Manual Vasa 22MD

EMS-00064
Filing System: Engine Manuals Service Documentation and Software Systems
Engine Type: 22HF, HE, MD Installation: Jan-89 Engine Numbers:
VASA 22 MD INSTRUCTION MANUAL

This Manual is intended for the ,deyion,a~bse of engine1operators
-
arid should always be at their'dispo'sal.
The content of this Manual shall neithdr be copied nor commlj"ica-
ted to a third person.
Oy Wartsila Ab Tel. 4 5 8 61 242 11 1 ~elecopier

Vasa Factory Telex 74250'wva sf 4 i 8 61 1 1 1 906
P.O. Box 244 74251 wva sf Service 4 5 8 61 128 1 15 Service
SF-651 01 VAASA FINLAND ' Tiletex 1081'034
rn 00. CONTENTS, INSTRUCTIONS, TERTlINOLOGY
0 0 . 1 C o n t e n t s o f t h e I n s t r u c t i o n Book
1. T h i s I n s t r u c t i o n Book c o n t a i n s d a t a and i n s t r u c t i o n s f o r
o p e r a t i o n and m a i n t e n a n c e o f t h e e n g i n e . B a s i c g e n e r a l
k n o w l e d g e h a s n o t been e n t e r e d . C o n s e q u e n t l y , i t i s assumed
t h a t t h e e n g i n e room s t a f f is w e l l i n f o r m e d o f t h e c a r e o f
d i e s e l engines.
2 . Wartsilki r e s e r v e s f o r i t s e l f t h e r i g h t - t o minor a l t e r a t i o n s
a n d i m p r o v e m e n t s owing t o e n g i n e d e v e l o p m e n t w i t h o u t b e i n g
obliged to e n t e r t h e corresponding changes i n t h i s Instruc-
t i o n Book.
3 . The d i e s e l e n g i n e s w i l l be e q u i p p e d a s a g r e e d upon i n t h e
s a l e s d o c u m e n t s . N o c l a i m c a n b e made o n t h e b a s i s o f t h i s
I n s t r u c t i o n Book a s h e r e a r e d e s c r i b e d a l s o c o m p o n e n t s n o t
included i n every delivery.
4. Exact engine build-up i n a l l d e t a i l s is d e f i n e d by t h e s p e c i -
f i c a t i o n number on t h e name p l a t e l o c a t e d o n t h e e n g i n e . In
a l l c o r r e s p o n d e n c e o r when o r d e r i n g s p a r e p a r t s , b e c a r e f u l
t o s t a t e e n g i n e t y p e , s p e c i f i c a t i o n number a n d e n g i n e number.
5 . T h i s I n s t r u c t i o n Book is s u p p l e m e n t e d by t h e S p a r e P a r t C a t a -
l o g u e i n c l u d i n g s e c t i o n a l d r a w i n g s o r e x t e r i o r v i e w s of a l l
components ( p a r t i a l a s s e m b l i e s ) .
6. The c o n t e n t s o f t h e I n s t r u c t i o n Book i s numbered a s f o l l o w s :
- . S e c t i o n s i n t h e t e x t , e.q. 00.1.
- Page a n d f i g u r e n u m b e r s , e . g . 00-1 ( p o s s i b l e s u p p l e m e n t a r y
p a g e s a r e p r o v i d e d w i t h a n a d d i t i o n a l l e t t e r , e . g . 00-lA,
B, C etc.).
- T o o l s w i t h s p a r e p a r t numbers are g r o u p e d i n s e c t i o n 05. In

t h e t e x t , o n l y t h e s p a r e p a r t number is m e n t i o n e d .
00.2 G e n e r a l r u l e s
1. B e f o r e a n y s t e p s a r e t a k e n , c a r e f u l l y r e a d t h e c o r r e s p o n d i n g
item i n t h i s I n s t r u c t i o n Book.
2. Keep a n E N G I N E LOG f o r e v e r y e n g i n e .
3 . A t a l l m a i n t e n a n c e work, o b s e r v e t h e u t m o s t c l e a n l i n e s s and
order.
4. B e f o r e d i s m a n t l i n g , check t h a t a l l systems concerned a r e
drained o r the pressure released. After dismantling, cover
i m m e d i a t e l y h o l e s f o r l u b r i c a t i n g o i l , f u e l o i l and a i r w i t h
tape, plugs, clean cloth o r the like.
5 . When e x c h a n g i n g a w o r n - o u t o r damaged p a r t p r o v i d e d w i t h a n
i d e n t i f i c a t i o n mark s t a t i n g c y l i n d e r o r b e a r i n g n u m b e r , mark
t h e new p a r t w i t h t h e same number on t h e same s p o t . E v e r y
exchange s h o u l d be e n t e r e d i n t h e e n g i n e l o g and t h e r e a s o n
s h o u l d be c l e a r l y s t a t e d .
6 . A f t e r r e a s s e m b l i n g , check t h a t a l l s c r e w s and n u t s a r e
t i g h t e n e d (see s e c t i o n 0 7 ) and l o c k e d , i f necessary.
00.3 Terminology
The most i m p o r t a n t t e r m s u s e d i n t h i s m a n u a l a r e d e f i n e d a s
follows: @
O p e r a t i n g s i d e . The l o n g i t u d i n a l s i d e o f t h e e n g i n e w h e r e t h e
o p e r a t i n g d e v i c e s a r e l o c a t e d ( s t a r t and s t o p , i n s t r u m e n t p
- anel,
speed governor).
R e a r s i d e . The l o n g i t u d i n a l s i d e o f t h e e n g i n e o p p o s i t e t h e
operating side.
D r i v i n g e n d . The e n d o f t h e e n g i n e w h e r e t h e f l y w h e e l is l o c a t e d .
F r e e e n d . The e n d o p p o s i t e t h e d r i v i n g e n d .
D e s i g n a t i o n o f c y l i n d e r s . A c c o r d i n g t o I S 0 recommendation 932
and D I N 6265 t h e d e s i g n a t i o n of c y l i n d e r s b e g i n s a t t h e d r i v i n g
end. I n a V-engine t h e c y l i n d e r s i n t h e l e f t b a n k , s e e n from t h e
d r i v i n g e n d , a r e t e r m e d A l , A2 e t c . a n d i n t h e r i g h t bank B 1 , B2
e t c . , see b e l o w :
D e s i g n a t i o n o f b e a r i n g s . The d e s i g n a t i o n o f b e a r i n g s b e g i n s f r o m
t h e d r i v i n g e n d . The t h r u s t m a i n b e a r i n g is No 1. I f t h e e n g i n e
is p r o v i d e d w i t h an e x t r a main b e a r i n g , a s o - c a l l e d s h i e l d b e a r -
i n g , t h i s i s t e r m e d 0 . For t h e c a m s h a f t b e a r i n g t h e t h r u s t b e a r -
i n g i s No 0.
C l o c k w i s e r o t a t i n g e n g i n e . \?hen l o o k i n g a t t h e e n g i n e f r o m t h e
d r i v i n g end t h e s h a f t r o t a t e s c l o c k w i s e .
C o u n t e r - c l o c k w i s e r o t a t i n g e n g i n e . When l o o k i n g a t t h e e n g i n e
from t h e d r i v i n g end t h e s h a f t rotates counter-clockwise.
B o t t o m d e a d c e n t r e , a b b r e v i a t e d BDC, is t h e bottom t u r n i n g p o i n t
of the piston i n the cylinder.
T o p d e a d c e n t r e , a b b r e v i a t e d TDC, is t h e t o p t u r n i n g p o i n t o f
_ t h e p i s t o n i n t h e c y l i n d e r . TDC f o r e v e r y c y l i n d e r is m a r k e d o n
t h e g r a d u a t i o n of t h e flywheel.
Top d e a d c e n t r e a t f i r i n g . D u r i n g a c o m p l e t e w o r k i n g c y c l e ,
comprising i n a four-stroke engine t w o crankshaft rotations, the
p i s t o n r e a c h e s TDC twice:
a ) F o r t h e f i r s t time when t h e e x h a u s t s t r o k e o f t h e p r e v i o u s
w o r k i n g c y c l e e n d s and t h e s u c t i o n s t r o k e o f t h e f o l l o w i n g
one begins. Exhaust valves a s w e l l a s i n l e t valves a r e then
somewhat open and s c a v e n g i n g t a k e s p l a c e . I f t h e c r a n k s h a f t
i s t u r n e d t o a n d f r o n e a r t h i s TDC, b o t h e x h a u s t a n d i n l e t
v a l v e s w i l l move, a f a c t t h a t i n d i c a t e s t h a t t h e c r a n k s h a f t
i s n e a r t h e p o s i t i o n w h i c h c a n b e named TDC a t s c a v e n g i n g .
b ) The s e c o n d t i m e i s a f t e r t h e c o m p r e s s i o n s t r o k e and b e f o r e
t h e w o r k i n g s t r o k e . S l i g h t l y b e f o r e t h i s TDC t h e f u e l i n j e c -
t i o n t a k e s p l a c e ( o n a n e n g i n e i n o p e r a t i o n ) a n d t h i s TDC c a n
-
t h e r e f o r e b e d e f i n e d TDC a t f i r i n g . C h a r a c t e r i s t i c i s t h a t
a l l v a l v e s a r e c l o s e d a n d d o n o t move i f t h e c r a n k s h a f t i s
t u r n e d . When w a t c h i n g t h e c a m s h a f t a n d t h e i n j e c t i o n pump i t
i s p o s s i b l e t o n o t e t h a t t h e pump t a p p e t r o l l e r i s o n t h e
l i f t i n g s i d e o f t h e f u e l cam.
H i g h t e m p e r a t u r e c o o l i n g water c i r c u i t ( H T - c i r c u i t ) . T h e c o o l i n g
water f o r t h e e n g i n e b l o c k , c y l i n d e r h e a d a n d t u r b o c h a r g e r .
Low t e m p e r a t u r e c o o l i n g w a t e r c i c u i t ( L T - c i r c u i t ) . T h e c o o l i n g
w a t e r f o r t h e c h a r g e a i r cooler a n d t h e l u b r i c a t i n g o i l cooler.
01. MAIN DATA, OPERATING DATA AND GENERAL DESIGN
01.1 Main data

Cylinder bore 220 mm
Stroke 240 mrn
Piston displacement per cylinder 9.12 1
Firing order :
Engine Clockwise rotation Counter-clockwise rotation
type
4R22 1-3-4-2 1-2-4-3
6R 22 1-5-3-6-2-4 1-4-2-6-3-5
8R22 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
8V22 Al-Bl-A3-B3-A4-B4-A2-B2 Al-B2-A2-B4-A4-83-A3-B1
12V22 Al-Bl-As-Bs-A3-B3-A6-B6- Al-B4-A4-B2-A2-B6-A6-B3
A2-B2-A4-B4 A3-BS-A5-B1
16V22 A ~ - B ~ - A ~ W B ~ - A ~ - B ~ - A ~Al-BS-A5-B2-A2-B6-A6-B8
-B~-
A8-B8-A6-B6-A2-B2-AS-B5 A8-B4-A4-B7-A7-B3-A3-B1
Normally, the engine rotates clockwise.
Lubricating oil volume in the engine:

Engine 4R22 6R22 8R22 8V22 12V22 16V22
type
Oil volume
c. litres 320 450 580 580 670 870 .
Oil volume between
max. and min. marks 60 100 125 100 150 195
c. litres
Anticorrosive oil
c. litres 65 90 110 90 130 160
Cooling water volume in the engine, c. litres:

Eng ine 4R22 6R22 8R22 8V22 12V22 16V22
type
Engine and inverse
cooling system 90 120 160 180 240 320
01.2 Recommended o p e r a t i n g d a t a f o r t h e b a s i c e n g i n e , a c c o r d i n g t o t h e s p e c i -
f i c a t i o n 4V92A95, running on marine d i e s e l f u e l
Apply t o normal o p e r a t i o n a t nominal s p e e d .
Normal v a l u e s Alarm ( s t o p
limits
1. T e m p e r a t u r e s ( O C )
Lube o i l b e f o r e e n g i n e 62...70 80
Lube o i l i n o i l sump 10.. .13 h i g h e r
HT c o o l i n g w a t e r a f t e r e n g i n e 91.. .95 105 (110)
HT c o o l i n g w a t e r b e f o r e e n g i n e 5... 8 lower
HT c o o l i n g w a t e r r i s e o v e r t u r b o c h a r g e r 8...12
LT c o o l i n g w a t e r b e f o r e e n g i n e , f r e s h w a t e r 25.. .38
LT c o o l i n g w a t e r b e f o r e e n g i n e , raw w a t e r 25.. .32
Charge a i r i n a i r r e c e i v e r 40.. .60 75
Exhaust gas a f t e r c y l i n d e r See T e s t Records 50 h i g h e r
P r e h e a t i n g of c o o l i n g w a t e r 70
2. Gauge p r e s s u r e s ( b a r )
Lube o i l b e f o r e e n g i n e a t a s p e e d of
900 RPM 3.5 2.0 ( 1 . 5 )
1000 R P M 4.0
1100 R P M 4.5
1200 RPM 4.5 .
HT c o o l i n g w a t e r b e f o r e e n g i n e 1.8...4.5
LT c o o l i n g w a t e r b e f o r e e n g i n e 1.8.. .4.5 1.5
F u e l b e f o r e e n g i n e , motor d r i v e n pump 4.0 2.0
F u e l b e f o r e e n g i n e , e n g i n e d r i v e n pump 4.0 2.0
Starting a i r I max. 30 18
Charge a i r See T e s t Records
3 . Other p r e s s u r e s ( b a r )
Firing pressure See T e s t Records

Opening p r e s s u r e of s a f e t y v a l v e on l u b e
o i l pump 6... 8
V i s u a l i n d i c a t o r and e l e c t r o n i c t r a n s d u c e r
f o r high p r e s s u r e drop over lube o i l f i l t e r
and f u e l f i l t e r 1.2...1.8
01.2 Recommended o p e r a t i n g d a t a f o r t h e b a s i c e n g i n e , a c c o r d i n g t o t h e s p e c i -
f i c a t i o n 4V92A95, r u n n i n g on m a r i n e d i e s e l f u e l
Apply t o normal o p e r a t i o n a t nominal s p e e d .
Normal v a l u e s Alarm ( s t o p )
limits
1 . T e m p e r a t u r e s ("C)
Lube o i l b e f o r e e n g i n e 62...70 80 ( 9 0 )
Lube o i l i n o i l sump 1 0 . . .13 h i g h e r
HT c o o l i n g w a t e r a f t e r e n g i n e 8 5 . . .93 95 ( 9 9 )
HT c o o l i n g w a t e r b e f o r e e n g i n e 5... 8 lower
HT c o o l i n g w a t e r r i s e o v e r t u r b o c h a r g e r 8...12
LT c o o l i n g w a t e r b e f o r e e n g i n e , f r e s h w a t e r 25.. . 3 8
LT c o o l i n g w a t e r b e f o r e e n g i n e , raw w a t e r 25.. .32
Charge a i r i n a i r r e c e i v e r 40.. .60 75
Exhaust gas a f t e r c y l i n d e r See T e s t Records 50 h i g h e r
P r e h e a t i n g of c o o l i n g water 70
2. Gauge p r e s s u r e s , ( b a r )
Lube o i l b e f o r e e n g i n e a t a s p e e d o f
900 RPM 3.5 2.0 ( 1 . 5 )
1000 RPM 4.0
1100 RPM 4.5
1200 RPM 4.5
HT c o o l i n g w a t e r b e f o r e e n g i n e 1.8...4.5
LT c o o l i n g w a t e r b e f o r e e n g i n e 1.8.. . 4 . 5 1.5
F u e l b e f o r e e n g i n e , motor d r i v e n pump 4.0 2.0
F u e l b e f o r e e n g i n e , e n g i n e d r i v e n pump 4.0 2.0
Starting a i r max. 30 18
Charge a i r S e e T e s t Records
3. Other p r e s s u r e s ( b a r )
Firing pressure S e e T e s t Records

Opening p r e s s u r e o f s a f e t y v a l v e on l u b e
o i l pump 6... 8
V i s u a l i n d i c a t o r and e l e c t r o n i c t r a n s d u c e r
f o r high pressure drop over lube o i l f i l t e r
and f u e l f i l t e r 1.2...1.8
01.3 Reference conditions
As reference conditions are stated:
Air pressure 1.013 bar
Ambient temperature 45 OC
Relative air humidity 60%
Cooling water temperature
of charge air cooler
- fresh water 38OC
- sea water 32OC
In case the engine power can be utilized under more difficult
conditions than those mentioned above it will be stated in the
sales documents. Otherwise, the percentage of reduced output
may be calculated as follows:
a = 0.5% for every OC the ambient temperature exceeds +4S°C.

b = 1% for every 100 m difference in level above 300 m from the
level of the sea.
c = fresh water: 0.4% for every OC the cooling water of the
charge air cooler exceeds 38'~
sea water: 0.4% for every OC the cooling water of the charge
air cooler exceeds 32OC.
01.4 General engine design

The engine is a turbocharged, intercooled, four-stroke diesel
engine with direct injection of fuel.
The engine block, being the body of the engine, is cast in one
piece. The main bearings are arranged hanging. The main bearing
cap is supported by two hydraulically tensioned main bearing
screws and two horizontal side screws. The camshaft bearing
sites are integrated. The charge air receiver is cast into the
engine block as well as the cooling water headers. The crankcase
and camshaft covers, made of light metal, are sealed off against
the engine block by means of O-rings. The lubricating oil sump
is welded.
cb The main bearinqs are fully interchangeable trimetal bearings

which can be removed by lowering the main bearing cap.
The crankshaft is forged in one piece and is balanced by counter-
weights as required.
t he' connecting rods are drop forged. The big end is split diag-
onally and the mating faces are serrated. The gudgeon pin bear-
ing is stepped to achieve large bearing surfaces.
The pistons are made of nodular iron and are cooled by oil.
Cooling oil enters the cooling space through the connecting rod,
gudgeon pin and bores in the piston and escapes through bores in
the piston, matched to achieve optimal shaker effect. The piston
skirt is pressure lubricated. The two top rings are hardened.
22 HF, HE, MD
8410
22 HF, HE, MD
8308
0
22 HF, MD
02. FUEL, LUBRICATING OIL, COOLING WATER
02.1 Fuel
02.1.1 General
The engine is designed and developed to operate on distillate
fuels with a maximum viscosity of 14 cSt/50°C (BS MA L O O 1982
Class M3). The maximum limits of fuel characterisitics for a
certain engine are stated in the documentation delivered with
the engine. Avoid the use of fuels having a lower viscosity than
about 1.5 cSt at 40°C because such fuels may cause seizure of
the fuel injection pump plunger or fuel nozzle needle. Blended
fuels (residuals and distillate) with a viscosity between approx.
10 and 30 cst/50°c (65 and 200 s ~ 1 / 1 0 0 " ~containing
) between 30
and 60% distillate should be avoided because of the risk of pre-
cipitation of heavy components in the blend, with filter clog-
ging and large amount of centrifuge sludge as consequence. When
difficulties with filter clogging are experienced, fuel incorn-
patibility can be tested by ASTM D 2781 method or similar.
02.1.2 Fuel treatment
a Purification
Centrifuging is recommended because the fuel may be contaminated
in the storage tanks. Rated capacity of the centrifuge may be
used provided the fuel viscosity is less than 12 cSt at the
centrifuging temperature. Marine Gas Oil viscosity is normally
less than 12 cSt at 1 5 " ~ .For Marine Diesel Oil (max. viscosity
14 cSt at 4 0 " ~ )a flow rate of 80% and a preheating temperature
of 45°C are recommended.
The daily service tank must regularly be drained of water and
sediment, if any. Water may cause severe damage to the injection
equipment .
02.1.3.1 Maximum limits of fuel characteristics
Marine diesel fuel
(MD)
Density at 15 OC (kg/l)
Viscosity, kinematic, at 40°C (cSt1
Viscosity, kinematic, at 50°C (cSt)
Viscosity, kinematic, at 100°F (sRI
Carbon Residue, Ramsbottom( % by weight 1
Water content ( % by volume)
Water content before eng. ( % by weight)
Ash ( % by weight)
Sulphur content ( % by weight 1
Pour point (OC)
Vanadium content (mg/kg )
Aluminium (mg/kg )
02.1.3.2 Minimum -limits of fuel characteristics
Marine diesel fuel
(MD)
Flash point, closed, Pensky p art ens('^) 60.0
~ccordingto BS M A 100:1982 Class M3, with added Limit for
water content before engine.
02.2 Lubricating oil

02.2.1 Requirements on lubricating oil properties
Viscosity
Q
Viscosity class SAE 30 or SAE 40. SAE 40 is preferred.
Alkalinity (TBN1 8
The required lubricating oil alkalinity is tied to the fuel
specified for the engine. This is shown in the table "Fuel
standards and lubricating oil requirements ".
Table. Fuel standards and lubricating oil requirements
CATEGORY FUEL STANDARD LUBE OIL
TBN
ASTM D 975-81 , GRADE
ID, 2D,
PROPOSED 30
A BS MA 100:1982, CLASS M1 10 - 40
BS 2869-1983 , CLASS Al, 92
ISO/DIS 8217 , CLASS DMX, DMA
ASTM D 975-81 , GRADE 4D

B BS MA 100:1982, CLASS M2, M3 15 - 40
ISO/DIS 8217 , CLASS DMB, DMC
ASTM D 396 , GRADE NO 4-6

C BS MA 100:1982, CLASS M4-M12 25 - 40
CIMAC 1986 , CLASS A10-K55
ISO/DIS 8217 , RMA 10-RML 55
Additives
The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity,
neutralization of acid combustion and oxidation residues,
prevent deposit formation on internal engine parts (piston
ring zone and bearing surfaces in particular 1.
Classification
The oil should meet the API Service CD classification.
02.2. 2 Approved system oils for diesel engine WBrtsilii Vasa ' 2 2 ~ ~
~ubricating ~esignation (brand name of Visc. TBN Fuel

oil supplier lubricating oil supplier category
Ag ip Cladiurn 3 5 0 SAE 30 SAE 30 35 A, B, C
Cladiurn 3 5 0 SAE 40 SAE 40 35 A, BI C
BP Energol IC HF 3 0 3 SAE 30 30 A, B, C
Energol IC HF 3 0 4 SAE 40 30 A, B, C
Energol IC HF 4 0 4 SAE 40 40 A, B, C
Caltex RPM DELO 3 0 0 0
Marine Oil 30 SAE 30 30 A, B, C
RPM DELO 3 0 0 0
Marine oil 40 SAE 40 30 A, BI C
Castrol MXD 303 SAE 30 30 A, BI C
MXD 304 SAB 40 30 A, Bf C
MXD 403 SAE 30 40 A, Bl C
MXD 404 SAE 40 40 A, B, C
Chevron DELO 3 0 0 0 Marine 30 SAE30 30 A, B, C
DELO 3 0 0 0 Marine 40 SAE 40 30 A, B, C
Compagnie Total HMA SAE 3 0 SAE 3 0 30 A, B, C
Francaise
de Raf f inage
Esso Exxmar 40TP 40 SAE40 40 A, BI C
Exxmar 40TP 30 SAE 3 0 40 A, B, C
Exxmar 30TP 40 SAE 40 30 A, B, C
Exxmar 24TP 30 SAE30 24
Elf Aurelia XT 4 0 4 0 SAE 40 40 A, B, C
Aurelia XT 3 0 4 0 SAE 30 40 A, B, C
Aurelia 3030 SAE 30 30 A, B, C
Aurelia 4030 SAE 40 30 A, B, C
Mobil Mobilgard 342 SAE 30 40 A, B, C

