSTRUCTION NUMBER: 2301

CARBON CUTTING RING - KOKSRING - DEMONTERING

REMOVAL

1. Background
Newer engines are equipped with
carbon cutting rings without lifting
grooves. The tool for lifting carbon
cutting ring can therefore not be
utilized. Correct procedure is
described in the Service Manual.
1. Bakgrunn
Nyere motorer er utstyrt med
koksringer uten spor for uttrekk.
Uttrekksverktøyet kan derfor ikke
brukes.
Korrekt prosedyre er beskrevet i
Service Manualen

Older engines can get carbon cutting Eldre motorer kan få koksringer uten
rings without grooves when ordering spor når det kjøpes reservedeler.
spare parts. The correct procedure for Korrekt prosedyre for demontering blir
removal will be described here. beskrevet her.

2. Removal procedure 2. Prosedyre for demontering

When removing the carbon cutting
ring, a piston ring is put on top of the
piston. It can be a used ring, but the
ring can not be used as a piston ring
afterwards.
Ved demontering av koksring
benyttes en stempelring som legges
på toppen av stempelet. Det kan
være en brukt ring, men den må ikke
brukes som stempelring etterpå.

The engine is turned manually to Motoren tørnes manuelt slik at

force out the carbon cutting ring. koksringen presses ut.

The Carbon cutting ring and the Koksringen og resessen i

counter-bore in the cylinder liner must sylinderforingen skal være rengjort og
be cleaned and dried before fitting the tørre når koksringen monteres.
carbon cutting ring.

