CONTENTS

II INTRODUCTION

|T! MAIN DIliENSIONS OF ENGINE

iTl OPTIMUM STANDAilD OF CLEARANCE AND WEAR

jT| TIGHTENING OF MAIN BOLT —— : 3:

GENERAL OUTLINE OF THE ENGINE DISASSflMBLING AND REASSElffiLING INSPECTION

I Main bearing. Bedplate and crank-shaft :

'2 Cylinder and cylinder liner .. 8

3 Piston connecting rod, crankpin bearing -—.10

4 Cylinder head. Valves attached to the cylinder head
5 Valve gearing ^ 29
6 Camshaft gearing —; : 32
7
8 Governor — 40
9
10 Engine speed controling device 46
11 Reversing device (Direct reversible engine) 47
12 Front gearing r . ^ 49
13
14 Friction clutch ('ft is nol^equippe^witrthis
15 Turning device ."r —.— 51
16 Lubricator 62
17 Cleaning of turbocharger and aircooler 64
18 Remote control-system 66

a; OPERATION 67

Stand-by ^ : ; 67
Starting ^ 68

Acceleration and deceleration 68

Running 69
Stopping 72

EMERGENCY OPEPJVTION 73

1 Turbocharger trouble 73
2 Running with reduced cylinder — 73
3 Troubleshooting — 75

f8l FUEL 85

j9J LUBRICATING OIL - — 88

ifO] COOLING WATER 91

r

[Tl INTRODUCTION

This instruction book discribes for each engine component with

the construction of the engine and
essential matters required for pj;oper
operation, preventive maintenance,
adjusting and repairing of the engine.
Proper handling ensures full perform
appropriate judges considering the
ambient operational conditions r>f
the engine.
3. Alphabetical simbols used in this
t

instruction book for the purpose

ance and long life of the engine.
of indicating directions and
Accordingly, it is important to oper
positions of the engine mean as
ate the engine with proper mainte
follows:
nance, as well as periodical inspec
P : Port side
tions with the utmost care.
S : Starboard side
1. Running performance should be
F : Front side
recorded and put it in order.
, A : After side
In addition, overhauling and inspec
tion records will be the basis for Full benifit of the long life and
the maintenance in future. dependability built in the HANSHIN
'DIESEL ENGINES can be realized ,
• 2. Since the appropriate maintenance
interval can not be fixed uniformly
through proper operation and mainte
nance with restless studies of the
for each engine application and
operator in this instruction book.
service condition, it is the engine
operator that defines the intervals

lA
 [2] MAIN DIMENTICN OF ENGINE

Type k stroke-cycle, single-acting, trunk-pistoE

type with super charger and auLr cooler.

Modie 6 EL 40

No. of cylinder

Cylinder bore 4 0 0 mm

Stroke 8 0 0' mm

Max. continuous rating

Output 5 3 0 0 PS

Speed 2 4 0 rpra

Mean piston speed 6.40 ra/s

Max. pressure 130 Kg/cra2

Brake mean effective pressure 2 0. 5 2 Kg/cm^

Firing order 1-^f-2-6-3-5

Direction of rotation Clock wise (Looking from the fly wheel side)

Starting system Con^ressed air

)S

— IB
 OPTIMUM STANDARD OF CLEARANCE AND WEAR

V ( WEAR LIMIT TABLE 1/2 ) '

6EL40

Nominal Standard Allowable

Name of Parts Item Remedies
(mm) Value (mm) Limit (mm)

Journal of crank Eccentric -0.26

326 326 0.13
shaft wear -0.317
Remachining
Pin of crank Eccentric -0.18 every 1 mm
326 326 0.13
shaft wear -0.237

Advise to

Arm of cr^k amend 0.16

S troke
Deflection 0 'V/ 0.04 Realicnment
shaft 800
Compel to
amend 0.22

Clearance 326 0.17 0.277 0.45 Renewal

Main bearing metal

Thickness
7.5 7.5+0.005
of metal

Clearance 326 0.18 'V 0.277 0.45 Renewal

Crank pin metal
Thickness
7.5 7.5+0.005
of metal

Crank pin bolt Running Not to be

Renewal
connecting rod bolt hour over 20000 H

Oil guard cover Surrounding

Clearance 650
0.15 'V' 0.27

Cylinder liner Wear 2.8

400 Reboring
Cylinder liner Eccentric
1.4
(non-plate) wear

Piston pin boss Clearance 195 0.045 % 0.08 0.16 Renewal of pin

Piston pin metal Clearance 195 0.13 0.21 0.32 Renewal

Piston ring Clearance t.5 1.9

No. 1, No. 2 Groove

0,14 'V 0.19 0.4
piston ring clearance

No. 3, No. 4 Renewal or

Groove
6 0.11 % 0.16 remachining
piston ring clearance
groove
0.3
Groove
Oil scraper ring 13 0.14 'V' 0.19
clearance

Ring groove Wear

Remachining
0.3
every 1 mm

- 2A -
 h
OPTIMUM STANDARD OF CLEARANCE AND WEAR

( WEAR LIMIT TABLE 2/2 )

6EL40

Name of Parts Nominal Standard Allowance

Item
(mm) Value (mm) Remedies
Limit (mm)

Wear or
Piston ring 10
thickness
-
1.5 Renewal

Cam shaft bearing Clearance 140 0.20 'V 0.30 0.6 Renewal

Cam shaft bearing Module Adjustment of

gear
Backlash 0.2^1 'V 0.32 0.8 center or
8
renewal

Bush of intermedi
Clearance 125 0.09 'V 0-16 0.6
ate gear Renewal

Valve operating
mechanism tapper Clearance -
0.30 -
Adjustment of
clearance screw

Rgcker arm shaft tl

and bush 80 0.07 'V 0.11 0.5 Renewal of bush

Valve stem and II

36 Renewal of bush
0.20 -v 0.28 0.7
guide or valve case

Thrust pad of Adjustment of

Clearance 0.50 0.82 1.5
thrust bearing -

screw or

renewal

Shaft bearing of II
300 0.20 0.25 0.48
thrust bearing Renewal

- 23 -
 Q TIGHTENING OF MAIN BOLTS
%

-5
I
EL40

lies Stud for ■ Oil pressure Kg/cm )

cylinder head 440 610 590 *

Until tightening mark

Tension bolt
Tightening angle (deg.)
230

nt of Until tightening mark

r
Main bearing Tightening toraue (kg-m)
bolt
• W-

Tightening toroue (Kg~ra)

nt of
Piston crown
bolt
Tightening angle (deg.)
32.8
of bush 0

Until'tightening mark
of bush
case Tightening torcue (Kg-m)

nt of Crank oin bolt 0

";

Elongation of bolt
--+6 (1/lOOmm)
0

Tightening torque (Kg-m)

Connecting
Tt+lS
rod bolt
0

Stud for exhaust Tightening angle (deg.)

valve 30

Cam shaft
Tightening torque (Kg-m)
bearing cap
bolt 12

Stud for intake Ti^tening angle (deg.)

valve
75

* See Cylinder cover disassembling and assembling method ( page 3B, 3C

- 3A -
 CILIIIDBR com DISi\3SiS:.IBLIHG AIED .ISSS-IBLING METHOD

Flexible hose
Jack screw
s
Starbdard side
Jack nut
Piston
■ s

Back up ring

Rubber rinf Forward

side
Cylinder.

Cylinder sunnert.

Connecting bolt_
Porxj side
Handle bar
1, 3, 5, 7....."A" group
2, 4, 6, 8 "B" group

\ Handle bar hole

Place the cylinder support so the handle bar
is accessible in an angle of- 45® or more.

1. Disassembling and assembling the cylinder coTer should he

carried out following to the method outlined hereinaftf»r,
Since the hydraulic tool consists of a half number of the
cylinder cover studs for one cylinder, fit alternately he
tools on the nut and loosen and tighten them separatedly
in two times.

2. Use clean machine oil or turbine oil as a hydraulic oil

for the tool.

3. Disassembling
3.1 Prior to disassembling the cylinder cover, disccnnei.t
all connections to and from the cylinder cover '. i^ended,
such as valve gearing parts ( rocker arms, rocke-'- arm'
shaft, rocker arm support ) intake and exhaust .-..vniloldr)..
fuel injection pipe, starting air pipe, etc.

3.2 Remove the protection caps on the jack screw ol the studs

3.5 Pit the hydraulic tools alternately on the studs

( 'A' group ). A handle bar hole of the hydrau'iic
cylinder should face to an accessible direction.

3.4 Screw the jack nut tight on the hydraulic piston, then
turn it backwards 90". Otherwise, it is impossible to
remove the tool after it has been used.
 3.5 Connect the oil pump, distribution piece and hydraulic
cylinders with flexible hoses.
Onen the valve ox the oil distribution piece, then
nrime the oil pump to expel the air inside.

Aa-hp-m
5.0 Apply an oil pressure of 620 Sg/cm'and loosen the nuts
side
with the handle bar by one revolution or more. At this
I
moment, clearance between the cylinder cover top face
and the nut bottom is 4 mm or more.

3.7 Open the valve of the distribution piece to release

the pressure.

3.8 Pit the tools on the remaining studs and loosen the
nuts in the same way.

4-. Assembling
4..I Screw the nut slightly by a hand.

4.2 Pit the hydraulic tools alternately on the nuts.('A' gzroup)

Pay attentions to the handle bar hole direction as
outlined in the disassembling method.
Expel the air inside.

4.3 .Apply an oil pressure of 440 and tighten fully the

nuts with the handle bar.
Release the oil pressure and remove the tools.

4.4 Fit the tools on the remaining studs. ( '3' group )

Tighten fully the nuts using the handle bar with a
applied pressure of 6l0£g/cn^,
Remove the tools after releasing the pressure.

4.5 Pit the tools again on the nuts of 'A' group.

4.6 Tighten them with a pressure of 590 X6/ca^.

Remove the tools.

4.7 Pit the protection covers on the studs.

4.8 Fit all connections to and from the reassembled cylinder

cover.

caution.
Be sure no,dust on the thread and keep the tools clean,
otherwise the thread of the studs and nuts will be injured.

— 3C —
CAUTION

1) Be sure on the thread and keep the toold clean,

otherrjise the thread of the stude and nuts irill
he injured,

2) Before fitting the hydraulic tool on the stud,

oil inside the tool must be discharged completely,

5) Install the hydraulic piston in correct direction

referring to the drawing. If it installed upside
down, the studs will be extended excessively.
 TIGHTENING METHOD OF CONNECTING ROD BOLT

1. On the connecting rod bolt, tightening marks have been stamped

for a guidance in reassembling. The marks are based on the
tightening torque during shop assembly.

2. When reassembling, the bolts must always be reinstalled in

their original position. Tighten the bolts equally and
diagonally so that the tightening mark on the bolt comes in
a line with that on the rod.
For the bolts having been used for a long period of working
hours or disassembled and reassembled repeatedly, the tighten
ing work should be carried out in accordance with the pro
cedures mentioned below; because scraped thread or seat, also
bolt elongation may change the bolt tightening condition.

3. When renewing the bolts, tighten them with following proce

dures. Tighten four bolts
uniformly and alternatively until
"SLIGHT CONTACT".
Mark on the bolt circumference
above the mark on the rod.
Cyl. No.
Tighten additionally in com
Port side
pliance with the below specified
After side
angle or bolt circumference
distance from the "SLIGHT CONTACT"
mark.
Stamp the tightening mark so that
it forms a line with that on the
Stamp after rod.
tightening NOTE
SLIGHT
CONTACT "SLIGHT CONTACT" is defined as
that an average person tightens
TIGHTENING a bolt steadily tuitil the bolt
MARK' may not move any more with his
both hands using attached spanner
without an extention bar, after
pretightening it repeatedly two
or three times.

Tightening Tightening Tightening distance

Engine model torque angle ( mm)on bolt
(Kgm) (DE6) circumference

6 E L 40 7 1 2 5 1 5

— 3B —
[J] General outline of the engine facturer as genuine parts are

Disassembling and reassembling always replacable immediately ^

Inspection without pny scraping.

The craknshaft is of an inte

1, Main bearing, Bedplate and crank
gral forged- type ( RR forging—
shaft
■continuous grain forging method )
The bedplate is an integral and pin and journal are machined
casting and is combined firmly with into an accurate circle with pre
the cylinder block and crankcase by cise parallel center.
the tension bolts which pass through
both sides of each main bearing.
1-1 Disassembling
The bedplate is bolted down to the
Prior to disassemb] i , i- l-"-
foundation of a vessel by a ledge
main bearing, measure the cranK-
on each side.
shaft deflection and bear5)'9 clea

The main bearings are seated rance. Make sure the tightening

in the bedplate where their hous marks and numbering stamps on the

ings are machined in an accurate studs and nuts.

straight line. -.They carry and

guide the crankshaft." Each bearing 1-1-1 Disassembling the main -u.M'ing
cap is held to the bedplate by four . 1) Remove the nuts of the • • ■;
studs and nuts.booking plate isap- bearing studs using t>i(- .t' <clied
■ plied for preventing the nut from
spanner after taking nini'
loosening. The main bearing metal
plate.
is of 'By-metal Shell' type with
2) Fix the hanging tool on the
Pb-Sn overlaying. Pb-Sn overlaying
bearing cap and draw 3 i. ' ■ witt
is electroplated with 0.03 mm thick
a wire rope through an i>ol1
ness on the white metal aiming at
screwed on the arch ol ' crar k—
giving superiority to the metal
case. The main beru; ing 'ip -ar
with its properties of quick run
be taken out through ti lo rrank--
ning in, anti-burn, and embedding
case door opening.
of foreign matters. This type of
metal is designed to form an accu CAUTION

rate circle with proper clearance
between the shaft when the studs
are tightened with the appropriate
torque.
Accordingly, scieping metal surface
should never be done. The bearing
metals delivered from the manu
a) Care should be taken not to in- ■
jure the thread of the ntud
hanging the bearing cap.
b) Support the upper inotai oy hani i if
not to drop because it tends to
cling to the cap.

-4 -
 CAUTION

a) After fitting the metal tool,

tool. the crankshaft should be turned

.nte-
intermittently until the metal
tool touches to the metal end.

5d )
Turning in the ordinary way can
led
be done after ensuring the metal

ire-
moves a little. Otherwise, the
tool hits the metal strongly to
rope
injure the metal.

b) Excessive turning over 180°will

cause the metal deformation
le c) When turing the crankshaft after
ik- removing the cap, prevent the because the bedplate blocks the
rotating metal.
:lea- metal from rotating with the
.ng shaft using a wooden piece.
(9
the tool
wooden

jr ing

:ached
\ln=\\]
■cicing
is advisable not to remove
the adjacent two metals at the
l~l-2 Removing lower bearing metal
same time, it sometimes happens
with 1) Insert the metal tool into the
that removed metals can not be
bolt lubricating oil hole of the
inserted again beacause of the
crank- crank-journal. By turning the
bending crankshaft due to its
) can crankshaft, the tool carries the
selfweight.
rank- lower metal.

1-2 Checking after disassembling

1) Check the metal surface as it
) in- may present proper fitting in,
3 when or may indicate burning, crack
%

ing or embedding of foreign

^hand i®3'-fcsrs. It is suggestible to
is to renew the metal presenting hair
crack or scrach, in the soonest
opportunity.

- 5 -
 2) Measure the metal thickness to
know wearing value.

Sketches or photographs will be

a great help in the next dis
assembling.

The metal of which overlaying

disappears is still available.

3) Check the metal back and housing

bore as these may fit properly.
2) Put the metal tool into the lu
4) Investigate the mounting faces
bricating oil hole of the crank-
of the cap to the bedplate for
jurnal.
a sign of crush.
3) Place and screw down the bearing
cap temporally.
1—3 Reassembling main bearing
4) Turn the crankshaft to let the
When reassembling the main bearing,
it should be noted to rebuild them tool carry the metal along.
keeping the original combinations
CAUTION
• of the studs and nuts, also metals
a) When inserting the metal, bearing
and caps refering to the assembling
number stamped on side face must
numbers and marks on each part.
locate P-F side.
nut
' number

cylinder
number

engine
number
\jr

metal
number
b) Prior to insert the metal- lubri
cate the metal surface suif'ici-
ently.
bolt
number c) Center lines of the bearing
housing and metal jnusi. ooieeide.
1 3-1 Assembling lower bearing metal
d) Installing the Jov.'er vAth-
1} Insert either end of the metal a
out fitting the cap may cause
little by hand.
the metal deformation.
 1-3-2 Reassembling upper metal and c) Check bearing studs as they may
bearing cap loosen when the seating faces

The metal number stamped on metal of the cap present a sign of

. side should face to P-F direction, crush. Unless the studs loosen,

Lubricate the metal running face. it is recommended to tighten the

50l Center lines of the metal and the nuts additionally a little over
cap must coincide. the tightening marks. If the

Place the bearing cap paying additional tightening is needed,"

attention to the dowel pin on care should be taken to too

lu- the metal back. small bearing clearance.

:ank-

1-3-3 Tightening main bearing cap stud 1-4 Checking after assembling

iring Tighten the nut using the attach 1. Measure the bearing clearance to
ed spanner by both hands steadily compare with that of before dis

without shaking. Tighten again assembling.

:he
the nuts uniformly and diagonally
2. With operating an independent
until the tightening mark on the
lubricating oil pump, check as
nut coincides with that of the
oil may be delivered properly to
ar ing stud. Tightening work must be
each part after cpnnecting the
"must carried out separatedly more
pipes for the bearing cap.
than two times.

CAUTION '

a) The nut must be reinstalled in

its original position being

refered to the stamped number.

b) "She locking plate should be

bended fully.

