REPAIR MANUAL Farymann Diesel Engines ENGINE MODEL K/A/L/R/S Farymann Diese! U.S.A. 870 Route 530 Whiting, N.J. 08527 Phone (732) 286-6104 Fax (732) 286-4575Preface We congratulate you on your choice of a FARYMANN engine and wish you much pleasure with this German quality product ‘These operating instructions are based on the most recent state of development. Every case ‘was taken in their preparation in order to exclude the possibility of any errors. However, we accept no liability for any errors of representation or description oF for omissions. All those involved in the installation, commissioning, operation, maintenance or repair of the ‘engines must read and observe the operating instmction$ and particularly the "Safety" chapter. ‘The engine has been constructed to the state of the technology and in accordance with secognised safety regulations, Nevertheless, dangers to life and body of the user or third parties ot damage to the engine and other damage can occur during its use. The engine may therefore only be used when it is in a technically perfect state and operates safely. Tn particular, malfunctions which could impair safety are| to be rectified immediately. FARYMANN DIESEL GmbH is not responsible for damage resulting from incorrect use ‘Such risk is borne solely by the user. Comes we also inelodesobwervance ofthe opening intrcios and complince wih the operating servicing and maintenance condions. "The engine may only Be operted and serviced by reliable, tained perionne in compliance wih the relevant cident prevention regulation swell other genealy-recogaised mls of sft and industrial medicine. FARYMANN DIESEL GmbH accept no liability for, any damage resulting from unauthorised modifications or changes 10 the engine. Replacement parts must meet the technical requirements specified by FARYMANN DIESEL This is guaranteed if original replacement parts are used, The fitment and/or use of parts and accessories not delivered by FARYMANN DIESEL can under certain circumstances decrease the design features of your engine. FARYMANN DIESEL GmbH accept no responsiblity for damage resulting from the use of non-original replacement parts or accessories. ARYAN DIESEL GMBH INDUSTRIESTRASSE 1969623 LAMPERTHEIM POSTFACH 1220-69602 LAMPERTHEI ‘TELEFOM (06206) 6070 TELEFAX (06206) 507111Table of Contents Introduction 3 Engine designation Engine data ‘Savety Instructions / Warning 8. Notes ‘A10 Engine ne R30M/S30M/ S10 B- Dismantling Fuel tank Cylinder and piston ‘Connecting rod Injection pump Camshaft Flywheet Oil seal Crankshaft Governor Main bearings Valve seat Assembling ‘Testing of rebuilt engine Crankshaft 28 - Flywheel Reassembly a1 - Connecting tod Piston rings Adjustment of TDC. Camshaft 36 - Cylinder head Push rods Valve clearance 10 4 1s 16 7 18 19 20 21 23 4 25 26 27 29 32 33 34 35 37 38 39Table of contents | Valve timing Decompression Device Excess starting fuel Injection pump models Injection pump models Injection pump timing 45 Engine speed governing system | Govemor 30 Speed governor adjustment 2 Engine speed regulation ‘Acceleration lever ‘Adjust iing speed Conversion of engine speed regulation 37 Governor springs Nozzles/Nozzle holder Mechanical fuel wansfer pump Marine engines Cooling water circuit Water jacket ‘Thermostat Lube-oil cieuit 66 Engine rating 68 HD engine lube -oils maintenance 70 Marine engine mounts Fuel system | ‘Water circuit Electric equipment ‘Trouble shooting 6 40 a 2 a 46 49 51 3 54 55 56 59 60 61 6 7 6 1 R B ” 8 8INTRODUCTION FARYMANN builds air as well as watercooled diesel engines using always the same distinctive design features with all models, may it be horizontal or Vertical or the V-configuration. The simplicity and resemblance in bullt-up facilitates maintenance and ser~ Vice requires an absolute minimum on special tools. Although this workshop manual is primarily based on the aircooled vertical single cylinder engine, all instructions can easily be applied to the other models, where as reference is made to come characteristic Features oF the line. COMBUSTION: FARYMANN builds exclusively DIESEL engines. They are all of the 4 cycle type using overhead valve configuration. ‘The direct injection combustion method is used on all engines. An open com= bustion chamber is located in the piston top. Direct injection is outstanding in its efficiency which results in low fuel com sumption and clean exhaust. It facilitates hand start even at low temper— atures and makes ignition paper cartridges obsolete. COOLING: Aircooled engines: Cooling is accomplished by a flow of air from the flywheel fan. No V-belts involved; as long as the flywheel turns the engine is cooled. Air is drawn in— tothe flywheel fan and is discharged through shrouding to the fins of cylinder and cylinder head. Note: Arrangements must be made to ensure that the cooling ain is never recie— culated or restricted neither on the intake side (flywheel) nor the outlet on cylinder and cylinder head on the camshaft side. Watercooled engines: 7 ‘The only difference to the aircooled engines is that the finned cylinder and cylinder head are replaced by a watercooled cylinder and cylinder head. Al~ most all other parts rest identical to the basic engine. The watercooled system incorporates a selfpriming water circulation pump, using fresh or direct seawater. Automotive type circulating pumps can be supplied for thermosyphon, radiator on two circuit cooling systems (using heat exchangers).LUBRICATION: All single cylinder engines are splash lubricated. They are exclusively equipped with ball and roller bearings. No lub-oil filter Is fitted to these engines. \-twin models,having only one heavy duty roller bearing as main bearing on P..0. side (Flywheel), have a built-in gear type lubrication pump forcing 1ub-of to all necessary parts. An automotive type "spin-on" lub-oil filter is fitted to the outside of the crankcase. GOVERNOR: [Ahigh precision frictionless operating governor is standard withall engines. Being totally enclosed into the engine crankcasa it needs no servicing or lubrication. | ‘The governor is linked to the fuet pump rack arjé to the acceleration lever Suteide the crankcase. Engines may be equipped with a fixed-spesd or var Sole speed governor maintaining the accurate engine speed under varying oad conditions | To ease starting at low temperatures alll engines are equipped with a lever for excess starting fuel. This lever does allow the pump rack to travel into {ts maximum position during the starting operation. INJECTION EQUIPMENT: ROBERT BOSCH injection equipment is exclusively used on all engines. In Section timing emptoys the "epilt cut-off" method, Nozzles are of the a-hole type. | ROTATION, POWER TAKE OFF: | Looking at the Flywheel, which is the principal power take-off, the sense of Foution ts counter cleckwive as it ig standard With all combustion engines manufactured in Europe. i Gamshatt P.T,0. flange turns counter clockwige as well; half of the rated power can be taken off the camshaft. | ‘The camshaft is driven by the crankshaft through|a 2:1 gear reduction, When power is taken off the camshaft a shockless smooth load is stipulated (V-belt Grive and other high flexible couplings are recommended. Vetwin engines are provided with a P.T.0, on crankshaft on the gear side. Sense of rotation is clockwise. It ts normally use to Flange hydraulic pumps on belt~crive alternators, ote.ENGINE DESIGNATION ‘To assist the mechanic during repair work, we have summarized a few notes and details on the engine. This data is not only meant for the information of the workshop, but will also help customers when making referenceta the spare parts list. Use of these instructions presupposes the necessary engineering knowledge and trade skills. We strongly recommend the exclusive use of original Farymann spare parts For repair purposes. This is the only way to guarantes perfect repairs. Please consult our agents and approved workshops when spare parts are needed. Appropriate details will be found in the spare parte lists. It Is al~ ways essential to indicate the engine serial number. ‘This number will be found on the type plate. It is also punched into the crank~ ‘case above the governor lever. Pa ET ek Ran e34A100125 fig Cee Wo eee send 24 = Year of manufacture 34 = 1980 A10= Engine Type 0128 = Serial NumberENGINE DATA (next page) Figures given, especially for engine timing, are always approximate and do vary slightly. among individual engines. Timing figures for 2 cylinder engines do re- fer to cylinder no. 1 only (the one next to flywheel) whilst cylinder no), 2 is then auto~ matically ovk. iExar} Safety Instructions / Warning The engine must be handied only in accordance with the instructions, |specified by the manufacturer and transported by using the devices de- signed by the manufacturer! |When handing consumables and other chemical substances, observe the product-related safety regulations! When handling inflammable consumables, do not smoke! | Vapour of lubricating oil or fuel may catch fire when getting into contact with ignition sources! Be careful when handling hot or corrosive consumables (tisk of burning or scalding)! Without particular permission never carry out maintenance and repair work when the engine is running! Ensure thatthe engine cannot start uninten- tionally! Before starting the engine, make sure that nobody is at risk! Always check that the safety devices that have been removed are refitted upon comple- tion of the maintenance and repair work. See to It that all tools used are removed from the engine! PP PPPPP PE Never carry out work on safety vaives (e.g. modification of the spring ten- sion)! Defective safety valves must be replaced immediately! Used consumables and fiters must be disposed of in accordance to the regulations in forge at the respective site. Before or when starting