SL Print date: 25.11.04 Page 1 of 2

3. Contact information
For questions regarding this issue, we
recommend that you contact service
department of Rolls-Royce Marine;
Engines-Bergen.
The easiest way to do this is by using
the departments e-mail address:
service.bergen@rolls-royce.com
or the service fax number:
+47 5519 0405
Alternatively direct your questions to
your contact person in the spare part
sales department.
SL Print date: 25.11.04
3. Kontaktinformasjon
Ved spørsmål angående dette temaet
anbefaler vi at De tar kontakt via
serviceavdelingen til Rolls-Royce
Marine; Engines-Bergen.
Det enkleste er å bruke avdelingens
e-post adresse:
service.bergen@rolls-royce.com
eller service faxnummeret:
+47 5519 0405
Alternativt rettes henvendelsen til
Deres faste representant på
avdelingen for reservedelssalg.
Page 2 of 2
BERGEN ENGINES
SERVICE LETTER
SERVICE LETTER NO. 050224
ENGINE TYPES: K / B / C -O
DISTRIBUTION: EB – GSN - CU-e-mail
SERVICE MANUAL INSTRUCTION NUMBER: 0101
MARPOL 73/78 Annex VI
MARPOL 73/78 Annex VI is a
document issued by IMO
(International Marine Organisation)
and includes regulations for
preventing Air Pollution from ships
and many new aspects related to
design of ships, but even more
related to operational issues.
Regulation 13 of Annex VI concerns
NOx-emission from diesel engines
and shall apply to:
- Each diesel engine with power
output of more than 130 kW, which
is installed on a ship, constructed
on or after 1. January 2000.
- Each diesel engine with power
output of more than 130 kW which
undergoes a major conversion on
or after 1. January 2000
According to MARPOL 73/78
Annex VI, we will make you aware
that these regulations will come
into force 19. May 2005.
New ships (constructed after 19. May
2005) must have EIAPP-certificate.
The EIAPP (Engine International Air
Pollution Prevention) certificate is
issued by the Flag Administration or
by a recognized organisation, e.g. Det
Norske Veritas.
SL Print date: 28.04.05
SAFETY CODE: INFORMATION
MARPOL 73/78 Vedlegg VI
MARPOL 73/78 vedlegg VI er et
dokument som er utgitt av IMO
(International Marine Organisation.
Regelverket er for å beskytte mot
luftforurensning fra skip og inneholder
mange nye forhold relatert til design
av skip, og hvordan skip skal drives.
Regel 13 i vedlegg VI angår NOx-
utslipp fra dieselmotorer og skal
gjelde for :
- Hver dieselmotor med ytelse over
130 kW som installeres på skip,
konstruert på eller etter 1. januar
2000.
- Hver dieselmotor med ytelse over
130 kW som gjennomgår en større
ombygging på eller etter 1. januar
2000.
Vi gjør oppmerksom på at
MARPOL 73/78 Annex VI, vil tre i
kraft 19. mai 2005.
Nye skip (konstruert etter 19. mai
2005) må ha EIAPP-sertifikat.
EIAPP (Engine International Air
Pollution Prevention). Sertifikatet
utgies av flagg-stat eller et godkjent
selskap eks. Det Norske Veritas.
Page 1 of 2
Ships constructed after 1. January
2000 must have the EIAPP-certificate
at the first routine drydocking after 19.
May 2005, and latest 19. May 2008.
Ships constructed before 1. January
2000, and which do not undergo a
major conversion on or after 1.
January 2000 do not need the EIAPP-
certificate.
Rolls-Royce, Engines Bergen have
manufactured engines with EIAPP
certificate since 2000.
The document "Technical File" is
carried out in accordance with the
NOx Technical Code issued by IMO.
Aslo see instruction no. 0101 in the
Engine Service Manual.
DNV has made a document that
informs about the most important
relations in MARPOL 73/78 Annex VI.
The document is included when this
Service Letter is sent by E-mail.
Contact information
For questions regarding these issues,
we recommend that you contact the
service department of Rolls-Royce
Marine AS; Engines - Bergen.
The easiest way to do this is by using
the department’s e-mail address:
service.bergen@rolls-royce.com
or the service fax number:
+47 5519 0405
Alternatively you may direct your
questions to your contact person at
the spare part sales department.
SL Print date: 28.04.05
Skip som er konstruert etter 1. januar
2000 må ha EIAPP-sertifikat ved
første rutinemessige tørrdokking etter
19. mai 2005, og senest 19. mai
2008.
Skip som er konstruert før 1. januar
2000, og som ikke gjennomgår en
større oppgradering av motor etter
denne dato, må ikke ha EIAPP-
sertifikat
Rolls-Royce, Engines Bergen har
produsert motorer med EIAPP-
sertifikat siden 2000.
Dokumentet "Technical File" laget i
samsvar med "NOx Technical Code"
som er utgitt av IMO.
Se også instruksjon nr. 0101 i
instruksjons-boken.
DNV har laget et dokument som
informerer om de viktigste forhold i
MARPOL 73/78 vedlegg VI. Dette
følger med når dette Service Letter
sendes med E-mail.
Kontaktinformasjon
Ved spørsmål angående disse
temaene anbefaler vi at du tar
kontakt via serviceavdelingen til
Rolls-Royce Marine AS; Engines -
Bergen.
Det enkleste er å bruke avdelingens
e-post adresse:
service.bergen@rolls-royce.com
eller service faxnummeret:
+47 5519 0405
Alternativt rettes henvendelsen til
Deres faste representant på
avdelingen for reservedelssalg.
Page 2 of 2
Bergen™ Customer support Service letter no. 051213
Issue date 12.01.2006

Service letter Engine type B, K and L

RREB - GSN - CUsp

Low priority - for information

Thermocouple Amplifier GA-120

Background Bakgrunn
In the thermocouple amplifier GA-120, art no. 703783, I termoelementforsterkeren GA-120, art. no. 703783, brukt
used in high temperature cooling water and charge air i høytemperatur kjølevann og ladeluft temperatur, har det
temperature, there has been discovered a defect. blitt oppdaget en feil

The defect is related to the amplifiers internal ambient Feilen er relatert til forsterkerens interne omgivelses-
temperature sensor. The batch that may be affected by temperatur sensor. Partiet som kan være berørt av feilen
this defect are identified, and will be replaced. er identifisert, og vill bli byttet ut.

The amplifiers affected are produced in the time between Forsterkerne som er berørt er produsert i tiden mellom
1.11.04. and 12.10.05. 1.11.04. og til 12.10.05.