.ubri-

.ci- 12 15 16 1 20 23 24 .27

Qirailft U Id 17

;ide. iUl ' Jill

number of main bearing bolt
'i th-

-7-
Cylinder and cylinder liner
The cylinder is made of an integral
cast iron. The clearance between
the cylinder and the liner forms a
water jacket. The cooling space
is sealed irithout any packings on
the shoulder of the liner. At the
lower end of the liner sealing is
effected by Silicon rubber rings
which have heat resisting property.
The cylinder liner is made of / ^
a special cast iron having an excel
lent antiwearing. property.
Inner surface of the liner is honed
precisly. The upper part of the
cylinder liner is supported by an
annular intermediate piece to
.prevent thermal deformation^
positioner
2-1 Disassembling cylinder liner •
2-1-1 Checking before disassembling
' Measure the inside diameter of
the liner at the positions where
the attached positioner indi
cates. It is advisable to-mea
sure the liner bore at every
opportunity when the cylinder
head or- the piston are removed
to know the weciring tendency.
The measurement record arranged
in order will be a great help for
maintenance of the engine in fu
ture- Regarding the allowable
wearing limit of the liner, see
2-1—2 Disassembling
Draw up the liner using the at
tached drawing up tool^ •
After removing the liner collsir
by jack bolts*
liner
collar
CAUTION
a) Spread a vinyl sheet under the
liner intended to be drawn up
for avoiding scales or water
around the liner from dropping
into the bedplate.
 b) Confirm the marking -off lins b) The rubber rings for the liner
drawn on both the cylinder and should be renewed and Silicone
the liner. If needed, redraw sealang should be also reapplied
Lng ■ them prior to remove the liner whenever the diner is drawn up.
to ensCire their mutual position.
of c) The rubber ring made of Silicone
/here is resistless against light oils,
so it should not be touchefS to
lea- these oils. Rubber rings for
marking dine
general usage should not be used
for this purpose in stead of the
■ed ^ genuine parts.

d) Apply potash soap on rubber rings

ged
[REFERENCE] and grooves, before inserting the
p for
When it is difficult to draw the liner to the cylinder. Silicon
fu-
heavily scaled liner using attach sealant is effective for the liner
le-
ed tool, a hydraulic oil jack indicating a sign of corrosion.
see .
placed on the crankarm will be e) The liner must be hoisted verti

effective. cally in an exact manner and

must seat on the cylinder in
it-
2-1-3 Checking after disassembling compliance with the marking-off
cylinder liner lines.
ar

Check outside of the liner

2-1-5 Checking after reassembling
whether it may present signs of
cylinder liner
corrosion or cavitation. These
troubles are caused by improper After fitting the cylinder head,
ol maintenance of coolant or mixing the cylinder must be pressure

of air in the cooling water. tested to check for water leakage

from the rubber rings.
Regarding the maintenance of
cooling water, refer to Q .
2-2 Tension bolt

2-1-4 Reassembling cylinder liner Reassemble the tension bolts

following to the below outlined
. Insert the liner using the
procedures, if they have been
drawing up tool.
overhauled.

CAUTION 1) Insert the tension bolts into

a) After cleaning and discaling the their original position..
cooling space wall, coat tarry Screw the lower nut until the

epoxy resin.

-9 -
 bol"t bottom is flush with the
nut face.
2) Tighten uniformly the upper nut
in accordance with the tighten-
ing order.
P5_ P2 P6 _ Pi
S5 S2 S6 SI
CAUTION
Lubricate the thread and seating
face of the tension bolt and nut
with Mollycoat before assembling.
3) Tightening work should be carried
out separatedly in three times to
the specified tightening angle.
Refer to (4j regarding tightening
angle.
CAUTION
Before and after tightening the
tension bolts, measure the main
bearing clearance and crankshaft
deflection.
1 '!
3. PISTON CONNECTING ROD, CRANKPIN
BEARING
3-1-1 Piston
* <
The piston consists of the pist|on
crown made of forged steel and
the piston skirt made of speciafL
cast iron. These are combined
together by studs and nuts form
ing a piston cooling space.
The sealing of the cooling spact^
is effectied by two Silicon .
rubber rings that excell at heal:
.P7
S7 resistance.
Outside face of the piston skirt
is Parkerlized (Phosphoric acid
coating) aiming at an improved
lubrication properity.
A part of the system oil enters
into the cooling space of the
piston to transfer immence heat
produced during combustion pro
cess. The piston cooling oil
flows through the lubricating
oil outlet
houuer
-10-
IKPIN
oil hole of the crankshaft, then 3-1-3 Connecting rod
comes up vertically in the center
The connecting rod is made of
of the connecting rod. After
forged steel .and the piston pin
lubricating the piston pin bear
metal is cool-bushed on its
e piston ing, the piston cooling oil enters
upper end. The piston pin metal
1 and into the said cooling space through
is of a crush type with lead-
special the piston pin boss. It finally
bronze lining. --
bined returns through the oil hopper to
The crankpin bearing metal shells
s form- oil gallery.
are of precision type with Pb-Sn
The piston is provided with com
overlaying on copper-lead metal.
g space pression rings to seal the
Both upper and lower
on . combustion gas effectively.
at heat The oil scraper rings also play .piston crown

an important part in regulating

1 skirt
0-ring
lubricating oil consumption as
: acid it controls the quantity lubri
roved cant that comes up along the side cover

liner wall.

inters The arrangement of piston rings

the is shown in the below table.
packing
J heat

No.1,2 compression barrel face piston pin

j pro-

oil
No.3,4 compression plane face
••ing

cutter type with

Ko-ti 6
nu.:?,o scraper
' _ expanaer
coil
connecting rod
NOTE : As a standard, oil ring is
not installed in the lowest
bolt
groove.

y O crank pin bolt

•utlet
3-1-2 Piston pin
H
!r

The piston pin is made up of nock pin

alloy steel and is seated float- bearing housing
ingly in the piston pin holes
connecting the piston assembly crank pin metal
with the connecting rod. The
bearing housing
piston pin is secured axially
by means of the side covers
bolted down to the piston.

-11-
 halves of the crankpin bearing
housing are serrated on their
seating surfaces and secured by
four reamer bolts.
The connecting rod is mounted on
the crankpin bearing housing by
four connecting rod bolts.
3-2 Disassembling
Prior to disassembling the crankpin
bearing, the metal clearance should
be measured and recorded.
3-2-1 Drawing up piston
1) Remove carbon on the combustion
wall of the cylinder liner.
2) Onscrew the connecting rod bolts.
3) After turing the crankshaft as
the piston intended to be drawn
up comes to the top dead center.,
4) Lift the piston-connecting rod
assembly carefully and gradually
using the piston lifting tool.
N:i
\ii.-
-12-
CAUTION
a) Care should be taken not to hit
"the cylinder liner with connectin<j
rod until thet rod lower end
appeares above the liner.
b) When it is needed to rotate the
crankshaft with removed piston-
connecting rod assembly, do not
allow the crankpin bearing hous
ing to. touch against the crc^)
t
case or the bedplate. Otherwise,
the serious breakage of the
engine will result.
c) After removing the piston, be
careful to self turning of the
crank—shaft due to weight un
balance.
3-2-2 Overhauling piston
1) Remove the piston rings and oil
scraper rings.
Do not spread these rings any
more than necessary to slip them
over the piston.
•2) Place the piston-connecting rod
assembly on the floor upside
down.
 3) Remove pistonpin side covers.
4) Adjust the hoist as the piston-
pin may be free from the weight
of the connecting rod.
5) Withdraw the pistonpin.
21 Hoist the piston skirt with a
wire rope through the openings
of the piston skirt.
Separate the piston skirt from
the crown by screwing two jack-
bolts.

3-2-4 Disassembling crankpin bearing

1) Remove the crankpin bolts.

2) Support the metal housings by a

wire rope using eye bolts fitted
on upper and lower halves of the

5 housing.

crank pin bolt

piston crown

piston skert

3) Separate the bearing housing.

Remove the bearing metal shells
from the housings.
piston pin
Take out the housings through the
openings of the crankcase.

CAUTION

Be carefull not do drop the bear

3~2-3 Separating piston ing shell when separating the

1) Loosen to remove the nuts of the housings.

piston crown studs using the_

attached box spanner.

- 13-

3-3 .Checking
1) Check the carbon on the piston
crown, piston rings and ring
grooves.
Observe the piston skirt as it
may be coated by lubricating oil
ii over its entire length of slid
ing surface.
2) Inspect the sliding faces of the
piston and piston rings for any
defects.
3) Measure the piston ring wearing
to decide necessity of renewal.
Refer to |3] , regarding the Max.
allowable wearing limit.
4) Check visually the sliding faces
of the pistonpin and pistonpin
metal,
5) Measure pistonpin metal clea
rance.
See [J] of this book.
6) Inspect and remove carbon on the
cooling space and oil passage of
fi
the piston, when the piston "crown
and skirt is separated.
u
- 14 -
7) Check the crankpin bearing as
outlined under 'Main bearing'.
8) The crankpin bolts having been
used for longer than 20000 hours
or those which had been suffered
excessive stress caused by piston
sticking or overrunning must not
be used.
NOTE :
When the pistonpin metal must be
, renewed, it is advisable to
follow to the procedures instruc
ted by the manufacturer because
this work requires a specialized
technique by an expert.
3^-4 Reassembling
3~4—1 Reassembling crankpin bearing
1) Install the crankpin metal shells
on the housings.
2) Connect two halves of the housing
by the crankpin bolts,
CAUTION
a) When turning the crankshaft with
removed piston-connecting rod
assembly, care should be taken
not to allow the housing to
touch against the crankcase or
the bedplate,
■3.
/
Care should
^be taken
 b) Clean thoroughly the serrated CAUTION

mounting faces of the housings a) Rubber rings for the piston cool
ing space must be renewed at any
time when the»crown is separated
from the skirt.

con. rod bolt b) The rubber ring made of Silicon

is resistless against light oils.
It should not be touched to these

oils.

Rubber rings for general usage

should not be used for this pur
crank pin bolt pose in stead of the genuine parts.
c) Coat potash soap or grease on the
rubber rings before installing.
d) The split pin for the crown stud
must be new and spreaded fully
cylinder no :
wide.
P side
Fore side

3-4-3 Assembling piston with connecting

rod
c) Lubricate the metal shell with

engine oil before assembling. 1) Place the upper end of the connect
d) Stamped mark on the housing must ing rod between the piston pin

face toward P-side. bosses and in line with the piston

e) Secure the upper metal shell with pin holes. Then, slide the piston
a dowel pin. pin in place.

f) Bolts and nuts have to be reas 2) Bolt the piston pin side covers.
sembled in the correct position The bolts must be tightened
keeping their original combina evenly and secured with a wire

tion. properly.

CAUTION
3-4-2 Assembling piston crown and
a) When inserting the connecting
skirt
rod to the piston, make sure
Put the piston skirt on the crown
their P-S direction.
placed upside down.
b) The packings for the pistonpin
Tighten the nuts of the piston
side cover must be r.enewed at
crown studs using attached box
every overhauling of the piston.
spanner evenly and separatedly
in more than two times to the re
quired torque.

- 15 -
 c) The bolt for the pistonpin side 2) Place the piston installer on th(i
cover is made of a special cylinder liner.
material. Use only the genuine
3) Fit the piston rings to the pist4n/
•parts supplied from the manu
paying attention to its arrange
facturer.
ment.
d) Antiloosenning wire for the
CAUTION
pistonpin side cover should
a) The ring gaps of individual
run in way of tightening di
rings must not be in line.
rection.
b) Do not insert the oil scraper
ring in the bottom groove.
Wire
This groove is machined for <-
preparation to control lubri
cating oil consumption if it
increases.

(The fitting of the bottom oil

ring should be followed to the
3-4-4 Installing the piston manufacturer's instruction.)

1) Lift the piston-connecting rod 4) Lubricate the piston body and

assembly using the piston lifter piston rings with engine oil.
with a wire rope as shown in the Each piston ring must be free
illustration, from any resistance.

5) Lower the piston-connecting rod

assembly gradually until the
bottom of the rod comes in con

tact with the top face of the

crankpin bearing housing.

CAUTION

a) Any dust or foreign material must

not be allowed on the fitting
faces of the connecting rod and
the crankpin bearing housing.

b) The piston cooling oil outlet of

the skirt must locate in A-side.

Clean throughly the piston and

6) Tighten the connecting rod bolt.
the connecting rod before instal
These bolts must be reinstalled
ling.
in their original positions
Move it above the cylinder.
refering to the stamped marks.

-16-
m the Tighten the bolts evenly and hole. Tightening work should
diagonally so that the tightening surely be finished in tightening
mark on the bolt comes in line process.
piston,
•with that of on the rod. * I
inge- c) Insert new split pin and spread
For the -bolts having been used
it fully wide.
for a long period of working
hour or disassembled and reas
3-4-6 Measuring the crankpin bolt
sembled repeatedly, the tighten
elongation
ing work should be carried out
ir considering scraped thread and The crankpin bolt is tightened

seat face. refering to the tightening mark

unless it is renewed.

'3-4-5 Tightening the crankpin bolt When the crankpin bolt is replaced
to new, it must be tightened
1) Tighten the nuts for the crank-
refering to the bolt elongation.
pin bolts to a 'Slight contact',
.11
where the nut is tightened with 1) Measure the length of the crank
■.he
both hands slowly and steadily pin bolt using the attached

using the attached spanner. measuring tool which has a dial

gauge.
2) Tighten them again until the
Set the adjusting bolt of the tool
stamped mark on the bolt coin
so that the dial gauge indicates
cides with that of on the nut.
zero.
See of this instruction book.
rod 2) Tighten the nut so that the bolt
CAUTION
elongates to the specified value
a) Tighten these nuts in accordance
on- shown in [4] . It is suggested
e
with the tightening order shown tightening marks are stamped on
in the below illustration.
the new bolt in the same procedure

as the original.

must
o o
g

and

*■

ide.
PF PA measuring
. tool
oj-t. b) Tighten these bolts uniformly
led and separatedly more than two

times. During tightening, do not

unscrew to coincide split pin

-17-
4, Cylinder head, Valves attached to the
cylinder head

4-1 Cylinder head

The cylinder head is made up of a

cash iron and fitted on the cylinder
by studs together with the cylinder
liner. It forms a combustion chambei

with the liner and the piston. A

packing is inserted in the
groove on the liner shoulder to
seal the combustion gas.
The cylinder head is provided with
the fuel injection valve on its
canter. The each side of the fuel

valve, the intake valve and the ex

haust valve are. arranged. In addi

tion, the smarting valve and the
CAUTION
cylinder safety valve with indicator
Care should be taken not to injune
cock are fitted on the cylinder head.
the thread of the cylinder he.ad
stud.
4-1-1 Removing cylinder head

Prior to remove the cylinder head, 3) Re.move the packing on the cylin

drain off the cooling "water and der liner groove using a screw

disconnect all pipes and manifold driver.

of fue?., cooling water, air sys

tems.

1) Unscrew the nuts of the cylinder

head studs using hydraulic stre

tching tool.
2) Hoist the cylinder head assembly
with a wire rope using eye bolts.

packing

C.AUTION

The packing land must not be

injured by a screw driver.

- 18 -
 4-1-2 Inspection

1) Check visually carbon on the

combustion wall.

2) Inspect carefully the packing

groove as gas leakage might have
occurred.

3) Check the intake air and exhaust

gas passage as these may be
covered with excessive carbon

or oil.

4) Remove the inspection hole covers

to check scale or a sign of cor
rosion on the cooling water space.

5) Check the mounting seat of each

valve for gas leakage.

4-1-3 Reassembling cylinder head

Before installing the cylinder

3 "injure head to the cylinder, make sure
head that no foreign substance exists
in the air, gas passage or on
the top of the piston crown.
:yiin-
The cylinder head should be rein
:r ew
stalled on its original position
refering to stamped number.
Use antiburning paste on the
1) After fitting valves on the head,
thread of exhaust manifold
hoist the cylinder head assembly
fitting bolt (e.g., Mollycoat
in the same procedures outlined
AST).
under disassembling.
CAUTION

Copper packing must not be failed.

It is advisable to use new packing
by every disassembling.

rrig

be

- 19 -
 4-2 Intake valve. Exhaust valve 2) Jack lip evenly the casing.
The exhaust valve and the intalce
Then hoist with a wire rope,
valve are of c^iug" type and the exhaust
valve is cooled by a part of cool 3) Fit the valve spring compresoirs
ing water from the cylinder head. tool without inclining.
Gasket packing made of soft steel
4) Screw the compressing rod enouc
is used for sealing between the
to remove valve retainers.
valve seat ring and the cylinder
head.
5) Loosen the compressing rod unti
The seating faces of the valve and the spring is free from load

the seat ring are hardened by Remove the compressing tool Iro

'Stelite'. In addition, the ex the casing.

haust valve is provided with 'Valve ' 6) Take out the spring support,
rotator' aiming at long endurance springs and then turn the cas in'
life. upside down to withdraw the val
The forced lubrication system is and seat ring.
employed to the exhaust valve stem. Disassembling the valve rotator
It is recommended to disassenbl
the rotator to replace troublled
parts in the soonest opportujit'
if it does not function propery.
The valve rotator is overhauled
®2sily by removing the stop rinc
The ball and the coil soring nus
compressing
rod be restored correctly in accor
dance with the assembling mar
stamped inside.
tool for
valve spring mark •

spring
ball

plate spr;.ng

•'P ring

4-2-2 Inspection after disassembling

1) Check the sealing faces of th<!
4-2-1 Disassembling Exhaust Valve^ Intake
Talve valve and seat ring for bad
1) Remove the nut of the valve cas
contact or excessive wearing.
I ing stud.
\ Reface, if needed.