Mobilgard 442 SAE 40 40 A, B, C
Mobilgard 324 SAE30 30 A, B, C
Mobilgard 424 SAE 40 30 A, B, c
Nes te NST 30 SAE30 30 A, B, C
NST 40 SAE 40 30 A, B, C
I
~ u b r i c a t i n ~ ~esignation (brand name of Visc. TBN Fuel
Norol Marine HA 303 SAE 30
Marine HA 304 SAE 40
Marine HA 404 SAE 40
I Olje-energi I Goth Oil 325 SAE 30
Petrofina, Stellano 330 SAE 30 30
IMOD Stellano 430 SAE 40 30
Phillips Oil Marine SR 30
Trading Ltd Marine SR 40
I Shell Argina T Oil 30 SAE 30
Argina T Oil 40 SAE 40
Argina X Oil 40 SAE 40
Tebo i 1 Teboil Ward S 30T SAE 30 SAE 30
Teboil Ward S 30T SAE 40 SAE 40
Texaco Taro DP 30 SAE 30
Taro DP 40 SAE 40
Taro XL 40 SAE 40
Note: For use of a lubricating oil not listed in the table the
engine manufacturer's permission is obligatory to maintain
the engine guarantee.
Candidate lubricating oils -

distillate fuel category
( A and B ) - for Wartsila Vasa engines
Designation (brand name) of Visc. TBN Fuel

lubricating oil supplier category
Cladium 250 SAE 30 SAE 30 25 A, B
Cladium 250 SAE 40 SAE 40 25 A, B
Cladium 120 SAE 30 SAE 30 12 A
Cladium 120 SAE 40 SAE 40 12 A
BP Energol DS3-153
Energol DS3-154
Caltex RPM DELO 2000
Marine Oil 30 SAE 30 20 A, B
RPM DELO 2000
Marine Oil 40 SAE 40 20 A, B
Lubricating ~esignation (brand name of Visc. TBN ' Fuel
Castrol 215 YXD SAE 30 22 A, B
220 MXD SAE 40 22 A, B
Marine MLC 30 SAE 30 12 A
Marine MLC 40 SAE 40 12 A
Chevron DELO 2000 Marine 30 SAE 30 20 A, B

DELO 2000 Marine 40 SAE 40 20 A, B
DELO 1000 Marine 30 SAE30 12 A
DELO 1000 Marine 40 SAE 40 12 A
Esso Exxmar 12 TP 30 SAE 30 12 A

Exxmar 12 TP 40 SAE 40 12 A
Elf Disola M 3015 SAE 30 15 At B
Disola M 4015 SAE 40 15 A, B
Mobil Mobilgard 312 SAE30 15 A, B
Mobilgard 412 SAE 40 15 A, B
Neste Neste Delta CD SAE 30 10 A
Norol Marine TMA 153 SAE30 15 A, B
Marine TMA 154 SAE 40 15 At B
Petrofina, Stellano 325 SAE30 25 A, B
IMOD Stellano 425 SAE 40 25 A, B
Caprano 312 SAE 30 12 A
Caprano 412 SAE 40 12 A
Phillips Oil Super HD Motor Oil
Trading Ltd SAE 30 SAE 30 12 A
Super HD Motor Oil
SAE 40 SAE 40 12 A
Shell Argina S Oil 30 SAE 30 20 A, B
Argina S Oil 40 SAE 40 20 A, B
Myrina Oil 30 SAE 30 16 A, B
Myrina Oil 40 SAE 40 16 A, B
Gadinia Oil 30 SAE 30 11 A
Gadinia Oil 40 SAE 40 11 A
Teboil Teboil Ward S 10T SAE 30 SAE 30 10 A
Teboil Ward S 10T SAE 40 SAE40 10 A
Texaco Taro XD 30 SAE 30 16 A, B
Taro XD 40 SAE 40 16 A, B
Note: Permission to use candidate oils must be obtained from

the engine manufacturer in particular during the guarantee
period. .
02.2.3 Maintenance and control of the lubricating oil
a) Centrifuging of the system oil is recommended in order to
separate water and insolubles from the oil. Water must not
be added when centrifuging ("washing"). The oil should be
preheated to 80...85OC. For efficient centrifuging, use only
about 20% of the rated flow capacity of the separator. For
optimum conditions the centrifuge should be capable of
passing the entire oil quantity in circulation 4...5 times
every 24 hour at 20% of rated flow. The gravity disc should
be chosen according to oil gravity at 80°C (normally stated
at 15OC by the oil supplier 1 . Caution: Defects on automatic,
"self-cleaningn separators can quickly increase the water
content of the oil under certain circumstances (control
valve !
0
b) During the first year of operation it is advisable to take
samples of the lubricating oil after about 250, 500 and
1000 operating hours. The sample should be sent to the oil
supplier for analysis. On the basis of the results it is
possible to -determine suitable intervals between oil
changes. after that the oil can be analysed at about 500
a
operating hours'intervals.
To be representative of the oil in circulation, the sample
should be taken with the engine in operation at the sampling
cock located immediately after the oil filter on the engine,
in a clean container holding 0.75...1 litre. Take samples
before, not after adding new oil to compensate for consump-
tion. Before filling the container, rinse it with the oil
from which sample is to be taken.
In order to make a complete assessment of the condition of
the oil in service, the sample should be furnished with the
following details: Installation, engine number, oil brand,
engine operating hours, number of hours the oil has been in
use, where in the system sample was drawn, type of fuel, any
special remarks. Oil samples with no information except
installation and engine number are of almost no value.
When estimating the condition of the used oil, the following
9
properties should be observed. Compare with guidance values
(type analysis) for new oil of the brand used.
* Viscosity. Should not rise by more than 25% above the a
guidance value at 100°C.
- ... 7
Maximum permissible visco'sity *'fb$.ja9AE 30 grade oil is

140 c ~ at
t 40°C and 15 cSt at 10O0~.
Maximum permissible viscosity for a SAE 40 grade oil is
212 cSt at 40°C and 19 cSt at 100°C.
Minimum permissible viscosity is 70 cSt at 40°C and 9 cSt
at 100°C.
* Flash point. Should not fall by more than 50°C below the
guidance value. ~ i n i m u mpermissible flash point (open cup)
is 170'~. At 150°C risk of crankcase explosion.
* Water content. Should not exceed 0.2%. At 0.5% measures
must be taken; either centrifuging or oil change.
* -
TBN. The TBN value must be at least 50% of the fresh oil
nominal value.
* Insolubles. The quantity allowed depends on various
factors. The oil supplier's recommendations should be
followed. 3% insolubles in n-Pentan call for action,
however.
In general it can be said that changes in the analyses give
a better bais of estimation than the absolute values. Fast
and great changes may indicate abnormal operation of the
engine or of a system.
Compensate for oil consumption by adding max. 10% new oil

at a time. Adding larger quantities can disturb the balance
of the used oil causing, for example, precipitation of
insolubles.
Measure and record the quantity added. Attention to the
lubricating oil consumption may give valuable information
about the engine condition. A continuous increase may indi-
cate that piston rings, pistons and cylinder liners are
getting worn, a sudden increase motivates pulling the
pistons, if no other reason is found.
dl Guidance values for oil change intervals are to be found in
section 04.7. The intervals between changes are influenced
by the operating conditions, fuel quality, centrifuging effi-
ciency and total oil consumption. Efficient centrifuging and
large systems (dry sump operation) generally allow for long
intervals between changes.
When changing oil the following procedure is recommended:
1. Empty the oil system while the oil is still hot. Be sure
that the oil filters and coolers are also emptied.
2. Clean the oil spaces, including filters and camshaft
compartment. Insert new filter cartridges.
r _-
3. Fill the oil sump with a ~ ~ a quantity
l l of new oil and
circulate with the pcelubricating pump. Drain.
4. Fill the system with the required quantity of oil.
Oil samples taken at regular intervals, analysed by the oil
supplier and the analysis results plotted as a function of
operating hours is an efficient way of predicting oil change
intervals.
Send, o r a s k t h e o i l s u p p l i e r t o send c o p i e s of o i l a n a l y s e s
t o t h e e n g i n e m a n u f a c t u r e r who w i l l t h e n a s s i s t i n t h e
evaluation.
02.2.4 Lubricating o i l f o r t h e governor
S e e t h e I n s t r u c t i o n Book f o r t h e g o v e r n o r ( s e c t i o n 22 1. An o i l
o f v i s c o s i t y c l a s s SAE 30 i s n o r m a l l y s u i t a b l e a n d u s u a l l y t h e
same o i l c a n b e u s e d a s i n t h e e n g i n e s y s t e m , or t h e same o i l a s
i n t h e t u r b o c h a r g e r . O i l c h a n g e i n t e r v a l : 2500 h s e r v i c e .
C a u t i o n : I f t u r b i n e o i l is u s e d i n t h e g o v e r n o r , t a k e care n o t
t o mix it w i t h e n g i n e l u b r i c a t i n g o i l . Only a small q u a n t i t y m a
c a u s e heavy foaming. b
02.2.5. ~ u b r i c a t i n go i l f o r t h e t u r b o c h a r g e r (BBC, VTR c h a r g e r s )
S e e t h e I n s t r u c t i o n Book f o r t h e t u r b o c h a r g e r ( s e c t i o n 1 5 ) . O i l
c h a n g e i n t e r v a l : 1000 h s e r v i c e . The a p p r o v e d o i l q u a l i t i e s are
l i s t e d i n t h e t a b l e below.
c a u t i o n : T a k e c a r e t h a t t h e t u r b i n e o i l is n o t mixed w i t h e n g i n e
l u b r i c a t i n g o i l . O n l y a small q u a n t i t y may c a u s e h e a v y f o a m i n g .
L u b r i c a t i n g o i l s f o r BBC-turbochargers w i t h b a l l and r o l l e r
bearings
Manufacturer IS1 v i s c o s i t y c l a s s Viscosity

( a t 40") cSt a t 50°C
Antar Misola H 6 8 38
B r i t i s h Petroleum BP THB 68 35
BP THB 77 47
Castrol P e r f e k t o T 68 39
P e r f e k t o T 100 51
Chevron T u r b i n e O i l OC 68 40
T u r b i n e O i l OC 1 0 0 49
Gulf Harmony G u l f c r e s t 68 40
Esso E s s o Tro-Mar T 68 39
E s s o Tro-Mar T 77 48
Mobil Mobil R a r u s 427 49
M o b i l DTE O i l Heavy Medium 6 8 41
M o b i l DTE O i l Heavy 82 51
Shell Turbo O i l T 68 39
T u r b o O i l T 78 47
Turbo O i l T 100 58
Texaco, C a l t e x R e g a l O i l PC 6 8 R & 0 39
R e g a l O i l ee 1 0 0 Q 6 0 52
Total T o t a l P r e s l i a 40 ( 6 8 1 39
T o t a l P r e s l i a 50 ( 6 8 ) 48
4
T h e s e l u b r i c a t i n g o i l s are i n r e l a t i o n of v i s c o s i t y and q u a l i t y
a c c o r d i n g t o o u r recommendations.
N o r m a l l y a MD-engine i s e q u i p p e d w i t h a n e n g i n e d r i v e n f u e l
f e e d pump, b u t if f o r some r e a s o n a n e l e c t r i c a l f u e l f e e d pump
i s m o u n t e d , t h e f o l l o w i n g s e c t i o n is v a l i d .
02.2.6 L u b r i c a t i n g grease f o r t h e f u e l f e e d pump
F o r f u r t h e r i n f o r m a t i o n a b o u t t h e pump see c h a p t e r 1 7 o r t h e
s e p a r a t e i n s t r u c t i o n s a t t h e end of c h a p t e r 18.
~ e g r e a s i n gi n t e r v a l : see c h a p t e r 04.
Caution! The pump s h o u l d b e r e g r e a s e d a f t e r o n e h o u r o f

o p e r a t i o n when t h e pump is new o r h a s b e e n o v e r h a u l e d .
The following greases are recommended:
Caltex Regal Starfak Premium 2

Esso Beacon 325
Nynas FL3-42
The pump is to be regreased only under running conditions!
02.2.7 Lubricating grease for the electric driven prelubricatinq

pump
For further information about the pump see chapter 18 or the
separate instructions at the end of the same chapter.
a
Regreasing interval: see chapter 04.
Caution! The pump should be regreased after one hour of
operation when the pump is new or has been overhauled.
The same greases are recommended for the prelubricating pump as
for the fuel feed pump.
The pump is to be regreased only under running conditions!
02.2.8 Lubricating oil for the pneumatically operated starting

motor ( 4R22 only
For further information see chapter 21 or the separate
instructions at the end of the same chapter. a
Check regularly that the oil level in the lubricator is between
the maximum and minimum values.
Q
The following oil qualities are recommended:
Shell Turbo 27
Castrol Hyspin 80
BP Energol HP46
02.3 Cooling water
02.3.1 General
I n o r d e r t o p r e v e n t c o r r o s i o n , scale d e p o s i t s o r o t h e r d e p o s i t s
i n c l o s e d c i r c u l a t i n g w a t e r s y s t e m s , t h e water m u s t b e t r e a t e d
with additives.
B e f o r e t r e a t m e n t , t h e w a t e r must be l i m p i d and have a h a r d n e s s
a s l o w as p o s s i b l e (max. 1 0 OH), a c h l o r i d e c o n t e n t o f l e s s
t h a n 80 mg/l a n d a p H - v a l u e a b o v e 7. The b e s t r e s u l t w i l l b e
a c h i e v e d by u s i n g t o t a l l y d e s a l i n a t e d ( d i s t i l l a t e d l w a t e r , f o r
i n s t a n c e f r o m a f r e s h water g e n e r a t o r , a n d a d d i t i v e s .
Caution: D i s t i l l e d water without a d d i t i v e s absorbs carbon
d i o x i d e from t h e a i r , w
-hi r i s k of c o r r o s i o n .
S e a water w i l l c a u s e s e v e r e c o r r o s i o n , a n d d e p o s i t f o r m a t i o n ,
e v e n i f s u p p l i e d t o t h e s y s t e m i n small a m o u n t s .
R a i n water h a s a h i g h o x y g e n a n d c a r b o n d i o x i d e c o n t e n t : g r e a t
r i s k of c o r r o s i o n ; u n s u i t a b l e a s c o o l i n g water.
02.3.2 Additives
A s a d d i t i v e s , u s e p r o d u c t s f r o m well-known a n d r e l i a b l e s u p p l i e r s
with v a s t d i s t ' r i b u t i o n n e t s . Follow thoroughly t h e i n s t r u c t i o n s
of t h e s u p p l i e r .
Note: The u s e of e m u l s i o n o i l s , p h o s p h a t e s and b o r a t e s ( s o l e ) is
-
n o t recommended.
From t h e t a b l e i n s e c t i o n 02.3.4 a p p e a r t h e q u a l i t i e s o f some
u s u a l c o o l i n g water a d d i t i v e s .
Some c o m m e r c i a l l y a v a i l a b l e water t r e a t m e n t p r o d u c t s are l i s t e d
a s examples i n s e c t i o n 02.3.4.
I n a n e m e r g e n c y , i f compounded a d d i t i v e s a r e n o t a v a i l a b l e ,
t r e a t t h e c o o l i n g water w i t h s o d i u m n i t r i t e (NaNo2) i n p o r t i o n s
o f 5 kg/m3. To o b t a i n a p H - v a l u e o f 9 , a d d c a u s t i c s o d a (NaOH),
i f necessary.
( N o t e : S o d i u m n i t r i t e is t o x i c . ]
02.3.3 Treatment . ,
$.
When c h a n g i n g t h e a d d i t i v e o r when e n t e r i n g a d d i t i v e i n t o a
s y s t e m w h e r e u n t r e a t e d water h a s b e e n u s e d t h e c o m p l e t e s y s t e m
must be c l e a n e d ( c h e m i c a l l y ) and r i n s e d b e f o r e f r e s h t r e a t e d
water i s p o u r e d i n t o t h e s y s t e m . I f , a g a i n s t o u r recommen-
d a t i o n s , a n emulsion o i l h a s been u s e d , t h e c o m p l e t e system must
b e a b s o l u t e l y c l e a n e d from o i l and g r e a s y d e p o s i t s .
Evaporated water should be compensated by u n t r e a t e d w a t e r ; i f
t r e a t e d water i s used t h e c o n t e n t of a d d i t i v e s may g r a d u a l l y
become too high. To compensate f o r leakage o r o t h e r l o s s e s , add
t r e a t e d water.
I n connection w i t h maintenance work c a l l i n g f o r d r a i n a g e of t h e
water system, t a k e c a r e of and reuse t h e t r e a t e d w a t e r .
02.3.4. Summary of the most common cooling water additives
Additive Advantages Disadvantages Suitability

Sodium - good efficiency - determination - suitable as
nitrite - small active of the concen- additive except
quantities, tration can be in air cooled
0.5 % by mass done only with heat exchangers
- cheap special equip- with large soft
men t solder surfaces
Nitrite + - no increased - tendency to
borate risk of cor- attack zinc
rosion at over- coverings and
or under-doses soft solderings
- innocuous for - toxic: lethal
the skin dosage 3 . . . 4 g
- allowed for solid nitrite
use in fresh
water generators
intended for
housekeeping
purposes
Sodium - good efficiency - increased risk - suitable as ad-

chromate - small active of corrosion ditive for pur-
or quantities, when too low poses where the
potassium 0.5 % by mass concentration: toxic effect can
chromate - reasonable price spot corrosion be tolerated.
- simple determina-
tion of concen-
- injurious for Caution at use
the skin and thorough
tration (compari-
son of colour
- toxic: lethal control are
dosage 1 g necessary
with test sol- - prohibited for
ution ) use in fresh
- available any- water generators
where intended for
housekeeping
purposes
Sodium - not toxic - noexactive when - limited suit-

silicate - harmless to water velocity ability
handle exceeds 2 m/s
- commercial prod-
ucts-very ex-
pen'sjve
- increased risk
of corrosion
when'too low
concentration:
spot corrosion
4
Examples of commercially available cooling water treatment product
Supplier Product
designation
Burmah-Castrol Marine
Burmah House Castrol Solvex WT2
Pipers Way
GB-Wiltshire, SN3 IRE England
DIA-PROS IM
107 Rue Edith Cave11 RD 11 M
94400 Vitry France
Drew Chemical Corp., Marine Division Drew Ameroid
522 Fifth Avenue - DEW-NC ~owder
New York, N.Y. 10036, USA
Gamlen Chemical Company (UK Ltd
Wallingford Road, ~xbridge,Middlesex Gamlen Garncor NB
I
I The Priory, Burham 1 Cooltreat 101 I
Slough SL-1 7CS, England Cooltreat 102
Lake Ship Chemicals Inc CWT-NC
P.O.Box 2368, Station B CWT-Organic
St. Chatharines, Ontario, Canada
Magnus Maritec International Inc.
1 150 Roosevelt Place, P.O.Box 150 I NCL Diesel- I
Palisades Park, New Jersey 07650, USA Water treatment
Nalfloc Ltd, Marine Department
P.O.Box 11, Northwich, Nalfleet 9-121 wowder
Cheshire CW 8 4DX, UK 1 Nalf leet 9-13lc-liquid
--.
Nalco Chemical Co, Marine De~artment
100 Morris venue, springfieid Ralco 39 powder
New Jersey 07081, USA Nalco 39-L liquid
Perolin Co Ltd Perolin Formet
50 Mount Street Water System
London WLY 5 RE, England Treatment No. 326
and No. 326-L
Perolin Inhibitin
Coolinq water treatmen
(contains no nitrite
Rochem Ships Equipment A/S
P.O.Box 2645, St Haunshaugen Rochem Rocor NB
I Oslo 1, Norway I Rochem Rocor NB liquid]
Note: Ask the supplier of the treatment product for instructions
about treatment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration
control.
03. START, STOP, OPERATION, START AFTER PROLONGED STOP, START
AFTER OVERHAUL, OPERATION SUPERVISION AFTER OVERHAUL, RUNNING-IN
03.1 Start
Before starting the engine, check that
- the lubricating oil level is correct,
- the fuel system is in running order (correct pressure)
- the circulating system and raw water system are in running
order (correct pressures, circulating water preheated and pre-
circulated sufficiently to heat the engine),
- the oil level in the governor and turbocharger(s) is correct,
- the starting air pressure exceeds 15 bar (normally, 11 bar is
still sufficient to start the engine),.
- the starting air system is drained of condensate,
- the drain pipe of the air cooler casing is open, no leakage.
1. Manual start
a) Prime the engine until the lubricating oil pressure gauge
shows pressure, 0.5 bar.
b) Propulsion engines: Set the governor at idle speed and dis-
connect the propeller shaft or set the propeller blades at
zero.
c ) Always when there is time enough: Turn the crankshaft two
revolutions keeping the indicator valves open. In doing so
the risk of water-locks is eliminated.
I
d) Remove the turning gear from the flywheel.)
el Check that the automatic alarm and stop devices are set in
start position (section 23).
£ 1 Check that the stop lever is in work position, open the
starting air valve, shut the blow-off valve when there is no
more condensate.
g ) Move the start lever into start position or pu~h",~~fhe
start
button until the engine starts firing. If the engine does
not start after 2.. .3 s the reason should be checked.
h) On engines equipped with pneumatic starting motors,' never
make a second starting attempt before the flywheel*:has
stopped. 2:
i) Check immediately after start that the pressure and tempera-
ture values are normal. i
k) Check that the automatic alarm and stop devices are set in
work position.
2. Remote and automatic start
If the engine has been out of operation for more than a week
the first start is to be carried out manually according to point
1.
Engines with automatic starting must be test started once a
week.
a) When starting the engine remotely, start the lubricating oil
priming pump at first. Usually, the operation of the pump is
indicated by a signal lamp. The engine can be started when @
the lube oil pressure gauge shows an oil pressure of abt.
0.5 bar.
In automatically starting engines the priming pump operates
continuously thus keeping the engine ready for start. At
least every second day, make sure that the pump is running. 8
b) Press the remote start button of the remotely controlled
engine. The solenoid valve located on the engine will then be
energized and allow starting air to the engine. Press the
start button only long enough (1...2 s) to make the engine
start. The start will be,indicated by the remote tachometer
or by a signal lamp showing when the engine is running. In
some cases the remote control is automated so.that, when
pressing the button, the priming pump starts and after an
increase of the oil pressure (to about 0.5 bar) the engine
starts automatically as described in point c.
c) In engines with automatic starting the solenoid valve is
controlled by a program relay. The normal program is as
follows: As soon as the program relay gets a starting impulse
the solenoid valve is energized for 2..4 s and opens, then
starting the engine. If the engine fails to start, a new
starting attempt takes place after 20 s f whereby the solenoi
valve will be energized for 10 s. If this attempt fails, too
the program relay will connect the alarm circuit. On engines
equipped with pneumatic starting motors the period between
c.
the starting attempts should be long enough to guarantee that
the flywheel has stopped.
dl When the engine has reached a predetermined speed, an aux-
e
iliary relay energized by the remote tacho transmitter cuts
off the starting circuit, and the starting air solenoid valve
closes. At the same time the current to the priming pump will
be disconnected thus preventing the pump from operating when
the engine is running. On certain installations the priming
pump will continue to operate at low engine speed to assist
the engine driven lubricating oil pump to maintain the oil
pressure. After a fixed time (10...30 s) the system for
alarm, stop and speed remote control will be automatically
connected.
03.2 Stop
1. Manual stop
a) Idle the engine 2..3 min. before stopping.
b) Stop the engine by moving the stop lever in stop position.
The time of slowing down offers a good opportunity to detect
possible disturing sounds.
2. Remote stop
a) Point la is valid.
b) Press the remote control stop button. The shut-down solenoid,
built on the governor, will then be energized for a fixed
time and the,control racks of the injection pumps move into
stop position. The time for the solenoid to be energized is
set so (20...50 s) that the solenoid operates until the en-
gine stops. During this time the engine cannot be restarted.
After a predetermined time the shut-down .solenoid will return
to its initial position.
c) When the engine stops and the speed decreases be1ow.a certain
limit, the systems for alarm, stop-and speed remote control
will be disconnected and the signal lamp indicating that the
engine is running goes out. In engines equipped with automa-
tic lubricating oil priming pumps, the pump will be started
at the same time.
3. Automatic stop
When the shut-down solenoid is energized from the automatic shut-
down system due to some disturbance, the engine will stop as in
remote stop. Before this an alarm device will normally initiate
an alarm singal indicating the reason for the shut-down.
When the engine stops because of overspeed, the mechanical
overspeed trip device has tripped.
4. General
The engine can always be stopped manually (with the stop lever) .-...
.bit
independent of the remote control or automation system.
When overhauling the engine, make absolutely sure that the auto-
matic start and the priming pump are disconnected. Close the
starting air shut-off valve located before the solenoid valve. .-.
Move the stop lever into STOP position.
If the engine is to be stopped for a lengthy time, close the
indicator valves. It is also advisable to cover the exhaust pipe
opening.
The lubricating oil system on a stopped.engine should ,be filled
with oil every second day by priming the engine. At the same
time, turn the crankshaft into a new position. This reduces the
risk of FRETTING CORROSION on journals and bearings when the
engine is exposed to vibrations.
Start the engine once a week to check that everything is in
order.
03.3 Normal operation supervision