Action
The production date is printed on the side of the amplifier.
Please remove the amplifier, and inspect the production
date. If amplifiers from the affected production period are
installed, please make contact with the Bergen factory.
Customers who has received thermocouple amplifiers
from this particular batch will get replacement amplifiers,
and the old amplifiers must be returned to the Bergen
factory.
Tiltak
Produksjonsdatoen er trykket på siden av forsterkeren.
Vennligs løs forsterkeren, og sjekk produksjonsdatoen.
Hvis forsterkere fra den berørte produksjonsperioden er
installert, ta kontakt med fabrikken i Bergen.
Kunder som har mottatt termoelementforsterker fra dette
partiet vil få forsterkere for utskiftning, og de gamle
forsterkerne må returneres til fabrikken i Bergen.

Contact information Kontaktinformasjon

For questions regarding these issues, we recommend
that to contact the service department of Rolls-Royce
Marine AS; Engines – Bergen.
The easiest way to to this is by using the department’s e-
mail address:
Ved spørsmål angående disse temaene anbefaler vi at du
kontakt via serviceavdelingen til Rolls-Royce Marine AS;
Engines – Bergen.
Det enkleste er å bruke avdelingens e-postadresse:

Service.bergen@rolls-royce.com Service.bergen@rolls-royce.com

or the service fax number: Eller service faksnummeret:

+47 5519 0405 +47 5519 0405

Alternatively you may direct your questions your contact Alternativt rettes henvendelsen til Deres faste representant
person at the spare part sales department. på avdelingen for reservedelssalg.