- 20 -
g. The cooling water temperature
The original thiclciiess of stelite
ope.
must be regulated adequately.
layer is as follo'ws#
ipfessing Exhust valve ; 4mm. Intake valve ; 2m. 3) Check contact, condition between
I

Erhust-and Intake seat ring ; 2iiiin. the valve casing and seat ring.

id enough The valve or seat ring of vhich stelite Lap together in accordance with

s.
"wears exceeding l«4Rim. are adi'vi.sed to necessity.
he re-steliteed or renewed., Those "wiich
od until
indicate evidence of blow-off due
load.
to bad contact are recommended
:ool from
to be renewed because the mate
rial has been fatigued with heat,
or t,
even if it is refaced.
le casing

the valve
valve seat L.

stelite
cator
layer .
sassembls thicJcnes

iroubled
4 mm ,-Exhust valve
valve
portunity 2 mm ."Intake valve
A •

propery.
2) Check the valve stem and its guide
jrhauled
for wearing or erosion. Erosion
stop ring,
on the valve stem guide is cortsi-
pring must
defed to be caused by sulphure
1 accor-
acid due to overcooling.
ng mark

lub. oil joint cooling water joint

valve retainers

valve.
valve rotator

te spring

sembling spring

plug
. of the

bad valve seat

taring. copper packing

(exhaust valve)

21
 4) Check the valve seat ring mount CAUTION

ing- face on the cylinder head a) Lubricate the valve stem, valve

for.gas leakage. The mounting retainer and mounting faces with

face galling excessively must engine oil before assembling.

be refaced. The machining of b) When inserting the exhaust valve

the valve seat ring must not be •to the cylinder head, coat the
any more than necessity. outside of the casing and seat -

5) inspect the valve retainer as ring with an antibum paint.

it may fit with valve stem evenly. Otherwise, difficulty in removing

the exhaust valve may take place

4-2-3 Reassemble exhaust valve , intake due to excessive carbon beacuse

valve' the valve casing is exposed
1) Fit the seat ring on the casing
directly to exhaust gas.
and install the valve.
Expample : EMOKON IE-25
2) Place the valve casing as the
Grease for general use must not
seat ring end is downside.
be used for this purpose.
Install the valva spring and
the spring guide on the casing. c) The gasket packings for the ex
haust and intake valves are made
3) Fit the valve spring compressing
of soft steel. Packings made of
tool.
other material must not be used.
Dirve the compressing rod of the
tool enough to insert the valve
retainers.

The valve retainers must be

coupled being kept their origi
nal-combination refering to

stamped marks.

4) Remove the valve compressing

tool.

5) Put the gasket packing on the

mounting face of the cylinder
head. Insert the valve assembly
to the cylinder head.

6) Tighten the nuts using the

attached spanner to the required
tightening angle separatedly
more than two times.

Refer to Q] regarding tighten

ing angle.

-22-
 OBB

4-3 Fuel injection valve
The fuel injection valve is of
needle valve type.
Fuel pressed by the fuel injection
pump enters to the nozzle of the
injection valve through the injec
tion pipe. As soon as the fuel
pressure reaches to the blow-off
.pressure of 280 Kg/cm2, the needle
lifts from its seat against the
CAUTION
Jacking up the injection valve
without removing the inlet con
nector may result in breakage
not only of the valve but of the
cylinder head
2) Unscrew the injection valve
fitting nut and jack it up even
ly with the jack bolts.
CAUTION .

pressure adjusting spring load. Plug the injector fitting open

ing of the cylinder head to
prevent any foreign particle
from entering in the cylinder.
connector \J [
water inlet
not
3) Check the carbon on the nozzle
tip.

connector
adjust
screw
fuel 'vjd; jj^

sorinq

spring seat
valve spindle

needle valve
t

nozzle tip
0 ring

tip nut\,',^'

4) Test the injection valve for

injecting pressure and atomiza—
tion using the test pump.

Thus, fuel is atomized and splay CAUTION

ed in the combustion chamber
Fuel used for the injection valve
through the orifices of the nozzle test must be Marin diesel fuel.

4-3-1 Disassembling and inspection

1) Remove the inlet connector of

the injection valve.

- 23 -
5) Loosen the injection pressure ad
justing screw until the pressure
becomes zero. Pump up the tester
cleaner
tp observe the spray pattern to
see that all of the tip orifices
are opened and injecting evenly.

6) When the injector is necessary

to be overhauled, hold it on a

vise.

Loosen the pressure adjusting

screw fully so that the needle

may free from the spring load. diameter than the orifice must

Remove the tip nut, then the be avoided.

nozzle tip may be withdrawn.

11) For the injector cooled by fresh
CAUTION water, check the cooling water

Do not lose dowel pins for the passages for erosion. Be carefuJ

tip. about maxntenance of coolant,

referring to in this book.
7) Check visually the tip tapering
end for an evidence of corrosion.
4-3-2 Reassembling the fuel injection
Sulphure acidic corrosion takes
valve
places when the temperature of
coolant for the injector is too Clean thoroughly and dry with

low. compressed air, install the nozzle

tip to the injection valve body.

8) Inspect the seat faces of the tip
Test the restored injector with
for contact condition. Bad
the test pump.
contact of the injector is caus
ed by improper treatment of fuel. CAUTION

Pay the utmost attention to eli a) When fitting the tip to the body
minate sludge, water and dust in pay attention to dowel pins of
fuel. the tip.

9) Check the fitting face of the tip
with the injector body.
Check the push rod for the tip
for wearing.
Worn push rod must be renewed.
10) Clean the orifices of the tip
using the attached cleaner.
Using a wire having a bigger
b) Loosen the injection pressure
adjusting screw fully, otherwise
uneven tightening will result
causing dribble after injection.
c) Excessive tightening of the tip
nut will injure the dowel pins
or cause sticking of the needle
valve.

-24
 Tighten the nut steadily without 4) Insert the injection body assem
shaking using the standard span bly to the cylinder head.
ner with an extension bar having
a length of about 1 m.
Tighten the nut at 26~50(Kg-ai)
using the torque-wrench. 5) Tighten the nuts of the injec
tion valve studs uniformly.

CAUTION

a) Make sure the packing for the

injection valve in place.

b). Inspect carefully combustion

chamber as water, fuel or any
foreign matter exsist on the
1) Loosen the injection pressure, piston crown.
adjusting screw fully. Prime
7) Prime the fuel pump using the
the test pump with the pressure
attached priming handle after
of zero to see the spray pattern
fitting the fuel injection pipe.
to check all of .the orifices are
NOTICE
opened and injecting evenly. Since the refacing work of the
if all spray orifices are not injection tip can be done success
opened or injection is not even, fully only by an expert, it is
overhaul again to clean. recommended to send a used tip
2) Actuating the test pump handle, assembly to the manufacturer for

rise the injection pressure gra repairing.

dually. Examine the spray condi

tion when the pressure reaches
to 280 Kg/cm2. A nozzle tip
assembly showing poor atomization
or excessive dribble after injec CAUTION FOR rOEL BJJECTION PIPE
tion must be replaced.
Keep the pressure at 250 Kg/cra2
with holding the handle of the .
tester, count the time until the fuel injection

pressure decreases to 200 Kg/era^. conical ring

The tip assembly of which the
time is 5 to 6 seconds under ^en assembling, screw the conical ring
this test is allowed to be used. on to the end of thread on fuel injection
pipe and then turn down for one winding
3) Secure the pressure adjusting
with special tool.
screw with the lock nut.

- 25 -
 CAUTION

Plug the opening of the cylinier

The starting valve is opened by the head to avoid any foreign parti-^
pilot air from the starting air cles froiti entering to the combus
distributor valve being controled tion chamber.

in timing to allow the sarting air 3) To disassemble the starting \ali

inside the starting air main pipe
hold the casing to unscrew tie
to enter into the combustion cham nut for the spring support.
ber. The piston in the combustion
stroke is pressed down rotating
the crankshaft to start.

plunger
guide
valve
distributor casing Kfe

plunger
rri 1 1 ..u
1 \ \\i ^
to? piece
Qm1 h^
fn nut
spring sip£

valve valve sjjri

® distanc^ p

from
main pipe
4-4-2 Inspection
^ igTO
1) Check the seat faces of th; v
and the casing for contact cc
starting valve tion. Bad contact must be re
paired by lapping together.

4-4-1 Disassembling 2) Inspect sliding faces for we.

and sticking.
1) Remove the nuts of the starting
valve studs to take out the
4-4-3 Reassembling
starting valve plunger and its
guide. 1) Assemble the valve, spring a
spring support to the casing
2) Withdraw the starting valve
Secure the nut for the sppir
casing with the valve using the
support with a new split pir
attached tool
 2) Install the starting valve assem the combustion chamber exceeds the

bly to the cylinder head after designed pressure. Accordingly,

confirming the packing in place. it serves to protect the engine
Lubricate all sliding parts with from being damaged.

grease before installing.

3) Fit the plunger with its guide
on the installed valve casing.
Tighten the nut of the start
ing valve studs evenly.

4-5 Cylinder safety valve and Indi

cator cock

The indicator cock serves for the

purpose of connecting the combus
tion chamber with the indicator
for measuring the maximum pressure
and also expelling remaining gas
to the atomosphere after stopping
the engine; Before starting the
engine, air running must be
carried out with opened indicator
cock and when turning the crank

shaft by the turning device, it

must be ooened.

"t

The cylinder safety valve fitted

to the indicator cock functions
when the maximum pressure inside

- 27 -
-continue 29 -
5-1 Valve gearing 5) Check the roller and roller fjin
of the cam follower. The rolle;
5-1-1 Disassembling indicating fault on the running
Turn the crankshaft until the face has'to be discarded.

fuel injection pump on the case

to be disassembled is fully 5-1-3 Reassembling

depressed"by the fuel cam. 1) Check the lubricating oil hoi as

Unscrew the nuts and bolts of the for blockade.
rocker arm support, then hoist
2) Operate the rocker arm lubrici-
the rockerarms with the shaft.
tor manually to find out oil

leakage from pipe connections,

5-1-2 Inspection

1) For four-valve cylinder head 5-1-4 Adjusting the valve clearance.

engine, check the valve bridge
Valve clearance of both intake
and its guide for wear.
and exhaust valves must be ad-
2) Measure the cleaxance- between justed to 0. 3mm in cold condi
the rocker arm buahing wiuh tion. (or ■with, roller on cam bes
rocker arm shaft.
circle, adjust screw backed up 4'
Check the sliding faces for wear.
from zero cleaxance)'
3) Inspect the oil seal lip of the
rocker arm shaft
rocker a;
rocker arm.

Injured oil seal must be renewed.

4) Check the toe piece of the rocker

arm and the valve clearance ad
justing screw for wear or tear. adjust screw "'"wJi

"two-valve

•push rod
guide
roller
-ler pin Too little clearance between the d) Place a 0.3 mm feeler gauge
9

»e roller valve stem and the rocker arm between the toe piece of the
running causes blow-off of the valve rocker arm and the valve stem.

during operation/ while e) Adjust the screw of the rocker

too much clearance results in arm to obtain 0.3 mm clearance.
noisy operation of the engine. f) Hold the adjust screw and
1 holes
1) Two-valve cylinder head engine. tighten the lock nut.

a) Rotate the engine until the fuel g) Recheck the valve clearance.
Jbrica- pump on the cam case to be ad clearance
^ adjust screw
oil
justed is fully depressed.
:ions.
b) Loosen the rock nut of the ad-
justeing screw.
ranee. :):! 1 •

c) Place a 0.3 mm feeler gauge

ntake
between the rocker arm toe piece
e ad-
and valve stem.
5-2 Camshaft
-ondi-

d) Adjust the screw to obtain the

;aai base
5-2-1 Disassembling camshaft
said clearance.
:d up 40"
Check and record the fuel injec
e) Hold the" adjusting screw and
tion timing of a certain cylin
tighten the lock nut.
:ker arm der. Measure the camshaft bear
f) Recheck the valve clearance
ing clearance before disassembl
again.
ing the camshaft.
■/n
2) Four-valve cylinder head engine
1) Remove the the reversing device
a) Turn the crankshaft until the on the front side. Take out the
fuel pump on the cam case to be air distributor and gear case
i adjusted is fully be depressed from the engine.
by the fuel cam.
2) Disconnect the governor control
0/ b) Loosen the adjust screw on the and fuel control linkages. '
valve bridge rear side to obtain Disconnect lubricating oil lines,
a certain clearance betv;een the starting air lines and any other
adjust screw and the valve stem. lines concerned.

v(©w?:
c) Adjust the screw until the screw 3) Remove the cam case with the fuel

bottom touches to the valve pumps being fitted on pump stand.

stem. Thus adjusted, the valve
4) Unscrew the nuts of the camshaft
bridge begins to depress both
bearing studs. Remove the bear
front and rear valves.
ing cap and the upper metal shell.

- 30 -
 5) Bind wire ropes on both ends of
the camshaft and lift it holizon-

tally with the cam gear using a

chain hoist.

CAUTION

Care should be taken not to

injure the cams when lifting the

camshaft.

. 5-2-2 Inspection

1) Check the cam running surface

for wear or score. .

Scored cam not being scratched

too severely may be smoothened

down using a grider and finished

by a oil stone, while the exces

sively worn or scored cam must
be replaced.

• 2) Check the camshaft bearing metal

shell for any fault.

5-2-3. Reassemble camshaft

1) Install the camshaft lifiting in

the same way outlined under dis
assembling. Mesh the cam gear
teeth properly with refering to
the assembling marks stamped on

side faces of both cam and idle

gears.

2) Align the center line of the cam

bearing metal shell with that of
of its housing.

i, !

-.3 1 -
 6. Camshaft gearing 2) Remove the parts attached on the
gear case, i.e., the air distri-
The camshaft driving gears
transmits the rotation of the
the camshaft end bearing,
governor assembly and the No.7
crankshaft to the camshaft. The
i main bearing cover. .
gear.train consists of the crank-
gear fitted on the crankshaft rear
Disconnect the starting air lines
and lubricating oil lines which
end, primary and secondary idle
are connected to the parts on
gears and camgear keyed on the
the gear case..
camshaft.

The governor being mounted on

For the direct reversible engines,
the gear case is driven by the
change over the camshaft to front
primary idle gear. Rotating speed
side (AST. position).

of the governor driving gear is 3) Remove the gear case (upper) and
increased by a couple of bevel then the lower case using eye
gears. bolts.

The camshaft driving gears are CAUTION

installed in the gear case. a) Care should bf taken not to drop

Gear teeth and gear shaft bearing the thrust collar when removing
are forced lubricated. the idle gear shaft support.
6-2 Inspection

1) Measure backlash between mating

camshaft gear
gears.

2) Inspect gear teeth for wear,

m pitting or scoring.
idiate
c'.r 3) Check the clearance.between the

idle gear bushing bore and the

2kshaft idle gear shaft. Refer to ,
regarding the allowable limits of

thrust color

shaft

6-1 Disassembling camshaft driving

gears.
A
1) Turn the crankshaft until the
No.l piston comes at the top
dead center of the combustion
stroke.

-3
 gear backlash and clearance.
Operate the camshaft change-over

4) Check the bolts of the idle gear handle and hold it at AST. posi
shaft for loosening. tion.

4) Heat up the camshaft gear hub

6-3 Disasseiubl'ing camshaft driving using a burner.
gears.
Shock the gear hub with a hammer.

If it is necessary to replace the 5) Remove the nut and washer.

camshaft driving gears, work on the
Withdraw the camshaft gear from
following procedures. Before dis
the shaft.
assembling the gears, check and
6-3-3 Disassembling crank gear
record the fuel injection timing of
a certain cylinder. ' 1) Remove the crank gear tie bands.

2) Separate the crank gear into two

6-3-1 Disassembling idle gears. halves.

1) Remove the Mo.7 main bearing cap.

6-4 Assembling camshaft driving gears
2) Withdraw the idle gear assembly
using a wire rope through openings 6-4-1 Assembling crank gear
of the gear. Place the two halves of the crank

gear on the crankshaft.

6-3-2 Disassembling camshaft gear Tie them with the band.

1) Loosen the nut at the camshaft

!■ ; ■ I CAUTION
rear end.
a) The assembling marks stamped on
2) Move the camshaft to rear the gear side must face to A-
(AH. position). side.

3) Place a proper block between the b) Stamped lines on two halves of

cam gear and cam case. the tie band have to form a line.

proper block

crank gear

marked line

tie band

-33 -
 6-4-2 Assembling camhaft gear the thrust collars must be instal
led without fail.
1) Check the camshaft gear hub inside
as .it may fit evenly with the
Check the side face of the primarj^
idle gear so,that it may be flush
taper and the key of the shaft
with that of the crank gear.
using red lead,

2) Install the gear on the shaft,

6-6 Assembling gear cases
tighten the nut sufficiently
1) Install the gear case on the
without placing the washer
engine.
between the gear and the nut.

3) Tighten the nut again after

2) Bolt the idle gear shaft support
on the gear case.
inserting the washer.
Check the side clearance of the

6-4-3 Assembling idle gears idle gear. Standard clearance

is 0.3 'V' 0.5 ram.
1) Install, the thrust collar on the
idle gear shaft. CAUTION

2) Posinon the idle gear assembly Be sure the bolts of the idle gear

and the camshaft gear so that the shaft support not to loosen during
crank
timing marks will align with engine operation. These bolts hav

those on the mating gears. to be wired properly.

/C 3) Mount the camshaft end bearing.

4) Install the starting air distri

butor and cam, the No.7 main
bearing cap, the main bearing
cover and the governor in places.
of Connect the air lines and the

line. lubricating oil lines.

CAUTION

a) Coat liquid packing on the^

3) Check the clearance between the
mounting faces on the gear case.
idle gear bushing and the shaft.
b) Check the backlash of the gover
4) Check the backlash between the
nor driving gear with the idle
mating gear teeth.
line gear.
If necessary,, move the idle gear
shaft to obtain proper backlash. c) Operate an independent lubrica
ting oil pump to assure lubri
6 5 Inspection after assembling cating oil supply to each gear
and gear shaft.
1) On both sides of the idle gear,

-34 -
 r

7. Fuel injection pump 7-1-2 Disassembling pulnger

The fuel injection pump is of 1) Push down the plunger guide and

'BOSCH' type and is actuated by insert a fine rod like a nail

the fuel cam on the camshaft. The into the hole 'of the pump body
I

fuel injection pump serves for the lower end to hold the plunger

purpose of generating the pressure spring being compressed. Remove

enough for the fuel to be atomized the stop ring using a screw

in the cylinder, and also of mete- driver.