1. Every second day or after every 50 running hours
a) Read all thermometers and pressure gauges and, at the same @
time, the load of the engine. All temperatures are more or
less dependent on the load. The charge air pressure is depen-
dent on the load, and the lubricating oil, circulating water
and raw water pressures (built-on pumps) are dependent on
the speed. Therefore, always compare the values read with
those at corresponding load,and speed in the Acceptance Test 0
Records. Guidance values are stated in section 01.
- If the difference between exhaust gas temperatures of
various cylinders is larger than 80°C at loads higher than
-
25% the reason for this should be looked for.
- The charge air temperature should, in prindiple, be as low
as possible at loads higher than 60%, however not so low
that condensation occurs. See section 03, page 03-52.
b) Checkthe indicator for pressure drop over the fuel filters.
When the pressure drop over the filters increases, the press-
ure in the system decreases. Very low pressure (less than 0.5
bar) reduces the engine performance and may cause uneven load
distribution between the cylinders (risk of breakdown!). Too
high pressure drop may also result in deformation of filter
cartridges (risk of injection pump seizure).
c) Check the indicator for pressure drop over the lubricating oi
filters. Too large pressure drop indicates that the by-pass
a
valve is open which results in reduced oil filtration and in-
creased wear. Vent filters and, if no improvement, change the
cartridges.
@
dl Check the oil level in the oil sump/oil tank. Estimate the
appearance and consistence of the oil. A simple control of
the water content: A drop of oil on a hot surface (about
150°C), e.g. a hot-plate. If the drop keeps "quiet", it does
not contain water; if it "frizzlesn it contains water. Com
pensate for oil consumption by adding max. 10% fresh oil at a
time .
e) Check that the ventilation (de-aerating) of the engine circu-
lating water system and the fuel nozzle control system (the
expansion tank) is working. Check that the leakage from the
gossip hole of the circulating water pump and the raw water
pump is normal (slight).
f Check the quantity of leak-fuel from the draining pipes and
from the gossip hole of the fuel feed pump (engine driven
fuel feed pumps only).
g ) Check that the drain pipes of the air coolers are open.
h) Check that the gossip holes of the oil coolers and the circu-
lating water coolers are open.
i) Clean the compressor side of the turbocharger by injecting
water. See the manual of the turbocharger.
j) Drain the fuel day tank of water and sediments, if any, and
drain the starting air receiver of water.
Marine engines (propulsion and auxiliary engines): On a '

stopped engine, prime the engine and turn the crankshaft
into a new position. This reduces the risk of crankshaft
and bearing damage due to vibrations.
2. Every second week or after every 250 running hours
a) Clean the centrifugal lubricating oil filters. If the de-
posits are thicker than 20 mm, reduce the cleaning interval
to retain filtering efficiency. Maximum deposit capacity is
40 mm.
b) Keep the injection pump racks clean (free from sticky
deposits), check that the parts of the fuel control system
move easily.
3. Once a month or after every 500 runninq.:hours
a) Check content of additives in the circulating water.
b) Check the cylinder pressures. At the same time, note the load
of the engine (the position of the load indicator or the in-
jection pump racks offers an accurate measure of the engine
load 1 .
Note: Measurement of cylinder pressures without simultaneous
notation of the enqine load is practically worthless.
4. In connection with maintenance work

a) Record the following steps and the running hours in the en-
gine log:
- lubricating oil sampling (record also operating time of
oil). Lubricating oil analyses without statement of operat-
ing time is of limited value ("go - no go" only).
- lubricating oil changes
- cleaning of centrifugal lubricating oil filters
- change of lubricating and fuel oil filter cartridges
- change of parts in connection with maintenance according to
section 04.
5. General
a) There is no automatic supervision or control arrangement that
can replace an experienced engineer's observations. LOOK at
and LISTEN to the engine!
b ) Forms, "Operating datan and "Service Report", are delivered
with every installation. Use them!
Idling (i.e. main engine declutched, generator set discon-

nected) should be limited as much as possible. Warming-up of
the engine for more than 2...3 minutes before loading, as
well as idling more than 2...3 minutes before stopping is
unnecessary and should be avoided.
8
03.4 Start after a prolonged stop (more than 8 h)
1. Manual start
a) Check
- the lubricating oil level
- the circulating water level in the expansion tank
- the raw water supply
- the fuel oil level in the day tank (troublesome and time-
consuming job to vent the fuel system if the feed pump has
sucked air! 1
-
- the starting air pressure min. 15 bar
- that the parts of the fuel control shaft system and the in-
jection pump racks move freely. Otherwise RISK OF OVERSPEED.
b) Observe all points in section 03 pos. 1. Point c qrows more
important the longer the engine has been stopped.
C) After starting, check that the starting air distributing pipe
9
-
is not heated at any cylinder (leakage from the starting
valve 1 .
dl Vent fuel and lubricating oil filters. 8
03.5 Start after overhaul
a) Check that the connection between the speed governor, over-
speed trip and injection pumps is set correctly (especially
the injection pump rack position) and does not jam, that all
connections are properly locked and the injection pump racks
move freely in the pumps.
b ) The speed governor control lever being in max. position and
the stop lever in work position, release the overspeed trip
manually. Check that all injection pump racks move to a value
less than 4 mm.
C) If the injection pumps, camshaft or its driving mechanism
have been touched, check the start of delivery.
dl Check the cooling water system for leakage, especially:
- the lower part of the cylinder liners
- the oil cooler
- the charge air cooler
e) Check/adjust the valve clearances. If the camshaft or its
driving mechanism have been touched, check the valve timing
of one cylinder, at least (on each cylinder bank in a V-
engine). Guidance values, see section 06.
f) Vent the fuel oil system if it was opened.
g) .Start the priming pump. Vent the lubricating oil filters.
Check that lubricating oil appears from all bearinqs and
lubricating nozzles, from the-piston cooling oil o6tlet and
from the valve mechanism. Check that there is no leakage
- from
the pipe connections inside or outside the engine.
h ) Rags or tools left in the crankcase, untensioned or unlocked '
screws or nuts (those which are to be locked), worn-out self-

locking nuts, MAY CAUSE total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save
the oil pump and oil filter.
i ) See the instructions in section 03 pos. 03.1 and 03.4 when
starting.
03.6 Operation supervision after overhaul

a) At the first start, listen carefully for possible jarring
sounds. If anything suspected, stop the engine immediately,
otherwise stop the engine after 5 minutes'idling at normal
$:.-speed.Check at least the temperatures of the main and big
end bearing and of all other bearings which have been opened.
If everything is in order, restart.
b ) Check that there is no leakage of gas, water, fuel, heating
o,i1 or lubricating oil. Especially observe the fuel lines,
i'njection pumps and injection valves. Watch the quantities
emerging from the leak oil pipes!
c) Check that the starting air distributing pipe is not heated
.-a;t
any cylinder (leaky starting valve). May cause explosion.
d) After overhauling, the following instructions are especially
important:
- Check pressure and temperature gauges.
- Check the automatic alarm and stop devices.
- Check the pressure drop over the fuel filter and lubricat-
ing oil filter.
- Check the oil level in the oil sump/oil tank. Estimate the
condition of the oil.
- Check the ventilation (de-aerating) of the engine circulat-
ing water system
- Check the quantity of leak fuel
- Check the gossip holes of the coolers. The holes are
located between the end cover and the tube collar.
- Check the content of additives in the circulating water
- Check the cylinder pressures 0
' - Listen for jarring sounds
- Check the crankcase pressure
- Check the starting air pipes
- Vent the filters
a
a) After piston overhaul, follow program A on page 03-51, as
closely as possible.
The piston rings have siided into new positions and need time
to refit.
If the program cannot be followed, do not load the engine
fully for 4 h, at least.
b ) After changing piston rings, pistons or cylinder liners,
after honing of cylinder liners, follow program B on page
03-51, as closely as possible.
If the program cannot be followed, do not load the engine
fully for 10 h, at least.
I AVOID "RUNNING-INn AT CONTINUOUS AND CONSTANT LOW LOAD! I a

The important thing is to vary the load several times. The
ring groove will have a different tilting angle at each load
stage, and consequently the piston ring a different contact @
line to the cylinder liner.
The running-in may be performed either on distillate or heavy
fuel, using the normal lubricating oil specified for the en-
gine.
ENGINE
A ---- A F T E R P I S T O N OVERHAUL
LOAD
B A F T E R CHANGE O F P I S T O N R I N G S , P I S T O N S OR
C Y L I N D E R L I N E R S , A F T E R HONING C Y L I N D E R L I N E R S
1 STOP. CHECK B I G END BEARING TEMPERATURES

22HE HE. MD
821 2
CONDENSATION I N CHARGE A I R COOLERS
c
A I R TEMPERATURE RELATIVE HUMIDITY %
TURBOCHARGER t f T L
50 -
LO- ---
30 -
20 -
10 -
I
CHARGE A I R GAUGE READING +

10 - ATMOSPHERIC PRESSURE
1 EXAMPLE:
20 - AMBIENT TEMPERATURE = 4 0 OC
1 RELATIVE HUMIDITY = 80 %
30 - = 2
I I. E. CHARGE A I R SHOULD NOT BE

LO - COOLED FURTHER
-
50 - - - - C - -
DEW P O I N T 7
CHARGE A I R PRESSURE RATIO P2
-
P1
04. MAINTENANCE SCHEDULE
04.1 General
The maintenance necessary for the engine depends on the operat-
ing conditions in the main. The periods stated in this schedule
are guidance values, only, but must not be exceeded during the
guarantee period.
Use the form "Service Report" in connection with the maintenance
work. The form is enclosed in every instruction book.
See also the instruction books of the turbocharger and the gover-
nor, separate instructions for additional equipment and section
03.
04.2 Interval: Every second day, irrespective of the engine

being in operation or not
Part Work Instructions

in section
Automatic Check operation.

prelubrication
Crankshaft Marine engine: In a stopped

engine, turn the crankshaft
into a new position.
04.3 Interval: Once a week irrespective of the engine being

in operation or not

in section
Start process Test start (if the engine on 03.1

stand-by 1 .
04.4 Interval: 5 0 operating hours
-
in section
Turbocharger Clean the compressor by inject- 15, 03.3.li

ing water.
Temperature and Read, record. 03.3.la

pressure gauges,
load indicators @
etc.
Fuel filters Turn the handle of the fuel

prefilter.
17
a
Fuel and lubri- Check the pressure drop 17, 18, 23
cating oil indicators. 03.3.1bfc
filters
I
Lubricating oil Check the oil level, compensate 02.2.3c,

sump, governor, for consumption. 02.2.4,02.2.5
turbocharger(s1 15, 22, 18
-- - - - -
Circulation Check the level in the expansio

water system tank.
Injection and Check the quantity of leak fuel

fuel system from the pumps and nozzles.
Air coolers Check that the draining pipe is

open, check if any leakage.
Fuel day tank Drain 'possible water and

sediment.
(cant.) Interval: 50 o p e r a t i n g h o u r s

in section,
V a l v e mechanism Check t h e v a l v e c l e a r a n c e s a f t e r 0 6 . 1
5 0 h o u r s ' r u n n i n g i n new a n d 12.4
reconditioned engines.
Screws and n u t s C h e c k t h e t i g h t e n i n g o f t h e c o n - 07
n e c t i n g r o d s c r e w s , main b e a r - 10.4
i n g screws a f t e r t h e f i r s t 5 0 11.6
o p e r a t i n g h o u r s o n a new e n g i n e
and, a f t e r overhaul, t h o s e of
t h e a b o v e m e n t i o n e d screws t h a t
have been opened.
04.5 Interval: 250 o p e r a t i n g h o u r s

in chapter,
section
Centrifugal C l e a n , more o f t e n i f n e c e s s a r y . 18
filter Remember t o o p e n t h e v a l v e b e - 03.3.2a
fore t h e filter a f t e r cleaning.
Control Check f o r f r e e movement, c l e a n , 22.03.3.2b

mechanism lubricate. 03.5a
F
04.6 Interval: 500 operating hours

in section
- --
Circulating Check content of additives.

water
Lubricating oil In a new installation or after

change to use of a new lubri-
cating oil brand, take samples
for analysing.
Cylinder Check.
pressure
1 04.7 Interval: 1000 operating hours
I
Part Work I Instructions
I I
in section
Lubricating o i l ( Change oil in a new installa- I 02.2.3b.d
tion (wet sump installation 1.
Take samples for analysing. If
1 the analysis values are positive
and if the oil supplier or en-
gine manufacturer recommend so,
the intervals between the
changes can be prolonged in
steps of 500 operating hours. In
dry sump installations the oil
change intervals may be in the
order of 4000 hours or more.
When changing oil, clean all oil
spaces.
Lubricating oil Replace the filter cartridges 18
filter by new ones. (The cartridges are
to be replaced at shorter inter-
vals if the pressure difference
indicator shows too high press-
ure drop. ) Clean the wire gauze
(cartridge) and filter housing.
*1
Fuel filter Replace the filter cartridges 17
by new ones, if necessary (the
cartridges are to be replaced at
shorter intervals if the press-
ure difference indicator shows
too hish Pressure drop). Clean
the fiitei- housing. * I I
Automation Check the function
-- of the alarm I
-. 23
and automatic stop devices.
Turbocharger Change lubricating oil. BBC, VTR 02.2.5, 15
chargers only.
Air filter Clean (more often, if necessary) 15
Valves Check that the inlet and exhaust 06.1
valves move freely in their
guides. This should preferably
be done when the engine has been
out of operation for a couple of
hours.
Check valve clearances. 12
*) Note! It is important that the air is vented out of the

filter housing after change of filter cartridges.
(cont.) Interval: 1000 operating hours
Fuel feed pump Regrease the pump. 02.2.6

Regreasing must be done under 17
running conditions only!
Electric driven Regrease the pump. 02.2.7

prelubricating Regreasing must be done under 18
Pump running conditions only!
Part work Instructions

in section
Charge air Check and, the first time, if 15

coolers necessary, clean the water side.
If it is in good condition and
the deposits are unsignificant:
future intervals 5000 running
hours.
Measuring Check pressure and temperature 23

instruments gauges. Replace faulty ones.
Governor Change lubricating oil. 02.2.4, 22
Overspeed trip Check function and tripping 22

device speed.
I

in section
i
Injection valves Test the opening pressure. Dis- 16

mantle and clean the nozzles.
Check the effective needle lift.
Check the springs. Replace the
O-rings. Check the nozzle condi-
tion in a test pump.
Crankshaft , Check the alignment. Check the 11
axial clearance. 06.2, pos. 10
Camshaft Check the contact faces of the 14
cams and tappet rollers. Check
that the rollers rotate.
Turbocharger .Clean the compressor and tur- 15.6
bine by hand. Inspect the cool-
ing water ducts for possible
deposits and clean if the de-
posits are thicker than 1 mm.
Coolers Clean the lubricating oil, 15
charge air and circulating water 18.5
coolers. Look carefully for
corrosion.
Cylinder liners Pull one cylinder liner and in- 10.6
spect the water side. If the de- 02.3
posits are thicker than 1 mm,
clean all liners, improve the
cooling water treatment.
Control Check for wear in all connecting 22
mechanism links between the governor and
all injection pumps.
Exhaust Check the nuts of the flange 20
manifold connections. I
--
Part Work ~nstructions

in section ,
Turbocharger Change bearings in the BBC-VTR

chargers.
- --
Water pumps Dismantle and check.
Injection pumps Check bearing clearances in

tappets.
Inspect delivery valves.
Gears Inspect all gears.
Lubricating Inspect.
oil pump
Thermostat Clean, check.

valves
-- -
Fuel system Clean the fuel day tank.
Starting air Clean starting air containers.

system
Exhaust pipe Clean

1 04.12 I n t e r v a l : 15000 o p e r a t i n g h o u r s
I
II Part
I Work Instructions
in section
- -
Cylinder heads Dismantle and c l e a n t h e under-

s i d e , t h e i n l e t and exhaust
p o r t s , t h e i n l e t and exhaust
valves. Inspect the cooling
spaces and c l e a n , i f necessary.
Grind t h e valves ( o f t e n lapping
by hand is e n o u g h ) . R e p l a c e t h e
O-rings i n t h e v a l v e guides.
Check t h e s t a r t i n g v a l v e s .
Piston, piston P u l l , i n s p e c t and c l e a n t h e p i s

r i n g s , gudgeon t o n s . Check t h e h e i g h t o f t h e
pin r i n g g r o o v e s ( t h e h e i g h t clear-
a n c e o f t h e r i n g s ). Check t h e
r e t a i n e r r i n g s of t h e gudgeon
p i n s . Renew t h e c o m p l e t e p i s t o n
r i n g s e t . Hone t h e c y l i n d e r
l i n e r s i r r e s p e c t i v e of t h e con-
d i t i o n . Note: T h e r u n n i n g - i n
program, s e c t i o n 03.7.
Cylinder l i n e r s P u l l o n e c y l i n d e r l i n e r , o n V-
engines one p e r c y l i n d e r bank,
i n s p e c t t h e w a t e r side. If t h e
d e p o s i t s are t h i c k e r t h a n 1 nun,
c l e a n a l l l i n e r s and t h e engine
block water space. Replace t h e
O-rings i n t h e bottom p a r t by
new o n e s a t e v e r y o v e r h a u l .
M e a s u r e t h e b o r e . Where h o n i n g
marks are v i s i b l e t h e m e a s u r e -
m e n t is u n n e c e s s a r y .
I f t h e r e are s c u f f i n g m a r k s ,
many s c r a t c h e s or g l o s s y s p o t s ,
hone t h e bore.
Hone t h e l i n e r s a t e v e r y o v e r -
h a u l i r r e s p e c t i v e of t h e l i n e r
condition.
Connecting rods I n s p e c t t h e b i g end bearing and

mating s u r f a c e s e r r a t i o n s .
Main b e a r i n g s Inspect t h e bearing shells. 10

(cont.) Interval: 15000 operating hours
Valve mechanism
Work
Check the bearing clearances in

Instructions
in section
12, 14
1
the tappets and rocker arms.
Injection pumps Overhaul.
Camshaft Check the bearings. Also check

the bearings of the inter-
mediate gear of camshaft drive.
Governor drive Check the governor driving shaf

bearing clearance in situ.
"Geislinger" Dismantle and check.

vibration dampe
Viscous vibra- Take a sample of the oil for

tion damper analysing.
Crankshaft Check the big end and main

bearing clearances.
Centrifugal
filter for General overhaul
lubricating oil

0

in section
-
The whole engine General overhaul
4
MAINTENANCE TOOLS, U N D E R H ~ L L S V E R K T Y G , H U O L T O T Y ~ K A L U T
C Y L I N D E R HEAD, CYLINDERLOCK, S Y L I N T E R I N K A N S I 1
Hydraulic tightening
device S p a r e p a r t No.
Hydrauliskt
dtdragni ngsverktyg Reservdel nr.
H y d r a u 1 in e n k i r i s t y s -
tyokalu Varaosa no.
L i f t i n g t o o l f o r c y l i n d e r head
L y f t v e r k t y g for c y l i n d e r l o c k
Syl i n t e r i kannen n o s t o t y o k a l u
Dismantling device for valves

V e r k t y g f o r . d e m o n t e r i n g av m o t o r -
v e n t i1e r
T y o k a l u v e n t t i i1i e n p o i s t a m i s t a
varten
Grinding device for valves

V e r k t y g f o r i n s l i p n i n g av v e n t i l e r
V e n t t i i1 i e n h i o m a t y o k a l u
Extractor f o r injection valve 837017

Utdragare for insprutningsventil
Ruiskutusventtiilin ulosvedin
Grinding tool f o r injection valve

sleeve bottom 841008
S l ipdorn for insprutningsventil-
h y l sans b o t t e n
Ruiskutusventtiiliholkin pohjan
h iomatyokal u
Handle f o r i n d i c a t o r valve
Vred f o r i n d i k e r i ngsventi 1
Vaantio indikoimisventtiiliin
V a l v e c l e a r a n c e f e e l e r gauge
B l admatt f o r v e n t i 1spel
Rakotul k k i
C i r c l ip p l i e r s
Lasringsting
Lukitusrengaspi h d i t
( GT aapn gMt a1 p2 p
MI2
Kierretappi MI2
I
I
Clamp d e v i c e f o r p i s t o n r i n g s
K 1 a m v e r k t y g far k o l v r i n g a r
Mannanrenkaiden p u r i s t u s t y 6 k a l u
Piston r i n g p l i e r s Uni s t r e s s
Kolvringstang Unistress
Mannanrengaspihdit Unistress
C i r c l ip p l ie r s
Lasringstang
Lukitusrengaspi h d i t
C O N N t C T I N G ROD, VEVSTAKE, KIERTOKANKI -
H y d r a u l i c tightening d e v i c e 861027
Hydrauliskt 8tdragningsverktyg
Hydraul inen k i ristystyokalu
cl
M o u n t i n g d e v i c e M33 f o r s t u d 803011
M o n t e r i n g s v e r k t y g M33 f o r
pinnskruv
V a a r n a r u u v i n a s e n n u s t y o k a l u M33
* I
/ dD ei sv ti ac ne c e sleeves for tightening I
861026
8 D i s t a n s h y l s o r far a t d r a g n i n g s -
verktyg
V a l ih o l k i t k i r i s t y s t y o k a l u a
varten
I I
M A I N BEARINGS, RAMLAGtR, RIJNKOLAAK~RIT
I
D i s t a n c e s:eeves f o r t i g h t e n i n g
device 861021
Distanshyl sor for atdragnings-
verktyg
V a l ih o l k i t k i r i s t y s t y o k a l u a
varten
L i f t i n g t o o l f o r main b e a r i n g cap 832003