the engine, check: ~ all lines, hoses and screwed connections for leaks! the safety devices for completeness and obvious damage! When starting the engine by hand, only use the starting device authorized by the manufacturer (starting handle with kick back limiter, recoil-starting) and observe the handling instructions! Never use cold starting aids on an ethy! oxide basis! > PIPE Due to explosion hazard it is forbidden, even in case of emergency, to start ‘a compressed-air started engine with fuel das or oxygene!Farymann Diese! Safety Instructions / Warning Operate IC engines only on sufficiently ventilated sites! Before starting the engine in enclosed environment, make sure that there is sufficient ventilation! oe See to it that the engine is slowing down to full stop only after 10 - 20 sec- londs! [Any safety devices of the engine or the machine in which the engine is in- stalled must be refitted upon completion of the maintenance and repair work! Before starting any work on the electrical components, the power supply to all ive parts must be cut off Carry out maintenance and repair work only if the engine parts are posi- tioned on stable ground! Liquids which might issue under high pressure (e. g, fuel, ol) may pene- {trate the skin and cause severe injuries! PPE PP For carrying out cleaning work on the engine always use a detergent which is non-combustible or where the flash point is above 65 °C! WARNING Proposition 65 Warning Diesel engine oxhaust and some of ite constituents are known to the State‘of California to cause cancer, birth defects, and other reproducti- ve harm.Acceleration Lever Excess starting fut Decompression lever TO. Dipsticx Lubo-oit fitter Ott drain plug Aircloaner Grankoass breather Exhaust port Rocker arm cover Inspaction cover Injection pump. Fuel pressure line Nozale notcer Fuel return line Fuel tank Fuel Filler cap, Fuel foed tine Fuel Fitter Aie shroud Flywheel P.T.0, flange TDC mark crankease Flywheel housing Range Starter motor flange Ott strainer Grankcase cover Inspection cover (Of Fitter "spin-on" Oii-cosler Oil pressure owitchS2guRzegeey $10DISMANTLING Before starting to dismantle the engine,make sure to what extent dismantling is actually necessary. Clean dismantled components thoroubhly. Either use commercial warm cleaning agents, e.g. PS or wash the pants out in diesel fuel or petrol. For corr ete dismantling, ali the accessortes.and fittings such as the V-belt pulleys, eynamo mountings, starter, water pure with tubing, oflbath air fiter Trust belremoved. | In tha case of vertieat engines, remove the fuel tank as well to- ‘gether with its support. Removelnign pressure pipe bet- ween fugl injection pump and in- Jector. Beal off the outlet port Of fuel injection pump to prevent Ingress of dirt, For this purpose release the fuel intake line and disconnect it at the fuel pump. Figs. 1 and 2 Further) dismantling down to the cerankcase is then easy.CYLINDER AND PISTON. Remove cylinder by sliding it up over the four studs. Note: In the case of V-twin engines, the cylinders used on air cooled units are interchangeable as new parts, but If they are to be used again, they should be suitably marked to ensure they will be replaced in their respective left and right hand positions. Cylinder assemblies used on water cooled V-twin engines are not interchangeable. Remove the gudgeon pin circlip (see Fig. ® and push guageon pin out of piston ~ remove piston from connecting rod. In the case of V-twin ‘engines, mark the pistons to ensure correct replacement in their respective bores. Note that the combustion chamber in the piston top is always off-center towards the Flywheel side. Special care should be taken when reassembling. CONNECTING ROD . Remove the inspection cover on the side of the crankcase which provides access to the connecting rod big end ~ see Fig. 4. Release the connecting rod bolts through the exposed opening in the cover and remove them. Remove the connecting rod upwands through the cylinder bore. ”CONNECTING ROD Cont?s) case and Series engines have connecting rods| without a split big end fand the connecting rod is removed with the crarkahgit assemble, cemeelS Somesting rod big end bearing on K14, K90 L~eartes and A-series SETS 2 Of the double roller type and will remain part of the crecwonnee Sesembly even when the connecting rod (8 removed with the Arson. Shell type big end bearings ane employed on V-twin engines and KS0 series SRC mould be removed when the connecting rod eapd are removed. ‘They should not be mixed up, but kept with their respective rods. INJECTION PUMP Take off tha compiete desather valve (B). The small rod with ball joints on each end linking the governor lever with the ine Jection pump rack can be with drawn trom the bal! head oF the pump rack. Use a wire hook to facilitate thle work if necessary,INJECTION PUMP (Cont?) V=twin Engines: Remove the fuel filter complete with bracket which will provide access through the crankcase to the fuel pump rack. Press down the excess fuel button and put the fuel pump nack into the contre position. aaa Removal of the fuel Injection pump is now commen to both type engines. Remove the setscrews and remove the fuel pump from crankcase, Turn pump slightly if necessary. Do not apply force, Do not damage the shims underneath the fuel pump flange ~ keep them ina safe place for replace ment with the pump. CAMSHAFT. To remove the camshaft the tappet guide with decompression device as well as the injection pump (and the fuel feed pump if fitted) have essen= tially to be removed first. ‘The push rods and protection tube having been taken off already,remove the 2 nuts holding the tappet guide. When extracting the tappet guide, watch for tappets which may Fall into the crankcase: After removing the 4 nuts, holding the camshaft bearing flange, the latter can then be pried off by means of 2 forcing screws, The ;"ange can then be removed completely with camshaft and gear wheel. If necos— sary rotate the Mlywheel slightly to free the cam gear from the gear on the crankehaft Fig, 6). Remove flange complete with camshaft assembly. Dismantling the camshart assembly is cammen to both engine types. ‘To separate the camshaft from its bearing flange, first take off the gear by removing the nut on the end of the camshaft which is secured by a lock washer and holds the slide bearing as well as the gear.CAMSHAFT (Cont'd) Remove circlip holding inner race of ball bearing and drive the camshaft ut of Flange and bearing with matiet or hand press. If necessary, replace the ball bearing and ofl seal in the flange. The outer race of the bearing is secured on both sides with a circlip. ‘The bush in the crankcase which supports the rear of the camshaft, can be renewed if necessary, after the crankshaft has been removed, V-twin Engines Attention: Definetely follow each stop after the other to avoid damages to cam-fol— towers and cams. ~ Take off all parts mounted to camshaft flange. = Remove both cylinder head covers, loosen rocker arm support and re~ move push rods, = Remove complete decompression device (1) by unscrewing nuts (2) and insert special tool X (he. 0886.923.01.5) as shown in Fig, 7 to disen= gage cam-followars from camshaft. Warning:, Proper insertion of tool X is imparative, otherwise cam-fol— Towers witl breack. = Remove fuel feed pump (9) (if applicable) « 20CAMSHAFT (Gont’d) ~ After removall of bracket (4) disconnect governor lever from pump rack (Ball pivot). = Remove fuel injection pump (6) (see Fig. 7) as described on page 19. = Remove dipstick. = Turn camshaft to bring marking "0" on flange (6) to top canter. Then remove the four nuts of the bearing flange. With two hex. bolts Me x 25 (DIN 995) inserted into threaded holes (7) the bearing Flange ‘can be priad off, holding the complete camshaft assembly. THE FLYWHEEL ‘The flywheel ts Foxed toa velf=locking taper and can only be removed with a special extracting tool. Re~ ease the flywheel nut by 2 to 8 turns only, using an im pact wrench. Fig. 8 Fit the extractor and remove the Mywhee!. Do not attempt ‘0 pull the flywheel from the: shaft with the flywheel nut removed as it is necessary to Use this nut as a safety stop when the Flywheel ts released from the crankshaft tapers “Then unscrew the flywheel nut comptetaly, Fig, & lywheel ex 21on of cup springs bot~ owe eaeel and ansle ring (Fig, 26). Pu of ana win Using its inner Placing ct occ gic7e 22) ane then remove damaged a ceat ings placing oft seal it (s advised to replace the angle rin toes th Tene nate ning using ite inner grove to prise itloft. Remove spring loaded oft seal, CRANKSHAFT i Te nave the nuts holding the main bearing plate flywhee) side and pry off the Plate using two forcing screws illustrated in Eig) 10. aren removing secrain bearing plate the complete crankshaft with ernall guar when tn governor can be withdrawn. 1 GOVERNOR jth gingle cylinder engines, the governor is fitted to the front of the crank With single cylinder engines, Fe rmove the governor, release the locking washeh and remove the com- governor by means of a socket spanner. ia Note: Tho govornor has a left hand thread. Release by turning clockwise. 