.ring fuel quantity corresponding

to varying engine load. To cont
rol fuel quantity, the movement of
the governor is transmitted to the fine rod
fuel control shaft. Sliding motion

of the rack rod is changed to the

rotation of the reciprocating
plunger around its axis. Helix is
machined on the plunger to acomp-

:r lish metering fuel with changing taking out

its effective stroke. stop ring

J I ,J I 7-1 Disassembling fuel injection pump 2) Take out the nail and then remove

All works on the fuel injection the plunger guide, lower spring

pump must be carried out with guide, plunger, spring and control

the care and cleanliness. All sleeve in order.

the tools and working bench 3) Unscrew the plunger berrel locking
intended to be used should surely screw to pull out the plunger
be kept clean. Plunger and its
i; barrel.

barrel and the delivery valve

should be washed and rinsed with 7-2 Inspection
new light oil and dried by compres
1) Inspect the sliding faces of the
sed air before being installed.
plunger and the .plunger barrel.
Fuzzy or dusty rags must not be
Renew the plunger assembly which
used for cleaning.
indicates below mentioned faults.

7-1-1 Disassembling delivery valve a) The diameter at the top end of

the plunger wears 1/100 mm or
1) Remove the delivery valve holder.
more than that of bottom end.

2) Withdraw the spring, delivery b) The plunger indicates an evi

valve and delivery valve seat. dence of erosion on the sliding

i face.

- 35 -
 c) Cavitation plunger advance to keep the pump parts and tools

the helix edge. clean. Reassemble these parts in

clean light oil bath. Do not use
CAUTION
dirty waste or rags for drying
The average life of the fuel pump
these parts.
plunger is 8000 'V' 10000 working
hours, however it varies depend 1) Insert the plunger barrel in guide

ing upon fuel grade and treatment, of the dowel pin on the pump body.
Careful consideration have to
CAUTION
be payed to the fuel maintenance.
a) Rubber rings scored even a little

2) Check the mounting face of the must not be used.

delivery valve on the plunger

b) Gasket packings for the deflector
for uneven fit or fuel leak.
must not he missed*
Lap on a lapping block if it
indicates bad contact to a

slight extent. Replace demaged

or excessively worn parts.

CAUTION
aeiivery
valve holder
The original combination of the
0-ring
delivery valve- valve seat, and stopper
the plunger- plunger barrel must
be kept. delivery control
valve sleeve
3) V7hen the mounting face of the
delivery
valve spring
delivery valve indicates blacky seat seat
color, tighten sufficiently the plunger
barrel
delivery valve holder during
plunger
reinstallation.
defreetor
4) Reconditioning of the delivery
valve and valve seat which indi
cate uneven contact requires a
special technique' by an expert.
^ t.^ocking lower
is recommended to send back
screw
spring
the parts to the manufacturere. auide

' piunger
Reassembling fuel injection pump guide

When reassembling the fuel injec

tion pump, special attention has to
rack rod
^►-il^stop ring
to be paid because misassembling
result in serious damage of
the engine, it is important to
- 36 -
 2) Gear into the end of the teeth
of control sleeve and rack.
3) Place the upper spring support
ring into the pump body,
4) Place the plunger spring.
5) Mesh the lower spring support to
the plunger. Then insert the
plunger to the plunger barrel
being assembled to the body.
6) Push down the plunger guide placed
on the plunger spring until the
bottom of the guide comes below
the hole on the body bottom.
Insert small rod to the hole same
10) Make sure during priming that no
as outlined under disassembling.
Place the stop ring to the groove.
•':'« <1..
When it is difficult to mesh the
tongue of the plunger to the slot
of the control sleeve, slide the
7-4
control rack gently.
7-4-1
control rack en(^ of the teeth
Pcontrol sleeve
plunger .
I ■ •
7) Then support the pump top end up,
install the delivery valve assem
bly on the plunger barrel. Place
the rubber ring on the delivery
valve holder.
-37-
8) Install the pump assembly to
the pump stand.
The nuts of the delivery valve
holder studs 'must be tightened
diagonally and separatedly in
two times.
First tightening tirque 6 Kgin.
Final tightening torque 17 '\'2|>
-Kgrii
9) Connect the rack rod with the
fuel control shaft as the linkage
pin may free from stiffness.
After connecting fuel injec
tion pipe, prime the pump using
the attached priming handle.
fuel is injected to the cylinder
when the fuel handle positions
at stop.
Fuel injection timing
Checking fuel injection begin
timing
Check the fuel injection timing
when the injection pump is re
placed as it is not different
from that is shown in the adjust
ing table
1) Position the fuel handle at stop.
Shift the reversing handle to AH.
for direct reversible engine.
2) Crank the engine until the piston
of the fuel pump to be checked
comes to 20 Deg. before top dead
center (B.T.D.C.) in combustion
stroke..
 3) Turn the crankshaft slowly and
gradually. Read the graduation
of the crank angle exactly when
the grooved line of the plunger
guide forms a line with the
lower line of the pump body side
6 Kgm. opening. This angle indicates
17• 'v 20 the fuel injection begin timing.
Kgm.I
marking
.ri/
7-4-2 Adjusting fuel injection begin
timing
Since the fuel injection begin
timing has been so adjusted
apropriately during shop running
before delivery as the engine
may run under the best combustion
condition, it is advisable not
to readjust timing unnecessarily.
-38-
1) Turn the crankshart with tha turn
ing device until the piston of
the cylinder under adjustment
comes to the'timing shown in the
adjusting table.
2) Loosen the lock nut of the. adjust
ing screw of the fuel cam follower
3) Adjust the height of the adjusting
screw as the grooved line of the
plunger guide forms a straight
line with that of on the pump body
opening.
Hold the adjusting screw, tighten
the lock nut.
4) Recheck the timing
5) Whennever the fuel injection
timing is readjusted or the fuel
is replaced, clearance above
and under the plunger stroke must
be assured.
* Bottom clearance of the plunger
Clearance even a little must
exist between the bottom of
 the plunger guide and the stop
ring when the roller of the
cam follower places on the
• base circle.

* Top clearance of the plunger

Clearance between the top of

the plunger and the bottom of upper side m
clearance
the delivery valve seat must
exist when the cam follower

comes up to the top of its -

stroke.

a) Crank the engine until the fuel

cam follower climb a little

before of its full stroke.

b) Turn the crankshaft intermittently

and slowly with ensuring the top
I W
V_ m
clearance above the plunger using lower IC

clearance
the fuel pump priming handle.

c) Assure a top clearance at the top

of the fuel cam lift.

OiUTION
m';
No clearance above the plunger
iiil:
will cause a serious breakage

not only on the fuel pump, but

the cam case.

\1
-39 -
 8. Governor Among these bolts, sioc long bolts
For the engine equipped with the are screwed to gear cover through
hydraulic governor, see another
the governor driving gear bracket
instruction book by the governor
Other 4 short bolts fix the
manufacturer.
governor to the bracket.
The governor is introduced for
Accordingly, unscrew six long
the purpose of controling the engine
bolts to remove the governor
ULi speed at set range by regulating
with its driving gear assembly,
the amount of the fuel injected to without unscrewing two short bolt
the cylinder.
2) Take out the taper pin on the
The governor is driven by the
foot of the driving gear bracket.
idle gear and increased its rotat- .
Remove the gear shaft, plane gear
ing speed by means of a couple of
with big bevel gear,
bevel gears.
CAUTION

Use proper protector to avoid

1 1 I
OJ damaging the driving gear shaft
rp. boss, when tapping out the taper
Lower si
clearance pin.

3) Unscrew the nut of the governor

shaft. Remove the small bevel
hydraulic
gear.
governor

8-3 Reassembling governor

The edge of the taper pin must
devided and spread to avoid
coming out during operation.

driving
gear
bracket
drive
■ shaft

small
bevel gear taper pin

■gear shaft

big bevel gear

€ 1 Disassembling governor
!■ ) The governor is bolted down to
the gear case by lo bolts.

-40-
 T
Assemble the big bevel gear with
fuel control linkages.

Connect all lines of lubricating

oil' and control air.

CAUTION

The utmost attention for the pin

of the linkage not to come out
unexpectedly. Failing linkage
pin during engine operation will
result in a serious breakage of
the engine.

CAUTION

a) Check the backlash between bevel

gear teeth.
t

b) The taper pin must be new.

!?•*->

iiui
lih' !

(•i ' >

!k. ,'

ill]
ill'

-4 1-
starting device ing air main pipe is led to the
starting air distributor at the
Compressed air of the air reaser-
rear end of the camshaft by way of
voir enters to the starting air
the turning gear safety device.
pilot valve through the intermedi
The air distributor is so designed
ate isolating valve. When operat
that the compressed air is led to
ing the starting handle/ the control*
the top of the starting valve of
ing air flows through the lead valve
the cylinder being ready to go down.
to open the pilot valve by way of
Thus, the starting valve opens to
the camshaft safety device. Then
admit the compressed air to enter
the pilot valve opens to allow the
into the the combustion chamber to
compressed air to reach the starting
rotate the engine.
valve on each cylinder head. A part
of the compressed air of the start
_i_^^startiiig valve

from reducing air pine

pilot
ain air
valve
pipe

'W
^
—>-

lead valve

push .button

distributor

uipfyEj
lU

safety valve

camshaft safety device

high pressure
tuming^ gear
low pressure safety valve

42
 9-1 Starting safety device
^9-1-1 Camshaft safety valve
(Only for direct reversible
engine)
The camshaft safety valve is
arranged on the control air line
between the starting air lead
valve and the pilot valve.
This valve is actuated by the
camshaft reversing motion to
open only during the camshaft
positions at the either end of
its stroke.
the starting air main pipe ajnd
starting air distributor to
isolate the starting air wheln
the turning gear engages witjh
flywheel.
For fail safe purpose, the sitar
ing air does not teach to the
starting air distributor, unles
the gear stopper lever of the
turning device has been pulled
down, even if the starting
handle is operated wrongly djur:
turning the crankshaft-

Accordingly, during the period

I

when the camshaft is shifting or

changing over operation has not
been performed perfectly, this
V*
safety device'isolates the cont safety
rol air to prevent the engine valve

from starting.
turning
gear

fe;' -
III;
CHinsn^ft if
c

oil cylinder

safety valve

9-1-2 Turning gear safety device

The safety valve is arranged

on the high pressure line between

- 43-
.pe and
9-2 Starting air lead valve
• to

• when
Disassembling
! with
piston
Unscrew the push button and cap
and snap ring.
:he start-;
the valve seat, spring and the
:o the t,
»
valve stem comes out.
, unless

>f the

pulled air

•ng

tly during
snapnng

push button

9-3-2 Checking
4 Check the valve seating faces.
Lap together periodically.

^SV air
9-3-3 Reassembling
\ Apply grease sufficiently on the
A
sliding faces and spring before
inserting.

^ limit
y' >\ switd
if

9—3 Starting air pilot valve

9"~3-l- Disassembling

Remove the cover and pull out the

piston using an eye bolt screwed
on the piston center.
Place the pilot valve upside down.
i
Remove the lower spring holder
out the valve and spring.

44- —
9-4 Starting air aistributor

9-4-1 Disassembling body

1) Unscrew the plugs on the circum

ference of the valve body using
the attached hexagonal wrench.
Take care not to drop the lower
o
valve and spring. o O
o ^
2) Draw out the valve and spring
using the attached eye bolt. camshaft piece
X

9-4-2 Checking
1.J i spri
Vn]\

1) Check the toe piece of the valve

for loosening or wearing.

2) Examine sliding faces of the

valve and bush for wear or score.

Valve indicating excessive wear

has to be replaced to new with
bush.

9-4-3 Reassembling

1) Install the valve in the body

to its original position, refer-
ing to the stamped numbers.
Apply grease sufficiently on
sliding faces and spring before
installing.
Check the reinstalled valve at

it may move freely its entire

stroke and return smoothly by

the spring force.

2) Secure the plug using the hexa

gonal wrench.

9-4-4 Checking after reassembling

Check the valve timing when the

valve is replaced.
 m

9-5 Turning gear safety device 10, Engine speed controling device

g-5-1 Disassembling The engine speed is controled

«m
I 1)-Unscrew the plug on top of the
valve.
2) Pull out the plunger and the
spring using attached eye bolt.
pneumatically by the governor
handle. Governor handle operatic
to increase engine speed makes ti
controlling air pressure high so
that the air piston on the govern or

moved down the governor speeder 1 od

9t5-2 Checking'
against the spring force. The
1). Check the sliding and seating governor spring force controls th
faces of the valve body and engine speed over the operating

I/' plunger.

Inspect the spring for rusting.

speed range.
The manual handle is arranged
2) Check the toe piece for loosening
for an emergency use when the pneu
matic control air is not available
9-5-3 Reassembling

r Apply grease sufficiently on the

valve arid spring before install
fuel control shaft
ing.

plug

plunger

spring

Place the fuel handle at the maximii im

position during normal operation.
toe Diece However, in the case when the load
applied on the engine should be
limited — for example, bad
weather the fuel handle has to
be placed to an appropriate posi
tion to restrict the fuel injec
tion amount to prevent the engine
from being overloaded.

-46-
 11. Reversing device (Direct reversi the engine to start only when th,e
ble engine) camshaft positions at the either
end of its stroke.
The control air enters to the

hydraulic oil tank when the reveri- The camshaft positioner prevents
f

sing handle is shifted to either the camshaft from moving axially

during the engine runs.
astern or ahead. The pressured
hydraulic oil moves the piston
connected with the camshaft axially. 11-1 Hydraulic oil cylinder

The intake/ exhaust,fuel and start

11-1-1 Disassembling
ing air distributor cams provide
1) Drain off the hydraulic oil
with ahead and astern cams res

pectively. before disassembling.

The reversing handle should be Remove the cover.

operated when the engine stops. 2) Unscrew the piston nut and renov
The reversing device is provided washer.
f

with the safety valve that allows Draw out the piston.

3} Remove the camshaft posxtronoir

I;
assembly.
reversing device
casing P^V
4) Remove the reversing device casi

piston 5) Unscrew the reamer bolts of tpe

rod piston rod coupling.
w&slisir
piston rod
IM'l Remove the piston rod.
coupling

11-1-2 Checking
camshaft positioner
Check the rubber ring.

Renew if needed.

11-1-3 - Reassembling

1) Reinstall the parts in the rejver

order to disassembling.

2} Fill the hydraulic oil tank tjo

the required level.

0-ring Expel the air from the tank.

piston

cap

Reversing device

-47-
when the 3) Make sure the reversing operation, Inspect the rubber ring of the
either stopper.
CAUTION

When fitting the piston rod, care Renew rubber ring that indicates
revents any faults. ,
should be taken to the slot of
axially
the piston rod for the camshaft
11-2-3 Reassembling
positioner to be flush with that
of the coupling. 1) Apply grease sufficiently in the
sliding faces and the spring.
LI-2 Camshaft positioner
2) Adjust the pilot valve lifter

oil adjust bolt so that the valve

Ll-2-1 Disassembling
lift becomes to 3 3.5mm at both
1) Remove the camshaft positioner
ahead and astern positions.
assembly from the reversing
and removt device casing.

2) Remove the lower cover.

3) Take out the spring.

tionor
4) Draw out the stopper using
an eve bolt.

'ice casii

t of the
pilot valve
te. *T !

stopper

lower cover
he revers

valve lifter
ank to
:1

tank.

p-'-2-2 Checking
1) Check the motion of the stopper
^or smoothness.

- 48 -
 12. Front gearing be carried out'without removin'
I

The gear fitted at the front end of

the pump from the engine.

the crankshaft drives the lubricat

1) Remove 'the pump assembly from
ing oil pump, rocker arm lubricator,
« engine.
tachometer and other accesories.

Detail of these accesories will

driving gear
vary depending upon the engine
Y
application.

tachogeaerator
\ lubricator
gear

f ^ ;i
4r n vax|.e

U I.
. ^-sprir
; PK
;

: 0 Nvailv
:I ^ //
Lub. oil pump
' '4'^W I

lub.oil
pump
2) Open the upper spring suppor cc
and take out the valves, val\e
12-1 Lubricating oil oump is not equipped
with this engine. stem and springs.
The lubricating oil pump is of
3) Unscrew the nut of the pump dr;
the gear type. The pump for the
ing gear shaft. Withdraw the
reversible engine is provided
gear using the attached gear
with the suction and delivery
puller.
valves to deliver oil in one
direction regardless to the 4) Remove side covers on both si3e

engine rotating direction. of the pump to take out pump

At the delivery side of the pump, gears.

the pressure regulating valve is

equipped to adjust the lubricating -2—1—2 Inspection

oil pressure automatically. 1) Check the driving gear and tbj

pump gears for wear,' pitting 61
• I
12-1-1 Disassembling scoring.

Overhauling and lapping of the 2) Check the clearance between th<

lubricating oil pump valves can gear shaft and the bushing.
 •3) Examine fitting condition of the
pump gear side faces with the
r®
side the side cover,
from the
rock nut

>-■1-3 Reassetibling

1} install the pump gears to the body

and support them with the side
, packing box
covers.

2) Place the valves and springs in spring handle

the pump body. Bolt the upper shaft

spring support cover. valve.

3) Key the driving gear on the

valve si
shaft and tighten the nut. body. -— ! «

The nut must be secured with a ■."to). LS

split pin.
,-spring

CAUTION Lub. oil pressure

The split pin must be new and regulating valve

y valve spread out fully wide.

4) Mount the pump assembly to the 12-2-2 Inspection

engine with checking backlash 1) Check the seat condition of the

between the mating gear teeth. valve and body. Lap, it necessary,
Refer to regarding standard
valve 2) When oil leaks from the packing,
backlash.
insert new packing.

lump driv- 1-2 Lubricating oil pressure regula—

12-2-3 Reassembling
w the ting valve
gear 1) Place the valve and'the spring in
•-2-1 Disassembling the valve body.

2) Screw the packing box with the

ith sides Loosen the packing box and
pump I ^®rnove with the handle shaft. handle shaft.

I 2) Take out the spring. Withdraw

the valve.

I "hen it is necessary to change

tnd the 9rand packing of the shaft,

. . .. I overhaul the packing box.

/een the
 12-5 Driving device of the tachometer

The tachogenerator driving gear is

driven by the gear fitted at the
front end of the crankshaft*

The flexible shaft of the mechani

drive gear
cal tachometer is connected to the

tachogenerator front end*

tachometer dri^e

12—5—1 Disassembling

1) Disconnect the flexible shaft of ansmxtter

else
the mechanical tachometer* meter
&
2) Remove the tachogenerator from
the engine*

5) Unscrew the bolts of the shaft

f

support flange*

4); Remove the driving gear from the

connector flexi'
shaft and withdraw the shaft*

12-3-2 Inspection

1); Inspect the gear teeth for wear,

scoring or pitting.
ii 2)- Check the clearance between the
shaft and the bushing.

m 12-3-3 Reassembling

1)- Assembling the shaft and the gear

with the shaft support.
The nut for the gear must be
secured by a new sprit pin.