L y f t v e r k t y g f o r ramlagersadel
Runkol a a k e r i kannen n o s t o t y o k a l u
0
Hex. s o c k e t s c r e w b i t 22 w i t h
1 i n square d r i v e
S e x k a n t n y c k e l 22 med 1 i n
fasthi1
2 2 mm:n k u u s i o k o l o a v a i n 1 i n
nelib'lla
T o r q u e mu1 t i p 1 i e r X - 4
M o m e n t f o r s t o r a r e X-4
M o m e n t i n s u u r e n n i n X-4
05-4 22Hk, ilE
8208
Turning t o o l f o r main b e a r i n g
s h e l l V22HF 851002
Medbri ngare - f o r raml a g e r s k a l
V22HF
Myotapyorit i n runkol aakeri kuorta
v a r t e n V22HF
T u r n i n g t o o l f o r main bearing
s h e l l R22HF
Medbri ngare f o r raml a g e r s k d l
R22HF
Myotapyorit i n runkolaakeri kuorta
v a r t e n R22HF
&
Turning tool for thrust bearing
s h e 1 1 V22HF 851006
. 1I
Medbri ngare f o r s t y r l agerskal
V22HF
MyBtapyoritin ohjaaval l e
l a a k e r i l l e V22HF 0
Turning tool f o r t h r u s t bearing
&
s h e l l R22HF 851005
M e d b r i n g a r e for s t y r l a g e r s k a l
R22HF
- Myotapyoritin ohjaavalle
l a a k e r i l l e R22HF
-
CYLINDtR L I N t R , CYLIND~ n
E x t r a c t i n g and l i f t i n g t o o l f o r
c y l in d e r 1 i n e r 836001
Utdragnings- och l y f t v e r k t y g
for cylinderfoder
Syl i n t e r i h o l k i n u l o s v e t o - j a
nostotyokal u
a
@
1
Checking device f o r fuel
injection timing 862007
V e r k t y g f o r g r a n s k n i n g av
f 1o d l a g e
Tyokal u r u i skutushetken t a r k i s-
tusta varten
Socket wrench 30 f o r n o z z l e n u t 807010

H y l s g r e p p 30 f o r d y s m u t t e r
S u u t i n m u t t e r i n h o l k k i a v a i n 30
S o c k e t w r e n c h 22 507004
Hylsgrepp 22
H o l k k i a v a i n 22
Testing device for injection

valve
P r o u t r y c k n i ngsanl aggning f o r
spridarutrustning
R u i s k u t u s v e n t t i i l i n koeponnistus-
laite
Nozzle cleaning k i t 845006

R e n g o r i n g s v e r k t y g far s p r i d a r e
Puhdi s t u s v a l i n e e t s u u t i n t a v a r t e n
M o u n t i n g t o o l f o r i n j e c t i o n pump
tappet 846008
Monteri ngsverktyg for
insprutningspumpens l y f t a r e
Ruiskutuspumpun nostimen
asennustyokal u
Special socket wrench 19 f o r

flange nuts 806005
Special h y l s n y c k e l 19 f o r
f l ansmuttrar
E r i k o i shol kkiavain laippamut-
t e r e i den k i r i s t a m i s t a v a r t e n
Q
I
S p e c i a l open wrench f o r
injection pipe 806007
S p e c i a1 U - n y c k e l f o r
insprutningsr6r
E r i k o i s U-avain r u i skutusputkea
varten
Ii T I G H T E N I N G , KTORAGNING,
Special key f o r camshaft flange
KIRISTYS
I
screws 806006
5pecial.nyckeI f o r nockaxe l -
flZnsarnas jkruvar
E r i k o i s a v a i n nokka-aksel i n l a i p a n
r u u v e i 1 1e
Speed b r a c e w i t h 1 / 2 i n s q u a r e 808002
S v a n g med 1 / 2 i n f y r k a n t
Kampivaannin 1/2 i n nel i 6 l l Z
Ratchet h a n d l e w i t h 112 i n
square
S g a r r h a n d t a g med 1 1 2 i n
fyrkant
R a i k k a a v a i n 112 i n n e l i 8 l l a
Extension b a r w i t h 112 i n square 808005

F o r l a n g n l n g s s t 8 n g med 1 / 2 i n
fyrkant
PIdennystanko 1/2 i n neli51l S
1
// Torque wrench, Stahlwille
730 R/40 75... 400Nm
820009
Momentnyckel,Stahlwille
.
730 R/40 75. .400Nm
Momenttiavain,Stahlwille
.
730 R/40 75. .400Nm
Torque wrench,Stahlwille 820008

730 R/10 20...100Nm
Momentnyckel,Stahlwille
730 R/10 20...100Nm
Momenttiavain,Stahlwille
730 R/10 20.. .100Nm
D o u b l e head open end
wrenches 10-12
Dubbla U-nycklar 13-17
Kaksipainen U-avain 14-17
19-22
24-27
30-32
32-36
41-46
Open r i n g s p a n n e r 30-32
0ppen r i n g n y c k e l
Avorengasavai n
Hex. s o c k e t s c r e w k e y 5
Sexkantnyckel 6
Kuusi okol oavai n 8
10
Hex. s o c k e t s c r e w b i t
w i t h !/2 i n square d r i v e 6
S e x k a n t n y c k e l med 1 / 2 i n 10
fasthdl 14
K u u s i o k o l oh01 k k i a v a i n 17
1/2 i n sisaneliBlla
Sock e t w r e n c h
Hyl s 9rePP
Hol kk i a v a i n
M I S C E L L A N t O U S , DIV-ERSE, SEKALAISET
1
E x t r a c t o r f o r gear wheels e t c . 837012
U t d r a g a r e . f 6 r pumpa r n a s
k u g g h j u l m.m.
Pumppu j e n h a m m a s p y o r i e n u l o s v e d i n
Mounting d e v i c e f o r camshaft
b e a r i n g bush 834001
Monteringsverktyg f o r nockaxelns
lagerbussning
N o k k a - a k s e l i n l a a k e r i n asennus-
tyokal u
Dismantling device for centrifugal

f i l t e r 837013
Demonteri ngsverktyg f o r c e n t r i -
f u g a l f i 1t e r
Purkami s t y o k a l u keskipakosuodat-
timelle
Screw d r i v e r
Skruvmej sel
Ruuvitalt t a
Eye b o l t f o r f u e l f i l t e r 832004
Lyftogla for briinslefilter
Nostosilmukka polttoainesuodatinta
I' "arten
Brushes f o r cleaning charge a i r

cooler 845003
B o r s t a r f o r r e n g o r i n g av
laddningsluftkylare
Harjat ahtoi lmanjaahdyttimen
puhdistusta varten
Brushes f o r c l e a n i n g o i l - and
water coolers 845004
B o r s t a r f o r r e n g o r i n g av
01 j e - o c h C V - k y l a r e
H a r j a t o l ~ y n -j a k i e r t o v e d e n - I
( jaahdyttimien puhdistusta varten 1

Lever d 22x550 844001
I a
Spak d 22x550
Varsi d 22x550
lR-ENG1 NES,
Turning bar
R-MOTORER, R-YOOTTORIT I
Baxspak
Pyoritysvipu
Wrench f o r d i s m a n t l i n g e l e c t r i c
motor 803012
N y c k e l f o r l o s g o r i n g av e l m o t o r
Avain sahkomoottorin irrotukseen
05-12 -1-..-
3u=,~z,?3
8310
. V-tNGINES, V-MOTORER, V-MOOTTORIT
Turning device 483001

Baxverktyg
Pyoristystyokalu
I
I
Protecting sleeve for connecting
rod 835003
S k y d d s s k e n a for v e v s t a k e
Kiertokangen suojuskisko
Protecting plug f o r connecting

rod 835004
S k y d d s t a p p for v e v s t a k e
K i ertokangen suojustappi
SHIELD B E A R I N G , SKOLDLAGER, KILPILAAKERI
Turning tool f o r shield bearing

she1 l 851004
Medbri ngare for skoldlagrets
skalar
Myotapyoritin kilpilaakerin
kuoria varten
Distance sleeves
Distanshylsor
V a l ih o l k i t
Reduci ng pieces
Forminskni ngsstycken
Supistuskappaleet
EI b o w c o u p ; i n g
V i n k e l k o p p l in g
Kulmaliitin
I Pin for hydraulic tightening

device 86 1025
Tapp f 6 r h y d r a u l v e r k t y g
T a p p i h y d r a u l is t a t y o k a l u a v a r t e n
05-14 22KF,HE,MD
8310
4-CYLINDER ENGINt, 4 - C Y L I N D R I G MOTOR, ~-SYLINT~RINEN MOOTT~RI
Bit 14, hexagon socket screws,with 1
&
314 in square drive
Kuusiokolotera 14, 314 in sisanelio-
kiinnityksella
6-kantnyckel
fasthdl 14, med 314 in 4-kant-
%
,
I
I
0
a
@
Lateral t i e bolt
Ram1 a g e r s i d o s k r u v
Zunkolaakerin sivuruuvi
8 Camshaft screws
Nockaxel skruvar
Nokka-aksel i n ruuvi t
I
06. ADJUSTMENTS, CLEARANCES AND WEAR LIMITS
06.1 Adjustments
Valve t i m i n g :
I n l e t v a l v e s open 50" b e f o r e TDC, c l o s e s 20" a f t e r BDC

Exhaust v a l v e s open 50" b e f o r e BDC, c l o s e s 50' a f t e r TDC
Valve c l e a r a n c e s , c o l d e n g i n e i n l e t valves 0.4 mm

exhaust valves 0.8 mm
Following v a l u e s a r e g i v e n a t Pe = 21.4 bar1900 rpm ( = 100% l o a d ) :
S t a r t of d e l i v e r y 14" b e f o r e TDC
F u e l r a c k p o s i t i o n , marine d i e s e l f u e l 28.5 mm
Opening p r e s s u r e of f u e l i n j e c t i o n v a l v e 320 bar
T r i p p i n g speed
Nominal T r i p p i n g speed of
e n g i n e speed mechanical overspeed
t r i p device
15 r / s ( 900 RPM) 17.83 r / s (1070 RPM)
06.2 C l e a r a n c e s and wear l i m i t s ( a t 20°C)
pod P a r t , measuring p o i n t Drawing dimensions Normal

(m) clearance
(m)
,Main bearing clearance

( a l s o main t h r u s t b e a r i n g
and s h i e l d b e a r i n g )
Journal diameter
Journal c i r c u l a r i t y
Journal taper
Main b e a r i n g s h e l l t h i c k -
ness
Bore of main b e a r i n g
housing
Main b e a r i n g d i a m e t e r ,
in situ
Main t h r u s t b e a r i n g ,
a x i a l clearance 0.12.. .0.25 0.5
Main t h r u s t b e a r i n g w i d t h 100 -0.160...-0.21
aB 06. ADJUSTMENTS, CLEARANCES AND WEAR LIMITS
06.1 Adjustments
Valve t i m i n g :
I n l e t v a l v e s open 50' b e f o r e TDC, c l o s e s 20" a f t e r BDC

Exhaust v a l v e s open 50" b e f o r e BDC, c l o s e s 50" a f t e r TDC

F o l l o w i n g v a l u e s a r e g i v e n a t Pe = 21.4 bar/1000 rpm ( = 100% l o a d ) :
Opening p r e s s u r e of f u e l i n j e c t i o n v a l v e 320 b a r
t r i p device
--
Pos P a r t , measuring p o i n t Drawing dimensions Normal Wear

clearance l i m i t (mm:
10 Main b e a r i n g c l e a r a n c e
and s h i e l d b e a r i n g ) 0.18...0.27
J o u r n a l diameter 200 +O...-0.029
Journal c i r c u l a r i t y 0.015
Journal taper 0.015/100
ness 7.440+0...-0.015 7.38
housing 215 +0.029...-0
in situ 200 +0.239...+0.180
a x i a l clearance 0.12.. .0.25 0.5
06.1 Adjustments
Va'lve t i m i n g :
I n l e t v a l v e s open 50" b e f o r e T D C , c l o s e s 20" a f t e r BDC


S t a r t of d e l i v e r y 17" b e f o r e TDC/1200 rpm

F u e l r a c k p o s i t i o n a t 100% l o a d , m a r i n e d i e s e l f u e l 24.5 mm
Opening p r e s s u r e o f f u e l i n j e c ' t i o n v a l v e 320 b a r
t r i p device
06.2 C l e a r a n c e s and wear l i m i t s ( a t 2 0 " ~ )

clearance l i m i t (urn:
(mm)
Journal diameter 200 +O...-0.029
Journal circularity 0.015
nes s 7.440+0. ..-0.015 7.38
d
housing 215 +0.029...-0
in situ 200 +0.239...+0.18
axial clearance 0.12.. .0.25 0.5
06.1 Adjustments
Valve t i m i n g :
I n l e t v a l v e s open 50' b e f o r e TDC, c l o s e s 20' a f t e r BDC

Exhaust v a l v e s open 50' b e f o r e BDC, c l o s e s 50' a f t e r TDC

F o l l o w i n g v a l u e s a r e g i v e n a t Pe = 19.1 bar/1200 rpm ( = 100% l o a d ) :
S t a r t of d e l i v e r y 18' b e f o r e TDC
engine speed mechanical o v e r s peed
t r i p device
20 r / s (1200 RPM) 23 r / s (1380 RPM)
06.2 C l e a r a n c e s and wear l i m i t s ( a t 20QC)

(m) clearance l i m i t (mm:
(mm)
ness 7.440+0...-0.015 7.38
housing 215 +0.029...-0
in situ 200 +0.239...+0.18C
axial clearance 0.12...0.25 0.5
Main t h r u s t b e a r i n g width 100 -0.160...-0.210
06.1 Adjustments
Valve t i m i n g :


exhaust valves 0.8 mrn
S t a r t of d e l i v e r y 14" b e f o r e TDC/900 rpm

F u e l r a c k p o s i t i o n a t 100% l o a d , marine d i e s e l f u e l 24.5 mm
e n g i n e speed mechanical o v e r s p e e d
t r i p device
15 r / s ( 900 RPM) 17.83 r / s (1070 RPM)

16.7 r / s (1000 RPM) 19.67 r / s (1180 RPM)
20 r / s (1200 RPM) 23 r / s (1380 RPM)

(m) clearance l i m i t (mm)
( nnn )
J o u r n a l diameter 200 +O ...
-0.029
ness 7.440+0...-0.015 7.38
housing 215 +0.029...-0
in situ 200 +0.239...+0.18C
a x i a l clearance 0.12.. .0.25 0.5
Main t h r u s t b e a r i n g width 100 -0.160...-0.21C
06.1 Adjustments
Valve t i m i n g :
I n l e t v a l v e s open 50' b e f o r e TDC, c l o s e s 40' a f t e r BDC

Exhaust v a l v e s open 50" b e f o r e BDC, c l o s e s 50' a f t e r TDC

exhaust valves 0.8 mrn
S t a r t of d e l i v e r y 15" b e f o r e T D ~ / 1 0 0 0 rpm
F u e l r a c k p o s i t i o n a t 100% l o a d , marine d i e s e l f u e l 24.5 mm
e n g i n e speed mechanical o v e r s peed
t r i p device
15 r / s ( 900 RPM) 17.83 r / s (1070 RPM)

16.7 r / s (1000 RPM) 19.67 r / s (1180 RPM)
20 r / s (1200 R P M ) 23 r / s (1380 RPM)

(mm) clearance l i m i t (mm)
(mm)
I
J o u r n a l diameter 200 +O,..-0.029
Journal circularity 0.015
ness 7.440+0...-0.015 7.38
housing 215 +0.029...-0
in situ 200 +0.239...+0.18
-
axial clearance 0.12.. .0.25 0.5
0 06. ADJUSTMENTS, CLEARANCES AND WEAR LIMITS
06.1 Adjustments
Valve t i m i n g :

Valve c l e a r a n c e s , c o l d engine i n l e t valves 0.4 mm

8 S t a r t of d e l i v e r y 17" b e f o r e TDC/1200 rpm

F u e l r a c k p o s i t i o n a t 100% l o a d , m a r i n e d i e s e l f u e l 24.5 mm
engine speed mechanical o v e r s peed
t r i p device

(m) clearance l i m i t (mm)
(m>
and s h i e l d b e a r i n g ) 0.18.. .0.27
ness 7.440+0...-0.015 7.38
housing 215 +0.029...-0
in situ 200 +0.239...+0.18
a x i a l clearance 0.12.. .0.25 0.5
06.1 Adjustments
Valve t i m i n g :

E x h a u s t v a l v e s open 50" b e f o r e BDC, c l o s e s 50" a f t e r TDC

F u e l r a c k p o s i t i o n a t 100% l o a d , heavy f u e l 28 mm
marine d i e s e l f u e l 30 mm
Opening p r e s s u r e of f u e l i n j e c t i o n v a l v e 320 bar
Nominal T r i p p i n g s p e e d of T r i p p i n g speed of
e n g i n e speed mechanical o v e r s peed electro-pneumatic
t r i p device overspeed t r i p device
15 r / s ( 900 RPM) 17.83 r / s (1070 RPM) 17.33 r / s (1040 RPM)

1 6 . 7 r / s (1000 RPM) 19.67 r / s (1180 RPM) 19.17 r / s (1150 RPM)
20 r / s (1200 RPM) 23 r / s (1380 RPM) 22.5 r / s (1350 RPM)
06.2 C l e a r a n c e s and wear l i m i t s ( ' a t 20°C)
Pos P a r t , measuring p o i n t Drawing d i m e n s i o n s Normal Wear

(m) clearance l i m i t (m)
(=)
ness 7.440+0.. .-0.015 7.38
housing 215 +0.029...-0
in situ 200 +0.239...+0.18
1
Main t h r u s t b e a r i n g , I
a x i a l clearance 0.12.. .0.25 0.5 1
Main t h r u s t b e a r i n g w i d t h 100 -0.160...-0.21 I
100 +0.035...-0
ance (also thrust) 0.10...0.18

Camshaft diameter 120 +O...-0.022
Camshaft bearing shell,
4.950+0...-0.015
Camshaft bearing housing,
130 +0.025...-0
Camshaft bearing diameter,
120 +0.102...+0.15
75 +O.. .-0.019
housing, bore 90 +O.. .+0.022

Camshaft thrust bearing
diameter, in situ 75 +0.056...+0.10
Camshaft thrust bearing,
axial clearance 0.14.. .0.31
Camshaft thrust bearing,
70 -0.24 ...-0.37
Cylinder liner diameter 220.08 +0.046.. .-0
bottom: 220.25
0.14.. .0.23
Crank pin diameter 180 +O...-0.025
Crank pin circularity
Crank pin taper
Big end bearing shell,
4.940+0...-0.015
180 +0.203...+0.14
0.09...0.15
Gudgeon pin diameter 95 +O.. .-0.010
Gudgeon pin bearing

diameter, in situ 95 +0.142.. .+0.09
Pos Part, measuring point Drawing dimensions Normal Wear
(mm) clearance limit (mm:
(mm)
Connecting rod axial

clearance in piston 0.55.. .0.80
V22: Clearance between
connecting rods 0.18.. .I .94
Clearance gudgeon pin -
pis ton 0.005...0.025
Bore diameter in piston 95 +0.015...+0.005
Piston ring gap
(clamped ~4220)
compression rings 0.81...1.11 2.05
oil scraper rings 0.96.. .1.21
Piston ring height
clearance
compression ring 1 0.12...0.15 0.35
-18-
2 0.07...0.10 0,35
-11- 3 0.07...0.10 0,35
oil scraper ring 0.04.. .0.07 0.35
Piston ring groove height
groove I 4.11 +0.02.. .-0'
-11-
II 4.06 +0.02...-0
-11- 111 4.06 +0.02...-0
-81-
IV 6.03 +0.02...-0
Piston clearance at bottom
in cross direction of
engine 0.14.. .0.22
Corresponding piston
diameter 219.87 +-0.02
Crankshaft oil slinger
(driving end)
axial clearance 0.39.. .1.03
radial clearance around
crankshaft flange 0.62...0.93
12 Valve guide diameter 16 +0.095...+0.075

Valve stem diameter
Valve stem clearance
16 +O ...-0.018 15.97
0.06...0.11 0.20
Valve seat deviation rela-
tive guide (max. value) 0.10
Valve seat bore in cylinder
head 78 +0.019.. .O
shaft drive
bearing clearance 0.03.. .0.09
axial clearance 0.15 ...0.35
Camshaft driving gear,
Crankshaft gear - inter- I

mediate gear
Intermediate gear -
0.10...0.45
0
camshaft gear 0.10. ..0.45
Base tangent length

- crankshaft gear 99.75 +-0.024
- large intermediate gear 146.003 +-0.027
- small intermediate gear 99.842 +-0.024
- camshaft gear 130.694 +-0.024
Valve tappet, diameter 55 -0.03...-0.06

Guide, diameter 55 +O .03.. .-0
Diameter clearance 0.03.. .0.09
Tappet roller bore diameter 30 +0.021...-0

Bush diameter, outer 30 -0.020...-0.033
Bush diameter, bore 22 +0.041.. .+O.O2C
Tappet pin diameter 22 -0.007...-0.02U
Bearing clearance
roller - bush
bush - tappet pin
Rocker arm bearing diamete

Bearing journal diameter
Bearing clearance
Yoke pin diameter

1 z: ::.050:
0.02...0.05
0.03...0.06
0.03...0.07
Yoke bore diameter

Diameter clearance
Nozzle needle lift

Injection pump tappet:
Tappet roller bore diamete
Bush diameter, outer
Bush diameter, bore
Tappet pin diameter
Pos Part, measuring point Drawing dimensions Normal Wear
(ma> clearance limit (mm)
(ma>
Bearing clearance
roller - bush 0.05.. .0.114 0.15
bush - tappet pin 0.085..0.153 0.20
17 Fuel feed pump, engine

driven
Shaft diameter 20 +0.009...-0.004
Bush diameter, bore 20 +0.061...+0.04C
Bearing clearance 0.03.. .0.07 0.15
Axial clearance 0.02...0.10
Backlash for driving gear 0,55.. .0.68
Base tangent length for
pump gear 53.68 +-0.022 53.50
Crankshaft gear for pump
operation
Base tangent length,
standard design z = 70 115.348+-0.024 115.19
fast transm.ratio z = 73 115.159+-0.024 115.00
18 Lube oil pump for V22