Rolls-Royce Marine AS, Dept. Aftermarket - Engines, P.O. Box 924, N-5808 Bergen, Norway, Tel. +47 55 53 60 00. Fax +47 55 19 04 05,
(24 hours emergency tel. +47 915 87 241) E-mail: service.bergen@rolls-royce.com, www.rolls-royce.com
Bergen™ Customer support
Service letter
Medium priority - recommended action next overhaul
Pulsation damper
1. Background
Silicone pulsation dampers where introduced in 1997, and
was a real improvement compared to earlier damper
types. However, these pulsation dampers have a limited
service life, depending on operational conditions, of
approximately 6 years/30.000 hrs.The first delivered
dampers of this type are now 7-8 years old, and due for
renewal.
2. Action
When introducing the new type pulsation dampers, the
fuel pressure was adjusted from 3-4 bars to 6 bars.
When the pulsation damper becomes ineffective, the
result may be cracked fuel pipes, both high-pressure,
feed- and return pipes. It is therefore absolutely important
that the pulsation damper is in good condition. The
dampers can not be refilled or overhauled.
Customers with pulsation dampers where the estimated
service-life are soon due, or expired, will receive a
quotation for new dampers on request.
3. Contact information
For questions regarding these issues, we recommend to
contact the service department of Rolls-Royce Marine
AS; Engines – Bergen.
The easiest way to to this is by using the department’s e-
mail address:
Service.bergen@rolls-royce.com
or the service fax number:
+47 5519 0405
Alternatively you may direct your questions your contact
person at the spare part sales department.
Rolls-Royce Marine AS, Dept. Aftermarket - Engines, P.O. Box 924, N-5808 Bergen, Norway, Tel. +47 55 53 60 00. Fax +47 55 19 04 05,
(24 hours emergency tel. +47 915 87 241) E-mail: service.bergen@rolls-royce.com, www.rolls-royce.com
Service letter no.: 061206
Engine type: All fuel oil operated
Forwarded to: RREB - GSN – Cus
Issue date: 24.01.2007
SERVICE MANUAL ref. no.: 7201
Pulsdemper
1. Bakgrunn
Silikon pulsdempere ble introdusert i 1997, og var en stor
forbedring sammenlignet med tidligere dempertyper.
Allikevel har disse pulsdemperne en bergrenset levetid,
avhengig av driftsbetingelsene, på ca 6 år/30.000 driftstimer.
De første leverte demperne av denne typen er nå 7-8 år
gamle, og modne for utskiftning.
2. Tiltak
Når den nye typen pulsdemper ble introdusert, ble
brennoljetrykket justert opp fra 3-4 bar til 6 bar. Når
pulsasjonsdemperen blir inneffektiv, kan resultatet bli
knekte rør, både høytrykk, tilførsel- og retur-rør. Det er
derfor av absolutt viktighet at pulsasjonsdemperen fungerer
riktig. Demperne kan ikke re-fylles eller overhales
Kunder med pulsdempere hvor den estimerte
driftstiden snart er over, eller er over, kan ved henvendelse
til vår reservedels avdeling få tilbud om kjøp av nye
dempere.
3. Kontaktinformasjon
Ved spørsmål angående disse temaene anbefaler vi at du
tar kontakt via serviceavdelingen til Rolls-Royce Marine AS;
Engines – Bergen.
Det enkleste er å bruke avdelingens e-postadresse:
Service.bergen@rolls-royce.com
Eller service faksnummeret:
+47 5519 0405
Alternativt rettes henvendelsen til Deres faste representant
på avdelingen for reservedelssalg.
 Bergen™ Customer support
Service letter
Medium priority - recommeded action next overhaul
Hydraulic tensioned connecting rod studs
for KR/KV and B32:36.
On KR/KV and B32:36 engines we have experienced some
instances with fretting in the threads between the upper conrod
stud and the threads in the conrod.
In this regard there has been introduced a modified conrod stud
with a phosphate coating. This coating will reduce the
possiblility for fretting. In addition, an anti-fretting paste is
applied on the stud threads which mate with the threads in the
conrod (ref. section with changes in stud tensioning instructions
below).
Part no. for new conrod stud for B32:36 is 305010.
Part no. for new conrod stud for KR/KV is 305049.
The conrod studs is also given a recommended lifetime of
30.000 hours, and it is recommended that they are exchanged
when renewing the bearing shells.
Since fretting in the threads in principle can develop into a crack
with risk of connecting rod failure, Rolls-Royce recommend to
perform a boroscope inspection of all conrods during main
overhaul (every 30.000 hours) of the engine (ref. section
regarding boroscope inspection, next page)
B32:36 – Change in stud tensioning instructions for
mounting of conrod studs