2 unit withthe lubricating ot pure win engines, the governor forms satin i par tha ia accessible trough tho governor inepoction cover an removal of le receasary. Speed regulation tirkag : Governor Is fited to erankshatt directly with single cylinder engines only! nWith single cylinder engines both main bearings are roller bearings whilet \V-twin engines have only one on the Flywheel side. The roller bearing on Flywheel side serves as thrust bearing for the crankshaft on all Farymann engines, i.6, fixed bearing on Flywheel side, loose bearing on gear side. If roller bearings have to be replaced the inner races must be pulled off the crank pins. Always make sure that the inner races are firmly seated, If they are loose the crank or crank webb con- cerned has to be replaced. With an extractor tool the inner races of the main bearings can be pulled off une damaged (see Fig. 11). The toot is suitable to pull-off the crankshaft gear as well. ‘ANI seats are cut under a straight 45° angle. When Seat overhaul ‘s neces= sary we highly recommend the HUNGER special valve seat cutter, ‘Modet VDI (see Fig. 12). If this cutter {5 used no grinding-in ie necessary. With all watercooted engines, having grey-cast head, vaive seat te integral with head, whilst with all aircooled engines valve seat {s an insert inte the aluminium cylinder head. If the latter seat is beyond repair pro- ceed as follows: = put cylinder head in lathe, centered on respective vaive quida; = turn out valve seat une a emalt rim remains, which can then be easily removed. To Fit new valve seat heat cylinder head up to approx. 1809 © (380° F) and drive new seat into ts thoroughly cleaned location.ASSEMBLING | To assemble the engine, the sequence of operations for dismantling is more or less reversed. : It {5 of great help to use the corresponding spare parts list when reassemb- Xing the engine, Tables in parts list show the exact sequence of Fitting oF the different parts. TESTING OF REBUILT ENGINE ‘An engine that hag been complete overhauled such as having the cylinder re— placed ans fitted with new bearings, piston and rings and valves should 90 through a run-in period perferably on a test bed|before any mount of Toad {s applied to the engine. | The proper running-in of the engine will help to establish polished surface and proper clearance between the various operating parts and thus add years to the life of the engine. | CONROD BEARING Single cylinder engines: ‘The built up crankshaft of these engines has a multinange roller bearing as con-rod bearing, which is specially designed by FARYMANN and ts patented tn countries the world over. | Replacement of this bearing can only be done by mechanics who have undergone ‘a thorough training in the FARYMANN factory. \V-twin models: With V-twin engines, the big end bearings are of the shell type and are easily replaced, However, if the crankshaft big eng journal {s worn, it can be reground 0,8 mm undersize or @ replacement chankshaft fitted. A replaceable small end bush [s fitted to all type connecting rods, 4MAIN BEARINGS Attention: Outer and inner race of roller bearing are matched by the bearing manu= facturer, Extreme care should be taken that this is respected when assamb= ting, Heat the inner races of the main bearings in an oflbath of about 80- 100° G (200? F) and push them as fast a= possible onto the pins, Pre~ ferably using a suitable length of pipe. The outher race contathing roller cage and rotters must be firmy pressed into the crankcase housing (gear side) and the main bearing plate (Flywheel side). Preferably a hand press with suitable Wolly should be used (Fig. 12). Only knock into position if this is absolutely necessary. If So use a flexible hammer or a piece of wood, Ensure bearings are not tilted, other wise severe damage will be ‘caused to bores and races. Make sure that the outer races are irmty seated in their respective bores to prevent them from rotating and da maging the crankcase or main bearing plate, In the crankcace as welll as in the main bearing plate outer races are held in position by Fixing segments provided for this purpose which are screwed down using bevel lock-washers and screws (Fig, 14). Fig. 14 2sCRANKSHAFT REGRINDING —(V-twin Engines only) Enaine Type "B* sx, O45 men uncerstcn Main BI9EM ———so16/04,008 mm 04518 /08,408 mm ae (2.5596/2.5584 in) (2.5099/2.5387 in) Fitter Raat | eM Bearing 2 = 0.8mm (o.0f8 19 = Big End Bearing 3,8 mm (0,198 in) gine Types “PH ana s* | Engine Types "Pr anes gy, Oa nv underatze Iuain Bearing Dia, £0,018/70,080 mmm 719,.018/78, 488 mn Guisvotaosm) — @eliedsrariane inp Big End Bearing ——_78,018/74,000 mm ——_-74,918/74,488 ram Din qesese/avdsat in) 6006/2. 806 i) chain Soaring 2 0,8 mm (0.078 ir) = Sig End Searing 3,6 0.186 in) i CRANKSHAFT GEAR | The crankshaft gear should be thoroughly heated (180°C / 360° F) ona hot plate and after inserting the key into the crank pin, shrink the gear tonto the crank pin on the timing gear side (Fig. 15}.Crankshaft Gear (Cont’s) Fig 18 Note: Helical Gear Positions. “The gear (where helical toothed) can be fitted to the crankshaft either way round, ‘The face of the gear where the key slot is ‘exactly centred underneath the tooth gap should be seen after assembling to crankshaft ~ see Fig. 18, This positions Ie referred to as the “normal position" and applies to all engines ‘except those mentioned below. The gear is marked on the outer face. With A30 series engines, the gear can be fltted the wrong way round which results in advanced timing of approximately 6 mm on the Nywheel rim ~ in this condition, the tooth gap is slightly off centre to the left. With 30 series engines, the two Sides are distinguished by the position of the key slot in relation to the tooth gap or tooth. With position No. 1 ~ "normal" ts opposite the key stot. = the tooth gap ‘With position No, 2 - “advanced” the tooth directly opposite the key slot. Fit as follows: vanced" Crankshaft rev/min up to 2000 ~ Position No. 1 Crankshaft rev/min above 2000~ Position No. 2 The L14 engine has straight gears and the above does not apply. GOVERNOR Single cylinder engines: _ Fit locking plate on the governor and screw it into the threaded hole on the gear side crankshaft pin. Important: The governor has a left hand thread, Tighten down in an anticlockwise direction with 1 socket wrench and lock in position ~ see Fig. 17. Al- ways use a new locking plates nGovernor Cont’ Remove the governor pin and insert again after greasing we oo that i ‘cannot drop out when the crankshaft ist fitted, Governor V-twin models { ‘Severmor Votvin modate | {With V-bwin models the governor 18 rotted to thy crankshaft but forma a nit with the uberoit year pune 7 “The pump body is lodged in the crankcase partition containing the oll galleys for suction and die charge of the lube-oll. Geo Fig. |i) ‘As shown in Fig. 18 present the the unit (assembly of gear pump, gear wheel and governor) and slide It into the bore of the erankease. partition, As space (s very limited, some SkiTl should be applied to manoeuvre Pump=governor-unit into crankease. © Fig. 18 | “To align holes in pump body to threaded holes tn crankcase, use spectal tool as shown in Fig. 19 “Thon fit Allen-screwa and tighten ee shown in Fad 20. 28CRANKSHAFT Before fitting a new crankshaft and/or Flywheel, the taper on the Flywheel end of the crankshaft should be ground into the tapared bore of the fly= Wheel using grinding compound = see Fig. 21. It is important to note that the main area of contact should be to the engine side of the shaft. After a good surface finish is obtained, carefully wash away the grinding ‘compound with petrol or paraffin. Grinding Fig. 21 Insert the crankshaft into the crankcase and carefully slide it into the bear ing on the gear side without applying any force. (Fig. 22) \V-twin engines: Crankshafts of V-twin modele are equipped with a slide bearing on the timing gear side, When inserting the crankshaft extreme care should be taken that the crani~ shaft gear does not harm the surface of the slide bearing bush located in the crankcase. ‘Thin shim metal sheet should be slung around the gear pinion so it passes through the bear= ing bush without causing da- mage. This procedure can on ly be applied if the governor tube-oil pump untt with its gear wheel has been taken out of the crankcase. 29Crankshaft (Cont’a) Attention: | Singte cylinder engines: It Is possible that main bearing (roller bearing) gear| side has a rather tight fit. ‘To avold that crankshaft with the bearing inner race is presented not exactly in line, proceed as follows: i} Mount complete main bearing plate as described hereunder onto crankshaft Flywheel side. Insert this complete subassembly into crankcase as de: cribed. ‘Thus the inner race of main bearing gear side is pushed into tts rotten cage with the crankshaft perfectly alined through the main bear ing plate. MAIN BEARING PLATE Fit the oi? seal in the main bearing plate with the main bearing outer race iready in position, Press seal down as smoothly ag possible using a hand press (Fig. 23). | 011 Seat | When oll seal has to be replaced it is advised to replace the angle ring as well (eee Fig. 27). Fig. 23 | 30MAIN BEARING PLATE (Cont'd) anes Spplying the gasket to the crankcase housing, place the main bearing Plate and drive it home, applying blows with a flexible hammer to the vers: Periphery of the bearing plate. Take care not to get the bearing plate oat of alignment (Fig. 24), . Present the fixing nuts and tighten with a torque wrench following sequence illustrated in Fig. 25. ‘Torque values: See special chant at the end of the manual. ‘After tightening: Check free-wheeling of crankshaft. Fig. 24 Fig. 255g? — SE REASSEMBLY. Fit main bearing thrust ring(1), rub bor Orring @)s angle ring @» cup Springs (@) onto crankshart pin (Fis.26)4 Sa seat (titted to main bearing plate) Sau “angle ring should be well oited BGrone te latter is carefully threaded in, Main bearing, P.T.0.