Shaft diameter 50 -0.080...-0.105
Bush diameter, bore 50 +O. 039.. .-0
Bearing clearance 0.08...0.15 0.22
Backlash for driving gear 0.36...0.49
Base tangent length,

driving gear
standard design i=70/48 84.404 +-0.024 84.26
fast transm.ratio i=73/45 84.489 +-0.024 84.35
pump gear 42.95 +-0.030 42.50
Lube oil pump for R22

Shaft diameter 32 -0.07...-0.10
Bush diameter bore 32 +0.039..-0
Bearing clearance 0.07...0.14
Axial clearance 0.18.. .0.25
Backlash for driving gear 0.36...0.49
(mm) clearance l i m i t (mm)
(mm)
Base t a n g e n t l e n g t h ,
driving gear
standard design i=70/48 84.404 +-0.024 84.26
f a s t transm. r a t i o i=73/45 84.489 +-0.024 84.35
pump g e a r 28.53 +-0.030 28.20
19 Water pump, b a c k l a s h f o r
driving s h a f t gear
Base t a n g e n t l e n g t h f o r
0.55...0.68 I
driving gear
s t a n d a r d d e s i g n i = 70/30 53.515 +-0.021 53.34
f a s t t r a n s m . r a t i o i=73/27 53.735 +-0.021 53.55
22 D r i v i n g s h a f t f o r governor 20 +O ...-0.021
Bearing f o r d r i v i n g s h a f t 20 +0.053...+0.020
Bearing c l e a r a n c e 0.020..0.07 0.15
Axial c l e a r a n c e 0.10...0.15
Backlash f o r d r i v i n g g e a r 0.10...0.20 0.30
23A B a c k l a s h , b a l a n c i n g s h a f t
4 R gears
Crankshaft gear - inter-
mediate gear 0.1 ...0.6
Intermediate gear -
balancing s h a f t gear 0.1 ...0.5
Balancing s h a f t gear 0.1 ...0.35
23E B a c k l a s h , b a l a n c i n g
8V arrangement g e a r s
Balancing s h a f t d r i v i n g
g e a r - w a t e r pump d r i v i n g
gear 0.175...0.55
Balancing s h a f t d r i v i n g
gear -
intermediate gear 0.175.. .0.55
Shaft diameter 60 -0.030...-0.060

Bush d i a m e t e r ( a s s e m b l e d ) 60 +0.090...+0.030
Bearing c l e a r a n c e 0.060...0.139
22HF, HE, MD
8404
07. TIGHTENING TORQUES AND INSTRUCTIONS FOR SCREW CONNECTIONS
07.1 Tiqhtening torques for screws and nuts

The position numbers refer to fig. 07-51. ~ h r e a d sand contact
faces of nuts and screw heads should be oiled with lubricatinq
oil if otherwise not stated. Note that locking fluid and special
lubricant (Molykote) are used in certain cases.
Misused Molykote may cause the screws to break.
1 Nm = 0.102 kpm
Q*
I Torque Scale 1
Pos. ( Screw connection .setting I
1 Main bearing side screws, 1200 i20 30 kpm

Use tool combination acc. to 05-15A. I I
2 Shield bearing fixing. 210f10 1 21 kpm I

( ~ p p l yLoctite 242 on threads.\ I
3 Connecting rod screw (not hydraulic-
ally tightened screws ).
After tightening the screws are locked
I
I
260*10
I
in pairs with steel wire $ 2 mm. I I
Apply Molykote G-n Plus under the
screw head, on the screw guiding and (
the threads.
/II i
I I
I
I
4A
I
Counterweight pressure screw (connec-
tion with one fastening screw).
Lubricate the pressure face, i.e. the
end of the screw, with Molykote Paste
I
1
1
500f10
i
1
1
I
I
I
4B
I
G. Apply lubricating oil on the
threads.
counterweight screws (connections with

I
I
1320f20
i
A i
I
, two fastening screws).

Apply lubricating oil on the screws. I
Use tool combination acc. to 05-15A. I
L
Torque Scale
Pos. Screw connection Nm setting
5A Crankshaft flange screws (connection 1160f20 29 kpm

without nuts), 20 pcs
Lubricate the washers with Molykote
G-n Plus, the threads with oil.
Use the torque multiplier X-4.
5B Crankshaft flange screws (fitted bolts) 640*20 16 kprn
10 pcs
Lubricate the contact faces of the
screws and holes with Molykote G-n
Plus. Use the torque multiplier X-4.
6 Extension shaft flange at free end. 600*20 15 kpm
Use the torque multiplier X-4.
7 Screws of pump driving gear at free end 600f2O 15 kpm
Use torque multiplier X-4.
8 Split gear on crankshaft:
Gear to crankshaft - screws 120f 5 12 kpm
Apply Loctite 242 on the threads,
see section 07.2.
9 Split gear on crankshaft:

- Screws of gear half to gear half 140f5 14 kpm
see section 07.2. 4
10 Camshaft flange screws 80*5 7 kpm

The screws are treated with locking
compound and can be used three times
the locking effect being intact; then
replace.
Use tool combination 05-15B.
Do not wash the screw threads but
keep them clean and dry. .
10A Screws of intermediate gear bearing 400f10
journal
see section 07.2.
11 Screws of overspeed trip device to the 45f5 4.5 kpm

t
camshaft.
22HF, HE, MD
8404
Torque Scale
Pos . Screw connection Nm setting
12 Screw for dog at overspeed trip device. 85*5 8.5 kpm
13 Nuts for valve tappet guide block. 85*5 8.5 kpm
14 Nuts for injection pump flange. 85*5 8.5 kpm
15 Injection pump head piece ( L'Orange) , 65*3 6.5 kpm

fastening screws M10. (0-30-50 65)
16 A Injection pump element (LOOrange), 100f5 10 kpm

fastening screws M12. (0-50-80-100
16 B Injection pump cover (Bosch), 45+5 4.5 kpm

fastening screws (0-20-35-45)
17 Injection pipe connection nozzle holder 65f5 6.5 kpm
18 Injection pipe cap nuts. 50f5 5 kpm
19 Injection valve fastening nuts (M12). 50f3 5 kpm
20 Injection nozzle cap nut. 110f5 11 kpm
21 Nuts of rocker arm bearing bracket. 85f5 8.5 kpm

Apply Loctite 270 on the stud threads
in the cylinder head.
22 Starting valve: - fastening screws 40f4 4 kpm

(0-20-40)
- stem nut 14f2 1.4 kpm
23 Fastening screws for driving gear of 8555 8.5 kpm

the lubricating oil, circulating water
and raw water pumps (connections with
one fastening screw per pump)
I Apply Loctite 242 on the threads. (

22HF, HE, MD
8404
I POS. (
1 screw c o n n e c t i o n
Torque . ) Scale
( setting
I
1
F a s t e n i n g screws f o r water pump 1 23*3 2 . 3 kprn j

1
driving gear (connection with three
I n b u s P l u s f a s t e n i n g screws )
F a s t e n i n g screws f o r l u b r i c a t i n g o i l
I
1 75*5 7.5 kpm)
I
pump d r i v i n g g e a r 6R, 8R, V22 I I
(connection with four Inbus Plus
fastening screws )
Fastening nut f o r lubricating oil
II 210f10 21
I
kprn (
pump d r i v i n g g e a r 4R22HF. I I
t1 24 1 F a s t e n i n g o f g e a r f o r f u e l f e e d pump. 135*5 13.5kpm
0
I ( (Not f o r e l e c t r i c a l l y d r i v e n p u m p s . ) I
I ( Apply l u b r i c a t i n g o i l o n t h e s h a f t I I I
I
I
1
(
(
(
t h r e a d and t h e c o n t a c t f a c e of t h e nut.
Clean and degrease t h e c o n i c a l p a r t of
t h e s c r e w e d j o i n t . Do n o t a p p l y any
I .I
I lubricant.
I I
(25 1 I m p e l l e r n u t f o r c i r c u l a t i n g a n d raw 150* 5
I 1 w a t e r pumps.
F o r b a l a n c i n g mechanism o f f o u r i I
cylinder engines: I I
- b e a r i n g c a p screws ' ( 250*10 25 kprn 1
- f a s t e n i n g screws f o r g e a r s I 120f5 12 kpm)
- f a s t e n i n g s c r e w f o r i n t e r m e d i a t e g e a r f 250*10 25 kpm)
- screws f o r i n t e r m e d i a t e g e a r b e a r i n g I 2 9 0 f 1 0 29 kprn 1
- screw connection I I
intermediate shaft - balancing s h a f t ) 120f5 12 kpmi
- f a s t e n i n g s c r e w s (M16) I I
o i l sump - e n g i n e b l o c k I 250f10 25 kprn (
W e recommend t h e u s e o f t o r q u e m e a s u r i n g t o o l s a l s o when t i g h t e n -
i n g o t h e r s c r e w s a n d n u t s . T h e f o l l o w i n g t o r q u e s a p p l y t o screws
o f t h e s t r e n g t h c l a s s 8.8:
I Screw ( Width a c r o s s ( Key w i d t h o f I Torque/ ( 1

1 dimension ( f l a t s o f hexagon 1 hexagon s o c k e t I Nm 1 kprn 1
I ( screws 1 head screws I I
I M8 I 13 I 6 I 25 2 . 5 I
22HF, H E , MD
8 502
0 7 . 2 Use o f l o c k i n q f l u i d
When u s i n g l o c k i n g f l u i d ( L o c t i t e ) , c l e a n p a r t s c a r e f u l l y i n a
d e g r e a s i n g f l u i d and l e t d r y completely b e f o r e a p p l y i n g l o c k i n g
fluid.
07.3 Hydraulically tightened connections
07.3.1 T i q h t e n i n g p r e s s u r e s f o r h y d r a u l i c a l l y t i q h t e n e d connec-
tions
T h e p o s i t i o n n u m b e r s r e f e r t o f i g . 07-51.
Hydraulic T i g h t e n i n g Max. h y d r . H y d r a u l i c
Pos. Screw c o n n e c t i o n p r e s s u r e torques pressure cylinder
when of studs when number
tiqhtening Nm openinq
27 Main b e a r i n g
screw M42 540 b a r 200 560 b a r 8610-20
28 C y l i n d e r head
screw M42 500 b a r 200 520 b a r 861020
I
29A Connecting rod
V22 screw M30x2 555 b a r 85 1565bar 861027
I /
298
R22
Connecting rod
screw M30x2 555 b a r 1 85 565 b a r 861034 1
1
30 Shield bearing
screw M24 285 b a r 50 295 b a r 861020
861030
07.3.2 F i l l i n q , v e n t i n g and c o n t r o l o f t h e h y d r a u l i c t o o l set

( p a g e 07-52)
a ) C o n n e c t t h e h y d r a u l i c pump a n d c y l i n d e r a c c . t o s c h e m e 07-528.
F i l l t h e f i l l i n g b o t t l e ( d e l i v e r e d w i t h t h e pump) w i t h o i l ,
v i s c o s i t y a b o u t 2"E.
b ) Open t h e r e l e a s e v a l v e ( 3 ) a n d p r e s s t h e p i s t o n s o f t h e c y l -
inders ( 4 ) t o expel oil possibly occurring i n the cylinders
b a c k t o t h e pump c o n t a i n e r .
C ) L i f t t h e pump a b o v e t h e c y l i n d e r s a n d k e e p i t i n a p o s i t i o n w h e r e
t h e p l a s t i c p l u g ( 2 ) is t o p m o s t . Remove t h e p l u g a n d f i l l i n g
screw l o c a t e d i n s i d e t h e p l u g .
d ) P r e s s t h e s p o u t of t h e f i l l i n g b o t t l e i n t o t h e f i l l i n g h o l e and
s q u e e z e t h e b o t t l e t o make t h e o i l e n t e r . L e t a i r f l o w i n t o t h e
b o t t l e , a n d f i l l t h e pump c o n t a i n e r c o m p l e t e l y w i t h o i l .
e ) Replace t h e f i l l i n g screw and p l a s t i c plug.

22HF, HE, MD
8404
f ) V e n t t h e c o m p l e t e h y d r a u l i c s e t by c l o s i n g t h e v a l v e ( 3 ) , o p e n
t h e a i r v e n t screw ( 7 ) a n d pump u n t i l a i r v o i d o i l f l o w s o u t .
C l o s e t h e screw ( 7 ) .
g ) If a l a r g e o i l amount e s c a p e s when v e n t i n g , r e f i l l t h e c o n t a i n e r .
T h e s y s t e m is p r o v i d e d w i t h b a y o n e t c o u p l i n g s i n c l u d i n g n o n - r e t u r n
v a l v e s w h i c h means t h a t v e n t i n g is n e c e s s a r y when f i l l i n g t h e c o n -
t a i n e r , only.
T h e n o n - r e t u r n v a l v e s a r e o p e n e d by t h e p i n s l o c a t e d i n t h e c e n t r e
od t h e male a n d f e m a l e p a r t s . I f t h e s e p i n s g e t w o r n , r e p l a c e t h e
c o u p l i n g s . Risk .of b l o c k i n g system.
I f , e x c e p t i o n a l l y , i t is n e c e s s a r y t o o p e r a t e t h e w i t h c o u p l i n g s n o t
c o m p l e t e l y i n t a c t , i t is a d v i s a b l e t o o p e n t h e a i r v e n t s c r e w t o 4B
!
a s s u r e t h a t t h e p a s s a g e is o p e n t o a l l c y l i n d e r s b e f o r e t i g h t e n i n g
t h e connection.
07.3.3 D i s m a n t l i n g h y d r a u l i c a l l y t i g h t e n e d c o n n e c t i o n s ( p a g e 07-52) d
a ) A t t a c h t h e d i s t a n c e p i e c e and h y d r a u l i c c y l i n d e r a c c o r d i n g t o
f i g . 07-52A. S c r e w o n t h e c y l i n d e r by h a n d .
b ) C o n n e c t t h e h o s e s t o t h e pump a n d c y l i ' n d e r a c c o r d i n g t o t h e
w i r i n g d i a g r a m 07-528. Check t h a t t h e r e l i e f v a l v e p o s . 3 i s
open and screw t h e c y l i n d e r s i n clockwise d i r e c t i o n to e x p e l
possible oil.
C) Screw t h e c y l i n d e r s i n c o u n t e r - c l o c k w i s e d i r e c t i o n h a l f a t u r n
(180").
d ) C l o s e t h e r e l i e f v a l v e a n d pump p r e s s u r e t o t h e s t a t e d v a l u e .
e ) Screw t h e n u t i n counter-clockwise d i r e c t i o n a b o u t one t u r n .

f ) Open t h e r e l i e f v a l v e a n d remove t h e h y d r a u l i c t o o l s e t .
07.3.4 Reassemblinq h y d r a u l i c a l l y t i q h t e n e d c o n n e c t i o n s @
a ) Screw on t h e n u t s and a t t a c h t h e d i s t a n c e p i e c e s and h y d r a u l i c
c y l i n d e r s . S c r e w on c y l i n d e r s by h a n d .
b ) C o n n e c t t h e h o s e s t o t h e pump a n d c y l i n d e r s . Check t h a t t h e
r e l i e f v a l v e is o p e n a n d s c r e w t h e c y l i n d e r s i n c l o c k w i s e d i r e c -
8
tion t o expel possible o i l .
C ) C l o s e t h e r e l i e f v a l v e a n d pump p r e s s u r e t o t h e s t a t e d v a l u e .
d ) Screw t h e n u t i n c l o c k w i s e d i r e c t i o n u n t i l c l o s e f i t t i n g t o t h e
c o n t a c t f a c e . Keep t h e p r e s s u r e c o n s t a n t a t t h e s t a t e d v a l u e .
e ) Open t h e r e l i e f v a l v e a n d remove t h e h y d r a u l i c t o o l s e t .
22, HF, NID
8602
08. OPERATING TROUBLES, EMERGENCY OPERATION
P r e v e n t i v e m e a s u r e s , see s e c t i o n 03 a n d 04.
Some p o s s i b l e o p e r a t i n g t r o u b l e s r e q u i r e p r o m p t a c t i o n . The
o p e r a t o r s s h o u l d a c q u i r e knowledge o f t h i s s e c t i o n f o r i m m e d i a t e
a c t i o n when n e e d e d .
08.1 T r o u b l e , p o s s i b l e reason II See s e c t i o n , pos.

1. THE CRANKSHAFT DOES NOT ROTATE AT STARTING
ATTEMPTS
a ) V - e n g i n e s : The t u r n i n g d e v i c e i s c o n n e c t e d . 11, 2 1
I n - l i n e e n g i n e s : The c o v e r on t h e f l y w h e e l
p r o t e c t i o n is open.
NOTE: The e n g i n e c a n n o t b e s t a r t e d when t h e
t u r n i n g d e v i c e i s c o n n e c t e d . However, b e f o r e
s t a r t i n g , always check t h a t t h e t u r n i n g
d e v i c e i s removed.
b ) The s t a r t i n g a i r p r e s s u r e i s t o o l o w , t h e
s h u t - o f f v a l v e on t h e s t a r t i n g a i r i n l e t p i p
is closed.
C) Jamming o f t h e s t a r t i n g v a l v - e i n t h e c y l i n d e
head.
d l ~ a m m i n go f t h e s t a r t i n g a i r d i s t r i b u t o r
piston.
I 21
e ) The s t a r t i n g a i r s o l e n o i d i s f a u l t y .
£ 1 The i n l e t o r e x h a u s t v a l v e is jamming when
1 21
12
open. N o o r " n e g a t i v e n v a l v e c l e a r a n c e
( s t r o n g blowing n o i s e ) .
g ) The s t a r t i n g a u t o m a t i c s o u t s i d e t h e e n g i n e 03.1.2, 23
are f a u l t y .
h ) The f o u r - c y l i n d e r e n g i n e : The s t a r t i n g m o t o r 21
is f a u l t y .
2. THE CRANKSHAFT ROTATES BUT THE ENGINE FAILS

TO FIRE
a Too l o w s p e e d . 08.1.lb
b ) The a u t o m a t i c shut-down d e v i c e is n o t i n
start position.
c ) Load l i m i t o f t h e c o n t r o l s h a f t o r o f t h e
g o v e r n o r is set a t t o o low a v a l u e . I 22
Trouble, possible'reason a
See section, pos.
dl The overspeed trip device has tripped.
el The starting fuel limiter is wrongly
adjusted.
£1 Some part of the fuel control mechanism is
jamming and prevents fuel admission.
g) The fuel and injection system is not vented,
the pipe connections between the injection
pumps and the valves are not tightened.
h) The fuel filter is clogged.
i) The three-way cock of the fuel filter is
wrongly set, the valve in the fuel inlet pi^
is closed, the fuel day tank is empty, the
fuel feed pump is not started or is faulty.
k ) Very low air and engine temperatures (prehea
the circulating water ! -combinedwith fuel c
low ignition quality.
1) Too low compression pressure.
3. THE ENGINE FIRES IRREGULARLY, SOME CYLINDERS

DO NOT FIRE AT ALL
a) Jamming valves, inadequate fuel supply, too
low temperatures
b ) The injection pump control rack is wrongly
adjusted.
C) The injection pump control sleeve doese not
mesh properly with the rack (may cause over-
speed if set in direction of increased fuel
supply 1.
d) The injection pump is faulty (plunger or
tappet sticking; delivery spring broken,
delivery valve sticking).
el The injection valve is faulty; the nozzle
holes are clogged.
£1 The piston rings are ruined; too low compres
sion pressure.
Trouble, possible reason 1 See section, pos.
I
g 8.. .16-cylinder engines: It may be trouble-
some to make these fire on all cylinders
while idling because of the small quantity of
fuel required. In normal operation-this is
acceptable.
In special cases, in engines which have to
idle continuously for longer periods (severa
hours) for some reason, it is advisable to
adjust the rack positions carefully (reduce
rack position somewhat on the cylinders hav-
ing the highest exhaust gas temperatures, in
crease somewhat on those not firing). This
adjustment should be done in small steps and
the difference between the rack positions of
various cylinders should not exceed 1 mm.
4. THE ENGINE SPEED IS NOT STABLE

a) The governor is faulty (normally too low corn
pensation).
b ) Some parts of the fuel control mechanism is
jamming and prevents fuel admission.
c) The fuel feed pressure is too low.
dl The loading automatics (e.g. controllable
pitch propeller) outside the engine are
faulty).
5. KNOCKS OR DETONATIONS OCCUR IN THE ENGINE

(if the reason cannot be found immediately,
stop the engine!
a) The big end bearing clearance is too large
(loose screws!)
b) The valve spring or injection pump tappet
spring is broken.
C) The inlet or exhaust valve is jamming when
open.
dl Much too large valve clearances.
el One or more cylinders are badly overloaded.
£ 1 The injection pump or valve tappet guide
block is loose.
Trouble, possible reason
a
See section, pos.
g) Incipient phase of piston seizure.
h) Insufficient preheating of the engine in corn
bination with fuel of low ignition quality
(combustion knock).
6. DARK EXHAUST GASES

a) The engine is badly overloaded (check the in Test Records
jection rack positions and exhaust gas tem-
peratures 1.
b) Late injection (wrongly set camshaft drive).
C) Faulty fuel injection pump or injection valv
dl Insufficient charge and scavenging air press
ure: - charge air filter clogged
Test Records a
- turbocharger compressor dirty
- charge air cooler clogged on air side
- turbocharger turbine badly fouled
7. THE ENGINE EXHAUST GASES ARE BLUE-WHITISH
a) Excessive lubricating oil consumption becaus
of gas blow-by past the piston rings; worn o
broken oil scraper rings or worn cylinder
liners; sticking compression rings; compres-
sion rings turned upside-down; ring scuffing
(burning marks on the sliding surfaces.
,
b) Blue whitish exhaust gases may occur occa-
sionally when the engine has been idling for
a lengthy time or at low ambient temperature
or for a short time after starting.
8. THE EXHAUST GAS TEMPERATURES OF ALL CYLINDER

ARE ABNORMALLY HIGH
a) The engine is badly overloaded (check the Test Records
injection pump rack positions).
b) Insufficient charge air pressure.
Trouble, possible reason See section, pos.
c ) The charge air temperature is too high Test Rec0rds~01.2.1
- the charge air cooler clogged on the water 15
side or dirty on the air side
- the temperature of the air cooler inlet
water too high, the water quantity in-
sufficient
-the engine room temperature abnormally higl
dl Excessive deposits in cylinder head inlet or
exhaust ports.
e ) The turbocharger compressor or turbine
fouled.
9. THE EXHAUST GAS TEMPERATURE OF ONE CYLINDER Test Records

IS ABOVE NORMAL
a) Faulty exhaust gas thermometer.
b) The exhaust valve
- jamming when open
- no or "negative" valve clearance
- sealing surface blown by (burned).
C ) Faulty injection valve
- opening pressure much too low
- sticking of the nozzle needle when open
- broken springs.
d) Late injection.
e) The fuel filter is clogged.
£1 The injection pump is faulty.
10. THE EXHAUST GAS TEMPERATURE OF ONE CYLINDER