2)"Install the driving gear assembly

to the engine, being certain the
backlash between the matching gears.

3) Place the tachogenerator and connect

the flexible shaft*

- 51 -
 ■4 Driving devics of the lubricator
The lubricator driving gear ia
also driven by the gear fitted at
drive gear
the front end of the crankshaft.
^ bush
4-1 Disassembling

l)i Remove the lubricator from the

bracket.

2l' Remove the rubber coupling and

unscrew the bolts of.the shaft drive shaft
support flange.

y). Remove the driving gear from the

shaft and withdraw the shaft.
rocker arm and exhaust
valve stem
4-2 Inspection
lubricator ^ ^
1) ^ispect the gear teeth for wear
1 scoring or pitting.
2) Check the clearance between the
shaft and the bushing.
(

I
I

4-3 Reassembling •
1) Assemble the shaft ahH the gear
with the shaft support.
The nut for the gear must be
secured by a new sprit pin.
worm gear cylinder lubricator
0 Install the driving gear assembly
to the engine, being certain the
backlash between the matching gears.

') Place the lubricator.

— 52 - -continue 54-
 13. Thnist bearing

The thrust bearing is of'Mitchell* 4) Rotating the thrust pad retains

type and have a thrust collar in take out the pads one by one,
a body with crank shaft•
13-2 Inspection
The slinding.surface of the thrust I

collar, the bearing metal (.stem 1) Inspect the slinding faces of

side) carries the thrust shaft. thrust pad and the thrust colla
The thrust pads on each side absorb for wear or scoring,
the propeller shaft thrust. 2) Check the clearance between tie
Lubricating oil entering through collar and the pads. If the
the bearing top cover fills bearing clearance exceeds the allowable
inside and then return to the engine limit, adjust it with inserviag
a thin liner between the thrust
hed,
pad retainer and the adjusting
thrust bearing cover
ring bolted to the retainer bad
thrust bearing cap
Refer to(3] • regarding the alLoi
.thrust pad able limit of the clearance.
fnrust
retainer 3 Reassembling

thrust collar Place the thrust pads to their

original position refering to tl
; IH!' stamped number.

2) Place the upper bearing metal

shell on the thrust shaft.

Pi-i

13-1 Disassembling /
l)- Disconnect the lubricating oil
lines and other attachment on the
thrust bearing cover,

^ 2) Remove the upper oil guard,

3) Unscrew the bearing cap bolts.

Jack up the cap and hoist it
using a chain hoist,

CAUTIOU
3) Install the thrust bearing cJan.
Be careful not drop the upper
Tighten the reamer bolts suffLci
bearing metal shell when hoisting ently.
up the cap because it sometimes
4) Connect the all pipes of lubri
clings to the housing.
-54-
cating oil lines,

'■f. -contir.v.° ^1 —
 Ig. Lubricator

.The lubricator consists of the pump

element, cam and camshaft and work
f

gear assembly. The pump elements

are mounted on the upper cover of
the pump casing. The lubricator
is fitted on the .front side of the
engine to be driven by the front side

nserving
gearing.

e thrust The piston of each pump element is

actuated by the cam through the
piston lever. The suction pipe,
fitted with a filtering net is
connected to the suction chamber of

the-;element and such up oil in

casing. The piston discharges the
rocker arm, exhaust and intake
oil through discharging valve and
valve stem lubricating oil is
indicator to the oil distributor
totally 8 liters per day.
valve fitten on the cylinder block
By turning the adjusting knob to
of the engine. The each pump ele~
right, discharging quantity
ment is provided with the adjusting
decreases, while to left it
knob of discharging oil quantity.
increases. On the adjusting knol
there are seven horizontal and
6—2 Lubricator driving device
one vertical lines. To increse
The rotating speed of the lubricatoi the oil quantity by 0.05cc/strok(
driving gear meshing with the crank turn the adjusting knob to left
front side gear is reduced to 1/50
by the worm and worm gear. When
it- is necessarv to ooerate the
lubricator manually, turn the handle 1/day
bush of the worm gear box to left
to disengage the camshaft from
the worm gear. As soon as the
manual operation is finished, turn
the "handle bush to right.
6-3 Adjusting the lubricating oil
discharging quantity
The standard consumption of the
100 200 240
engine speed rpm
 one turn proceeaing one unit of
the scale. Fine adjustment of
0.0125CC/ stroke is accomplished
by turning the knob by 1/4 turn-
The figure ^hows the discharging
quantity for each horizontal line
of the knob when the vertical
line faces to front.
16-6 Cylinder lubricator
Tlie construction, -woridjig-, adjua-
and maintenance are same as rode-
and eiiiaust Talre stem lubricato:
The relation between cylinder oil
quantity and engine speed is 2hoi
belOTT,

lS-4 Maintenance

1) Open the valves on the oil inlet 1/day

Line from the head tank to the 60h
lubricator.
50
2) Oil up the worm gear case.
Use gear oil with extreme I 40
s
cr •
pressure additive ( EP type ).

3) Check oil delivery by observing

the indicator periodically.

ioo 200 240

engine speed ipm
The roclcer aaa, exhaust and intake
Talve stem lubricating oil is The consumption of cylinder oil at
distributed to each cylinder by beginning is 40—45 1/day,
the oil distributor valve.
ifter .about lOOOhrs worlcizigg chejJc
The distributor is of piston type
piston and cylinder liner, reduc 5
being provided with two discharg— -
55"'40 l/day by the adjusting loaob
ing ports per a valve unit-
on lubricator, ^
Six units of the distributor

valve are combined in one piece to

be fitted on the cylinder block
of the engine.
 17. Cleaning of turbocharger and
aircooler
17-1 Cleaning turbocharger blower by
water injection
Since this procedure is effective
to prevent heavy deposit forming
on the blower, periodic cleaning
in carier oppotunity is suggested.
The standard interval of the
cleaning is 150 to 200 running
Appropriate interval of cleaning
varies depending upon the engine
running condition, however it is
suggested to carry out in 250
to 1000 running hours.
1) Use clean pure water without any
additives for cleaning.
2) During injecting cleaning water;
reduce engine speed so that the
exhaust gas temperature at turbine

hours. inlet is about 300®C or low.

1) Use cleaning liquid 'BLOWER WASH' 3) Following items should be noted

supplied by the turbocharger manu to obtain satisfactory results.
facturer or pure water. 4) Inject cleaning water for about

2) Inject the liquid using the 10 min, at one time.

attached injector when the engine 5) Open the drain cocks and valves of
is warmed up and run at 75% load of the turbine casing during
or more.
cleaning
Open fully the cocks and valves
6) The engine must run at least 3
on the aircooler inlet and outlet
min. after being cleaned at the
ducts, and those on the intake air
same speed as during cleaning to
lines.
dry up inside.
3) Cleaning liquid injected at one
time is 0.5 liter in four to ten
y inject
seconds. pipe
oil at
4) The engine must run at least 1
hour to dry inside after being
cleaned, at the same load as
educe to
during cleaning.
? knob

7-2 Cleaning turbocharger turbine

by water

To avoid heavy deposits or conta

minations on the turbine blades
or turbine nozzle, clean the running

turbocharger turbine regularly.

Cleanina
17-3 Cleaning the air cooler

For the aircooler cleaning deter

gent, NEOS-ONE-1 is recommended
air vent
among those on market. cleaning
detergent
NEOS-ONE-1 is neutral, citrine
air
oil liquid. Add water or oil
coolers./'
three times of NEOS-ONE-l.

Clean the air cooler at least

once a year.

1) Remove the intermediate flange

between the aircooler air outlet '
duct and air manifold. Insert
the partition flange between this
space.

2)' Open cock on the air vent pipe.

air inlet /
Pour the mixed solution through valve /
the air inlet duct till the upper drain valve

most fin of the cooler is comple

tely immersed.
Immersion for 6 to 8 hours is

considered to be enough.

3). During immering, blow compressed

air into the air cooler directly
to stir the mixed solution for

higher effect. When th-i detergent

is solved by water, heating it up
to 60 to 70 C to obtain more effec

tive result. It is most advisable

to blow steam directly into the

aircooler.

4) Discharge the solution after

cleaning through the drain pipe.
Inspect the air cooler inside as

any sludge may remain.

Fill the air cooler with fresh
water to rinse the solution out.

5) Restore all valves and flanges.

18. Remote control system 18-2 Maintenance

Refer to another instruction book,
regarding the construction,
electric wiring or air pipe lines
of the remote control system.
18-1 Notices
1) Keep the variance of the electric
1) Drain off the dust filters of and
tanks the aip lines frequently,
at least once a day.
2) Carry out the lamp buzzer test
periodicaly to find out lamp
failure of the alarm pannel and"
control stand.

source within 10% of rated,

3) Practice the emergency engine, stoj
2) Regulate the control air pressure device once a week to ensure its
to the normal range. function. This device is canceled
by positioning the fuel handle to
3) Before changing the control posi
tion (Engine room Control room 'STOP' and is ready to start.

Wheel house). The handles or 4) Check pressure switches and tempe

switches on the control position rature switches for discrepancy.
. which is intnded to be changed
5) Disassemble and check the solenoid
followingsly must coincide with
valves every 6 months.
the engine running condition. '
Rubber rings which indicate nicks
'4) Before entering port or after the or cracks must be discarded.
remote control system has been
6) Check the contact p^int of the
suspended for a long time, do
relay. The relay of which the
practice two or three times as
contact point wears excessively
it may function correctly and
must be renewed.
satisfactorily.
7) When it is necessary to disconnect
5) Do not adjust the values of the
wirings or pipes, number tempo
detecting apparatuses (Pressure,
rally on terminals and joints
temperature, time, lift and etc.)
before disconnecting.
Only more than necessity because
Before readdembling pipes, clean
these have been adjusted to the
pipe inside thoroughly by com
optimum. Moreover, covering of
pressed air.
the remote control stand or the
switch boxes should not be opened
unnecessarily to avoid dust or
water from entering.
 Operat; 7) Lubricate each' external moving
and sliding parts, (governor j
I

1. Stand-by control linkage, fuel control

linkage) Check them for stickj
1) Check the oil level of each
movement.
equipment attached to the engine,
e.g., turbocharger, reversing 8) Operate the camshaft changeover
device oil tank, lubricator, devise, the clutch, the pitch !

turning device, etc. Add the control system of C.P.P. and

proter grade oil, if necessary, remote control system to confirii

to bring it to the required as they may function properlyj

level. and smoothly.

Turn on the the electric source

2) Operate the cooling water pump
of the alarming device.
and independent lubricating oil.
pump. It is recommended to 9) Admit the fuel to flow to the
. warm up the engine if the engine engine. Open the priming valve
I

is- being operated in extremely between the inlet and outlet 6f

)

cold areas. the feed pump to prime the fu^l

injection pump. Fuel for starti
3) Check lubricating oil and cooling
must be marine diesel fuel
water as they may delivered
(A-heavy fuel). Close the said
properly. Check pipe connections
priming valve after finishing
for leakage.
priming.
4) Rotate the crankshaft with turn
10) Drain off air tanks thoroughly.
ing device, after ensurint that
the fuel handle positions at 11) Carry out air running with open'
STOP and the indicator cocks are indicator cocks.

open. Turning the crankshaft This operation is quite importa

for about 10 rain, is considered to avoid abnormal explosion csiu

to be enough. During this by leaking fuel or water hummer

period, operate the rocker arm caused by water leakage in the:
and exhaust valve stem lubricator combustion chamber.

manually by 40 to 50 revs.
12) Close indicator cocks.
5) During turning the crankshaft, 13) Operate an independent cooliny
'make sure the lubricating oil
water .pump for stern tube.
delivery to every part.
Open the valve on the stern g«:a

6) As soon as turing is finished, ing coolant pipes-

disengage the turning gear from
14) Check lubricating oil level ol:
the flywheel and pull down the the intermediate shaft bearing.
gear stopper.

- 67-
15) For the engine coupled with out air running with the indicator

C.P.P.r followings should be cocks open to expel unburnt

noted. gas remaining inside cylinder.

1) Make sure the blade pitch

control device as it may move
3. Acceleration and deceleration
correctly and smoothly.

It is recommended to apply load on.

2) Check oil pressure of the hyd
raulic oil and lubricating oil
the engine gradually as possible

as they may be kept in normal

after ensuring successful function
ing of every part.
range.

1) Allow the engine to run for more

3) Check all of the pressure lines

for,leakage.
than 30 min. from harbor full
(50% of rated) to cruising speed.

2) Turn on the independent lubrica

Starting ting pump durive the ship proceed

The engine must be started with an ing in the port.

'independent lubricating oil pump 3) Run the engine at light load until
running. - lubricating oil temperature rises
1) Position the fuel handle at light above 30'C at engine inlet and

load and adjust the governor cooling water temperature above

control handle to starting posi 40"C at cylinder outlet before

tion. applying load over 50% of rated.

For the engine with C.P.P., 4) Release engine load or speed gra
adjust the blade pitch to be zero. dually. Allow the engine to run
The lighter load is more recom- at half load or ligher for about
mendable for starting. 30 min. before stopping.
2) Open the intermediate stop valve
on the starting air line between
the air reservoir and the engine.
See the starting air pressure
gauge. Air pressure of 20 kg/cm
or higher is recommended for ! I bi:' y! i
starting.
3 t 3 b 7 K
time IX 1 0 tiHr)
3) Shift the start handle. As soon
as the engine ignites, return the
handle in a quick motion. When
the engine does not start in spite
of two or three attempts, carry

-68-
 Changing fuels 7) Heat up the low grade fuel so
1) Fuel for starting the engine must that the viscosity will be 80
be marine diesel fuel (A-hea7y sec. (RW. No.l, 100 F) at fue

fuel). injection pump inlet.

2) One hour after starting and before Heating temperature

stopping the engine, marine diesel 400 sec fuel (RW. No.l, 100

fuel is recommended. 80 C

1000 sec fuel (RW, No.l, 100

3) After an initial start of a new
90 ^ iqo I
engine or overhauled engine, use 15Q0 sec fuel (R^. Ho.l, 100
marine diesel fuel for about 100 100, - HOC
2500 sec fuel (EW. No.l, loO
—110 - 115C
8) When burning low'grade fuel,•
4) Use marine diesel fuel when the
I' feeding pressure must be rais-
engine runs at half or lighter
to avoid vapor locking.
load for a long time or when
t
Marine diesel fuel
during engine speed fluctuates
0.5 'V' l.Okg/cj
frequently,
-^-ISOO sec fuel — 1.0-v-l.^kg/cm-
5) The engine must run at half load
2.000 see fuel -- 3,5 4vS^9/Cm-
or higher speed when the fuel
is changed to low grade one.
Running
6) Load and fuel grade for a new
1) Continuous operating load oi \
engine are shown in the follow
engine is specified as 75 tc
ing figure.
85% of rated.

For about 120 hrs after an in:

A heavy start of a new or overhauled
oil u _ fue1
400sec fuel engine, operate the engine at
or less of rated load to alljDv
to be examined running conditi
Then load over 50% of rated

be applied.

2) Normal operating values and a]

1 2 3 4 5 6 7 6 9 lu
time (xlOOHr) ing values of temperature an<^
pressure.
Inspect the engine combustion
chamber and intake and exhaust

valve in an eariest oppotunity.

 PPJI

jel so

be 80
Normal Alarm
at fuel Pressure
Remark
( kg/cm ) Min. Max. ON , OFF

lubricating oil Eng. inlet

Add tank
. Cooling fresh Eng. inlet head
water
'

. Cooling sea It
1.0 0.15 0.45
water

Main pipe
Fuel inlet

II
Fuel

Thrust bearing BRG. inlet

.Oko/cm^ lubricating oil
j, . -)
)kg/cm^ Press, reducing
'Control air
valve outlet

id of the
Temperature Normal
?5 to
( )

an initi
Lub. oil Eng. inlet
iuled

Lne at 50 H
Cooler inlet
) allow i
i

:ondition -'Cooling fresh

Eng. inlet 85 80
water
ited can

It
Outlet pipe 90 85

and alar
Thrust
BRG. top cover
:e and bearing
3) Analize density of cooling fresh
water inhibitor and alkalinity
of lubricating oil periodically.
Refer to , regarding fresh
water inhibitor, and [9] re
garding lubricating oil.
4) Test the alarming device operat
ing lamp-buzzer test button.
5) The engine must not run in the
critical speed range due to-
torsional vibration for a long
time. Pass this range as quick
as possible. It is recommended
not to use the engine in the IX
' node vibration zone habitually,
however not being prohibited by
the warning plate.
6) Following items should be record
ed as a daily running record.
a) Engine speed
b) Room temperature
c) Exhaust gas temperature
(Cylinder head outlet)
d) Cylinder maximxim pressure
e) Fuel pump rack scale
f) Charged air pressure
h) Charged air temperature
at air cooler outlet
i) Sea water temperature
7) Condensed water of"charged air
The drain off valves on the in
take air lines are always be
open. In the area where sea
water temperature is low or
humidity is high, especially in
the rainy season, moisture in
the charged air tends to be con-
densed by air cooler to accumu
late in the charged air passages.
Regulate the air cooler coolant
quantity by operating the by-pas
valve so that the charged air
temperature at air cooler out-'
let will be at least 5®C higher
than the room air temperature-
Note that condensed water in the
charged air quickens wearing
down of the intake vcdve seat
faces and followingly may cause
acidic corrosion on combustion 1 I
walls by forming sulphure comr'
pounds.
8) Fuel pump rack scale
The fuel injection pump rack
scale for individual cylinders
should be so adjusted that indi
cates a mutual variance less
than one graduation of the scale
when the engine runs at maximum,
continuous rating. The fuel
pump thus adjusted may often re
sults in a small variance of ex
haust gas -cemperature among
cylinders, which however practi
cally not problem. Our experi
ence shows that outputs producec
oy individual cylinders are equc
if the gas temperature apparent]
varies as far as the rack scale;
are adjusted.within one gradua
tion. Variance in temperature
within 50®C at rated speed is
considered to be normal. It is
necessary to check the fuel in
jection lines for trouble if th'
variance exceeds 50®C. The
lighter the engine is loaded,
the variance becomes smaller.
coolant g) Daily maintenance of the engine engine stops to expel remaining
2 by-pass gas in the cylinder,
a) While the engine is running,
3 cd.r
check for water, gas or oil 4) Close the valves on the starting
r out- I

leakages. air line.

higher
Pay attentions to an abnormal
ature.
5) Turn the crankshaft by the turn
sound or heat from the engine,
ing device for about 15 to 20
c in the
b) Drain off a fuel service tank min. with operating independent
ring
at least once a day. lubricating oil pump and cooling
seat
water pump.
c) Fuel and lubricating oil fil
f cause I
ters should be cleaned fre 6) Inspect the engine inside peri
astion
quently, especially for a new odically through the openings of
2 com-

or overhauled engine. the crackcase.