-side (fixing Mfankenbrt in axial direction), hotds crankshaft in between crank web and Flywheel whilst cup springs compen Ye inakhining tolorancesof taper on erark pin and flywheel Pub. | Note the nurnber and positioning of thd cup springs. Fig. 27 D 2 cone) ex springs ith engines Type Kr b> ‘Rana the Vetwih Re ® 5 cree) cup sorinae cnt vin engines T9P Pans.Fig. 28 When presenting the flywheel, be sure key ts in position in Its-key slot on ERs Raft and that the Key way’in the flywheel hub fe lined up accurately with the key, Note: Key serves enly to position flywheel. Power is transmitted through press~ {Of taper only. For this reason be sure taper has proper surface (ses Figs 21) Fit the Flywheel and tighten the flywheel nut. Tighten strongly with the im= pact wrench, (Fig. 28). F_buheel must give firm metallic sound when topping crankshaft (inside nut) with hammer, CONNECTING ROD Fit the connecting rod cap, ‘ensuring the marks on the cap and rod coincide ~ see Fig. 20. Where the connecting rod has @ split big end, insert the red through the top of the crank= ‘case and position it on the big end bearing ~ eee Fig. 30. With K 5/8 and R Series Engines inspection opening is in bottom oF crankease. 33GONNECTING ROD (Cont’d) No lock washer should be applied! ris. a1 Do use few setsenews, tighten tothe correct true = See Fig st Fig, 90 [PISTON RINGS: |The top compression [ring being chromium |plated, has different section with different engine ranges. | Section of other rings is identical. |Pteton rings have to be [risa betore piston to assembled. Watch jthat piston Ping gaps are rot logated one abpve the other Gro oubriep). Gaps should not be locates above the qudgoon pin bore, but other wie should be aa far from one another as possible, Fig. 3?PISTON & CYLINDER Cylinders fitted to air cooled engines are a single item and if undue wear is present, the complete cylinder should be replaced. For liners of water cooled engines see special Paragraph, page 87. Thorough ofl the piston and rings and by means of a ring clamp (C), push the piston assembly into the base of the cylinder as far as to keep the gudgeon pin bore free ~ see Fig. 93. Present the cylinder with the piston to the crankcase. ‘The piston should be positioned so that the com~ bustion chamber will be directly underneath the injector, i.., the combustion chamben, being off-center, should be to the flywheel end when the piston has been fitted. ull the connecting rod up into the piston. Gentre the small end bush with the gudgeon pin and push the latter right through — see Fig. 04. Fit the quogeon pin retaining circtip, Before pushing the cylinder down home onto the crankcase, fill the gudgeon pin bore with oil, Fig. 84 35ADJUSTMENT, OF TOP DEAD CENTRE | TDG IGNITION CYCLE: | KS series engines: ‘As these engines db not have any cylinder head gasket, piston at T.D.C. tc in reset wolinens KS series: 0.6 ~ 0.8 mm reset With all other engines piston does protrude, See|chart below: Engine Renoe Ke & Protrudes mmo] ext-o,00 | oro Compare to T.D.C. mark on flywheel and flywheel housing. T.D.C. firing stroke of fully fitted engine: Remove rocker arm cover and crank engine until both valves are closed. ‘Adjust marking (1) of flywheel epposite marking (A) on crankcase. “The came apelies to cylinder Now Il when observing marking (Fg. 26 Tiharking te covered oy accescoriecy aclustmentot TOO rng othe taco ave ao flows: | Fa eso foe cover and crank engine until hath valves ore closed. Tere eatey eamanahe has boon verted). Man ona vive open wth Geena ache ariver and tors engine un plafon canpecta with valver Be Wang Sooke to ton onctly ascertmines. OG exhaust stroke: The overlap of intake and exhaust Valve is absolutely symetric to the TOC exhaust stroke. Turn Fiywhee! in matching this overlap and thus ascertain TOS exhaust stroke, Both yates being open the same amgunt on rocking. 36CAMSHAFT To fit the camshaft, set the piston to T.D.C. ~ Fig. 88. Introduce the camshaft with flange and goar into fittet bore in the crankcase ~ Fig, a7 c Fig. 97 Part No. visible The marking on the gear wheel should coincide with the punched-in line in the tappet guide bore, after the gear meshes with the pinion on the crankshaft (with helical gear = model's K34/K8/KE with straight gears), Attention when installing in model "L" engines On models L.28-L90 with straight gears, the marking on the gear wneel (Part No. visible) is slightly to the left oF the mark in the tappat guice bore ~ Fig, 98, For models L 14-20 Retardet position: Gear wheel with part No. in front (visible). Up to speed of 2.500 rom, mark Is to the left of the centre of the gear wheel slot. Premature position Gear wheel with part No. at the rear (not visible). For speeds in excess of 2.500 rpm, mark is to the right of the centre of the gear wheal slot. Fig. a8 nCAMSHAFT V-TWIN ENGINES. SAMSHAFT V-TWIN ENGINES: The cam-followers are lifted by reaching through bearing shield opening. rool "x" ts inserted thraugh the opening of the decompression devies aod holds cam-followers In lifted position. . Bring piston No. 1 to TDC exhaust stroke. Mount tool "Y"" to the rear threaded holes of the injection pump flange. Insert Heady assembled camshaft and observe that the marking on the cam= shaft gear wheel is opposite to the pointer of tool "Y" after. it meshes with crankshaft pinton (helical gear). Remove tools and re-assemble the various engine parts. Attention: After mounting of push rods and tightening the racker arm support adjust valve clearance. Sketches of Tools: 38CYLINDER HEAD The valve and valve seats can be reconditioned in an orthodox manner. ‘The vaive seat angle Is 45°. PUSH RODS. Single Cylinder Engine When recutting a valve seat, do not remove material un necessarily.lf the valve seats are too deep, difficutt starting will be experienced and engine effictency will be reduced. New valve seat inserts choutd bbe fitted if this condition occurs. When replacing inserts, heat thie cylinder head to 80 ~ 60° (178 = 194° F) and then centri~ cally press in the inserts. Replace valve guides, rocker levers and rocker shaft with bracket, if these are unduly After mounting a tappet guide incorporating decompression device) Fit push-rod protection tube with ita O-rings. Present cylinder head, with gasket put into exact position. A little ‘grease will help to keep gasket in place, ‘Tighten cylinder head nuts with torque wrench always diagonally opposite to each other, in se- quence indicated on Fig. 40, ‘starting from the nozzle side. See table for torque values. Looking at engine from camshaft side push rod for exhaust valve (loft side ‘on eylinder head) goes into tappet close to cylinder. Push rod (with nuts) for intake valve goes into tappet close to camshaft flange. 39PUSH RODS Cont'd) VaTwin Engines: Gam, respectively cam followers closest to cylintiors do actuate the, intake valves. | Cam, respectively cam followers nearer to camshaft flange do actuate the exhaust valves, i} Decompression device on P +S engines operates the cam followers closest teeplincere, decormoreasing the take valves | (Decompression on R engines operates cam follower closer to camshaft flange thus decompressing the exhaust valves. With industrial engines the exhaust ports on the cVlinder heads are always on the outside of the engine, with marine engines the exhaust ports are facing each other on the inside of the cylinder heads thus giving the pos~ sibility to Fit the water cooled exhaust manifold, Position of push-rods in cam followers and the operation of the latter does remain identical with industrial and marine enginhs, with the exception {that the Upper end of the push rods do attack the other rocker arm. VALVE CLEARANCE Valve clearance on Farymann Engines, all models, marine or industrial, water or air cooled, should be watercooled 0,2 ~ 0,8 mm (0,008 = 0,012") Aircooled 0,3) mam (0,008" ) with the engine being cold and respective piston set to TDE firing stroke. Adjust clearance with fbeler gauge as shown on Fig. 41. I ‘This clearance 1s valid for intake as well as exhaust valves, Prior to checking, make sure that all cylinder head holding down nuts as well as rocker arm bracket nut are securely tightened. When engine warms up, cylinder liner and head will dilate More than pushrods and therefore clearance will increase. ‘As aluminium cylinder head of aircooted ‘engine will dilate more than greyeast of watercooled marine engine, valve clear- ance with ainccoled engines can be kept below above figures. With these engines the experienced mechanic will set clearance to the effect that he can just turn pushrod freely between his fingertips after locknut is tightened.VALVE TIMING Turn engine flywheel in sense of rotation, i.e, anticlockwise, until inlet valve opens (E.8.). Chalkmark flywheel opposite T.D.C. mark (O.T.) on flywheel housing. (Fig. 42) Gartinys t© turn flywheol until exhaust valve closes (A,S.) and chalkmark, i Respective distances of both chalkmarks to the T.D.C, mark on flywheet should be checked with respective tables. If values are very much different, check if gears have been meshed correctly when camshaft was fitted. See Fig. 38 or 99 respectively, Distance from E.0. (inlet opens) to A. s. (exhaust closes) gives the valve evertap. Ree" exact timing values (em) see "Engine Datas" Ghack flywnee! diameter = see chart Fig. 52. Fig. 49 41DECOMPRESSION DEVICE ‘Any adjustment on decompression device should ory be done after cylinder head nuts and rocker arm bracket have been tightened and valve clearance adjusted, | Single Cylinder Engines | A small cam machined on shaft of decompression lever (1) located in the tappet guide lifts through tappet (2) pushrod (with threaded section and wo take ockad ‘againct, each other) tuning in ne valor Fig. a Cap screW (3) holds tappet under spring loald (2) to tappet guise. With Gecompression lever pulled into {e's maxiinum position intake valve should be pressed open at maximum 4,0 mm 0,08"). This has fo be checked after setting of valve [elearance. If not connect adjust by means of the two nuts on push-rod., Vetwin engine Decompreesor works on intake val- ves of both cylinders with P and S engines.