Threads on the stud end to be screwed into the connecting rod
shall be coated with Molycote P74 paste (part no. 706339). Oil
at threads is wiped off and the paste (Molykote P74) is applied
with evenly thickness using a brush or cloth. Threads to mate
with the nut is lightly oiled (as before).
The studs are tightened to the bottom of the threaded hole.
Torque: 100 Nm (reduced from 150 – 200 Nm).
The remainder of the instructions is the same.
KR/KV – Change in stud tensioning instructions for
mounting of conrod studs (for hydraulic tensioned studs)
Threads on the stud end to be screwed into the connecting rod
shall be coated with Molycote P74 paste (part no. 706339). Oil
at threads is wiped off and the paste (Molykote P74) is applied
with evenly thickness using a brush or cloth. Threads to mate
with the nut is lightly oiled (as before).
The studs are tightened to the bottom of the threaded hole.
Torque: 50 Nm (reduced from 100 Nm).
The remainder of the instructions is the same.
Service letter no.: 071008
Engine type: K & B32:36
Forwarded to: RREB - GSN – Cus
Issue date: 08.10.07
SERVICE MANUAL ref. no.: 3201
Hydraulisk tilsatte veivlagerbolter på KR/KV
og B32:36 motorer.
På KR/KV og B32:36 motorer har vi i den senere tid erfart
tilfeller av fretting i gjengeforbindelsen mellom øvre
veivlagerbolt og tilhørende gjenger i veivstaken.
På denne bakgrunn er det innført en endret veivlagerbolt med
fosfatbelegg (svart). Dette belegget vil bidra til å redusere
muligheten for at fretting oppstår. I tillegg påføres boltegjengene
som skrus inn i veivstaken en anti-fretting pasta ved montering
(ref. avsnitt om endring i prosedyre under).
Artikkelnr. for ny veivlagerbolt til B32:36 er 305010.
Artikkelnr. for ny veivlagerbolt til KR/KV er 305049.
Veivlagerboltene får også en anbefalt levetid på 30.000 timer,
og det anbefales at de blir skiftet i forbindelse med utskifting av
veivlagerskålene.
Siden fretting i gjengeforbindelsen i prinsippet kan utvikle seg til
en sprekk med fare for havari, så anbefaler Rolls-Royce at ved
hovedoverhaling av motor (hver 30.000 timer) så utføres
boroskopinspeksjon av alle veivstakene (ref. eget avsnitt om
boroskopinspeksjon, neste side).
B32:36 – Endring i prosedyre for montering av
veivlagerbolter
Gjengene som skrus inn i veivstaken settes inn med Molycote
P74 pasta (art. nr. 706339). Olje på boltegjenger tørkes av og
pastaen (Molykote P74) påføres i et jevnt lag med kost eller
klut. Gjengene for mutter påføres olje som før.
Trekk til boltene til bunnen av det oppgjengede hullet.
Moment: 100 Nm (nedsatt fra 150 – 200 Nm).
Den videre tilsettingsprosedyren er som tidligere.
KR/KV – Ny prosedyre for montering av veivlagerbolter
(for veivbolter med hydraulisk tiltrekking)
Gjengene som skrus inn i veivstaken settes inn med Molycote
P74 pasta (art. nr. 706339). Olje på boltegjenger tørkes av og
pastaen påføres i et jevnt lag med kost eller klut. Gjengene for
mutter påføres olje som før.
Trekk til boltene til bunnen av det oppgjengede hullet.
Moment: 50 Nm (nedsatt fra 100 Nm).
Den videre tilsettingsprosedyren er som tidligere.
Boroscope inspection of connecting rods
At every 30.000 hours main overhaul of the engine all the
conrods should be checked on B32:36 and KR/KV engines
(conrods with hydraulic tensioning of studs). The boroscope
inspection shall cover the threads in the conrod mating with the
upper stud and also the bottom of the upper bolt hole (ref. area A
in fig. 1). Since it is difficult to evaluate the condition of the
machined surfaces, the inspection should be performed by an
experienced engineer who is trained to perform this task. If a
conrod contains crack indications or cracks it must be changed.
The inspection can be performed with the conrod positioned
inside the engine with the upper stud taken out.
Visual inspection of the breakout of the lower bolt hole
The inspection should also cover the breakout edge of the inner
part of the lower bolt hole (close to the bottom of the lower bolt
hole, ref. B in fig. 1 and fig. 2). Here one should look especially
for handling marks which can be due to handling of the conrod
when it has been taken out of the engine. Small handling marks
here can initiate a crack. If one finds unfavourable handling
marks in this area, one must consider to change the conrod.
Otherwise a regular inspection of this area must be performed
(first inspection after 500 hours, then every 1000 hours). It is not
necessary to disassemble the connecting rod for this inspection