Do not open the crankcase open

d) For the engine of which fuel
valve is cooled by fresh ings within 10 min. after stop-
rack i ing the engine when engine inside
water, check coolant for fuel
inders is suspected to overheat.
\ mixing.
\
at indi-;
7) When the engine is intended to
e) Check periodically the oil
less
be suspended from service for a
levels of attached equipment,
he scale
period of time, following recom
e.g., rocker arm and exhaust
naximum
mendations are given.
valve stem lubricator, turbo-
fuel
charger, reversing device oil a) Drain off coolant thoroughly,
ften re-
tank and lubricating oil bot if the suspention period is
s of ex-
tom tank. expected to extend in freez
jnong
ing season.
practi- f) While the engine is running,
experi- close the drain off valve of b) Rotate the crackshaft at least
produced the crankcase ventilation once a month to .change the

are equa], pipe bottom. Open it after piston position.

pparentljj the engine stops.
c) Cover the exhaust gas funnel
k scales
outlet to avoid rain from en
gradua- Stopping
tering .
rature
1) Stop the engine after the fuel
d) Tighten additionally the grand
ed is
■ inside fuel pipes changes per
packing of the propeller shaft.
It is
t fectly to marine diesel fuel.
uel in- e) For the C.P.P., adjust the
2) Release load gradually as pos
e__ if the blade to zero pitch.
sible.
The

■aded, 2) Carry out air running with indi

ller. cator cocks open as soon as the

-7
 (T[ ^ergency operation
1. In an emergency, when the turbo-
charger trouble occurs and it is
^i^j-icult, to repair it using
spares immediately, operate the
engine with' tenqjorary measure
ihat lock the turbocharg'er rotor*
The rotor locking method is shoma
in the turbocharger instruction
book*
1)Remove side cavers of the air
intake manirold. Place wire
gauze grid (Mesh 8) as a protec
tion for sucking foreicm parti—
2) The cooling irater should only be
ill turned off if considerable leakage
takes place from the turbine
housings or the eihaust gas side
Tihich might endanger the operation
of the engine*
a) Maximum allowance load of the
engine running with removed
turbocharger is to be so decided
75 —
that the exhaust gas mean terni:
ature at cylinder outlet will
not exceed 400®c.
b) The critical speed range due
torsional vibration must be
avoided.
2. Running with reduced cylinder
An emergency operations with red
cylinder will be available when
troubles on the fuel injection
tern or valve gearing occure.
Following procedures shall be c.
ried out after removing faultv
parts.
1) Isolate fuel supply to the fue
injection pump on the cylinde
to be suspended.
a) Close the valve at injecti
pump inlet.
b) Remove the fuel injection
pipe, injection pump and in
jection pump actuating devi
(roller, cam follower).
c) The opening on the camcase
for the injection pump moun
ing must be covered,
<5) It is not necessary to remo
the fuel injection valve un
it is troubled.
CAUTION
The fuel injection pump must
surely be removed, because it
will be heated up if fuel does
not flow inside the pump.
 2) Block the counterflcw of intake
air or exhaust gas from other
cylinders.'
a) Remove the valve gearing parts
of the cylinder to be suspend
ed. .
b) Plug the push rod openings on
the camcase after removing the
push rods.
2-2 If the troubles on the piston, con
necting rod or crankpin bearing
occur and the engine is required
to run, following remidies will
available as an emergency measure.
1) Remove the piston, connecting
rod and crankpin bearing of the
troubled cylinder.
a) Plug securely -the lubricating
oil holes of the crankpin
bearing using a wooden piece
or the same.
b) Reassemble the cylinder cover
assembly with valves.
CAUTION
The crankpin bearing must be re
moved as soon as the piston-con
necting rod assembly is removed.
2) Isolate fuel supply to the
troubled cylinder with the same
. procedure outlined under 2-1-1.
3) Block counterflow of intake air
or exhaust gas from other cyl
inders as outlined under 2-1-2.
^"3 Notices for running with reduced
cylinder.
1) The maximum allowable load shal
be decided so that the exhaust
gas mean temperature at cylinde
outlet will not exceed 400*'C an:
the turbocharger surging will
not take places.
2) Before starting, rotate the
crankshaft so that the piston'
of the next cylinder to the
Icilled one in firing order will
come to ADTC 30 ®C.
3) Avoid the engine to run in the
critical speed range due to
torsional vibration which will
be almost same as that of full
cylinders. / ' ■
4) It is recommended to remove the
turbocharger v;hen the operation
with reduced piston will be ex
pected to extend for a long time .
Otherwise, the turbocharger wil]
be damaged due to continuous
presurging that is not audible.
5) To avoid presurging of the
turbocharger, open the cocks anc.
valves on intake air lines wast
ing a part of charged air to the
atomospher.
6) Exhaust gas temperature varianc?
among cylinders will be bigger
during running with reduced cyl
inder. Blocking the fuel con
trol shaft with the fuel handle
is effective to minimize the
variance.
 Troxibleshooting

Trouble Probable Cause Remedies

3-1 Hard starting 1. Air reservoir low Charge air,

pressure
Engine does
not rotate
by starting Lap valves
2« Starting valve, pilot
valve, starting air
Grease valve stem
distributor valve
sufficiently.
sticking /

3. Bad seating of start Lap valves

ing valve causing air
Grease valve stem
leak to cylinder sufficiently.

Camshaft bad position If camshaft position i

correct, check pilot 1
For reversible en
valve on control air
gine, safety device
line for sticking.
opens air line only
when camshaft posi
tions at either end
of its stroke

5. Bad seating of intake

or exhaust valve

6. Improper timing of
Cao valves

Check air distributor cam

I
starting air distri for relaxiation.
butor, intake or ex Make sure timing marks oin
haust valves. cam gears.

3-2 Hard starting 1. Poor injection or Prime fuel pump to check

insufficient atomiza- fuel delivery. Inspedt
Engine rotates plunger, barrel, spring
tion of fuel
by starting and delivery valve for
air but does
defects. Renew troubled
not ignite or parts - I
stall immedi-
ely. Check fuel injection ^^al
using nozzle tester.

2. Improper fuel injec Check adjust screw of{f^

tion timing cam follower for relaxa
tion.
 Trouble Probable Cause Remedies

3-2 (cont'd)
If having been overhauled,
check assembling marks of
timing gears.

3. Low compression - Check wearing Tin^ .

caused by piston ring Renew, if exceeds allowa
wearing or sticking ble limits.
em

4. Fuel racks not open Check governor for

sufficiently - sticking.
caused by faulty
governor, linkage Repair and align linkage.
em fault.

3-3 Hard 1. Insufficient fuel

ition is . Clean fuel filter.
pilot acceleration supply -
caused by filter . Check pipes for obstruc
1 air
clogging, air or tion.
ng.
water mixing in fuel . Repair fuel feed pump.

2. Faulty injection pump Check for wearing, renew

or valve if needed.

3. Improper fuel injec Check adjusting screw of

tion timing fuel cam follower for
relaxation.
jutor cam

marks on 4. Pneumatic governor Repair and grease pneu

control piston stick matic piston of governor,
ing
Make linkage pins free
Linkage sticking on from binding. Align
p to check governor or rack linkages.
Inspect control devices
L, spring
alve for
w troubled 5. Insufficient pneu Check lines for air leak
matic air pressure
Repair or replace press,
egtion valv< reducing valve.
ester.

Trouble on turbo- Overhaul and repair turbo-

crew of fue charger charger.
or relaxa-

- 76 -
 Probable Cause Remedies

3-3 (cont'd) 7. Charged air passage Clean aircooler and air

fouling passages.

8. Overload - Find out cause and elimi

caused by hull nate it.
fouling, propeller
damage

9. Incorrect tachometer Count push rod stroke to

check tachometer reading.

3-4 Engine does not (Check tachometer for

decrease speed. error.)

1. Governor pneumatic Repair and grease pneu

piston, linkage of matic piston-
governor or fuel rack
Adjust and align linkage
control devices
to be free from binding.
sticking

2. Fuel pump rack Overhaul and repair fuel

sticking pump.

3. Too high pressure of Check conurol air press

pneumatic control air reducing valve.

3-5 Engine speed 1. Internal seizure Check piston, cylinder and

drops unexpect bearings for sticking.
edly.

2. Faulty fuel pump, Check and repair or renew.

injection valve

3. Insufficient fuel . Clean filters.

supply -
. Check pipe inside for
caused by filter
entering obstructions.
clogging, air or
water mixing in fuel . Overhaul and reapir fuel
feed pump, if needed.

4. Overload - * This is not troxible.

caused by rough sea
or steering

- 7? -
 Trouble Probable Cause Remedies

3-6 Engine hunts 1. Governor trouble Check and repair governor.

2. Troxjbles on fuel pump Overhaul and check pump and

or injection valve valve. Repair or renew, if
needed.

3. Governor linkrod, Adjust and align linkage.

• fuel control shaft is
binded.

4. Air mixing in fuel • Fill fuel tank to proper

level.

. Check pipe connection for

relaxation.

3-7 Uneven output 1. Improper adjustment Minimize rack variance.

among cylinders of fuel rack scale

2. Faulty fuel pump or Measure Pmax. to find out

injection valve misfiring cylinder.

3-3 Bad exhaust gas 1. Water mixing in fuel Check fuel tank.
(White smoke)

2. Faulty fuel pump or Overhaul and repair,

injection valve Renew if needed'.

3. Improper injection Adjust correctly.

timing

4, Turbocharger fouling Remove carbon and clean

(Black smoke) turbocharger.

5. Turbocharger troubl- Check rotor shaft and

bearings for bum.
(Black or gray smoke) Overhaul and reoair.

- 78 -
 Trouble Probable Cause Remedies

3-8 (cont'd) 6. Overcooling Warm up engine.

(White or blue smoke) Regulate coolant temp, in
proper range.

7. Too low fuel temp. Heat up fuel in accordance 1

with fuel grade.

B. Valve spring broken Renew damaged spring. j

9. Water leaking in . Check fuel valve if

cylinder cooled by fresh water.

. Check cylinder head for

cracking.
«

10. Overloading - . Define cause and elimi

caused by hull foul nate it.

• ing, propeller damage

or rough operation

3-9 Abnormal sound 1. Intake air, exhaust . Check connection bolts

gas leaking for loosening.
. Tiahten cylinder head stud,
nuc.

. Renew gasket, if injured.

2. Intake valve blowing- Lap valve. Replace troubled

off or sticking parts.

3, Intake or exhaust Renew troubled parts

valve spring broken

4, Excessive tappet Adjust correctly.

clearance

5. Cylinder liner worn Renew liner if worn

exceeding allowable limit.

6. Diesel knocking Analize fuel cetane value.

Select proper grade fuel.

- 79 -
 Troioble Probable Cause Remedies

3-10 Top low 1. Turbocharger fouling . Clean and repair gas/air

xn charged air or troubling passage
pressure
. Check rotor shaft for
binding
ince

2. Charged air passage Check and clean turbocharger

fouling air inlet filter, air cooler

3. Charged air leaking Check air passage.

for 3-11 Too high 1. Overload

charged air
pressure
2. Hull fouling. Pro Clean or repair.
Hi
peller damaged

3. Turbocharger nozzle Descale, repair or renew

deforming, scaled nozzle.

ts 4. Excessive fuel in Check injection valve for

jected leak or erosion.
id stud,

5. Improper (advanced) Adjust timing correctly.

jured. fuel injection
timing

roubled

3-12 Lubricating (Incorrect pressure

oil pressure gauge)
drop
1. Oil leaking from pipe Check connection fittings.

2. Filter clogging Clean filter.

3. Faulty lub. oil pump Check pump gear back lash

and side clearance.
.imit.
Repair or renew.
For reversible engine,
ralue. check liab. oil pump valve
:uel. for bad seat.

-80 ~
 Probable Cause Remedies

4. Faulty lub. oil Check valve spring for

press, regulating breakage.
valve Repair sticky valve.

5. Low viscosity caused Analize oil, change oil

by high temp, or if needed.
fuel mixing Clean lub. oil cooler.

6. Excessive bearing Check bearing metal for

clearance wear.

7, Foamy oil Analize oil quality.

Drain improper grade oil.

3-13 Coolant pres (Incorrect pressure

sure low gauge)

1. Insufficient water Add water (when fresh water

quantity cooled).

2. Water leaking, filter Check pipe connection for

clogging relaxation. Clean filter.

3. Cooling water p\imp . Overhaul and check impel

troubling ler, shaft for wear or
corrosion.

. Check pump driving motor

4. Air mixing in water Prime pump to expel air.

3-14 Fuel feed (Incorrect pressure

pressure low gauge)

1. Fuel leaking, filter Check pipe connection for

clogging leak.
Clean filter.

2. Troubles on fuel Overhaul and check pump or

feed pump or pressure regulating valve.
regulating valve Repair or renew damaged
parts.

-31-
 Trouble
Probable Cause
Remedies

3-14 (cont'd) 3. Air mixing in fuel Expel air.

3-15 Lubricating 1. Lub. oil pressure low

oil tempera - caused by;
ture too high
. Insufficient oil Keep oil level in proper
quantity level
. Faulty press,
Overhaul and cehcJc for
regulating valve spring breakage, valve
sticking
. Filter clogging, Clean filter, pipe.
line obstructed
. Trouble on lub.
Check pump gear and valve
oil pump I for wear.

2. Insufficient lub. oil

cooler coolant -
caused by;
. Insufricient valve • Open valve on cooling
opening water line
. Cooling water line
• Clean filter, pipe.
obstructed
. Air mixing in water Expel air.
. Trouble on cooling Check pump impeller for
water pump wear or corrosion.

3. Lub, oil cooler

Clean cooler,
fouling

4. Thermocontrol valve
Overhaul, check and repair.
troubling

5. Piston cooling oil Check discharging oil

line clogged
quantity from piston skirt.
Overhaul and clean oil
passage of piston.

6. Engine overheating Find out cause and elimi

nate it.
 Trouble
Probable Cause
Remedies

3-14 (cont'd) 3. Air mixi

mixing in fuel Expel air.

3-15 Lubricating 1. Lub. oil pressure low

oil tempera - caused by;
ture too high
. Insufficient oil Keep oil level in proper
quantity level
. Faulty press,
Overhaul and cehcJc for
regulating valve spring breakage, valve
stic-king
. Filter clogging, Clean filter, pipe.
line obstructed
. Trouble on lub.
Check pump gear and valve
oil pump for wear.

2. Insufficient lub. oil

cooler coolant -
caused by;
. Insufficient valve Open valve on cooling
opening water line
. Cooling water line Clean filter, pipe.
obstructed
. Air mixing in water
Expel air.
. Trouble on cooling Check pump impeller for
water pump wear or corrosion.

3. Lub. oil cooler

Clean cooler,
fouling

5. Piston cooling oil Check discharging oil

line clogged quantity from piston skirt.
Overhaul and clean oil
passage of piston.

6. Engine overheating Find out cause and elimi

nate it.
 Trouble Probable Cause Remedies

3-17 2) T(cont'd) . Keep fuel rack uniform.

. Repair and align fuel
rack if binded.

. If pump having been'

■ . overhauled, check for
assembling marks on rack
and sleeve.
>air.

2. Faulty fuel injection Check fuel spray and in

valve jection pressure using
nozzle tester.
ite
. Adjust injection pressure
correctly.
, Renew tip if orifice
enlarging or bad seating.

yl-
36

:yl-
se

ged

air

t gas

-ng

- 84 -
Fuel used for diesel engines should charged air to form sulphuric acid i

be provided with superiorities in (H2SO4). H2SO4 attacks on the cyl

easy combustion and less combution inder liner to facilitate to wear

compound formation. 'Fuel must per- down, and in case of chrome plated

foirm combustion at a predetermined liner to acidic corrosion,.

timing with utmost accuracy and Besides, H2SO4 comes down along" the
perfection after injected to the cylinder liner to mix into lubricat

cylinder. ing oil in the engine bedplate re

Accordingly, the faster the piston ducing alkalinity.

speed becomes, the better combusti Sulphur compounds accumulate in the

bility is required. Therefore, combustion chamber wall particularly

certain kind of matters that were when buring low grade fuel causing

not considered before become im- troubles on piston ring sticking

TOrtant nowadays. Fuel viscosity that is the most disadvantageous for

should be decided carefully, con engine performance.

sidering the combustion chamber

1. Heating and purification of fuel
design that influences largely to
injection distance of fuel. Too In order to make combustion per

small spray of fuel spread insuf fect and reduce harmful compounds,

ficiently due to resistance of com-- it is important to remove sludge

pressed charged air, while too big contained in fuel sufficiently as

spray reaches cylinder wall directly possible. The best way to elimi
without atomizing. In either case, nate sludge is to use centrifugal
fuel can not expose to oxgen and purifier after heating fuel aiming
will result in smoldering combustion. at lowering fuel viscosity and

Fuel contains impurities to a greater making big difference in specific

or lesser degree unavoidably. These gravity between fuel and sludge.
impurities influence adversely on Centrifugal purifier should be

combustion and also on formation of selected to have a capacity enougii

harmful compounds when they burn. to be operated in half of its

During combustion, sulphur combines maximum specified capacity.

with oxygen at high temperature to When it is impossible to install

•form sulphur deoxide (SC2) and fol- said purifier, fine filtering .

lowingly it combines with additional using settling tank having a sla'^

oxygen to form trioxide (SO3). bottom is advised, however, this
Although greater part of gaseous kind of filtration can not be

trioxide leaves combustion chamber pected.to take away sludge per

with other exhaust gases, remaining fectly. Needless to say, the i^

SO3 combines with dew in moist portance of fine purification
 system becomes greater as fuel
acid
grade becomes worse and engine
i cyl-
speed becomes faster. Fuel
<7ear
heated up during purification is
Lated
advised 'to be kept in high tem
perature until it is injected,
ig* the
because sludge disappearing in
oricat-
heated fuel will appear again if
e re
the temperatxire becomes lower.
This sludge will not be eliminated
in the
even if it is reheated.
cularly
Although fuel viscosity varies in
using
connected not only with tempera
ing ture but with pressure, there
•ous for
might not be a big difference
when considering viscosity in
proportion only with temperature
t fuel
in normal using rainge.
Refer to attached table, "Viscos
ity-temperature diagram of fuel".