(Decompresson shaft of R= engines actuates exhaust valves.JA. cam (6) actuated through lever (10) pushes the cam followers apart thus Gecompressing both intake valves. When assembling it should be che~ ‘cked First if decompression on both intake valves is exactly the same. Loosen helaing-down nuts, pull de~ compression lever a Utele bit until Firm contact with camfollowers can be felt. Thus, the complete device will centre ‘Itself automatically . Hold lever in this position and tigh- ten holding down nuts. Now the) correct decompression stroke can be adjusted. Loosen lock nut and bolt (2). it miting the way on decompression lever(10): Adjust stroke of both in~ take valves to 1 mm maximum when ‘operating decompression lever (10). Fasten lock nut, fit rocker anm co- aFig. 47 EXCESS STARTING FUEL LEVER The camshaft bearing flange holds the starting fuel device. ‘Threaded pin (3) located in taper bore in lever axle limits the travel of the fuel pump rack. Pin () is set on FARYMANN test bed according to the required output of the engine so that exhaust does not smoke under continuous full toad, Pin setting is secured by spring (S) and should not be Wuched_with normai_engine repair. ‘Spring (4) holds lever in its normal (downward, hack travel limited) position. When stacting the engine with the help of this starting device, lever (2) i= lifted and with it, pin (8) permitting the pump rack to travel to ite maximum position, When operator releases lever (2) pin comes to rest on pump rack and lever @ stays na slightly upward position. After the engine has started and reached Firat time a speed which is approx. 40-50 RPM above its set (full) speed, the governor automatically permits the pump rack to be pulled back beyond the "limited" full load position allowing pin (8) and lever (2) to be drawn back into initital position by spring(4). V-twin Engines: The excess starting fuel device is incorporated into the BOSCH fusl injection pump and can be operated through a push-button on the pump itself. KS Sertes: Excess starting fuel device in form of small plunger fitted to the crankcase below the injection pump. Pull down for starting. It operates exactly like the device described above. 6INJECTION PUMP MODELS (ROBERT BOSCH) » SERIES K50 Fig. 46 2) SINGLE CYLINDER ENGINES (kK 14, L and A Range) Engines Series K5 / K 6 are equipped with the new 1@. injection pump, ‘The rotten tap— bet, normally being part of an injsehon pure te fited sapere tely theo the crankcase. There= fore pump’s fitting dimension has npt to be checked between carn feos cieslo and mounting Range (ave pags 45) but between the gti avd the oreait ems rot te rolier, inside the roller tapeet upon hich the pump ee Fitting dimension: 58,2 + 0.8mm ‘The large tolerance requires special shims, see table page 45. Injection pump model 1KA...- with rplter tappet incorporated. To check fitting dimensions see page 45 ~ Fig, 63, Available shims as per table page 48.INJECTION PUMP MODELS (Cont’a) V-TWIN ENGINES Injection pump model 2 KA sess with rotter tappets incorpdrated. When diemantling on refitting pump check that pump rack is centred and excess starting fue! button iS pressed down. Fitting dimensions same as above. Fig. 51 INJECTION PUMP ‘The pump must be introduced with the pump rack centred; with the Vetwin engines the excess start~ ing fuel button has to be pressed down to achieve this. With single cylinder engines tint the starting fuel lever ifnecessary and turn the pump stigntly. Fig. 54 After tightening cap screws (see torque chart) the pall joint of the small link lever (Fig. 4) can be connected to the pump rack. It Fig. 82 must positively lock home. Before introducing pump, put acceleration lever into max. position, Check that pump rack ean freely travel to and fro. ALL INJECTION PUMPS: ‘are fitted with control edge on upper end of plunger, which consequently asks for injection timing END of delivery. 45INJECTION PUMP TIMING INJECTION PUMP TIMING : SHIMS A figure punched into the crank= case near the injection pump, mounting flange gives the number of shims initially fitted, This fig ure indicates also the thickness in 1/10 of amm, e.g. 9 =9/10 mm, A tolerance is specified for each fuel pump's Fitting dimension. This dimension ~ distance from pump’s mounting flange to lower edge of plunger rotter'~ is punched on the fame plate of the injection pump, e.g. pump PFR 1K .. 62,8mm+0,2. If the spill cutzoff has to be modified always check that you stay within the given tolerance. A depth-gauge should be Used to check the distance frome the mounting flange on the crankcase to the cam base circle. Fig.63, Watch that dept-gauge definitely touches camshaft on opposite side of cam. This distance indicates how mary shims can still be fitted (retarding of spill cut-off = retarding of injection) or removed (advancing of spill cut-off = ad- vancing of injection). | All timing ts checked on flywheel rim, i.e. distance between TOG mark on erankease and TDC mark on flywheel rim, | 46INJECTION PUMP TIMING Cont’ a (in case the complete injection pump Is to be replaced) Example: A 10 engine flywheel dia: 310mm rated speed : 2800 RPM i spill cutroff : 25-95 mm Exampl i a [ exisung wicineas otal ine GAR Tg TP eT] |" Getgure punoned into crankcase) 1" Spint cutott measured oom. [te 2 | * Spit eut-or value Gata chard (mm 2 - ss "Fiming too late 7 early Viste eariy | early Shims to be removed GHtomm | 4 aadea (1/10 men) 2 [2 Distance flange-oase circle (Fig. os) | 62,4 | 02, | save Corrected shims Gorm | 2 eps TOTAL DISTANCE (mm) | 92,6 83,0 83,2 T Dimension on new pump mm) [Le 2 08 [ wisnin tterance or pure jaaasi veel aes ‘New distance on flywheel (approx) (mm) Ti7H2 [4-8 | (Chart Fig.64) \= 20 Example No. 3: As the tolerance of the new pump only allows adding or removing of 2 shims 0,2 mm) correct timing on example No. 8 cannot be achieved through this method. It indicates, however, that when reassembling: = either the pinion gear on crankshaft was not fitted correctly (see Fig. 15 and 17); = or when fitting the camshaft the correct mesh of the timing gear was not observed. Available Shims: Engine Range Sertesks0_ | kK/L/aAl_ G R/P/S ‘Shim Material Plastic [Metal | Plastic [Metat_| Metal Available Thickness [0.2/0.4] 1.0 | 0.2/0.5 |0,2/0.8/| 0.2/0.9/ 0.4/0.8 | 0.5 Marking on Shim [non non | non. non n/m /Vv a7Standard timing values given in chart are based on standard flywheel dia meter. If angine is equipped with special flywheel chart no. 84 helps convert. 2 shims (0,2 me) ere equivalent to 7 mm on 250 mm dia flywheel but 19 mri) on 480. mm dia flywheet ‘This example is represented through Solted line th Chart 34, Note: Chart 54 i mm on flywheel rim do not show the true timing values but Indicate only Variation of timing value per shim underneath injection pump. Curves do represent the most common flywheel diameters, On right side Flywheel rotation is indicated in angle degrees ¢49.: 9 shims (0,8 mm) un= der injection pump will retard spill cut-off about 5,2°. In contrary to mm measured on flywheel rim these angle degrees Have no function of Aywhee! diameter. Fig. 64 s 0,5 °° £ 04 a4 4 f oi E | 1 s & 93 i be = | i 5 \ e§ é i i 0,2 fae o § ja ? % 2 l eu Hele ri = 01 f ae § I 1 i re 1 7 . i ia ate 0 57 00 7315 * 20 2% 30 35 mm on Flywheel Rim Example 1 ~ page 41 — = Example ~ page 42 48INJECTION TIMING First the delivery vaive (@) has to be taken out in. dicmantling the dolivery valve holder (AS from the injection pump. Overflow pipe (C) should then be Fit ted to the injection pump in place of the normal pressure line(D) as indi cated in Fig, 95. With the current line of FARYMANN engines the spill cut-off at the eng of delivery indicates the exact timing. The res- pective tables therefore give the distance of the TOC mark on the rim of the standard flywheel from the TOC mark on the fly- wheel housing. Tables give out side dia, of stan— dard flywheel as well as 2 figures indicating? dis tancesbeforeTDC. inside which the spill cut-off (end of detiveryshould occur. As a general rule: - the faster the engine runs, the earlier the injection be~ ging, the earlier the injection ends (end of delivery) ~ the bigger is the dis— tance from TOG mark on flywheal at spill cut-off to TDG mark on flywheel housing, Ag @ general rule it can be said that the range of tolerance for the spill cut- off is 5mm on single cylinder engines and 10 mm on 2-cylinder (V-twin) engines. 9IGINE SPEED GOVERNING SYSTEM The following diagram illustrates the mode of operation of the governor system, which (8 identical with all Farymann engiries, single cylinder as wetl as V-bwin’s, The coil sprifig (RF) by means of governor lever (D) pulls constantly injection pump-rack (PZ) towards the full-load position, Depenging on speed or toad requirement this movement is governed by hoth, the acceleration lever (A) and the governor, i.e. the governor pin (E). Governor lever (0) pivots on excentric extension (EB) of shatt(@, When acceleration lever (A) Is put into “full-load" position, the excentric extension of shaft (B) swings governer lever (D) away From the governor, thus allowing coil spring (RF) to pull (via upper part of governor lever (0) the pump rack (PZ) toward full load position. This pivoting of lever (D) is than limited by the tappet bolt (F) contacting the governor pin (E). Pressuming this to be "high idling" and only now load is put on the engine, the engine speed will drop, the governor pin will be pushed back by the recatt spring (RF) pivoting the governor lever and pump|rack more to the full-load position. |The engine (with the higher amount of fuel injected) will instantly compensate, the loss of speed and the governor (with its predetermined top speed) will once again limit the pivoting of lever (O) via {ts governor pin (E)- For this combined effect a clearance between the governor pin and the tappet bolt is essential. : THE GOVERNOR is set to its rated speed on the test bench. Mechanical damage ‘is extremely Uncommon 30 that repairs to the governor will not be necessary, quite apart from the fact that the governor cannot be repaired simply by changing indi— vidual components. The itlustration below shows that {t 1s a simple centrifugal governor with governing springs, which are carefully set under an initial lead during tests on test bed. The main shaft (S) with @ left hand thread on its end by which it is fastened to the crankshaft, holds the two flyweights and in a central bore (RS) the governor pin. ‘The flyweights are held together by identical sets of springs which consist 1. Spring governing the intermittent speed range, i.e. between idling and Full load. stTHE GOVERNOR (Cont’d) 2. Full load spring, | 8. Idling spring. 