(the inspection can be performed inside the engine). If in doubt,
dye penetrant can be used to classify a crack.
Figure 1 – Overview A and B (B32:36)
Rolls-Royce Marine AS, Dept. Aftermarket - Engines, P.O. Box 924, N-5808 Bergen, Norway, Tel. +47 55 53 60 00. Fax +47 55 19 04 05,
(24 hours emergency tel. +47 915 87 241) E-mail: service.bergen@rolls-royce.com, www.rolls-royce.com
Boroskopinspeksjon av veivstaker
Ved hver 30.000 timer hovedoverhaling av motor bør
boroskopinspeksjon av alle veivstakene utføres på B32:36 og
KR/KV motorer (med hydraulisk tiltrekking av veivlagerbolter).
Boroskopinspeksjonen skal omfatte gjengepartiet for øvre
veivlagerbolt og bunn av øvre boltehull (ref. område A i fig. 1).
Da det kan være vanskelig å vurdere og tolke overflatene ved en
slik inspeksjon, bør dette utføres av en person som har erfaring
og opplæring til å kunne utføre en slik inspeksjon. Dersom man
finner sprekkindikasjoner eller begynnende sprekker så må
veivstaken skiftes. Inspeksjonen kan utføres med veivstaken i
motor og øvre bolt tatt ut.
Visuell inspeksjon av utgangen for nedre boltehull
Inspeksjonen bør også omfatte utgangen av det nedre boltehullet
(ved bunnen av boltehullet, ref. B i fig. 1 og fig. 2). Her skal man
spesielt se etter slagmerker fra håndtering etter at veivstaken har
vært ute av motor. Små håndteringsskader i dette lokale området
kan bidra til å starte en sprekk. Dersom man finner
kjerver/slagmerker her, så må man vurdere å skifte ut veivstaken,
eller å utføre regelmessig inspeksjon for sprekker (først etter 500
timer, deretter hver 1000 timer) av dette området. Det er ikke
nødvendig å demontere veivstaken for denne inspeksjonen. Ved
tvil kan penetrant benyttes til å påvise en eventuell sprekk.
Figure 2: Position B (from KR/KV)
Guidelines for mounting of conrod studs
The threads of large end bearing studs and the mating threads in
the connecting rods must be perfect, since damaged or scored
threads may give rise to fatigue failure of connecting rods.
Before starting to reassemble in accordance with the mounting
instructions, the threads on the studs and the mating threads in
the connecting rod must be thoroughly cleaned and checked
visually for any damage.
The studs must be screwed into the conrod by hand only (no
tools to be used).
NOTE!
A pneumatic or electric tool must never be used for
installation of large end bearing studs.
NOTE!
If a stud cannot be screwed down all the way by hand, it has to
be taken out again for a renewed check and cleaning of the stud
and its mating thread in the connecting rod. If the stud thread
appears to be damaged, the stud has to be renewed. If the
mating threads in the connecting rod are damaged, the
connecting rod has to be renewed!
Contact information
For questions regarding these issues, please contact the service
department of Rolls-Royce Marine AS: Engines – Bergen.
Department’s e-mail address:
service.bergen@rolls-royce.com
Service fax number:
+47 5519 0405
Rolls-Royce Marine AS, Dept. Aftermarket - Engines, P.O. Box 924, N-5808 Bergen, Norway, Tel. +47 55 53 60 00. Fax +47 55 19 04 05,
(24 hours emergency tel. +47 915 87 241) E-mail: service.bergen@rolls-royce.com, www.rolls-royce.com
Retningslinjer for innskruing av veivlagerbolter
Gjengene på veivlagerboltene og gjengene i veivstaken må være
perfekte, ettersom rivninger i gjengene i veivstaken kan være
utgangspunktet for utmattingsbrudd.
Før start av montering i henhold til prosedyre må gjengene på
boltene og i veivstaken rengjøres og inspiseres visuelt for skader.
All innskruing av veivlagerbolter skal skje for hånd.
NB !
Pneumatisk eller elektrisk verktøy må ikke brukes til
innskruing av veivlagerbolter.
NB !
Setter en bolt seg fast under innskruing må den tas ut igjen for ny
kontroll og eventuell ny rengjøring, både av bolten selv og av
gjengene i veivstaken. Er gjengen på bolten skadet, må bolten
skiftes. Er gjengene i veivstaken beskadiget, må veivstaken
fornyes!
Kontaktinformasjon
Ved spørsmål angående disse temaene anbefaler vi at De tar
kontakt via serviceavdelingen til
Rolls-Royce Marine AS; Engines - Bergen.
Det enkleste er å bruke avdelingens e-post adresse:
service.bergen@rolls-royce.com
eller service faxnummeret:
+47 5519 0405
Bergen™ Customer support
Service letter
High priority - urgent action needed
Delivery HFO fuel hoses
1. Background
In connection with a change of supplier for HFO fuel
hoses, we have experienced leakage problems after a
while for some of our hoses in operation.