2. Quality standard of fuel

Permissible limitations of fuel

viscosity and specific gravity

are decided depending upon en
gine type (high speed or low
speed) and their bore size for

which fuel is intended to be used.

Therefore, it can not be neglected
to Jceep fuel temperature within an
optimum range by mecins of pre
heating if needed.
IStall
Moreover, it is impossible to re
move insoluble sulphur or ash
contents including vanadium by
filtering or even by purifiring.
Quality standard for B and C oils
sre as follows.

For A oil, please refer to JIS

(Japanese Industrial Standards).

-86 -
 1000 sec. 1500 sec 2500 sec
B oil or 200
Fuel grade 400 sec. fuel fuel fuel
sec. fuel fuel

Chemical Neutral Neutral Neutral Neutral

Neutral
reaction

Specific grav
" 0.92 or less 0.935orless 0.955orless 0.98 or less 0-98 or less
ity (15/4'O

Flashing
65 or more 75 or more 85 or more 85 or more 85 or more
point (®C)

30 cst 50®C 120 cst or 180 cst or 250 cst or

60 cst or
or less
less less less less
RW No.l 100
Viscosity 450 sec or 1200 sec. or 1600 sec. or 2500 sec. <ir
®F 200 sec. less less less
less
or less

Note : Heat up until viscosity becomes 18 cst to 24 cst at fuel

injection pump inlet.

Pour point 10 or less 15 or less 15 or less 15 or less 15 or less

CO

6 or less 8 or less 10 or less 10 or less 14 or less

Remaining
carbon
Note : Some of these may be deposited on piston and liner surfaces
(% weight) without burning to fasten liner to wear down. ,

0.03 or less 0.03* or less 0.03 or less |0.04 or less 0.05 or l&ss
Ash content
Note : Vanadium contained In ash content forming vanadium pentoxice
(% weight) (V2O5) act as a catalyst in formation sulphuric acid.
This also causes Vanadium attacking.

Water
0.2 or less 0.2 or less 0.2 or less 0.4 or less 0.5 or less
(% volume) . Sea-water mixing into fuel should surely be prevented.

Sulphur
2.5 or less j 3.0 or less 3,5 or less 3.5 or less 4.0 or 1<
(% weight) Note : The most harmful contents. - -

Low Calorific 10000

9700
value or more
or more
(Kcal/kg)

International Intermediate Intermediate Intermediate Intermediate Intermed:

NO. 2 No. 4 No. 10 No. 15 No. 2.

- 87 -
50,0 sec. [U Lubricating oil
fuel
1. System oil
Main-function of system oil for diesel
sutral engine crankcase are to reduce friction
and dissapate heat produced by engine
operation. In addition to the aboves,
3 or less it must effectively:
- reduce wear by forming oil film
or more
between running faces,
- prevent corrosion from acidic attack
•by combustion products,
cst or - maintain cleanliness by keeping parts
3 free of contaminats.
D sec. or- It must also be capable of resisting
s oxidation and preventing sludge formation.
While the engine runs, lubricating oil
fuel cleans engine and pipes by carrying
contaminats. Repeated purification of
recirculating oil keeps engine clean for
or less
a long time. it is suggested to maintain
cleanliness so that the painted color on
the crankcase interior can be observed.
or less
urfaces
%
1) Purification
Lubricating oil purifier aboard is recom
5 or lesj
mended to be operated at half of its
nominal capacity, i-t is more effective
entoxide
to purify the oil before heavily contami
nated, therefore, more successful result will
be obtained by earlier purification.
) or less Optimum purifying interval veries depend
ing upon the engine running condition,
d. capacities of lubricating oil sump tank
and purifier. Continuous purification
) or less by the by-pass line system is the most
advisable. Heating up oil to approx. 700
when passing through the purifier will
bave the effect of reducing viscosity
9600 and specific gravity of oil allowing the
easier passing of contaminats to water
side of the purifier.
:ermediat« It is widely known that water washing of
No." 25 lubricating oil during purification,by
adding water to the oil aiming at making
acid more readily removable, has a bene-
fitial effect. it, however, should be
noted that water washing of HD type lub
ricants (detergent oils) is danger of
serious emulsification resulting in
changing whole oil. Nowadays, as some
new products of oil having no risk of
— 88 —
iL
emulsification are introduced in the
market, cunsult the oil supplier if the
oil can be purified by water washing
method or not.
2) The bottom tank having net capacity
2.5 liters/PS or more is recommended
to be installed. The tank shbtild be
filled as much as possibile to prevent
air sucking in the worst rolling or
pitching of the vessel. Greater quantily
of oil is capable of maintain oil tempei-
ature lower and preventing contaminants
resulting in a long life of the oil.
3) Alkalinity of lubricating oil must be
kept in an appropriate level. It is con
sidered that 0.2 % of total sulphur con
tained in fuel enters to lubricating oil
by forming H2S0^. This should be a grea
amoung after long operation of engine wh(in
using low grade fuel. Use HD type lubr:
cants having high alkalinity enough to
neutralize sulphur contents of fuel in
service. Lubricating oil must be analisdd
regularly every 1500 hrs. when bottom tark
and ptirifier are installed, while every
700 hrs when these are not installed.
Renewal interval of oil varies largely
depending upon the initial alkalinity of
oil and purification system on board.
> Cylinder oil -
1) Cylinder oil has to be provided with
good properties in the following items.
a. Acid- neutralising
b. Contaminants transferring ability
c. Spreadability
In addition to the aboves, cylinder oil
supplied to modem engines buring heavy
residual fuels should have high alkalinityj,
usually expressed as Total Base Number,
(TBN), responding to increasing sulphur
contents. Suitable alkalinity depends
upon to what extent the fuel contains
sulphur, and operational condition of
engine also supplying quantity of .oil.
 irf- 1.

2) Supplying quantity may cause piston ring sticking in its

Inner surface of the cylinder liner should
surely he kept clean and covered with
protective oil film without permitting
any foreign particles or acid deposits
to exist on it. Accordingly, these
freign particles inside the cylinder ■
'I 1 should he scraped off and removed out
of cylinder hy cylinder oil that is
selected and supplied in accordance
with fuel grade. Insufficient scraping
J, off or excessive quantity of cylinder oil
groove resulting in excessive luhricatin/
oil constimption. Cylinder oil luhricatoj
has heen so adjusted that delivers oil
hy approx. o.6 g/PS-h when the engine
operates at rated output and speed.
Although supplying quantity changes in
proportion with the engine speed, there
is no need to readjust the lubricator
to make.:oil consumption accordant with
service rating.

5
.'v'i: •'

3. Selection standard for lubricants'

- *1 ^1' 3-1 System oil and cylinder oil

Select an appropriate lubricating oil having alkalinity as
W' specified in the below table in accordance with the fuel used
to the main engine on board.

Fuel grade (Visco; RW. No.l 100"F)

Application
M.D.O. 200-300 400 - 1500 2500 - 3500
System oil 5 to :8 a to 15 12 to 20 15 to 20
Cylinder oil 25 to 40 40 to 60 40 to 60
Common use
8 to 15 15 to25 25 to 35
sys and cyl

* Numbers shown in the table are initial TBN (ragiCOH/g)

measured by perchloric acid method.
* Standard viscosity of lubricants is SAE30.
Cylinder oil of SAE40 is allowed to be used when SAE30 oil
is not available.

3-2 other oils

Application Lub. oil Remarks

Turbocharger Turbine oil, #180 GV83, VGS6, VG68

Turning device reduc

EP type gear oil ISOVG220
tion gear

Hydraulic governor Turbine oil, #180 ISOVGSa

Rocker arm and exhaust Same as engine

valve stem lubrication system oil

Turbine oil, #180

Camshaft reversing
or same as system
device
oil
 4. Renewal of Ixibricating oil

It is difficult to fix standard other factors.

interval of Ixibricating oil re Decide renev^al of lubricating oil
newal because it varies largely considering following matters
depending upon engine operation totally.
condition and fuel grade and many

1) System oil

15 mg KOH/g or less • Fuel viscosity: 400, sec.

Alkalinity or more (RW No.1,100 F)
(by perchloiic-acid
8 mg KOH/g or less Fuel viscosity: 300 sec*
method)
or less (RW No.l, 100 f)

n-pentane insolube 2.5% or more

Benzen insolube 2.0% or more

Water contents 0.2% or more

+0.5% more than new

Ash contents
oil

Total acid
+1.5 mg KOH/g more
than new oil

+50% more than new

Viscosity
oil

NOTE : In addition to the above, and Benzene insolube be

renew oil when difference comes 0.5% or more..

between n-pentane insolube

2) Turbine oil
Turbocharger.oil

viscosity +10% or more than new

Water contents 0.2% or more

Total acid 0.3% mg KOH/g

NOTE : Turbocharger oil suggested

to be renewed by every 500,
at least 1000 working hours.

3) Gear oil

Viscosity +15% than new

Water contents 0.3% or more

■i

-90
HQ Cooling water

1. Corrosion inhibitor
1-1 Kind of corrosion inhibitor
For the engine of which the cylinder
Nitrous or Chromic salt series jn-
jacket, turbocharger or fuel in
hibitors are recommended for th*
jection valve are cooled by fresh
purpose.
water, corrosion inhibitor should

surely be added into the coolant.

. Otherwise, the cooling space wall
may be corroded inevitably, it is
therefore important to add the said
inhibitor from the beginning of
service.

Brand name Solution ratio Concentration

(maker) (KG per 1 ton coolant) (pom)

NEOS PN^- 106

(NEOS) 2000 "N/ 3000

POLYCRIN I-172D
(Kurita Water Ind.
3000 'V 4000
Ltd.)

Ameroid DEWT-NC
(Drew chemical
3000 'V 4500
Corp.) .

HI-MOL am-5
(Taiho Ind. Co.,
2000 3000
Ltd.)

Note

1) The high conentration is more qxiickly to .form anticorrosive

effective.
film on the cooling water
2) Analize the concentration space wall.

periodically (every one month) 3) Other products of which proper

When the inhibitor is added ties are equivalent to the above
for the first time, it is listed are available.
needed to analyze the con
centration within a week,
because inhibitor consumes
 1-2 Maintenance

It IS desirable to maintain coolant

.in-accordance with the following .
table and renewal interval shall
be decided with total consideration
on the following items.

NEOS
PQLYCRIN
PN-106 DEWT-NC
I-172D HIMOL am-5

Ph (at 25"C)
7 10 8 'V 10
Chloride ion (ppm) 100 or less 100 or less 50 or less 100 or less
Sulphate ion (ppm) 50 or less
50 or less
Hardness (ppm)
100 or less
Concentration(ppm) 2000 'b 3000 3000 'V 4000 3000 'X/ 4500 2000 A/ 3000

1-3 Others

1) For -further details, refer to

cooling space and exhaust valve
the instruction by each in-
stem.
hibrtor supplier.

2) A water analizer is recommended

to be equipped on board to
realize the ideal maintenance
of coolant.

2. Cooling water temperature

It is important to maintain coolant
temperature in an appropriate
range. Too low temperature will
result in bad combustion efficiency
and help acidic sulphur formation
causing excessive wearing and quick
ening reduction of lubricating oil
alkalinity. Overcooling will also
cause acidic attack on turbocharger

- 92 -
 VISCOSirf-TZ:-IPH?^.TtJRZ DliVGRAiM
OF FU£.i.S

ii^~l—

Ml
:c ' M IN f N IV

Max. Preheacing
Liraic '

10C*F

30 40 50 60 70 80 90 100 110 120 130 140 150

I ! I L "I I I r I T L I I I ! I l l
Teraperacure (*C)

Fuel oil muse be heaced so as Co keep appropriaca viscosity of

approximace 80 sec. Redwood No.l at injection pumps inlet.
"v:. '
Example; To obtain SO sec. Redwood No.l, fuel of 1000 sec.
Redwood No.l at lOO^F should be heaced to SS'C.
 INDEX OF ATTACHED FIGURES

FIG. 1 General view

FI(3. 2 Section view of engine

FIG. 3 Intake valve, exhaust valve. Valve gearing
FIG. k Fuel injection valve

FIG. 3 Starting valve

FIG. 6 ' Indicator valve, cylinder safety valve

FIG. 7 Piston

FIG. 8 Cam shaft driving mechanism

FIG. 9 Fuel injection pump
FIG- 10 Fuel control device

FIG. 11 Governor driving mechanism

FIG. 12 Governor link device

FIG. 13 Starting air lead valve, Starting air pilot valve

FIG. l4 Starting air distributor valve
FIG. 15 Reversing device

FIG. l6 Thj^st bearing

FIG. 17 Lubricating oil pump

FIG. la Lubricating oil regulating valve
FIG. 19 Tachometer* driving gear
FIG. 20 Turning gear device

fig. 2XZ1A Fuel oil filter (Primary,Secondary)

FIG- 22 Lubricating oil filter (Secondary)
PIG. 23 Lubricating driving gear

PIG. 24 Presh Y/ater cooler

 no.

»BQ £^ ifl a ^
general view

0111

5'»'»2

<»800
Ef £i i 0667
%
m 000
000

£800

0032 0026 0033

Si & ^ (ji
Port Ho. Home of parts ES A £ A;
Part No. Naae of parts
18 6 1 U I? ta Starting push bullon
J/00 0009
Mhifib4!>y lubrleatisg oil pump Cylinder cover
0022
2/VO rAmiibEyisis^ Crank case
lubricating oil regulating valve 0O21-.
270S m in in Crank case door
Fuel control ta aadle 003 J
3/00 iS B m:h 9 7 Reversing oil tank RS 69 a IS Biglne bed
OOV2 :f i J|l Fly wheel
3too ♦sttsauiijf Starting air distributor. 0///
VtOO is G s i& Push rod
Reversing gear 0/SO 55
SV¥2 ia 13 R1 ^ ^ Ihchaust Bsnlfold
Supercharger 0/AO
S 170 tltSlS)Gn^f3Sf ^ @ Air nanlfold
TraasBiltter of electric tachoaeter 0/A7
1000 siPiiit:/:/ Fuel injection puop Reversing ban (He
0 37V
Governor spring control handle
1300 ^TSfiiitglGSSS Turning gear devlnder 3
OAA7 O
Air cooler
6 too
Lubricater for .exhaust valve and rochcram
Cylinder lubrloator
SS H
 OOQ4H)SO
H5 55 a n.Si s ®
0004-0K)
ScXTTION or BIGIHE

Part Hd op iw
Wane of parts
000 1
000 4 Cylinder 0009-310
0004-010 7-f Cylinder liner
0004-020 Cylinder liner collar
^' o*)y^>- " 0 " ring 000'»-010
0004-060 y yy K/n*y^y
■ 0004-050 + y^r Packing
Packing retainer OOOtf-OSO
0004-070 y^y '/fl
0006 y-i ijiy Packing
000 7 Rubber packing. 0004-070
i-y u
0009 Tension boll and nut
Cylinder cover
0009-300
0009-310 ' 0y
Cooling water connection pipe
00 20 •>»; yy-hH'-riyii.y 0 ring
00 22 ifyyif^ Packing
0033 Crank case OOCf-OlO m
Engine bed
003 4
0035 ±tosar&
Main bearing cap
00 4 1 (fyyif^
Main bearing BetaI
004 9 Crank shaft
005 0 #

006 1
m
^ ^ w Can shaft
0080 ii 1, %
01 1 1 Can box
0 15 0 Push rod
St ^
0 16 0 Exhaust nanlfold
Air Ban!fold
0 2 16
059 2 iWrffrilli® Cooling water coisoon pipe
0657 5"; yfi':fjr<—n Lubricating oil naln pipe
Cover for cylinder cover 0022
10 0 7
10 10 h yn Piston pin
Piston crown
10 1 1 t*x h yy,ii^ j.
110 1 h yt'ysi^ Piston skirt
110 5 Piston pin aetal
110 6 Connecting rod
h Bolt for connecting rod
110 7 ^yy^eytiiSjS^ (±) Crank pin bearing oetal (upper)
13 0 0 ^ PI ^
14 0 0 Puel Injection valve
ft St # Intake valve
15 0 0 St ^
16 0 0 Exhaust valve
M tt ^ Starting valve
6000 fHPlHiyr Fuel Injection puap

CA" ra
0 fV>
tS £1* S
LONGirODIHAL SECTIOT
CROSS. SECTIOW
 ■tti ^ n n.