4. A spacer which replaces the spring (1) if no intermittent governing is ro~ quired, i.e. generator service. 5. Cross-slotted nut holding spring-sets to shart. Sa. Used with engines for professional fishing requiring good governor at low speed. Nut has collar which compresses full lead spring (2) more. BASIC GOVERNOR SETTING : Put acceleration lever (A) outside of engine into full load position, With help of a epanner or sore drive separate the two Mywelghte of the governor Completely, force them apart as much as poesibla. (Watch out to keep clear of governor lever!) ' “This will make the governor pin (E) protrude to itp maximum, pushing via tappet bolt (F) governor lever (D) and eventually pump rack {P2) into the "top" position (no fuel injected). In this position there chould be almost no (or maximum 0,1 mm ~ 0,004 in.) clearance between tappet bolt (F) and governor pitt (E). If necessary set clearance by adjusting tappet bott (F). Retighten ifs locknut. GOVERNOR PIN CLEARANCE ‘The position of the eccentric shaft (B) in relation to the acceleration lever (A) is determined by means of a pin (©). j Set the acceleration lever to the low speed positign. In this position separate the centrifugal weichts of the governor beyond the| idle spring tension. It witi be easy to feal when the pressure point of the full load springs (s reached. if the acceleration lever is now moved, the clearance should be maximum 1 mm between the governor pin (E) and the tappet bolt (F). This clearance can be. adjusted by releasing or tightening the tappet bold (F). 52Governor Pin Clearance Cont’, SPEED _OR GOVERNOR ADJUSTMENT. ‘The adjustment must always be set on the test bench, Any unskilled correc~ tion may not only impair running, but may aleo result in serious damage, 2.9. racing of the engine. Intervention is therefore only recommended when It is absolutely essential, e.g. when new components are fitted. Engine speed adjustment {s possible in a range of about 50 RPM by alter ing the pretension of the governor springs through a few turns in either. direction of the cross-slotted nuts. To increase speed; tighten the cross-slotted nuts To reduce speed: —_slacken the cross-slotted nuts, 3Speed Governor. Adjustment (Conta) For larger speed variations, the governor springs, according to chant fon page 65, must be changed. Fig. 60 For this|purpose the oval cover Tocated atthe side on the crani= case betlind the acceleration lever (sde Fig. 60) must be re~ moved: After rotating the Fiy= ‘thee! to[the correct governor po= sition, cpretully remove the crose-siptted nut through the exposed opening, Remove the fait toad eoring and fit one of the epringe, whieh wil now be needed. Ret the cross-slotted nuts Turn the flywheel Farther Unt the crose-siotted nut on the Spposite side of the governor te exposed and proceed as above, Every speed correction must be checked with a tachometer (he~ volution ounter). Cross slotted nuts are fitted with a plastic stop device and need not to be secured additionally in their relevant position. If ever set of springs is exchanged, always fit new cross~slotted nut. 54ENGINE SPEED REGULATION Regulations available with FARYMANN engines. Initial position of accele- ration lever, drawn in full line, achteved through different torsion eprings: fitted between lever and crankcase. Posaibtlities do not interfere with internal governor system being {dentical with all Farymann engines. VARIABLE SPEED REGULATION Code No, 009-022.024,5 Lever remains in any position between Idling and full load (full speed) due to Fatchet plate. To stop engine, lever has to be pushed down ang held th stop-posttion until complete engine halt and returns to Idling when released. Torsion spring: Single cyl. engines: 099.807 ,040, 4 Vetwin engines: 009;807 ,026..4 Full ood VARIABLE SPEED REGULATION Remote Control) Code No. 089.022.025.6 ‘Same as above, but to reduce friction when remotely controlled ratchet has been ‘omitted, Remote control through "Push + Pull" cable only, as stop openation de= mands push action, Torsion spring: 099. 807.004.4 VARIABLE SPEED REGULATION 4 (ehicte application Full load Code No, 099,022.026.6 OD Remote control through simple "Pull" cable possible. Laver returns always back to stop ete Position. Hand lever on bowden cable shoutd Noah idling be equipped with ratchet to prevent atiding accidentally into stop position when moving "Stop from full speed to idling. ‘Torsion spring: 099. 807 .009.4 FULL SPEED - FULL LOAD REG. Code No. 099.022.027.8, Full load Lever always returns to full load ~ full ‘speed position. Applied for conatant speect Toads such as generating sets ete. Remote . control through simple "pull-to-stop" cable. Siding _ Release after engine hatt to allow accel. SS ever to trevel back into full apeed position. Torsion Stor Single cyl. engines: 099.807, 025.4 Vetwin engines: 089,807,080.4 35ACCELERATION LEVER | Dismantling and fitting. Lever ts positioned on excentric shaft (E) by means of index pin (26). Cott spring (11) rests on boss (2) on engine crankease with vehicle application oF on boss (3) with variable, full-speed and marire application Boss (2) serves ag well as Fullspeed limit for acceleration lever. Omer end of colt pring is hacked to recess (N) of ratchet plate or cup spring respectively. Recess (A) in central bore of ratchet plate oF ie spring allows for adjustment of ratchet (pin (28) ohould prepenty rest in ratchet, (ce. at icing ete.) or tensioning et torsion opeingy without inter Faring with index pin (26). Ratchet pin (28) te Wotated with ibe spring C13) inbbore (8) of bose (Oe Attention: It is of utmost importance to securely Hold acceleration tever (16) to counteract tightening torque of rut (26) when ting aa ethene wise internal levers will break! Resting of acceleration lever: against toss (2) determines engine top speed. Wacceteration lever supplied te not convenient wd highly reconsmend to etter onder connect lever from Factory or Il you on on to the Original. 56ADJUST IDLING SPEED (Numbers refer to Fig. preceding page.) In order to allow snap-pin (83) to rest properly in a notch at idling speed, ‘excentric notch in head of serew (18) can be adjusted as shown in Fig. Screw (15) is tightened to ratchet plate by nut (29) and lockwashen (34), 37ee oem ant — bp eas ro Fart tang exch agi rs ma oe ge pee See oo ee + [roraton pring Site er. | 080.007.058.4 | 10) | version spring] 09.87.0004 cones | eon ena, | owoeoraaa |_| i 2 [raat ate] Ai engines | eoo.020.000.4 [v= | Scream | onoreo.ooace @ [Accstraten | Smae os | cwv.s00.000-6 115) | accateration | oon0.008.« trons corneal ie Sine | O80 atin en | OOS 6 aE RET tensa ie OW Goes @reotea | AB era Raye 7 [Pw Sings ol aa. onscen © [ecitering [at erates | ovoconecorrca | | | coectate 2 [cer Sie on | Secso.o-4 re Oe oo fede SEE ES oo | eC tamerseset saneaeear ‘Ait engines T] eccre [Me DIN Sars | Fig. 68 I “VEHICLE APPLIC.” ff #8 | dm peCONVERSION OF ENGINE SPEED REGULATION ® Comversion sVARIABLEY ———_ > (Geneve Parse beng exchanged egpnat | Fie oestgatin | enone moan | Octet no, [ET oemgution | OTE9 hn, 1 [Foroton apring [ Voom ergy onor-aze.e | 20 | rorin annie 050 cor oes 3 [Races pine [ait marco [ooo.eia.c0s.« | t« [seria cn | we000,00.< ta] Sew #1 conraton able preceding pecs cesciee + | serine “A entnes = few Sear seo, «| seringe[ acnaron @ [serine 22} Soret aes | Sonar 3 [conte 33 crore Sina Woseass0 Sion t990 Rem 48 | Serio 2 | serinee 22 | Siete ae 3, | tomnmn. Governor Governor +i These figures refer Figs 8, paw 4 & z 8 @s "VARIABLE" Fig. 65 Gen. seo) 59SPEED REGULATION CONVERSION OF, ‘CONVERSION OF ENSINE SPEED REGULATION, 3) Conversion, "VARIABLE" > "MARINE" Parts being exchanged Bomb - einen [ata Drawings, | Fl rawing £9] pesigation | engine Moaet | PreMMne, |T'S| Designation | Barre 9 | acceleration 000.095.096.421 | Accateration | 690,905.082.4 tower fever 090,.008,002.4 o00.008.008.4] * Soo 2c, AsO fet one Ba ~ | SSinptete set | 90,780,590 complete eet fratine 050) MMARINEY (21) VARIABLE"sovemnon srmwes ‘Optional sate of tring 0 be echanond apt orga ete. ‘when moatying engine sed, soe char below camara wor Injection ae hava To bs atchangnd at ha men i. Engine spence gen an aan wan ly. Buole: Series K/N@ serie for 900 RPM (ODAR4) can be nett Wry Hep Babe 2489 an BED RPM. om Sie aie ‘Goveror NS ago erabie weed | Oooo ‘beue | osms | ooae pees | ose omens eee | FE ate : ees Tai. otbve Tanere.« nye HEAT a Ee Glo enone Ui tae, Goce Mimi Noy 7900S 7 ip sson [o-aeo [cin I Die Tous eR ks awe sn without Die Tema aye [Sean Tee, Aang Gone neal os sauouan00” 22080068 Germocd soe | ew-Pmin taco [ieee [ives [vaso [owe Taree [2ze [amo [sero [asco [ereo [oso [ane an neo [lowe] jowe jos] | losers | oe ejecion AR: Pema Azer pen ReeA SS Pine” ts | rem ae nee 7 ieee cot Fukwngs = Goran wo 2 oo a oo ‘Sarge = _Governer Na, 19500000 [Sanne Dame [ou [oan [ous owes oe [ews niecion RoRarae rR kop awe 71 eve& eat frrwa02es jasi-rse-zeyo | exvors céagex | e-noz"ses | ret tuzseeyo | zen s ost yma F-noorzes: leuerrereeeno | etvza €4 auex |z*go2-ses | ero-tur-eevo | xr 4 ost yma voy oy Bunayoyozoa | -om “on | woraeusyeoq ee wueutseg nos0s Hosog | wuesfieg npsoa | SunayeyezoE Hose 2 a9efuy,p* send aatdaos snegoatur saz0g anezoatur anogon 9443 5 unesoeg. “oxi, a2etduos sopyoR erz20 etzs0 Sang suyzus a wonapzaysdeay aaerduoy ao teweseg { ed ea aoson 2 Sremraywarey ar Tae i saneaoerur seTz20H Send aMECHANICAL, FUEL TRANSFER PUMP ‘The pump, fitted with a screen in the Inlet banjo bott (14), ts ‘equipped in addition with a fuel ‘strainer (2), Both should be checked and possibly cleaned about every 60 hours, After cleaning outside of pump ‘and diemounting of cover (1) fe out joint (@) and plastic strainer (2). Wash strainer in Clean fust and put tt back with pins on strainer turned upwards. ‘after fitting of cover (1) bleed fuel tines. When refitting banjo bolts always use new copper washers. 