IS BELOW NORMAL
a) Faulty exhaust gas thermometer.
b ) Inadequate fuel supply, faulty fuel injectio~
pump or injection valve.
C) Leaky injection pipe or pipe fittings.
dl When idling, see point 08.1.3g.
11. EXHAUST GAS TEMPERATURES VERY UNEQUAL

a) Faulty exhaust gas thermometer, faulty fuel
injection valve.
0
See section, pos.
b ) Too low fuel feed pressure: too small flow
through the injection pumps. May cause great
load differences between the cylinders al-
though the injection pump rack positions are
the same. Dangerous! Causes high thermal
overload in individual cylinders.
C) The fuel control mechanism is jamming.
dl When idling, see point 08.1.3g.
e Late injection.
12. LUBRICATING OIL PRESSURE LACKING OR TOO LOW

a) Faulty pressure gauge, the gauge pipe cloggec
b) The lubricating oil level in the oil sump is
too low.
c ) Lubricating oil pressure control valve is ou*
of adjustment or jamming.
dl The three-way cock of the lubricating oil
filter is wrongly set.
el Leakage in the lubricating oil suction pipe
connections.
f ) The lubricating oil is badly diluted with
diesel oil, the viscosity of the oil too low,
g ) The lubricating oil pipes inside the engine
are loose or broken.
13. TOO HIGH LUBRICATING OIL PRESSURE

a) Faulty pressure gauge or pressure control
valve.
14. TOO HIGH LUBRICATING OIL TEMPERATURE

a) Faulty thermometer.
b) Insufficient cooling water flow through the
oil cooler (faulty pump, air in the system,
the valve closed), too high LT water tem-
perature.
C) The oil cooler is clogged, deposits on the
tubes.
dl Faulty thermostat v'alve.
15. ABNORMALLY HIGH COOLING WATER OUTLET TEM-
PERATURE, THE DIFFERENCE BETWEEN COOLING
WATER INLET AND OUTLET TEMPERATURES TOO
LARGE
a ) One of the thermometers is faulty.
b) The circulating water cooler is clogged,
deposits on the tubes.
c ) Insufficient flow of cooling water through
the engine (the circulating water pump
faulty), air in the system, the valves are
closed.
dl The thermostat valve is faulty.
16. WATER IN THE LUBRICATING OIL

a) Leaky oil cooler.
b) Leakage at the cylinder liner O-rings (always 10.6
pressure test when the cooling water system
has been drained or the cylinder liners have
been dismantled).
c) 1 Faultylubricating oil separator.
See the separator instruction book'!
17. WATER IN THE CHARGE AIR RECEIVER

(escapes through the drain pipe in the
air cooler housing)
a ) Leaky air coolers.
b) Condensation (too low charge air cooling
I l5
03.3.1at
water temperature). page 03-52
18. THE ENGINE LOOSES SPEED AT CONSTANT OR

INCREASED LOAD
a) The engine is overloaded, a further increase 22
of fuel supply is prevented by the mechanical
load limiter.
b) Shortage of fuel.
c ) Mechanical disturbance ( 08.1.59, 08.2Od

Trouble, possible reason See s e c t i o n , pos.
1 9 . THE E N G I N E STOPS
a ) Shortage of f u e l .
b ) The overspeed t r i p device has t r i p p e d .
c ) The a u t o m a t i c s t o p d e v i c e h a s t r i p p e d .
d l F a u l t y governor.
a ) The i n j e c t i o n pump c o n t r o l r a c k i s wrongly

set.
Before r e s t a r t i n g t h e e n g i n e t h e f a u l t s must
be detected a n d c o r r e c t e d .
l ~ r e a tr i s k o f o v e r s p e e d I
b ) F a u l t y s t o p a u t o m a t i o n . S t o p by means o f t h e
stop lever.
c ) T h e e n g i n e i s d r i v e n by t h e g e n e r a t o r or by
a n o t h e r e n g i n e c o n n e c t e d t o t h e same r e d u c -
tion gear.
21. THE E N G I N E OVERSPEEDS AND DOES NOT STOP

ALTHOUGH THE OVERSPED TRIP DEVICE TRIPS
a ) The i n j e c t i o n pump c o n t r o l r a c k i s w r o n g l y
set.
I Load t h e e n g i n e , i f possible.1
Block t h e f u e l s u p p l y , by means o f t h e f u e l
f i l t e r three-way cock.
b ) An o v e r s p e e d i n g e n g i n e i s h a r d t o s t o p .
Therefore, check r e g u l a r l y t h e adjustment of
t h e c o n t r o l mechanism ( t h e i n j e c t i o n pump
rack positions)
1 ) t h e s t o p l e v e r b e i n g i n s t o p p o s i t i o n or
t h e overspeed t r i p d e v i c e being t r i p p e d
a n d t h e s p e e d g o v e r n o r a t max. f u e l a d m i s .
sion
Trouble, possible reason See section, pos.
1
2 ) the stop lever and the overspeed trip be-
ing in work position and the speed gover-
nor in stop position.
This control should be done always when any
measure has been taken in the control mech-
anism or the injection pumps.
08.2 Emergency operation

1. Operation with defective air cooler(s)
If the water tubes of an air cooler are defective, the cooling
water may enter the cylinders. If water or water mist flows out
of the drain pipe at the bottom of the cooler housing, check
wether it is cooling water or condensate. If condensate, reduce
cooling (see section 03, page 03-52). If cooling water, stop the
engine as soon as possible.and fit a spare cooler.
If no spare cooler is available, the following measures can be
taken as an emergency solution:
a ) Dismantle the cooler for repair and blank off the opening in
the charge air cooler housing. Shut off water supply and
return pipes. Repair the cooler, e.g. by plugging the leaking
tubes.
b) If there is not time enough to remove the defective cooler
and repair it, shut off water supply and return pipes.
C) Operating with a partially plugged, shut-down or removed air
cooler: Engine output must be limited so that the normal full
load exhaust temperatures are not exceeded.
The turbocharger may surge before the admissible exhaust tem-
peratures are reached. In such a case, engine load must be
reduced further to avoid continuous surging.
2. Operation with defective turbocharger(s)
A defective turbocharger is to be treated in accordance with the
service instructions given in the turbocharger instruction book
(blocking of rotor etc.).
If one turbocharger on a V-engine is defective and must be
blocked, the other charger should be blocked too, the air con-
nection between the charger and the air coolers removed and the
engine operated as a naturally aspirated engine.
When operating the engine without turbochargers, engine output
must be limited so that the normal full load exhaust temperatures
are not exceeded.
Availabel load from the engine with blocked turbocharger(s) is
about 20 % of full load.
3. Operation with defective cams
If the camchaft piece with the damaged cams cannot be removed
and replaced by a new one, the engine can be kept running by the
following measures:
a) Fuel pump cams
Slight damage:
Set the fuel pump control rod into zero position and lock it
by a wire around the pump.
Bad damage:
Remove the fuel injection pump. See section 16.
Attention!
Concerning torsional vibrations and other vibrations, see
section 08.5.
@
When operating with a shut-off fuel pump over a long period,
the inlet and outlet 'valve push rods are to be removed, and
the indicator valve on the respective cylinder is to be
opened once an hour to allow any accumulated oil to drain.
With one cylinder out of operation, reduce load to prevent
the exhaust temperatures of the remaining cylinders from
exceeding normal full load temperatures.
b) Valve cams
Stop fuel injection to the cylinder concerned, see section 16.
Remove the valve push rods and cam followers of the cylinder.
Replace the tubes covering the push rods.
Attention !
Concerning torsional vibrations and other vibrations, see
section 08.5.
With one cylinder out of operation, reduce load to prevent
the exhaust temperatures of the remaining cylinders from
exceeding normal full load temperatures.
4. Operation with removed piston and connecting rod
a
If a damage on piston, connecting rod or big end bearing cannot
be repaired, the following measures can be taken to allow
emergency operation:
- remove the piston and connecting rod
- cover the lubricating oil bore in the crank pin with a suitable
hose clip, and secure,
- fit the completely assembled cylinder head but omit the push
rods
- prevent starting air entry to the cylinder head by removing
the pilot air pipe,
- shut down the fuel pump (section 08.3a).
With one cylinder out of operation, reduce load to prevent the
exhaust temperatures of the remaining cylinders from exceeding
full load temperatures.
If the turbocharger(s1 surge, reduce load further to avoid con-
tinuous surging.
Operation with the piston and connecting rod of one or more
cylinders removed should only be performed in absolute emergency
conditions when there are no other means of proceeding under own
power.
5. Torsional vibrations and other vibrations
When running the engine with one or more cylinders out of opera-
tion, the balance of the engine is disturbed, and severe or even
dangerous vibrations may occur.
10-1A
10. ENGINE BLOCK WITH BEARINGS, CYLINDER LINERS, OIL SUMP
10.1 Description
The engine block is cast in one piece of cast iron. The dis-
tributing pipes for lubricating oil and cooling water as well as
the air receiver are incorporated in the engine block. The main
bearing caps are arranged hanging and support the crankshaft in
interchangeable precision type bearing shells. The upper bearing
shell is guided in the oil groove by a lug at each end. The
lower shell has a lug at one end to be axially located. The
periphery of the shells is longer than that of the bearing bore
and thus provides for the fixation of the shells. The first main
bearing, seen from the driving end, is provided with four thrust
washers in order to guide the crankshaft axially. An extra, so-
called shield bearing may be located next to the flywheel, if
necessary.
The camshaft bearing bushes are in housings directly machined in
the block.
The engine block embodies the cylinder liners, made of special
cast iron and honed to an optimal finish. At the top flange the
liners are sealed against the block metallically, only, at the
lower part by two O-rings.
The crankcase covers and the thick light metal covers of the
camshaft openings are provided with rubber profile gaskets. Some
of the crankcase covers include a spring-loaded safety valve
which releases the overpressure in case of a crankcase explo-
sion. The crankcase is provided with an air vent pipe including
a non-return valve. The air vent pipe should be conducted away
from the engine. A cover incorporating the oil filling hole is
located at the driving end of the engine.
The oil sump is made of welded steel plates. A rubber profile
gasket seals off against the block.
10.2 Dismantling of main bearing shells (fig. 10-54)

1. Remove the crankcase covers closest to the bearing in
quest ion.
2. Unscrew the main bearing cap side screws about one turn by
using the wrench combination X-4, see fig. 10-54A.
3. ~ i f tthe distance sleeves ( 8 ) in position (fig. 10-51A) and
insert the pins (10) into the slots of the sleeves to fix the
sleeves.
Note! For V-engines, equipped with torsional vibration damper
Hasse & Wrede ASK 1728, two extra distance sleeves are
delivered. Tese two sleeves are to be used on the main
bearing at the torsional vibration damper only. The sleeves
fe
are marked 3V86B56.
4. Connect the hydraulic cylinders ( 9 ) to the main bearing
screws, fig. 10-54B. Connect the hoses according to the
scheme 10-51C and open the valve ( 3 ) of the hydraulic pump.
Tighten the hydraulic cy.linders further by hand to force
possible oil back to the pump. Then unscrew the cylinders
half a turn (180'). (See section 07.3). This is specially
important when using the sleeves 3V86B56.
5. Elongate the screws by pumping the pressure to the value
stated in section 07.3. Fig. 10-54C. Then unscrew the nuts
about one turn by means of the pins.
0
6. Release pressure by slowly opening the valve on the hydraulic
pump. Remove the hoses, unscrew the cylinders and remove the
sleeves.
7. Remove the nuts and apply the main bearing cap lifting tool
832003 (fig. 10-52, 10-54D). Remove the side screws and lower
a
the cap by means of the lifting tool until the handle rests
on the bottom edge of the crankcase opening. The lower bear-
ing shell can now be removed out of the cap.
the main bearing cap is to be removed, shift angle position
the handle by inserting the locking pins into the other
ir of holes. In doing so it is possible to further lower
the main bearing cap until it is free from the bolts and can
be dismantled. To facilitate this procedure, remove the
neighbouring side screws.
8. To dismantle the upper bearing shell, insert the dog 851001
(in-line engine) or 851002 (V-engine) into the crankshaft
journal radial oil hole, turn the crankshaft carefully until
the bearing shell has been turned 180' and remove it. Fig.
10-54E,F.
Cover the two crankshaft journal oil holes with tape. a
At least every third main bearing must be in place at the
same time to support
-- the crankshaft.
9. The thrust washers can be removed from the main bearing cap a,
when it is in lowered position.
To remove the upper halves of the thrust washers, insert the
turning tool 851005 (in-line engine) or 851006 (V-engine1
into the bearing journal radial oil hole. Turn the crankshaft
carefully 180' and remove the washers.
1 0 . 3 I n s p e c t i o n of t h e main b e a r i n g s h e l l s and t h r u s t washers
Wash t h e b e a r i n g s h e l l s a n d c h e c k f o r wear, s c o r i n g a n d o t h e r
damage. Wear i s s e t t l e d a c c o r d i n g t o d o c u m e n t n o . 3210T00101E i n
s e c t i o n 6.
( M a r k t h e new b e a r i n g s w i t h t h e b e a r i n q n u m b e r s . I
The t h r u s t washers s h o u l d be changed i n p a i r s t o e n s u r e t h a t t h e
f l a n g e s o f t h e a x i a l b e a r i n g s u r f a c e s are o f e q u a l t h i c k n e s s .
No s c r a p i n g o r o t h e r f i t t i n g o f b e a r i n g s h e l l s , c a p s o r b o r e s
is a l l o w e d . B u r r s o r d i r t s h o u l d b e l o c a l l y removed, o n l y .
The b e a r i n g j o u r n a l s s h o u l d be i n s p e c t e d f o r s u r f a c e f i n i s h .
Damaged j o u r n a l s ( r o u g h s u r f a c e , s c r a t c h e s , m a r k s of s h o c k s )
s h o u l d b e p o l i s h e d . I f a f t e r a l o n g e r p e r i o d o f running con-
s i d e r a b l y u n e v e n wear a p p e a r s , s e c t i o n 0 6 . 2 . p o s . 11, t h e
c r a n k s h a f t may b e r e g r o u n d a n d r e a s s e m b l e d t o g e t h e r w i t h
t h i c k e r b e a r i n g s h e l l s . C o n c e r n i n g t h e s e , see t h e S p a r e P a r t s
Catalogue.
1 0 . 4 ~ n s t a l l i n gmain b e a r i n g s h e l l s a n d t h r u s t w a s h e r s
( f i g . 10-55
1. C l e a n t h e main b e a r i n g b o r e , c a p s , s h e l l s a n d c r a n k s h a f t
journal very carefully. -. s -r:
* . , "
2. T a k e o f f t h e p r o t e c t i n g t a p e f r o m t h e c r a n k s h a f t o i l h o l e s .,
and l u b r i c a t e t h e journal with pure engine o i l .
3. L u b r i c a t e t h e u p p e r s h e l l b e a r i n g s u r f a c e ( n o t t h e rearq s i d e ) . . ,.
.r
C h e c k - t h a t t h e b e a r i n g s h e l l s are i n s t a l l e d c o r r e c t l y . .-
4. P l a c e t h e edge o f t h e s h e l l i n t h e s l o t between t h e c r a n k s h a f t
a n d t h e b e a r i n g b o r e a n d p u s h it i n b y h a n d as f a r as p o s s i b l e .
F i g . 10-55A.
5 . P l a c e t h e d o g 8 5 1 0 0 1 ( i n - l i n e e n g i n e ) o r 851002 ( V - e n g i n e ) i n
t h e c r a n k s h a f t j o u r n a l r a d i a l o i l h o l e and t u r n t h e c r a n k s h a f t
c a r e f u l l y u n t i l t h e b e a r i n g s h e l l h a s been t u r n e d i n t o p o s i -
t i o n . F i g . 10-558. T a k e care t h a t t h e b e a r i n g s h e l l g u i d i n g
f l a p e n t e r s t h e g r o o v e w i t h o u t b e i n g damaged. Remove t h e d o g .
6 . L u b r i c a t e t h e l o w e r s h e l l b e a r i n g s u r f a c e ( n o t t h e t h e rear
s i d e ) a n d p l a c e i t i n t h e b e a r i n g c a p ; r a i s e t h e - c a p by means
o f l i f t i n g t o o l 8 3 2 0 0 3 ( f i g . 10-52, 10-55C) u n t i l t h e l u b r i -
cated side screws c a n b e screwed i n t o t h e t h r e a d s o f t h e
b e a r i n g c a p by h a n d . Remove t h e l i f t i n g t o o l .
7 . L u b r i c a t e t h e n u t s a n d screw o n b y h a n d .
8. P u t t h e d i s t a n c e s l e e v e s ( 8 ) f i g . 10-51A i n p l a c e a n d k e e p
t h e m i n p o s i t i o n by i n s e r t i n g t h e p i n s ( 1 0 ) i n t o t h e h o l e s o f
t h e n u t s through t h e s l e e v e s l o t s . Screw on t h e c y l i n d e r s
( f i g . 10-55D) a n d c o n n e c t t h e h o s e s . Open t h e v a l v e o f t h e
h y d ; a u l i c pump. T i g h t e n t h e c y l i n d e r s b y h a n d t o f o r c e p o s s -
a
i b l e o i l b a c k i n t o t h e pump.
9 . When r e i n s t a l l i n g t h e t h r u s t main b e a r i n g , f o r c e t h e c r a n k -
s h a f t a x i a l l y towards t h e f r e e end.
1 0 . When r e i n s t a l l i n g t h e m a i n b e a r i n g w i t h t h r u s t w a s h e r , p r o -
c e e d as f o l l o w s : Remove t h e t a p e f r o m t h e o i l h o l e s . P l a c e
t h e d o g 8 5 1 0 0 5 ( i n - l i n e e n g i n e ) o r 851006 ( V - e n g i n e ) i n t h e
o i l h o l e . O i l t h e c r a n k s h a f t , b e a r i n g ( n o t t h e rear s i d e ) a n d
t h r u s t w a s h e r s . P l a c e them on t h e c r a n k s h a f t and t u r n t h e
c r a n k s h a f t 180' u n t i l t h e b e a r i n g s a r e i n t h e c o r r e c t p o s i -
t i o n , t h e n t u r n t h e c r a n k s h a f t backwards a n d remove t h e dog.
~ o u n t i n go f t h e l o w e r b e a r i n g h a l f : O i l t h e b e a r i n g s a n d Q
t h r u s t w a s h e r s a n d mount t h e m i n t h e m a i n b e a r i n g c a p . Mount
t h e c a p as d e s c r i b e d i n p o i n t 8 .
N o t e : T h e t h r u s t w a s h e r s a r e m a r k e d a c c o r d i n g t o f i g . 10-59
(operating s i d e of t h e engine).
11. T i g h t e n t h e s i d e screws, a t t h e rear s i d e o n l y , t o 300 Nm

t o r q u e , t h e n e l o n g a t e t h e m a i n b e a r i n g screws b y pumping
p r e s s u r e t o t h e v a l u e s t a t e d i n s e c t i o n 0 7 . 3 . F i g . 10-55E.
1 2 . T i g h t e n t h e n u t s by t h e p i n ( 1 0 ) u n t i l f a c e - t o - f a c e contact.
The p r e s s u r e s h o u l d be k e p t c o n s t a n t a l l t h e t i m e .
1 3 . Release p r e s s u r e b y o p e n i n g t h e v a l v e o n t h e pump. Remove

t h e hoses, unscrew t h e c y l i n d e r s and t a k e o f f t h e d i s t a n c e
s l e e v e s and p i n s .
1 4 . T i g h t e n t h e s i d e screws b y u s i n g t h e t o o l c o m b i n a t i o n f i g .
05-15A t o t h e v a l u e s t a t e d i n s e c t i o n 0 7 . 1 .
15. Before s t a r t i n g t h e engine a f t e r a bearing inspection, check

t h e crankshaft a x i a l clearance (section 11.3).
10.5 Dismantling and assembling of t h e s h i e l d b e a r i n g
Dismantling ( f i g . 10-56)
If t h e e n g i n e i s e q u i p p e d w i t h a n e x t r a m a i n b e a r i n g ( i . e . a 0
s h i e l d b e a r i n g ) between t h e main t h r u s t b e a r i n g and t h e f l y w h e e l ,
t h e i n s p e c t i o n may p r o c e e d as f o l l o w s :
1. Remove t h e b o t t o m p i e c e s o f t h e t r i p a r t i t e e n d c o v e r . T h e
topmost p i e c e can be l e f t l o o s e i n p l a c e .
2. U n s c r e w t h e f o u r s c r e w s f a s t e n i n g t h e b o t t o m of t h e b e a r i n g
h o u s i n g t o t h e e n g i n e b l o c k by means o f t h e t o o l c o m b i n a t i o n
a c c o r d i n g t o f i g . 10-56A.
3 . L o o s e n t h e n u t s o f t h e two v e r t i c a l s c r e w s b y t h e h y d r a u l i c
t o o l a c c o r d i n g t o 10-568. S e e s e c t i o n 0 7 . 3 .
4. Lower t h e b e a r i n g c a p s o t h a t i t rests a g a i n s t t h e e d g e o f
t h e o i l sump. F i g . 10-56C. ( I f t h e c a p i s t o b e removed f r o m
t h e engine, loosen t h e s t u d s . )
5 . Remove t h e u p p e r s h e l l b y - t u r n i n g i n c l o c k w i s e d i r e c t - i o n
u s i n g t h e t o o l 851004 p l a c e d i n t h e c r a n k s h a f t j o u r n a l r a d i a l
o i l h o l e . F i g . 10-56D. Remove t h e t u r n i n g d e v i c e . C o v e r t h e
o i l hole with tape.
6 . C h e c k t h e b e a r i n g i n t h e same way as n o r m a l m a i n b e a r i n g s ,
s e c t i o n 10.3.
Assembling ( f i g . 10-57 1
a 7. L u b r i c a t e t h e u p p e r b e a r i n g s h e l l s u r f a c e a n d c r a n k s h a f t
journal.
8. I n s e r t t h e b e a r i n g s h e l l e n d w i t h o u t l u g i n t h e c l e a r a n c e
between t h e j o u r n a l and b e a r i n g b o r e grooved edge. Push i n
t h e s h e l l b y hand as f a r as p o s s i b l e .
9 . P l a c e t h e t u r n i n g d e v i c e 851004 i n t h e c r a n k s h a f t j o u r n a l
radial o i l h o l e and t u r n c a r e f u l l y i n counter-clockwise J
d i r e c t i o n u n t i l t h e edge of t h e bearinq s h e l l l e v e l s with t h e

b e a r i n g housing m a t i n g - f a c e . Check t h a t t h e f l a p a t t h e b e a r -
i n g e d g e i s n o t damaged. Remove t h e t u r n i n g d e v i c e . F i g .
10-57A,B.
10. L u b r i c a t e t h e lower b e a r i n g s h e l l s u r f a c e and p l a c e t h e bear-