VALVE QEAH1N3 IHTAKS VALVE, EXHAUST VALVE

ais AA f, if|:
Part No. Nuitie of parts
oo /j /l- h • V ^ Stud A hut
00 s S W « A A Intake cam
OO S7 W §C * A Exhaust cam - 1530
OO i / * I- W! Cam shaft
OO? 3
i« « fF 6a Intake valve rocker arm
00? u w ffia
OO? i Exhaus t valve rocker arm
fii^FW'WiMI -fu a, Rocker arm bush
OO? s
Rocker arm adjust screw
OO?? fib «a »n a
o/oa
Bridge end piece (upper)
tt ^P 8a W £ A. Rocker arm support
0/0 3 I& ff ^ M
O / / /
Rocker arm shaft
55 • W fit ^P Hi W Push rod
037 / swiswrao - 9 - Guide roller
037 3 a --5 - tr >
03V3
Roller pin
fliWniT®EE<& Push rod seat (lower)
OJ? / W Ml Sits
O &/ I « • Wfit^F a <& PttsK rod gaiAe
pressure piece
OSJg 05 m Jb ac ea ^
033?
Push rod end piece (upper)
W Ml W T B5 «8 ^ P*}ph rod end piece (lower)
O? VO A 9 - Col
Of 3 ? 1 tu — tu OtI se&l
/ voo W » fP IgHUl
/ vo/
lotoko valve, coaplete ( 1 ^ 0 0 )
W fit #F ^ Valve case
/ V03 «8 St fF
/ V03 «$ St /F rg inteko valve
otake valve aeet
/ VO s
* (H) SprLog (outalda)
/ V03 * PP A. Spring bolder
/ V07
Valve retaloer
/ VO?
/ SO /
/< 4. (P3) Spring (Inside)
()? St fF jn Valve caae
/ soo w St ^F Vciiaii- Ebchauat valve, cooplete
/ SOS St #F Cxhauat valve
/ SOJ
/ sov
II?F FEStIH fF/< IE, CxhouQt valve seat
* > Gasket, valve seat
/SOS '< 4- (H) Spring (outalda)
/ S07 ff IS (•] ii Valve retainer.
/so? /< 4- (PI) Spring (Ineldo)
/ S JO -r-S-
/ S 3/
Valve rotater complete
/ S 33 'I r - t —
/ S3 3 M /< +
Spri^ng retainer
Disc spring
/ S 3V 3 d /«' /< Coll onring
/ S 3 S lb Stop ring
/ S 3 i jH - /U w - X Da II Lace
/ S 37 la i4t
/ S VO
Ball .
>t ■< >l» ix — /U 01) seal
/ SV/
fe) fit fp fJ*0-7*Va. Guide bush

P Vjl
 PIG. 4

^^
fuel injection VaJvi

Cooling water
or oil

( 1300 )

o6i§iS-§-
a « »
Part No, Name of parta

/300 ^ ^ ^ Fuel injection valve,complete

/ 30/
^ m Valve casing
/ 303
if ^ Needle valve
/303
+ Sff Valve spindle rod
/ 30<t
y X A" Nozzle

/30£
Nozzle locking nut
/ 307
Spring
/ 309 y< g
Spring seat
/ 3/O
Spring adjusting screw
/ 3//
^ 7^ T h Lock nut
/ 3 t^O
}■ My<r=!f-y Gasket
/3« I
Bush for spring rod
/3/S Gasket
/ 3/ ^
Aq Inlet joint
 grA??T7tQ yhjYb.

'1607
8012 - 1506

-1612
1610.
1604
■1603
1613

Mm r
( 1600 >

-1615

-1601

•1602

^ a s &
Naoo of parts

a ^ starting ralvo, complete

a # s Valve body
te a# ValTo
te a3T/<^ Valve spring
Spring holder

y7
Plunger
Plunger guide
Copper paclcing
Setting nut
^ ^ ^ Top piece

^ Zf i/ n. Bush

Distance piece for spring holder

Stud S: nut
"0" ring
 FIG. 6
JuEESs^t y
XHDICATOR YALVE, CTLUmSR SAFETT YALVE

5504
5506
5505

5507

5501

(5500)

5203
5202

5204 (5 200)

□ as- n
BUOO
^ ™ -S
Part No.
Name of parts
s^oo
Cylinder safety valve, complete
3 :20/
S pring
3 3oa
Valve case
3 303 se ^ ^ Safety valve
3:iOii
Spring seat

3 307
m n Protector
3 30?
Packing
3 3 00
Indicator valve, complete
3 30/ ^ ^ Indicator valve
3 303 ^ y V Nut

3 3 0V /\ ^ K /f Handle
3 30/, 0 D it ^ Y Lock handle
3 307
7 \-^/< y ^ Packing
3 3 OS
Valve body
i.#*-
 FIG, 8

CiM SRlFl D£IVI2iGHBGHA2aSM

^ ^
Naine of parts

/
Governor drive gear
ooa<£
Gear case

006/
Cajn shaft
006<c
Bearing cap

Bearing metal
End bearing
Bush
4'rfa®?3t;t Idle gear shaft supporter
ffi Idle gear

Bush
Shaft
Cam. shaft gear
^A
Distributing cam

Crank gear
 fig. 9

soffit);
P*rt Ho. ^ -S ^
Mmo of parta tff *4 .Jf > r
foel injection PUHP
/^J7 asm >H -f -yy ^ i>
7jjr
■ ■" » Pluaiser guldo
y Jsj " I «u"- roll?;pi„
I. . * ^ i; ^ _ roll er
y jstt
^ f flJM D » ^ ^ I Tappet acre*
"> 330
Lock nut
a Jfi
Oil guarder plate
J7J7 tCfclClfitfj 5 V ^ """" ""•)
■37 ar
awauttev I^ol control lorer link
Link pin
37 7 I 3777
3777 Sere* Unk
" '< .
37//f 377^
3973/
" " spring
Teroinal Joint
iOOO 3739
%flia ^It, pipe Joint 600 3

too/
«1 injection puop, coniplete
fj ^ if
i 003 Puop houaing
* 003 Plunger
" '< u <u
i.OO*t
a y !> > y *' barrel
^00 3
n ij "Pring
DoliTery Talre 6 ooj
*■001 0J0 9
" " O ~ f,
*O07
^ a y !> V ^• " •• seat A0 3A
loor
4, ju^_ OO 6
*oor TKi*-:/!; f. " " spring
io/o • " holder
F"'yA-//-/v'«P7" 'o'''jiy ^wer spring aent
io//
P*ltv-ery Voitve "CnAg.
\t 60 0 3
*0/3 Plunger guide 600 /
*0/3 iasa Stop ring
*0 / *t
Oppsr spring seat 6o oj 60 / 7
*0 / 3 C<Mtrol nlesTa
" rack ^O O f &0/V

* O/ 7 003 9
f7 > i> + /< U j|7" 0 " ij > ^f- AO/3
SCu =f -J L -7 ^ Plunger barrel "0" ring
Deflector bOO V
®°''2
Qaaket 00 6 /.

*0 3 i
0O3 t Front cover
ffi :t> A AO / j
Oo * / Fuel can
^ t6 AO / /
0330 Cam abaft
»«<««»
O3 09 ««4<y Injection pipe
Fuel puap atand
 ■aPBBeB;

PIG. 10

FUEL CONTROL DEVICE

Fuel oil cutoff device

m)
^is ^ ZR
t- Over load indicating device

2772

sss-g- m ^ ^
Part No. Name of parts

^7 0 6 Control shaft
a7 0s ': /^>' VA^ Fuel control handle
2.7 09 n 7*^7-^ V Handle bracket
27/O 7 Y Worm handle
27 / / " l.^7\ >' Y Spring
$

27/2 t' st — Spring for worm

27 / <c
Link lever to governor
27 / S 7 :i- — A Worm
27 / 4> 7 ± —A ®]$: Worm segment
27/7 ' FA' " detachable handle

27 20 Bearing stand
27 2<t
' (^»«) ti It

272S II II

2 7 32 V ^c — Control lever
27/.S Link rod pin

277 2 Pawl for contjTol shaft

27 S7 y^-y Y Fuel control handle shaft
27 S9 a a vx? — Lever for handle shaft
27 9 O
" a a ihi&fffl Stop ring
 PIG. II

m m gs ^ ^ @
GOVERNOR DRIVING MECHANISM
m m
Woodward gc

11

0716 2522

2562

252V

fiSi ^
Part No. Name of parts

a^ shaft'
JZS /s
Bush
J.S / 9 ao Bevel gear
ao (/Jn)
" pinion
2s a/ gB Si ^ $ Drive gear

:2s
T u m Lower case
-2s^j gSSlS$i^
Drive gear shaft
2S 39
" " bush
3S 39 7.^7 :x h ^
Thrust washer
33 6> 3 mm* 9 Adjusting collar

07i6 Serrated coupling

 FIG. 12

GOVEBNOR Lmc DEVICE

(UG8L)

a
§5 an « %
Part No. Name of parts

^SOO m m m Governor
JSys Goremor lever
^7^9 Link rod
J7/<£ Link lever

OS Link rod
os^^ t »
Link rod spring
OS 6S' # r
ISft i^V Link rod pin
» a
OS^9 a
Link rod pin
OS// y Spring seat
OSSO siisa y > i/j& Upper link rod
O sS7 Spring ^ide
osss ^ it Fork end piece
S7SO Bearing stand
S70 ^ Fuel control shaft
 FIG. 13

STAlCriNG AIH L2Al> Vj^VE,

STASTIJIG XLR PILOT VAL7S
(1850) ( 1 700)

1861

1862

-
1856

trn a so. ca
tiiilJO llf 'J-
Part Noo - Name of parts

1700 fob Starting air pilot valve, complete

1701 ^R Pilot valve body
1702 R Pilot valve
1705 /V' Spring
1715 /\" Spring holder
1720 /\° \y ^ V Packing
1721 vy ^ > Packing
1725 "7 ^ > ~y Flange
1776 R Pilot valve cover
1777 0 'J > r "0" ring
1773 e 7. h > Piston

1850 fSj Starting air read valve, complete

1851 Body
1352 # Valve
1355 0 U > r "0" ring
1354 /V Spring
1355 Valve seat
1856 0 'J > "0" ring
1857 R ^ Jt Retaining ring - R type
1858 n Push rod
1359 /V' Spring
1860 k 7" Cap
1861 Push button
1862 !? /K ^ t/ Machine screw
 PIG.14

tatSitixvtA^
STABTIHa AIR DTSTRfHimR TALKE

Cjs^oo)

/ 0630. i

1J
Cjul Bht.it
A i

r-^.
^

sSt§i§"^ fi 5
Paxt No, Naxae of parts

3SOO Starting air distributor ralra, cooplato

JSO/ 's m ^ Yalre
3S03 Sprlaig
JSOJ Top piece
33-03 *s m VflLlYe

33-03 Stopper
3sor n y dir y Gasket
3S03 (la) Aix inlet tmion (set)
33Of Fixing bolt
3333 Distributing caa

3333 y^i. Bush

33^3 mama's mmin'sm^ Air outlet tersdnal
334^4^ M y ^ y Packing
33VS tK h Bolt
33447 Corer

33443
Bolt

3333 Knock pin

O 3f44 Bolt it aashar
O 3 30 5i- ^ jU -,1, Oil seal
 PIG. 15

m U m.
REVERSING DEVICE

4820. 4801
480?.^^^
4803v^ .4882
48o4^\

4871
4891B

4870

ouaoi ^ £a ^ ^
Part No. Name of parts

Fuel control handle

Reversing device case
V.S02 y " cylinder outside cover
^^03 // // h > Piston
^s-o<£ h " rod
^so7 "O" y > "0" ring
^S09 ^ ^ Pad
v-^/o 7. h i^mSSLit^^ Piston rod end piece
v-s20 // ^"0" y "0" ring
V.S2/ // ^ h. Nut & washer
// y-, h Coupling bolt & nut
<AS2s
Reversing cylinder
^S2S // //
Packing
<^<r7(7 Safety device, complete
^S7/ // " " spring case
V-S7 2 // Spring holder
^S73 // /^:». Spring
jS ^ ti- Pointer

y^^'' "0" ring

:3!7 A na Cam shaft
 ^ :3tJ 64 S FIG-16
THROST BEARING

Part No, Name of parts

300^
Thrust bearing pad retainer
300S
30/ 3
a ^ . " pad
30/S
Bearing metal (stem side)
Cover
30/^ «0 ^• Side cover
3oas ;i- Union
30 30
Bearing metal cap
0033 m ^ IS Engine bed
003V- 2 S e Mam bearing cap
003S Main bearing metal
■0 0<A/ 7 >m Crank shaft
oo<^s ^ ^ y ^ Crank shaft gear
 FIG a?
iH r
LUBRICATING OIL PUHP

(2100)

d 2105A
2104
2133

21Q5C
2102
'2113

2107
2111\
2110\
2158 >

& «
Part Noe Name of parts

J/OO v-r Lubricating oil pump, complete

f2/0/ > r m Pump case
2/02 Pump gear (drive side)
2/02 Pump gear (driven side)
2/0¥ f a. Bush

2/OSA Bush
2/OSB f Bush
2/OSO 0 Bush
2/07 el: m ^ Delivery valve
2/Of Spring

2/Of i±.m) Valve guide spindle support (upper)

2//O «.A ^ Suction valve
2/// Spring
2//2 ^ ^ Pump gear shaft (drive side)
" " " (driven side)

2/22 Drive gear

2/Sf ^ 56 rt 5ft' Valve guide spindle
2/77 irm) support (lower)
 fig. 18

LUBRICATING OIL PUMP, REGULATING VALVi

2/27

2/26

2/2S

2/ 3/. 069 9

{2/</0)

SB a S
Part No, Name of parts

2./ '"1^ > Regulating valve, complete

a /20
Spring
2/2/
^ ^ Packing
2/23
Spindle
2 /2^
Stuffing box

2/ 3.S ^4 Packing gland

2/3.4, ° -y ^ i- V h Locking nut
2/27 > K Handle
2/30 m m ^ Regulating valve
2/ 3/
Packing

2/36
Valve case
2/37 /N° V 4 V h Cap nut
O 69 9 /N- ;f. ^ Spring holder
 PIG. 19

tHlntt.
TACHOMETER

nC OP § dB OD €
Part No. Name of part
5626 ©Icsi"^ ^ i Union Joint
5651 Drive shaft bearing
5652 Drive gear
5655 Drive shaft
5656 Distance piece
-7 •> n-
5658 Bush
0944 Transmitter of electric tachometer
 fig.20

Turning motor
TURNING GEAR DEVICE

(6300)
6342 6329 6302

6330 6303

^± ^
Safety valve
■7'i ^ a 7.
Micro switch

S a ^ ^
?art No. Name of parts

63 OO -'NX*? :m.
6 30 a
Turning gear
Output shaft
6 JO 3
Drive pinion
63 2 f Handle shaft guide piece
6 3 3 a Handle shaft
6 33 /
Handle
6 39 2
Handle shaft guide
6 3 30 ^ m m Reduction gear
 PIG. 21/

a I' ■ , TDEL.pIL JTLTm

(Primary)

(JPO^eoo)

0421 • ^>435

■ l... /
m
'T-rn 0456
B

J-Li

XP 0400
Primary fuel'oil filter,conplete

0 40 1 a
Pilter "b ody
0402 r
Drain plug
0411 ^1Si'='7 Change over cock casing
0413 packing
0416 Change over cock
0421 Packing gland
042 3 V ^ Packing
0 43 5 V KA Handle
0 441 Wire elenent holder
0442 Bolt
0443
Gasket
044 5 =»
Center tube

IP 0448 —7X 3 £^1^ Wire gauze privary

04 6 1 Oil pan
0 46 2 H'-ziy ir
Peacock
 FIG,, 21

FUEL OIL FILTER (Secondary)

IS0407 ISOW

(ISO^O)
IS0406

130403

IS0447
:130435 130416
IS0441

IS0401

■ U...J

jur o
.Di)a3 Wo bB Si * ■^ ^
Part NOo Ncune of parts

I S0*£0'0 ^?t713 3 (3^) Fuel ^il filter (secondary)

1S0<^0/ :3 ^^ Filter body
I SO<£OS ^ — 7^ Case
ISO^O^ ± m. Cover
1S04£07 y y Locking nut

1S0<C0S yA ^ Spring
I S04^/ 6 Chcinge over cock
ISO^ejS /\ y p jv Handle
lSO<iic / T Is Cover (lower)
I SOU^Ai S e Air bleeder valve

ISO <A A! S Shaft

1 SO Ai'A 7 JL t' > i/ h Element
 PIG. 22

3 (/ y^7W^-5S;)
RNO^O? LUBRICATING OIL FILTER
ENO^^ JRNO^

RNOMf?

(RNO^OO)
RN04O3

RNO¥H

RN0¥f5 ^ RNCyf35
RN0^16

I • "ii .iLy ca 03 \ RNO^I

^ S ^ 15^
Part No, Name of parts

R}ilO<COO 3V Lubricating oil filter

EU0<<0/ 3 5^;$:^ Filter body
Rti0<^03 T - 7^ Case
RH0<C0 6 Cover (upper)
EM 0<A07 y ^ Locking nut

Rtao^co^- /-« ^ Spring

RJ^0<^/4. 3 7^ Change over cock
RSO<^3S /N y y Handle
R H 04i<C / Cover (lower)
R^O Air bleeder valve

Shaft

EN jiUji z/h Element

 FIG. 23

LUBRICATING DRIVING GSiR

0745 6805

W Tfrn
3^

680T
0745 / 07^2

SK ro ^ ^ ^ fSi
Part No, Name of part

6800 Lubricator," complete

6801 Suppoirt
6804 y ■> s. .Bush
6805 sA S g Bearing corer
6806 Drire gear-
6807 Dri"7e shaft
0742 C iKSHB5!) Rubber shaft coupling fdrire.'side)
0743 Rubber shaft coupling (driren side)
0744 ^ a Elastio piece ' .
0745 Si S ? g , Coupling cover
 PIG. 24

^ 7K ij §1
FRSSH "STATER COOLSS

( 2400)
2 4 26 24 05

24 0 9 24 03

24 06 24 16
2 40 1 2410
240 7 24 1 7
2 4 18

£3r O = A
cuoo w O ^ ^ ^
Part No. Nane of parts

:2<too ^ 83 %{?ia Cooler, cop.plete

JlitO/
Cooler body
2</^03 Side cover
3^0S Tube plate
2V.O i,
Tube plate

2<t07 >K § g Side cover

2<10 9 ^ ^ IS Water tube
2<i / O 55 K g Baffle plate
2a/ a
Anti-corrosion zinc
2a / £,
7h:9iAP<^^/"C,4: Packing

2a / 7
7KS§®im 'O'-r^r "0" ring
2a/s
Packing

2a 31
Zinc setting cover