1 Cover 6 Spring (plunger) 11 Spring (diaphragm) 2 Fucl strainer = 7 Serew 12 Retainer 3 Intake valve @ Gasket 49. Plunger 4 Diaphragm 9 Headcasting 14 Banjo bolt with screen 5 Pumpbody 40. Exit valve Eitting of pumps ‘ynitat tho basic pump is identical with all Farymann enginos the plunger Jenath (fitting dimensions) is different “Engine Bangs Pump Modet Distance flange to carm-basencircle mm, Plunger length should be approx. 1mm longer, {-e- pump fitted with plunger 1 mm compressed. i dekic Griene available with 0.5 and 0.85 mm thickness. Be careful when fightening purnp Flange (light alloy casting), check before it seats sbsolutely flush. “COOLING WATER CIRCUIT SINGLE CYLINDER ENGINES Water coming up from circulating Pump - flows into cylinder water Jacket (1), passes thru Transfer tubes ©), Figure 71. into cylinder head (2). Passing thru thermostat coating water from head and by-pass (4) is injected into watercooted ex- aust elbow (3), To ensure mainflow of coating water enters water jacket and head, by-pass (4) {6 Fitted with throttle. Fig.60 2-CYLINDER ENGINES Circuit basically as atove with the exception that! cooling water from both cylinder heads (1) (2) and by-pass (3) enter water cooled exhaust manifold © before entering water cooted exhaust elbow () via water line (5). Attention: Beth cylinder heads are fitted with one| thermostat each 7 + 8) which serve more as a throttle to assure in combination with throttle in by-pass line an even distribution of cooling water! to both cylinders. Fig, 70 oaWATER JAGKET Consist of glass fibre re- inforced plastte, withstanding any freeze-up and corrosion. When fitting proceed as Fol lower Keep plastic water jacket in hot water for about 5 minutes to reduce its brittleness for the fitting operation. = Make cure grooves (2.2) of o-rings and inside of water jacket (3) are absolutely clean, Fit o-nings into grooves. ee do ot water Jacket (sight co Saeed See eee ce ae M50, 180,890, 790 are P05 te ee eta Seo. ittos signe to push with , eee Ge Careful light Blows with rubber —- ratte ~ Fit ciretip (0 ino te groove @.4 = If possible apply up to 10 atm water pressure to check for tightness. Fig. 71 WATER TRANSFER TUBES @ - Fig. 71 Cooling water is transferred from cylinder into cylinder head by two water transfer tubes ©). ‘When assembling procesd as follows = Fit tubes into bores on upper rim of liner (1). = Fit rubber o-ring (6) over tube and position cylinder head aasket. ~ Present cylinder head (7) arid check that transfer tubes slide properly into their respective bore in cylinder head. 6sTHERMOSTAT Are set to open at 56° C (120° F) to avoid desposit of salt and minenats with the direct seawater cooling systam. Thermostat ffits into cylinder head and is centered in a emall reset and held in position by gasket (1) and cover (2). A small bore in its Flange permits water to pase whilst engine is cold and thermostat closed. To prevent bore being clogged by deposits a small cotter pin (S) is fitted in bore, Moving in the flow of water, it keeps the passage free. When fitting thermostat check that | ~ it enters cylinder head freely = it is centered = that cotter pin can move freely Fig.72.1 and72.2 show thermostat in closed position; Fig. 72,9 in full open position. —_ Fig. 72.1 Fig. 72.2 Fig. 72.9 If thermostat fails and no replacement is available immediately, operation of engine can be continued without thermostat, However by-pass line must be ‘shut down, i} = Single cylinder engines: see no. 4 tn Fig. 69, ~ Twin cylinder engines: see no. & in Fig. 70. To shut down remove from exhaust manifold and plug manifold union as well ‘as end of by-pass line. !LUBE-O1L CIRCUIT 2-Cyl. Engines aircooleg Lube-oil is aspirated thru strainer (1) by lube-oil gear pump (2) and dis~ ‘charged towards spin-on lube-oil filter (3), Filtered oil Flows batk into crankcase oil duct ©) via filter adapter union (4) to pass around relief val~ ve (6) and to leave crankcase via banjo Union (7) towards aircooled oft cooler (not shown), Relief valve (6) is a protection to the oil cooler and. will open as soon as the latter is clogged. In this case the olf is ois charged directly into the ofl duct (10) and towards spray tube (12) and main relief valve (13). Oil returns from oil cooler via banjo union (@, passes freely thru relief valve @ to arrive in crankshaft main bearing (11) via oll duct (10). A certain quantity of oil is led to 2 spray tubes (12) for lubrication of valve gear. If ofl pressure mounts above 6 kp/om® the circuit’ s main relief valve (19) discharges oil directly back into crankcase thru bore (14). Oil pressure switch (9) opens electric circuit under pressure. 67LUBE-OIL CIRCUIT 2:Gyl, Engines watercooled Circuit identical tothe one explained on pages 50/t9 with exception of atl cooler and relief valve (6 ~ see Fig. 73). Lube-oit coming from pump (2) paases through watercooled ott cooler be~ fore entering spin-on oll iter (> See to it that square section rubber gaskat (18) belween oil cooler and crank case 15 conmectly fitted in between its inner and outer steel guide ring. Tightnoss achieved only by tightening oll Filter wich holds oil cooter onto craniicase, Cooling water enters cooter through tube (14) coming directly from efrcutat= ing pump and teaves cooler through tube (18) tovlande cylinder ners and byrpase wator line (8) sea Fig. 74 Relief valve (6 ~ as per Fig. 79) 18 omitted with watercooled engines as its cole purpose {¢ to protect the aircooled lube-olt cooler, whilet the main relief valve (19 ~ as por Fig, 79 reste identical, 6‘ENGINE RATING ‘The German Bureau of Standards DIN defin as follow engine ratings = RATING (DIN 62" Continuous rating A is the maximum effective output which the engine can furnish continuously with the limited out- put being such as to permit an overload. Working condition: constant load and constant speed. Bs RATING (DIN 6270) The rating B is the maximum effective output which the engine can furnish during a certain time with the limited output being such as to forbid this "Rating Br to be sur- seed. ei ines set for a blocked "rating B" to be yielded in uninterrupted continuous operation are indicated as "Ra- ting B for continuous operation". This rating is not overloadable and can be taken off in heavy continuous operatior Nominal ratings given with FARYMANN DIESEL engines do coincide with the "blocked rating B for conti-~ nuous operation’ DIN 6270 refers to the following standard conditions. Atmosphere pressure: 736 TORR corresponding to 300 m (905 £t)'above sea-Lever Ambient temperature: 20° ¢ (68° F) Rel,atmos. humidity : 60 % Simplified calculation of derating for varying ambient conditions: Deduct 1 % of output for every additional 100 m 8 ft) Deduct 3 % of output for every additional 10° c (18° F) E> RATING (DIN 70 020) Intermittent maximum output, the engine can furnish for @ short period of time without mechanical or thermal over- load, .e.2 : Variable load and varieble speed (vehicle application) DIN 70 020 refers to p, = 760 torr = sea level t = 20°c¢ (68° F) 4 BHP (B.S.E.) = 1.014 PS (DIN) 4 Ps (DIN) = 1,15 = 1,25 HP (SAE) 0°RECOMMENDED HD-ENGINE LUBE-OILS (ther brands of HD Lube-alls of came quality net mentioned below can equally be used.) OILS according to API Classification Company cc co Acie Agip F. 1 Diesct Gamma | Agip F. 1 Otesel Sigma ARAL. | Aral Kowal Engine Ott Arai Kowal $9 Engine O11 Aral oils of the HD-range | “Aral oft HD S @ BAYWA | Baywa Engine off HO-supor | BayWa HO Superior S 3 BayWa engine oft HO-B Baya Universal HO ap BR Energo! HO “GP Vanettus S 8 BP Energol DS-6 &P Energol OS 3 BP. Vanellus/Vanellus~T poet CHEVRON | Chevron Delo Special Oft ‘Chevron Delo 200 Engine Oo: Chevron Deto 200 Engine ou | eur ett Performance #1 Dieat HD's Esso” | ssotube Hox Essolube 0-8 Essotube SOX Esso Estor 0-8 FINA, Fina Sotna HD S 4+ Fira Sona s 8 Fina Delta Engine O11 FucHS | Renolin HO Pena Pura HD Superior Pena Pura HO Pena Pura Universal HD ona Pura HD Super Pena Pura Universal HO most — | Mobit Detvac 1100 Mobit Deivae 1200 Mobil Deivac 1200 Mobil Devae 1800 SHELL | ‘Sholt Rotette Sx/oteita Tx | Shett Rimuta CT Shell Melina Oits 1 Shoil Taiona Oite | Toran | Tow Ho 18 ‘Total HO 8 Total HPO “totat HP I Werking condition, off change interval und API~clasatfication (oft quality): Condition | Working Hours | API Classification | (Previous Designation) Normal HO=Slan MictcB104A | HO-G oF Milt -2104 Heavy * co ae well @s MIL-L-2104 & SUPPLEMENT 1 * Heavy working conditions: Long Idting periods, high ambient temperatures ‘= +86? F) dusty environment, diesel fuel with more than Gbove + 800 0.5 % oulphur, 0RECOMMENDED HD-ENGINE LUBE-OILS. (Other brands of HD Lube-olle of same quality net mentioned below can equally be used.) ‘Company oc BAYWA ep CHEVRON ELF Esso” FINA FUCHS MOBIL, SHELL TOTAL, Agip F. 1 Diesel Gamma Aral Kowal Engine O10 ‘Aral oll of the HD-range BayWa Engine off HD=super BayWa engine oil HO-B BP Energat HD QP Energol DS-8 BP Vanellus/Vanaltus-T Chevron Delo Special Oit Chevron Delo 200 Engina O11 elf Performance Essotube HOX Essotube SOX Fina Solna HD S 1 Fina Delta Engine Oi Renolin HD Pena Pura HO ena Pura HD Super Pena Pura Universal HD Mobil Detvac 1100 Mobil Detvac 1200 ‘Shell Rotella Sx/Rotella TX ‘Shell Melina O11 Sholl Talona Ole Total HD 1B Total HP D “Aral oll HD S 8 “BP Vanellus S 8 Agip F. 1 Diesel Sigma Aral Kowal $3 Engine O11 BayWa HO Superior S 3 BayWa Universal HO BP Energol DS & Chevron Dele 200 Engine Ot elf Disal HD 8 Essolube D-3 Esso Extor 0-3 Fina Sona S 3 Pena Pura HD Superior Pena Pura Universal HD Mobil Delvae 1200 Mobil Delvae 1300 ‘Shell Rimula CT Tetat HD 3 ‘Total HP D Working condition, oil change interval and API-claauification (ofl quality): Condition Working Hours API Classification (Previous Designation) Normat Heavy * Tae et _| Ho-stor Min-u-2104.a | HO-B of MiL=L-a104 & au well as MIL-L-2104 & SUPPLEMENT 1 * Heavy working conditions: Long {dling periods, high ambient temperatures ‘(hove + 909 = +0 0.5 % sulohur. F) dusty environment, diesel fuel with more than nMAINTENANCE Dai After 20 hours: Every 100 hours: Every 00 hourst Every 800 hours: Check engine oil ievel. | Oltbath aircloarer = chock oll level, If atmosphere fe dusty, claan dally. | ° Dr aircleaner ~ under dusty conditions check a eae Change vit and check, valve clearance on all Srrobuiit engines Sheqicall hate A volts for tightness (for tightening torques see chant pade 9). Change ott 2 Shock: V-belt tonsion (generator, vaterpumos ete.) Ollbath “aircieaner — clean thoroughly (earlier When nccessary) Deytype ainfilter ~ ceneWy paper cartridge it necessary | Check valve clearance (prigine cold). ecieall fuel lines for leakage Under dusty conditions: clean cooling air intake, blower in flywheel and cocting fins on eylinder and cylinder head Change oit Renew oil Filter (2-cylinder engines only) Gican oft strainer ‘Fiuah crankcase (F sludge ts present) Ghecke decompression dévice Check and clean crankeses breather Clean fuel tank T Fuel filter’ = check and nenew cartridge if necessary| ENGINE LUBE-O1L. ‘The SAE classification of the engine applied lube-o!l depends on the ambient temperature at the time of starting the engine. A/lube~oll of proper vis~ cosity is very important for easy handstart and even protects the battery of electric-start engines. DURING WINTER DURING SUMMER Below + 10°C ASCP HO SAE 10 W Between 08°C and + 98°¢ Above + 30° 5 +92°F and 495° F +000 F HD SAE 20 W/20 HO SAE 30 “The lube-oil quality and the oil change intervals depend fully on working congitions of the engine and the actual state of the tube~oil (see bottom chart next page). nEngines K94M Lom Engines R 30M S50M FARYMANN 2-Point Engine Mounts ‘The 2-point mounts developed by Farymann, proved to be an outstanding flexible mounting for marine diesel engines, 2 special rubber mounts support.the engine In its center of gravity and 2 rubber mounts on the sides of the gearbox stabilize the gearbox to the shart. The complete resilient mounting te supplied ready for installation and is included in the standard scope of delivery. Make sure that ail flexible mounts are not distored, If the engine rails are twisted or pulled to match mounting holes ar beds, this will improperly "load" the flex. mounts, reducing their efficiency. FARYMANN flexible Shaft Coupling ‘This highly flexible goar/chaft coupling Is the ideal completion of the above ment= toned 2-points suspension, ifa Fixed shart (s provided. An exact alingment of en= gine and shaft is however necessary. Bad alignment will surely lead to its dest uction, If a shaft with a flexible stufing bos Is applied (shaft with only one bearing fon shaft end), the gean/shaft coupling should net be used. Gounterriange As accessory, Farymam supplies a counterflange to match flexible coupling or ‘gearbox flange. The counterflange has a pilot bore, nFUEL SYSTEM | Fuel system with automatic biseding device, erpploying fusl feed pump (2). Same continuously passes fusl through filter (4 to fuel injection perms Ge Part of the excessive fuel returns via banjo bolt iith built-in throttle (O) cog Fuel return Vine (10) to fuel tane . ‘The return line connecting to tank chould be lettuated as low ae possible (2 cm above bottom), to prevent air penetrating fupl system via reture line (10) when the engine does not run. Drain plug .@) for drainage of condensing water and decosits in the tank, if any. 1° Fuet tani S Push button for excess etating fuel 2 Fuel feed punp 7 Injection nozzle (with pre.-filtery 8 Banjo bolt with throttle 8 Primer (fuel Feed pump) ® Drain plug 4 Fool filter 10 Fuel return tine 6 Injection pump 11 Fuel feed line ”WATER CIRCUIT nats outet Grr na Mog) FARYMANN MARINE OISSEL ENGINE TYPE “A 30.8" 1ssepwoIpeL, 9 pues ueU Aone (apie ead‘TROUBLE SHOOTING ‘This section is a guide to be possible location of the fauits that may occur on an engine. information of possible causes and suggested remedies are also given. But please note that this list can never be complete. Engine will not start [Reason [Causes Romedy TF squeak cannot be heard No fuel n tank Fil tank only [Acceleration lever at stop _—_j Set lever tofullload ent bore in tank cap plugged Renew cap Fuel ine blocked [Check system, remove blockage | Fuel Supply failure Fuel fte clogged Renew fer check by cranking the engine [Broken fuelline orleeking | Renew pipe tighten and listen for the characterietic squeak in the injector. If squeak can be heard Jconnection | Vapor lock {fuel too hot) Fuel to thick (no.2 in winter) Faulty injector nozzle Faulty injector pump ‘Starting fue! button not pulled ‘Gasoline instead of diesel i ‘connections. Cool the fut Drain and flush system, fil wth [proper fue! [Check J repair {renew nozzle [Check J repair / renew pump Pull button Drain gasoline, fush system, tank with diese! Air intake blocked [Check system forblockage _| Boor Compression Decompression device defect Check / renew decompression device Incorrect valve clearance Adjust valve clearance Valve not sealing properly [Check J repair / renew valves | valves sticking Free valves [cylinder head loose [Tighten head nuts Piston rings stuck in grooves | Check rings and clean the piston _____|Wem eylinder and piston ‘Overhaul the engine Bifical To crank engine Starting lead too high Reduce load Lub ol oo thick [Change to correct viscosity Bearings seized [Overhaul engine Piston seized [Overhaul engine. Engine etarts but fires intermittently or soon stop [Faulty feel supply [Fuel fiter choked [Renew filer” Fuel ine choked JCheck lines for blockage / restriction Leaking fue! lines or connections | Check tines, tighten connections Water in fue! Drain fuel, fit with clean fue! Fault injector nozzle Check / renew nozzle Faulty injector pump. [Check / repair / renew pump Faury compression Incorrect valve clearance [Adjust valve clearance Worn valves lOverhaul cylinder head Vales sticking Free vaives Piston ring stuck in grooves | Check ring and clean piston Wom cylinder and piston [Overhaul engine.Faull exhaust and intake [Restricted / blocked intake | [Restricted / blocked exhaust (Chek Clean exhaust system [Check / Clean intake system Engine lacks powor and// or smokes black (Operation condifons Engine overoaded- Reduce toad Power reduction due to atte 2nd ambient temperature has : not been observed _| Faulty eel supply (Gasket under injector missing or | Correct number of gasket too many installed Fuel fiter blocked Renew fitar Faulty injector nozzle (Check / renew nozzle Faulty injector pump [Check /repait renew pump Si of adjustment Incorect valve clearance “| —/Agjust valve clearance Incorrect injection timing Adjust injection ting [Complete timing incorrect | [Adjust engine timing correcty Piston installed wrongly (18A/C_| Correct piston installation, only) Diy engine Blocked alr nlake (Giean 7 renew for Excessive carbon on piston and |Decarbonize i oylinder head I Engine condiion Fauly piston Fags (Check renew ing set Wom out piston and oylinder [Overhaul engine i Wom out bearings [Overhaul engine aaa [Overheating Engine overloaded |, [Reduce tear [Coating ins clogged, fywhee! | Clean air passages, remove air restricied restrictions Short circuit of cooting alr Improve coating i flow (redesign applications) Lub ol level too high Drain to proper level Faulty injector nozzle [Check / repair /renew nozzle Knocking [Carbon on piston crow [Becarbonize Injector needle sticking Fit new nozzle Fut timing too fer advanced| | Adjust timing Broken piston ring Fit new ring set Wor piston Renew piston and liner Wom bearings Renew bearings Loose fywhee! Tighten fywhee nut [Speed's hunting Overheating [See above Air in fuel pipes | Check system for leaking connections [Governor sticking Free the governor i Fuel fter choked Renew fiter 78[Sudden stop Empty fael tank Fi tank Vent bore in fuel tank cap Renew tank cap plugged Vapor lock (fuel too hot) [Coot fuet \Choked injector [Renew nozzle Fuel pipe broken Renew pipe Seized piston Renew piston and liner Seized crankshaft Repair / renew crankshaft and bearings, Bive smoke [Oil ieveTin ol bath air ter too | Fil to proper level high [Breather valve choked Renew breather Oil seal at intake valve defect | Renew seal IWom valves / valve guides” | Renew valves and guides Wom piston / cyiinder Renew piston and Cylinder White smoke Fuel tming too late [Adjust timing Injector nazzle worn out Remove nozzle Oil pressure warning lamp on | Oil pressure warning lamp is [Exchange warning lamp defect Oil evel is to0 low Measure oil level, if necessary i top up oll Oil pressure isto low Pressure vave 1s defect, bal | Check /clean ifnecessary place in the pressure valve is |renew ity Oil fiter is restricted lub oll pump Is defect. Forymenn Diesel Grit Poatlach 1220, ‘68602 Lampertiaim ingustrestae 19 eas23Larperinein ¥Farymann Diesel a iT ‘wt: 06206/507-0 Fax 08208/507151 Yeruies Fax 06205/507111 E-Teie Fax: 06206/807120 Evkaut Fax: 06208/507129 Voreand p| ec 7 —— = Sen, E oe Eset ca E = = — = = i 2s === = — s = al = a = a = eee ; = | : oe | REE : z= . sg aes : i = ofetets pete aT ueleq ayosiuysal