i n g s h e l l i n t h e b e a r i n g c a p . F i g . 10-57B.
- ?
11. R a i s e t h e b e a r i n g c a p u n t i l t h e b e a r i n g s h e l l e d g e s l e v e l
and t i g h t e n t h e n u t s by hand.
1 2 . Knock t h e two d o w e l p i n s f r o m a b o v e t o g e t t h e l o w e r b e a r i n g
house centered.
13. P u t t h e d i s t a n c e s l e e v e s i n p l a c e , i n s e r t t h e p i n s i n t h e
slots.
14. Screw on t h e h y d r a u l i c c y l i n d e r s .
1 5 . C o n n e c t t h e h o s e , o p e n t h e pump v a l v e a n d t i g h t e n t h e c y l i n -
ders further.
1 6 . Pump p r e s s u r e t o t h e v a l u e s t a t e i n s e c t i o n 0 7 . 3 s o t h a t t h e
screws e l o n g a t e . F i g . 10-57C.
1 7 . K e e p p r e s s u r e c o n s t a n t a n d t i g h t e n n u t s by t h e p i n s 861025
( f i g . 10-51B 1 .
1 8 . Release p r e s s u r e by o p e n i n g t h e pump v a l v e . Remove t h e h o s e s ,

unscrew t h e c y l i n d e r s and t a k e o f f t h e d i s t a n c e s l e e v e s and
pins.
1 9 . T i g h t e n t h e f o u r f a s t e n i n g screws t o t o r q u e a c c o r d i n g t o
s e c t i o n 07.1. F i g . 10-57D.
10.6 Removing and installing the cylinder liners (fig. 10-53)
a
CAUTION !
A new type of cylinder liner (drawing number 1V10F117) has
been taken into use. Before mounting note that:
A NEW CYLINDER LINER MUST NOT BE MOUNTED IN AN ENGINE BLOCK
WITH A CONTRACTION EDGE FOR THE COOLING WATER. Should there
be such a contraction edge (see fig. 10-601, its diameter
MUST be machined from d265 to d273 as shown in fig. 10-60
before mounting. The water flow around the cylinder stops
unless the edge is removed, resulting in an IMMEDIATE RISK OF
BREAKDOWN.
6,
The tool required for the prescribed machining, drawing
number 1V-T24420, can be ordered or rented from the Wartsila
Vasa Factory.
If a cylinder liner is to be replaced or checked on the water
side, use the tool 836001. Lubricate the threads of the tool and
8
the contact face of the nut with Molykote Paste G.
When installing the cylinder liner:
1. Check that the guides and contact face (upper level) of the
engine block are perfectly clean and intact, as well as the
corresponding surfaces of the cylinder liner.
2. Check that the two O-ring grooves are clean and fit new
O-rings.
3. Lubricate the O-rings and sealing faces with Molykote Paste G
or soft soap and apply the above mentioned tool on the
liner, this time for lifting.
4. Lower the liner carefully into the bore of the block. When
the first O-ring touches the sealing face, align liner so
that the scribing mark on the liner flange points to the
driving end, lower a bit and press the liner in position by
*
hand. Give the liner a few blows with a rubber or plastic
hammer, if necessary.
-
5. Check the bore of the liner, especially straight in front of
the O-rings (390 mrn from the upper edge of the liner); see
section 06.2 pos. 10. The out-of-roundness of a replaced
liner must not exceed 0.03 mm.
After having installed the cylinder liner and refilled the
cooling water, check the O-ring seals from the crankcase side.
Circulate water through the engine under high pressure (1.25 x
nominal pressure), if possible (separate cooling water pump).
10.7 I n s p e c t i o n of t h e camshaft b e a r i n q bush
When t h e c a m s h a f t b e a r i n g j o u r n a l h a s b e e n removed t h e i n n e r
d i a m e t e r o f t h e b e a r i n g b u s h c a n b e m e a s u r e d i n s i t u by u s i n g a
b a l l a n v i l m i c r o m e t e r screw. The wear l i m i t i s s t a t e d i n s e c t i o n
06.2 pos. 10. For v i s u a l i n s p e c t i o n o f t h e c a m s h a f t b e a r i n g bush,
p r o c e e d as f o l l o w s :
1. Remove t h e b o t h c a m s h a f t c o v e r s a d j a c e n t t o t h e b e a r i n g
concerned.
2. Remove t h e c o v e r f r o m t h e s t a r t i n g a i r d i s t r i b u t o r , see sec-

t i o n 14.
3 . Open t h e f l a n g e c o n n e c t i o n c a m s h a f t p i e c e - b e a r i n g j o u r n a l
towards t h e d r i v i n g end of t h e engine seen from t h e bearing
concerned,
4. Move t h e p a r t o f t h e c a m s h a f t l o c a t i n g t o w a r d s t h e f r e e e n d
o f t h e e n g i n e max. 20 mm i n d i r e c t i o n o f t h e f r e e e n d by
using a suitable lever.
5 , C h e c k t h e u n c o v e r e d p a r t o f t h e b e a r i n g b u s h b y means o f a
m i r r o r . A l l camshaft b e a r i n g bushes towards t h e f r e e end of
t h e e n g i n e , s e e n from t h e b e a r i n g concerned, c a n be checked
when t h e c a m s h a f t i s i n t h i s p o s i t i o n .
,- '
1 0 . 8 Removing o f t h e c a m s h a f t b e a r i n g b u s h ( f i g . 1 0 - 5 8 )
1. Remove t h e c a m s h a f t c o v e r , i n j e c t i o n pump, g u i d e b l o c k s a n d
c a m s h a f t p i e c e from t h e two c y l i n d e r s a d j a c e n t t o t h e b e a r i n g
c o n c e r n e d . I f it is t h e q u e s t i o n o f a n e n d b e a r i n g t h e re-
s p e c t i v e c a m s h a f t e n d p i e c e h a s t o b e removed.
2. Remove t h e c a m s h a f t b e a r i n g j o u r n a l .
3. A s s e m b l e t h e r e m o v i n g d e v i c e 8 3 4 0 0 1 a c c o r d i n g t o f i g . 10-58
o r , f o r t h e bearing next to t h e f r e e end of t h e engine
a c c o r d i n g t o f i g . 10-58B. When it is t h e q u e s t i o n o f a n e n d
b e a r i n g , , i n s e r t t h e g u i d e s l e e v e ( p a r t o f 834001) t h e t h i c k e r
p a r t being d i r e c t e d towards t h e middle of t h e engine.
4 . T i g h t e n t h e h y d r a u l i c c y l i n d e r by l i g h t t e n s i o n i n g o f t h e
, ,
p u l l screw.
5. C o n n e c t t h e h o s e s o f t h e h y d r a u l i c pump t o t h e h y d r a u l i c t o o l .
6. Pump p r e s s u r e t o t h e h y d r a u l i c t o o l t o w i t h d r a w t h e b e a r i n g
bush. The p r e s s u r e must n o t e x c e e d 600 b a r . I f t h e b e a r i n g
b u s h d o e s n o t move when t h i s p r e s s u r e is a c h i e v e d , a l i g h t
k n o c k a t t h e e n d f l a n g e o f t h e t o o l may b e n e c e s s a r y .
7. Open t h e pump v a l v e , d i s c o n n e c t t h e h o s e s o f t h e h y d r a u l i c
t o o l and d i s m a n t l e t h e removing d e v i c e .
10.9 Mountinq o f t h e c a m s h a f t b e a r i n g bush ( f i g . 10-58)
1. L u b r i c a t e t h e new b e a r i n g b u s h l i g h t l y w i t h c l e a n e n g i n e o i l
a t t h e o u t e r s u r f a c e a n d p u t it o n t h e g u i d e s l e e v e .
2 . A s s e m b l e t h e m o u n t i n g d e v i c e 8 3 4 0 0 1 a c c o r d i n g t o f i g . 10-58C
o r , f o r t h e bearing next t o t h e f r e e end of t h e engine,
a c c o r d i n g t o f i g . 10-58D. When it i s t h e q u e s t i o n o f a n e n d
bearing, i n s e r t t h e guide sleeve t h e t h i n n e r p a r t being
d i r e c t e d t o w a r d s t h e m i d d l e o f t h e e n g i n e . P o s i t i o n t h e mark
o n t h e b e a r i n g b u s h a g a i n s t t h a t on t h e e n g i n e b l o c k .
3 . T i g h t e n t h e h y d r a u l i c c y l i n d e r by l i g h t t e n s i o n i n g o f t h e
p u l l screw.
@
4. C o n n e c t t h e h o s e s o f t h e h y d r a u l i c pump t o t h e h y d r a u l i c t o o l .
5. Pump p r e s s u r e t o t h e h y d r a u l i c t o o l t o w i t h d r a w t h e b e a r i n g
bush. The p r e s s u r e must n o t exceed 600 b a r .
Q)
6 . Open t h e pump v a l v e , d i s c o n n e c t t h e h o s e s o f t h e h y d r a u l i c
t o o l and d i s m a n t l e t h e mounting d e v i c e .
7. L u b r i c a t e t h e b e a r i n g b u s h r u n n i n g s u r f a c e a n d f i t t h e cam-
s h a f t bearing journal,
8. Mount t h e c a m s h a f t p i e c e s , g u i d e b l o c k s , i n j e c t i o n pump a n d
camshaft covers.
22 HF, HE, M D REMOVAL O F CYLINDER LINER
8308 DEMONTAGE DER ZYLINDERLAUFBUCHSE
D ~ M O N T A G EDE LA CHEMISE
SMONTAGGIO DELLA CAMlClA DEL ClLlNDRO
22 HF, HE, MD REMOVAL O F MAIN BEARING
8308 DEMONTAGE DES HAUPTLAGERS
DEMONTAGE DU PALIER PRINCIPAL
SMONTAGGIO DEL CUSCINETTO Dl BANCO
@
22 HF, HE, MD ASSEMBLENG OF MAIN BEARING
8308 MONTAGE DES HAUPTLAGERS
MONTAGE DU PALlER PRINCIPAL
MQNTAGGIO DEL CUSCINETTO Dl BANCO
22 HF, HE, M D REMOVAL O F SHIELD BEARING
8308 DEMONTAGE DES ENDLAGERS
DEMONTAGE DU PALIER BLINDE
SMONTAGGIO DEL CUSCINETTO Dl RINFORZO Dl BANCO
(D
ASSEMBLING O F SHIELD BEARING
MONTAGE DES ENDLAGERS
MONTAGE DU PALIER BLINDE
MONTAGGIO DEL CUSCINETTO Dl RINFORZO D l BANCO
2 2 HF, HE,MD
8212
Marking of the thrust washers of the crankshaft

engine
11. RUNNING GEAR: CRANKSHAFT, CONNECTING ROD, PISTON
11.1 Description (pages 01-51, 01-52, 01-53, 01-54, 11-51, 11-51

The crankshaft is forged in one piece. The first main bearing,
seen from the driving end, is provided with thrust washers and
guides the crankshaft axially. On V-engines all crank webs are
provided with counterweights; on in-line engines counterweights
are used when necessary. Each counterweight is fastened with
hexagon tension screws.
At the driving end of the crankshaft there is a shrunk-on oil
ring preventing oil and gas leakage, and a split gear, see sec-
tion 13. At the free end of the shaft there is, if necessary, a
tuning mass or a vibration damper as well as a gear for driving
of the pumps.
4R22 balancinq arrangement. The four-cylinder in-line engine is
equipped with two balancing shafts which rotate at a speed twice
the crankshaft speed. The shafts are driven by the crankshaft
through an intermediate gear. Each shaft is pivoted in four
pressure lubricated sliding bearings, one of which is axially
guiding. The counterweights are integrated into the shaft. Nor-
mally, the arrangement needs no maintenance. In connection with
overhauls of the engine the sliding bearings can be inspected.
In case the transmission has been opened it is absolutely
necessary to make sure that the marks of the gears remain in
their initial positions. See pages 11-55 and 11-56.
8V22 balancing arrangement. The eight-cylinder V-engine has four
balancing wheels rotating at a speed twice the crankshaft speed.
Each wheel is driven by the crankshaft through an intermediate
gear. The bearing arrangement is similar to the one used in the
camshaft intermediate gear. Normally the balancing arrangement'
needs no maintenance. In case the transmission has. been opened,
for example in connection with water pump exchange, it is
absolutely necessary to make sure that the marks of the gears
remain in their initial position. See pages 11-57 and 11-58.
The flywheel is fastened to the crankshaft by four screws,
partly, and partly by the screws of the power take-off shaft.
Normally, these screws are provided with clearance holes and
compress the flanges, the flywheel being in between. The power
is conveyed by the frictional force between the flanges. The
Vasa 22 diesel engines can be equipped with a power take-off at
the free end of the engine, when necessary.
The flywheel position indicator is equipped with a nonius scale
for reading of the engine crank angles, at an accurcy of lo, on
the graduation of the flywheel.
The turning device for V-engines consists of a gear to be
coupled to the square pin of the ratchet, fig. 11-52D. The
rotational direction for turning can be reversed by altering the
ratch position of the ratchet. 4 warning light on the instrument
panel of the engine will switch on when the turning device is
connected.
In line engines are turned by means of a lever to be inserted in
the flywheel holes.
( Note! Always remove the turning device before starting.\
The connectinq rod is.drop forged and precision serrated in the
mating face. The big end bearing is a trimetal bearing of the
same design as the main bearings. Lubricating oil is fed through
the main bearings and bores in the crankshaft.
The gudgeon pin bearinq has a larger bearing surface on the 0
lower side where the load is larger. Lubricating oil is led
through bores in the connecting rod from the big end bearing.
The connecting rod is axially guided by the piston through the
top part of the gudgeon pin bearing.
The gudgeon pin is hollow and is provided with radial holes to
a
convey lubricating oil from the connecting rod to the piston.
The pin ends are covered to prevent oil from escaping. The
gudgeon pin is axially fixed in the piston by means of oval
retainer rings.
The piston is made of nodular iron and is cooled with the engine
lubricating oil conveyed through the gudgeon pin into an annular
space, from which the oil is allowed to flow to the engine oil
sump. The skirt of the piston is lubricated with oil from bores
drilled to the gudgeon pin bearing. The two top ring grooves are
hardened.
I Note! Always handle the piston with care. 1
The piston ring combination includes three compression rings,
the two top rings of which are chromium-plated, and one spring-
loaded, chromium-plated oil scraper ring.
11.2 Crankshaft alignment (applies to a heated engine)

1. Turn the crank of the first cylinder near the bottom dead
centre, apply the crankshaft indicator (a dial micrometer 0
with the tip distance of 150 mm for the V-engine and 96 mm
for the in-line engine) between the two crank webs into the
centre marks provided for this purpose, whereby the clearance
between the micrometer and connecting rod should be as small
as possible, and set the micrometer at zero.
2. Read the various deviations when turning the crank to the
rear side, top dead centre, operating side etc. Record in
the crankshaft alignment measurement records (the forms are
included in every delivery). Repeat this procedure with the
other cylinders.
The difference between two diametral readings of the same
crank must not exceed 0.04 mm after installing and realigning.
If the difference is more than 0.07 mrn realignment is recom-
mended; at 0,10 mm realignment is absolutely necessary. Before
realigning the engine and driven machinery, check the main
bearing shell thickness.
3. When the last crank throw is in the TDC the reading should be
negative, max. -0.04 mm, or zero. The recommended value is
-0.02 mm.
4. If the values stated in point 2 and 3 cannot be achieved,
repeat the alignment.
5. When the cylinder block and the generator have been aligned,
always check the axial clearance.
Engines with a torsional elastic coupling connected to the fly-
wheel have a larger difference at the crank web next to the fly-
wheel owing to the crankshaft deflection. After installing and
realigning such engines the difference must not exceed 0.06 mm.
The crank pin being upwards the reading is negative on this crank
web. Maximum allowed deviation before realignment is absolutely
necessary is in this case 0.11 mm.
11.3 Control of the axial clearance

Before checking the crankshaft axial clearance by using a dial :;.
.
micrometer, run the engine prelubricating pump for a few minutes. ''.
to lubricate the bearings. Stop the pump and apply the dial
micrometer to the face of the flywheel, for instance. Then set
the micrometer at zero, move the crankshaft in the opposite
direction and read the axial clearance on the micrometer.
The axial clearance should be kept within the limits stated in
section 06.2 pos. 10.
When installing and realigning, check also the radial clearance
around the periphery between the crankshaft flange and the tri-
partite driving end cover. The normal clearance is 0.62...0.93 .mm.
11.4 Removal of the connecting rod and piston (fig. 11-52)
1. Remove the cylinder head (section 12.2). Scrape off any car-
bon around the upper portion of the cylinder liner. (It is
advisable to cover the piston top with cloth or paper pressed
tightly against the wall to collect carbon or other dirt
which has come loose.)
2. Clean the threaded hole in the piston with the tap M12 and
screw on the lifting tool 832002 by using the hexagon screw
M12x80. Fig. 11-52B,C.
3. In-line engine: Turn the crankshaft 95' from the TDC towards
the manoeuvring side of the cylinder in question.
V-engine, A-bank: Turn the crankshaft 95' from the TDC towards
the A-bank of the cylinder in question.
V-engine, B-bank: Turn the crankshaft 95' from the TDC towards
the B-bank of the cylinder in question.
Fig. 11-52D. (The figure applies to V-engines, only. When
turning in-line engines, use a turning lever (844022) which
should be a-ttached to the holes on the flywheel.
4. Lift the distance sleeves, 861033 for the in-line engine and
861026 for the V-engine, on to the connecting rod screws.
5. Screw on the hydraulic tools; for the in-line engine the
hydraulic tool 861034 with the distance piece 861032 screwet 0
on to the hydraulic piston (fig. 11-52E1, for the V-engine
the hydraulic tool 861027.
6. Connect the hoses according to fig. 11-53H and open the pu
valve.
7. Screw on the hydraulic tools until the piston is in bott'om
position.
8. Unscrew the hydraulic tools about half a turn (180').
9. Shut the pump valve and pump to stated pressure.
10.Unscrew the nuts about half a turn by the pin 861025.
11.Slowly open the pump valve, disconnect the hoses and screw
off the hydraulic tools.
12.Screw off the nuts and undo the connecting rod screws by the
stud tool 803011. Fig. 11-52F,G.
13.Lift the biq end bearinq cap toqether with the bearinq- shell
out of the engine. ~ i ~ . - l l - 5 2 ~ . -
14.Lift the piston a little to remove the upper big end bearing
a
shell; this applies to the in-line engine, only. On V-engines,
mount the protecting rails 835003 and 835004 in position above
the connecting rod serration. Fig. 11-54. When lifting the
piston, take care not to damage the crank pin and the cylind.
liner wall. Fig. 11-521.
15.Cover the crank pin oil holes with tape.
16.If the connecting rod is to be withdrawn from the piston,
remove the retainer ring from the gudgeon pin hole in the
piston, fig. 11-53A, on the side where the gudgeon pin draw-
ing number is, by using the retainer ring pliers 843004.
Note! Never compress the retainer ring more than barely to
be able to remove it from the groove.
Push out the gudgeon pin from the opposite side. If the
piston temperature is lower than +18...,19"C the gudgeon pin
may stick but will be easily removed when heating the piston
to about 30°C.
17.To remove the piston rings, use the piston ring pliers
843003, fig. 11-53B. The design of these pliers prevents from
overstressing the rings. However, the piston rings should not
be removed unless the rings and grooves require cleaning,
measuring etc. If the piston rings are to be reinstalled,
note how they are turned, see section 11.6.3.
Every time when removing the piston, careful records should be
made. Use the sheet "Service report" supplied with every
installation.
11.5 Maintenance of the piston and connecting rod

1. When removing burned carbon deposits from the pistons par-
ticular care should be taken not to damage the piston
material. Never use emery cloth. The cleaning is facilitated
if coked parts are soaked in kerosene or fuel. An efficient
carbon solvent -
e.g. ARDROX No. 668 or similar -
should pre-
ferably be used to facilitate the cleaning and to protect the
pistons against mechanical damage. When using chemical clean-
ing agents, take care not to clean the piston skirt with such
agents; the phosphate/graphite overlay may be damaged. Measure
the height of the piston ring grooves, see section 06.2
.::
pos. 11.
2. In case of excessive fouling or sticking, the piston rings
should be removed from the pistons and checked.
Check the rings for wear by inserting them into a new cylin-
der liner and measuring the ring gaps at the joint. Also
check the clearance of the rings in their grooves, see sec-
tion 06.2 pos. 11.
Especially the two chromium-plated topmost piston rings
should be examined. If the chromium-plating is worn through
the ring should immediately be replaced by a new one.
If the cylinder liner is new or rehoned, all rings are to
be replaced by new ones.
3. Check the end plugs of the gudgeon pins.
4. Check the gudgeon pin and big end bearing clearances (section
06.2 pos. 11) at intervals according to .section 04. They will
easily be checked by measuring the pins and bearing separately
(the big end bearing being tightened to full torque). When
using a feeler gauge the gauge should be formed of as many
thin blades as possible; if using thick blades the overlay
plating of fhe bearing may be damaged.
5. Check that the serration of the connecting rod is not damaged.
11.6 Installing the connecting rod and piston (fig. 11-53)

1. Check that the bores for the skirt lubrication are not
blocked.
2. The gudgeon pins should always be inserted from the same side
of the piston from which they have been removed and should
be placed the same way around, see section 11.4.5. If the
piston temperature is lower than +18...1g°C the gudgeon pin
may stick but will move freely if the piston is heated in oil
to about 30°C. Oil the pin with lubricating oil before
installing. 0
Note! Never compress the retainer ring more than barely to be
able to fit it in the groove. If the ring is loose in the
groove after installation it should be replaced.
'when mounting the piston in the connecting rod, see that
a
the cylinder number stamped on the piston crown and the
connecting rod are on the same side. When changing a piston,
mark the new piston with the same number as the replaced
one. The arrow on the piston head should point to the cam-
shaft side.
3. Old piston rings should always be placed in the same groove
and the same way around as when taken out.
Before installing new piston rings always check the gap clear-
ance by fitting the rings into a new cylinder liner. Check
also the vertical clearance in the ring grooves (section 06.2
pos. 11 1 .
When installing the rings, use the piston ring pliers. The
ring joints should be located 120' in relation to each others.
4. Clean the piston, cylinder liner, connecting rod bearing bo
and crank pin carefully. Wash the big end bearing. When
changing bearings, both bearing shells should be marked with
the cylinder number in the same way as the replaced one. Oil
the piston and crank pin with lubricating oil. Place the
clamp device for the piston rings around the piston, fig.
11-53C. Check that the piston rings slide into, the grooves
a
without being damaged.
In-line engine: Turn the crankshaft 95' from the TDC towards
the manoeuvring side of the cylinder in question.
V-engine A-bank: Turn the crankshaft 9S0 from the TDC towards
the A-bank of the cylinder in question.
V-engine B-bank: Turn the crankshaft 9S0 from the TDC towards
the B-bank of the cylinder concerned.
I n V - e n g i n e s , mount t h e u p p e r b e a r i n g s s h e l l a n d t h e p r o t e c t -
i n g r a i l s 8 3 5 0 0 3 a n d 8 3 5 0 0 4 , see p a g e 1 1 - 5 4 . Lower c a r e f u l l y
t h e p i s t o n . Turn t h e p i s t o n and c o n n e c t i n g rod s o t h a t t h e
s i d e w i t h t h e c y l i n d e r number f a c e s t h e c a m s h a f t . I n - l i n e
e n g i n e : When t h e c o n n e c t i n g r o d i s l o w e r e d t o t h e v i c i n i t y o f
t h e c r a n k p i n , apply t h e upper bearing s h e l l i n t h e bearing
b o r e o b s e r v i n g t h a t t h e g u i d i n g f l a p s l i d e s i n t o t h e recess
of t h e connecting rod.
5 . L u b r i c a t e t h e t h r e a d s o f t h e b i g e n d b e a r i n g screws w i t h o i l .
L i f t t h e b e a r i n g c a p t o g e t h e r w i t h t h e lower bearing s h e l l i n
p l a c e . F i g . 11-53E. A t t a c h t h e c o n n e c t i n g r o d screws a n d
t i g h t e n t o s t a t e d t o r q u e by u s i n g t h e s t u d t o o l 803011. F i g .
11-53F, G . S c r e w on t h e n u t s a n d t i g h t e n by h a n d u n t i l t h e
l o w e r j o i n t f a c e of t h e b i g e n d b e a r i n g c a p c o n t a c t s t h a t o f
t h e connecting rod, s t a r t i n g with t h e lower nut.
6 . L i f t t h e d i s t a n c e s l e e v e s , 861033 f o r t h e i n - l i n e e n g i n e and
8 6 1 0 2 6 f o r t h e V - e n g i n e , o n t o t h e c o n n e c t i n g r o d screws.
7. S c r e w on t h e h y d r a u l i c t o o l s ; f o r t h e i n - l i n e e n g i n e t h e
h y d r a u l i c t o o l 861034 w i t h t h e d i s t a n c e p i e c e 861032 s c r e w e d
on t o t h e h y d r a u l i c p i s t o n ( f i g . 11-53H), f o r t h e V-engine
t h e h y d r a u l i c t o o l 861027.
8 . C o n n e c t t h e h o s e s a c c o r d i n g t o f i g . 11-53H a n d o p e n t h e pump
valve.
9. T i g h t e n . t h e h y d r a u l i c t o o l s u n t i l t h e p i s t o n is i n bottom
position.
1 0 . S h u t t h e pump v a l v e a n d pump t o s t a t e d p r e s s u r e . ~ i g .11-53H.
1 1 . T i g h t e n t h e n u t s by. t h e p i n 8 6 1 0 2 5 .
1 2 . S l o w l y o p e n t h e pump v a l v e , d i s c o n n e c t t h e h o s e s a n d screw
off the hydraulic tools.
11.7 Dismantling and assembling o f t h e c o u n t e r b a l a n c e system