The root cause of this problem is that the delivered hoses
do not meet our specifications.
2. Action
All HFO hoses delivered from Rolls Royce Bergen
between 01.01.07 and 31.12.07 will be replaced with new
hoses.
The hose in question is easy to identify. They are black
coloured.
New hoses will have a blue colour, and be marked with
Parker 436.
This is a hose of the same quality and specifications as
we used earlier and experienced good results.
The black hose that was sent out originally, can be used
for drain, but not as a delivery hose.
3. Contact information
For questions regarding these issues, we recommend
that you contact the service department of
Rolls-Royce Marine AS; Engines - Bergen.
The easiest way to do this is by using the department’s e-
mail address:
service.bergen@rolls-royce.com
or the service fax number:
+47 5519 0405
Alternatively you may direct your questions to your
contact person at our service department.
Ref. no. 080214. Ber- 14.02.08
Tilførsels slanger for tungolje
1. Bakgrunn
I forbindelse med bytte av leverandør av HFO brennolje
slanger, oppdaget vi at vi fikk lekkasjer problemer etter en
tid for noen av slangene i drift.
Bakgrunn viste seg at den nye leverandøren ikke hadde
levert den slangen i henhold til vår spesifikasjon.
2. Tiltak
Alle HFO slanger som er levert fra Rolls Royce Bergen i
perioden 01.01.07 til 31.12.07 vil bli erstattet med nye
slanger.
Den aktuelle slangen er lett å kjenne igjen. Fargen på
slangene er svart.
De nye slangene skal være blå av farge og merket med
Parker 436.
Dette er en slange av samme kvalitet og spesifikasjon vi
tidligere har benyttet med gode erfaringer.
Den svarte slangen som opprinnelig ble sendt ut, kan
benyttes som drenslange, men ikke som tilførsels slange.
3. Kontaktinformasjon
Ved spørsmål angående disse temaene anbefaler vi at De
tar
kontakt via serviceavdelingen til
Rolls-Royce Marine AS; Engines - Bergen.
Det enkleste er å bruke avdelingens e-post adresse:
service.bergen@rolls-royce.com
eller service faxnummeret:
+47 5519 0405
Alternativt rettes henvendelsen til Deres faste representant
ved vår Service avdeling.
Bergen™ Customer support
Service letter
High priority - urgent action needed
Delivery HFO fuel hoses
1. Background
In connection with a change of supplier for HFO fuel
hoses, we have experienced leakage problems after a
while for some of our hoses in operation.
The root cause of this problem is that the delivered hoses
do not meet our specifications.
2. Action
All HFO hoses delivered from Rolls Royce Bergen
between 01.01.07 and 31.12.07 will be replaced with new
hoses.
The hose in question is easy to identify. They are black
coloured.
New hoses will have a blue colour, and be marked with
Parker 436.
This is a hose of the same quality and specifications as
we used earlier and experienced good results.
The black hose that was sent out originally, can be used
for drain, but not as a delivery hose.
3. Contact information
For questions regarding these issues, we recommend
that you contact the service department of
Rolls-Royce Marine AS; Engines - Bergen.
The easiest way to do this is by using the department’s e-
mail address:
service.bergen@rolls-royce.com
or the service fax number:
+47 5519 0405
Alternatively you may direct your questions to your
contact person at our service department.
Ref. no. 080214. Ber- 14.02.08
Tilførsels slanger for tungolje
1. Bakgrunn
I forbindelse med bytte av leverandør av HFO brennolje
slanger, oppdaget vi at vi fikk lekkasjer problemer etter en
tid for noen av slangene i drift.
Bakgrunn viste seg at den nye leverandøren ikke hadde
levert den slangen i henhold til vår spesifikasjon.
2. Tiltak
Alle HFO slanger som er levert fra Rolls Royce Bergen i
perioden 01.01.07 til 31.12.07 vil bli erstattet med nye
slanger.
Den aktuelle slangen er lett å kjenne igjen. Fargen på
slangene er svart.
De nye slangene skal være blå av farge og merket med
Parker 436.
Dette er en slange av samme kvalitet og spesifikasjon vi
tidligere har benyttet med gode erfaringer.
Den svarte slangen som opprinnelig ble sendt ut, kan
benyttes som drenslange, men ikke som tilførsels slange.
3. Kontaktinformasjon
Ved spørsmål angående disse temaene anbefaler vi at De
tar
kontakt via serviceavdelingen til
Rolls-Royce Marine AS; Engines - Bergen.
Det enkleste er å bruke avdelingens e-post adresse:
service.bergen@rolls-royce.com
eller service faxnummeret:
+47 5519 0405
Alternativt rettes henvendelsen til Deres faste representant
ved vår Service avdeling.