( 8 - c y l i n d e r V-eng i n e s o n l y
Dismantling ( a t t h e f r e e e n d ) ( f i g . 11-57c)
1. Remove t h e water pumps, l u b e o i l pump a n d t h e f u e l f e e d pump
-as w e l l a s t h e p i p e s c o n n e c t e d t o t h e e n d c o v e r .
2. Remove t h e e n d c o v e r . Note t h a t t h e e n d c o v e r is f a s t e n e d
b y 4 screws a l s o f r o m t h e i n n e r s i d e o f t h e c r a n k c a s e .
3 . C h e c k t h e a x i a l c l e a r a n c e , s e c t i o n 06.2 p o s . 23 8 .
4. Remove t h e screws (11, ( 2 ) a n d ( 3 ) .
5 . Remove t h e f l a n g e ( 4 ) a n d t h e s h a f t ( 5 ) . T h e w h o l e p a c k a g e
counterweights -
g e a r w h e e l c a n now b e removed.
6 . Check t h e b e a r i n g c l e a r a n c e , s e c t i o n 06.2 p o s . 2 3 B.
7. If t h e b e a r i n g c l e a r a n c e exceeds t h e normal v a l u e s o r i f t h e
b e a r i n g is f o u n d t o b e damaged, remove t h e b e a r i n g b u s h e s
( 6 ) .by u s i n g an e x t r a c t o r .
A s s e m b l i n g ( a t t h e f r e e e n d ) (fig. 1 1 - 5 7 c , 11-58)
1. C l e a n t h o r o u g h l y t h e b e a r i n g h o u s i n g , i . e . t h e c o u n t e r -
w e i g h t s , a n d m o u n t new b e a r i n g s . T h e b e a r i n g s s h o u l d b e
c o o l e d down w i t h , f o r e x a m p l e , l i q u i d a i r . N o t e t h a t t h e
l o n g i t u d i n a l o i l grooves ( 1 2 ) i n t h e bushes s h a l l p o i n t 0
towards t h e c e n t r e of g r a v i t y of t h e c o u n t e r w e i g h t s (marked
with a d i s t i n c t mark).
2 . Mount t h e b u s h ( 1 3 ) t o t h e s h a f t ( 5 1 , a p p l y LOCTITE 2 7 5 on
t h e t h r e a d s o f t h e f i x i n g screw ( 3 ) a n d t i g h t e n t h e screw
t h e t o r q u e o f 450 Nm.
3. P u t t h e c o u n t e r w e i g h t s , t h e s h a f t a n d t h e f l a n g e ( 4 ) t o
t h e i r p l a c e s , a p p l y LOCTITE 2 7 5 o n t h e t h r e a d s o f t h e screw
(1) a n d t i g h t e n t h e screw t o t h e t o r q u e o f 4 5 0 Nm.
4. Measure w i t h a d i a l i n d i c a t o r t h e a x i a l c l e a r a n c e o f t h e
b e a r i n g b u s h e s i n t h e c o u n t e r b a l a n c e s y s t e m (see s e c t i o n
0 6 . 2 p o s . 2 3 B).
5 . T u r n t h e c r a n k s h a f t 30' c l o c k w i s e f r o m t h e t o p d e a d c e n t r e
o f c y l i n d e r no. A 1 ( i n t h i s p o s i t i o n t h e c r a n k p i n o f
c y l i n d e r 1 p o i n t s s t r a i g h t upwards).
6. R e - i n s t a l l t h e end cover with h e l p o f t h e g u i d i n g p i n s .

Check t h a t t h e h o s e seal a g a i n s t t h e u n d e r n e a t h s u r f a c e of
t h e e n d c o v e r comes t o i t s p l a c e p r o p e r l y a n d t h a t t h e u n d e r
e d g e o f t h e pump c o v e r c o m e s 0 . 1 5 . . . O . 5 5 mm a b o v e t h e u n d e r
edge of t h e engine block. Do not f o r g e t t o f a s t e n t h e end
cover a l s o f r o m t h e i n s i d e o f t h e b l o c k ( 4 screws).
a
7 . R e - i n s t a l l t h e water pumps. P r o v i d e d t h e a s s e m b l y h a s b e e n
c a r r i e d o u t c o r r e c t l y t h e c o u n t e r w e i g h t s now p o i n t d o w n w a r d s
a n d t h e c r a n k p i n o f c y l . 1 s t r a i g h t u p w a r d s (see f i g . 1 1 - 5 8 ) .
Checking ( f i g . 11-57c, 11-58)
1. T u r n t h e c r a n k s h a f t 45' c l o c k w i s e ( f r o m t h e p o s i t i o n when
t h e c r a n k p i n o f c y l i n d e r 1 p o i n t s s t r a i g h t u p w a r d s ) . The
counterweights r o t a t e with a speed twice t h e speed of t h e
c r a n k s h a f t . T h i s means t h a t t h e c o u n t e r w e i g h t on bank A
s h o u l d p o i n t s t r a i g h t t o t h e s i d e . The s c r i b i n g mark on t h e
c o u n t e r w e i g h t i s now v i s i b l e t h r o u g h t h e h o l e ( 1 4 ) p r o v i d e d
t h e a s s e m b l y is c o r r e c t .
2 . T u r n t h e c r a n k s h a f t f u r t h e r 90' c l o c k w i s e . T h e s c r i b i n g m a r k
o f t h e c o u n t e r w e i g h t o n b a n k B s h o u l d now b e v i s i b l e t h r o u g h
t h e h o l e ( 1 4 1 , otherwise t h e a s s e m b l y 1s t o b e r e p e a t e d .
3 . Check t h e b a c k l a s h of t h e g e a r wheel ( 1 2 ) and t h e b a c k l a s h
o f t h e water pump g e a r w h e e l t h r o u g h t h e h o l e s i n t h e c o v e r
(see s e c t i o n 0 6 . 2 p o s . 19 a n d 2 3 b ) .
4. R e - i n s t a l l t h e l u b e o i l pump, p i p e s a n d b e f o r e s t a r t c h e c k
t h a t the bearings g e t lube o i l .
N o t e : When d i s m a n t l i n g a w a t e r p u m p ( s ) i t w i l l a f f e c t t h e
c o u n t e r b a l a n c e s y s t e m as it g e t s i t s d r i v i n g f o r c e v i a
t h e g e a r w h e e l s o f t h e water pumps.
I t is most c o n v e n i e n t t o t u r n t h e c r a n k s h a f t 30"
c l o c k w i s e f r o m t h e t o p dead c e n t r e o f c y l i n d e r 1 ( t o t h e
p o s i t i o n when c r a n k p i n no. 1 p o i n t s s t r a i g h t u p w a r d s a n d
t h e c o u n t e r w e i g h t s p o i n t s t r a i g h t downwards). I n t h i s
p o s i t i o n t h e water p u m p ( s ) c a n b e r e m o v e d a n d i n s t a l l e d
w i t h o u t a f f e c t i o n to t h e c o u n t e r b a l a n c e system.
D i s m a n t l i n g ( a t t h e f l y w h e e l e n d ) ( f i g . 11-57b)
1. C h e c k t h e a x i a l c l e a r a n c e , s e c t i o n 0 6 . 2 p o s . 23 B.
2 . . U n s c r e w t h e screw ( 1 5 ) a n d r e m o v e t h e f l a n g e ( 1 6 ) .
3 . U n s c r e w t h e screw ( 2 1 ) a n d r e m o v e t h e s h a f t ( 1 9 ) . The w h o l e
package counterweights -
g e a r w h e e l c a n now b e removed.
4. Check t h e b e a r i n g c l e a r a n c e , s e c t i o n 06.2 p o s . 23 B.
5 . I f t h e b e a r i n g c l 2 a r a n c e exceeds t h e n o r m a l v a l u e s o r i f t h e
b e a r i n g is f o u n d r o b e damaged, remove t h e b e a r i n g b u s h e s b y
u s i n g an e x t r a c t o r .
Assembling
1. C l e a n t h o r o u g h l y t h e b e a r i n g h o u s i n g , i . e . t h e c o u n t e r w e i g h t
a n d g e a r w h e e l a n d m o u n t new b e a r i n g s . T h e b e a r i n g s s h o u l d
b e c o o l e d down w i t h , f o r e x a m p l e , l i q u i d a i r . Note t h a t t h e
l o n g i t u d i n a l o i l grooves ( 1 2 ) i n t h e bushes s h a l l p o i n t
t o w a r d s t h e c e n t r e of g r a v i t y o f t h e c o u n t e r w e i g h t s (marked
w i t h a d i s t i n c t mark).
2. Mount t h e b u s h ( 2 0 ) t o t h e s h a f t ( 1 9 1 , a p p l y LOCTITE 275 o n
t h e t h r e a d s o f t h e f i x i n g s c r e w ( 2 1 ) a n d t i g h i e n t h e screw
t o t h e t o r q u e o f 450.Nm.
3 . T u r n t h e c r a n k s h a f t 30' c l o c k w i s e f r o m t h e t o p d e a d c e n t r e
of cylinder 1 ( i n t h i s p o s i t i o n t h e crankpin of cylinder 1
p o i n t s s t r a i g h t u p w a r d s ) , f i g . 11-58.
4. P u t t h e c o u n t e r w e i g h t , t h e s h a f t ( 1 9 ) a n d t h e f l a n g e ( 1 6 ) t o
t h e i r p l a c e s , a p p l y LOCTITE 2 7 5 o n t h e t h r e a d s o f t h e screw
( 1 5 ) a n d t i g h t e n t h e screw t o t h e t o r q u e o f 450 Nm.
5. Measure w i t h a d i a l i n d i c a t o r t h e axial c l e a r a n c e o f t h e
b e a r i n g b u s h e s i n t h e c o u n t e r b a l a n c e s y s t e m (see s e c t i o n
0 6 . 2 p o s . 23 B).
Note: T h e c o u n t e r w e i g h t s s h a l l p o i n t s t r a i g h t d o w n w a r d s w h e n
t h e c r a n k p i n o f c y l i n d e r 1 p o i n t s s t r a i g h t upwards.
6. Before start check t h a t t h e bearings g e t lube oil.

22HF. MD
8703 1 Hhyd
C y I. nr.
REMOVAL OF PISTON
DEMONTAGE DES KOLBENS
DEMONTAGE DU PISTON
SMONTAGGIO DEL PISTONE
INSPECTION AND REFITTING O F PISTON
KONTROLLE UND MONTAGE DES KOLBENS
CONTROLE ET MONTAGE DU PISTON
CONTROLLO E RlMONTAGGlO DEL PISTONE
A A
Phase 1
push the driving gears of the balancing shafts so that they

mesh when the guiding pins are horizontal in relation to the
centre line of the engine
APhaseA 2 -
Cylinder 1 in TDC Section of 'bearing
halves in vertical
position
Push the intermediate
gear so that it meshes
when the crank
and the balancing
shafts are in this
position
Backlash
See section 06. View R
1 2 . CYLINDER HEAD WITH VALVES
12.1 Description ( f i g .
The e n g i n e c y l i n d e r s are p r o v i d e d w i t h s e p a r a t e h e a d s o f c a s t
i r o n . E a c h h e a d i n c l u d e s two i n l e t v a l v e s , two e x h a u s t v a l v e s , a
c e n t r a l l y l o c a t e d f u e l i n j e c t i o n v a l v e , a s t a r t i n g v a l v e and an
indicator valve.
T h e i n l e t a n d e x h a u s t v a l v e s are i d e n t i c a l a n d d e s i g n e d w i t h
h a r d - f a c e d seat s u r f a c e s a n d c h r o m i u m - p l a t e d stems a n d t h e y
t i g h t a g a i n s t s h r u n k - i n seat r i n g s i n t h e c y l i n d e r h e a d . The
e x h a u s t v a l v e seats are w a t e r - c o o l e d .
U s e t h e forms "Service Report".
1 2 . 2 Removing t h e c y l i n d e r h e a d a s s e m b l y ( f i g . 1 2 - 5 3 )
1. D r a i n c o o l i n g water. Remove t h e c o o l i n g water o u t l e t p i p e .
F i g . 12-53A.
2. Remove t h e c y l i n d e r c o v e r a n d t h e s h e e t c o v e r i n g t h e i n j e c t i o n
pumps. F i g . 12-53B.
3. Remove t h e e x h a u s t p i p e f a s t e n i n g screws u s i n g t h e t o o l
a c c o r d i n g t o f i g . 12-53C. L o o s e n t h e o i l p i p e a n d t h e s t a r t -
i n g a i r p i p e . Remove t h e i n j e c t i o n p i p e , F i g . 12-53D.
4. Remove t h e r o c k e r arm b r a c k e t a n d t h e p u s h r o d s as w e l l as
t h e c a p s o f t h e c y l i n d e r h e a d screws. F i g . 12-533.
5 . L i f t t h e h y d r a u l i c c y l i n d e r s 861020 i n p l a c e a n d screw them
o n t h e c y l i n d e r h e a d screws, f i g . 12-53F. C o n n e c t t h e h o s e s
a c c o r d i n g t o t h e scheme 07-52B, o p e n t h e v a l v e o f t h e h y d r a u -
l i c pump a n d t i q h t e n t h e c y l i n d e r s f u r t h e r t o d r a i n p o s s i b l e
oil.- hen l o o s e n t h e c y l i n 2 e r s h a l f a t u r n ( 1 8 0 ' 1 , ~ i g .
12-53H. S e e s e c t i o n 07.3.
6 . T i g h t e n t h e screws b y pumping h y d r a u l i c p r e s s u r e t o t h e v a l u e
s t a t e d i n s e c t i o n 07.3, a n d t h e n l o o s e n t h e n u t s a b o u t o n e
t u r n . F i g , 12-531.
7. R e l e a s e p r e s s u r e by o p e n i n g t h e v a l v e o f t h e h y d r a u l i c pump,
l o o s e n t h e hoses, unscrew and l i f t o f f t h e c y l i n d e r s .
8. Remove t h e c y l i n d e r h e a d n u t s . F i g . 12-53K.
9 . Apply t h e l i f t i n g t o o l 832005. F i g . 12-53L.
1 0 . L i f t o f f t h e c y l i n d e r h e a d , f i g . 12-53L. C o v e r t h e c y l i n d e r
o p e n i n g w i t h a s l a b o f wood o r s i m i l a r . F i g . 12-53M.
1 1 . A p p l y t h e c a p s t o p r o t e c t t h e screw t h r e a d s .
12.3 Installing the cylinder head (fig. 12-54)
1. Check the sealing rings of the water, charge air and starting
air connections and of the push rod protecting pipes, check
the cylinder head gaskets. Clean and oil all sealing surfaces.
Put the exhaust pipe sealing ring in place. If necessary,
press it slightly to make it stick in the groove. Fig. 12-54A.
2. Apply the lifting tool 832005 to the cylinder head.
3. Lift the head above the cylinder and lower it carefully. When
lowering the head, take care that the starting air connection
pipe, the air pipe and the push rod protecting pipes slide
into the seals without force. Fig. 12-54B. a
4. Screw on the cylinder head nuts. Fig. 12-54C.
5. Lift the hydraulic cylinders 861020 in place. Screw on the
cylinders, connect the hoses and open the valve of the
hydraulic pump. Tighten the cylinders by hand to drain poss-
e
ible oil in the cylinders. Fig. 12-54D,E,F,G.
6. Tension the screws by pumping pressure to the value stated in
section 07.3. Fig. 12-548
7. Tighten the nuts by means of the pin until firm contact. Keep
pressure constant. ~ i g .12-541.
8. Release pressure by opening the pump valve. Fig. 12-54K.
9. Remove the hoses, unscrew and lift off the hydraulic cylinders.
10.Apply the protecting caps to the cylinder head screws. Fig.
12-54L.
.Fit the yokes. The yokes must be fitted on the correct yoke
guides. Note the marks on the yokes: Ex = exhaust valves;
In = inlet valves. Fig. 12-541. Check that all studs of the
rocker arm bracket fastening are fully countersunk in the
cylinder head before the rocker arm is mounted. If the studs
a
are not fully screwed in, loosen them and apply Loctite 270
on the threads. Then screw in the studs completely in the
cylinder head. @
12.Fit the push rods and the rocker arm bracket. Tighten the
nuts to the torque stated in section 07.1. Fig. 12-54N, 0.
13.Connect the exhaust, oil, injection and starting air pipes
and fit the water outlet pipe. Fig. 12-54P,R,S.
l4.bdjust the valve clearances. Fig. 12-541 and page 12-55.
15.Replace the cylinder head cover and injection pump cover.
Fig. 12-54U.
1 6 . B e f o r e s t a r t i n g , f i l l t h e e n g i n e c i r c u l a t i n g water s y s t e m
a n d t u r n t h e e n g i n e some r e v o l u t i o n s t h e i n d i c a t o r v a l v e s
b e i n g o p e n . F i g . 12-54V,W.
12.4 A d j u s t i n g t h e v a l v e c l e a r a n c e ( f i g . 12-55)
1. T u r n t h e e n g i n e t o t h e TDC a t i g n i t i o n f o r t h e c y l i n d e r c o n -
c e r n e d . S e e s e c t i o n 00.3.
2. L o o s e n t h e l o c k i n g n u t s o f t h e a d j u s t i n g screws o n t h e r o c k e r
arm as w e l l as on t h e y o k e . Unscrew t h e a d j u s t i n g screws t o
p r o v i d e a m p l e c l e a r a n c e . F i g . 12-55B,C,D.
3 . P r e s s t h e f i x e d yoke p i n a g a i n s t t h e e n d o f t h e v a l v e and
t i g h t e n t h e a d j u s t i n g screw. When t h e a d j u s t i n g screw t o u c h e s
t h e v a l v e end ( f i g . 12-55F), t u r n f u r t h e r u n t i l t h e f i x e d p i n
s t a r t s l i f t i n g f r o m t h e v a l v e e n d ( f i g . 12-55G). T u r n t h e
a d j u s t i n g screw b a c k w a r d s t o a p o s i t i o n b e t w e e n 12-55F a n d
12-55G. T i g h t e n t h e l o c k i n g n u t w h i l e f i x i n g t h e a d j u s t i n g
screw. F i g . 12-55H.
4. I n s e r t a f e e l e r gauge corresponding t o t h e v a l v e c l e a r a n c e
( p a g e 06-11 between t h e p r e s s u r e s u r f a c e o f t h e y o k e a n d t h e
s h o e o f t h e r o c k e r arm. T i g h t e n t h e a d j u s t i n g s c r e w u n t i l t h e
f e e l e r g a u g e c a n b e somewhat moved t o a n d f r o . T i g h t e n t h e
l o c k i n g n u t w h i l e f i x i n g t h e a d j u s t i n g screw. F i g . 12-551,K.
Check t h a t t h e c l e a r a n c e h a s n o t c h a n g e d w h i l e t i g h t e n i n g .
The f e e l e r gauge t o be used s h o u l d be broad enough, o t h e r w i s e
t h e s l i d i n g s h o e may come on t h e c r o s s .
12.5 Maintenance of t h e i n l e t and e x h a u s t v a l v e s ( f i g . 12-52)
1 2 . 5 . 1 Removinq t h e v a l v e s
a ) F i t t h e t o o l 846010 a c c o r d i n g t o f i g . 12-52D.
b ) D e p r e s s t h e s p r i n g s by t u r n i n g t h e d e v i c e c l o c k w i s e .
c ) Knock a t t h e c e n t r e o f t h e v a l v e d i s c s , o n e a t a t i m e ,
w h e r e b y t h e c o t t e r s come l o o s e a n d c a n b e removed.
d ) U n l o a d t h e t o o l . The s p r i n g r e t a i n e r s a n d t h e s p r i n g s c a n now
b e removed.
e ) Check t h a t t h e v a l v e s move e a s i l y i n t h e g u i d e s . N o t e i n
which g u i d e each v a l v e w a s s i t u a t e d b e f o r e .
12.5.2 Checking and r e c o n d i t i o n i n g t h e v a l v e s and seats
1 . a C l e a n t h e v a l v e s , s e a t s , d u c t s a n d g u i d e s as w e l l as t h e
u n d e r s i d e of t h e head.
1 . b C o n t r o l t h e b u r n i n q - o f f on t h e v a l v e d i s c a c c o r d i n s t o t h e
s k e t c h i n f i g . 12-56. The m e a s u r e "Y" s h o u l d b e more t h a n
5 mm (nominal- 6 mm) and measure "Z" should be less than
2 mm. If the measures exceed these limits the valve must be
replaced.
Check the sealing faces at the valves and the sealing rings.
For this purpose it is recommended to apply a thin layer of
fine lapping compound to the valve seat and rub the valve
slightly against the seat a few times by hand. If\the sealing
faces are bright or if there is a coherent sealing face
grinding is not recommended. If there is slight pitting,
only, lapping is recommended. If the pitting extends over
nearly the entire sealing face or if imperfect sealing is
observed the valve and the seat should be reground.
3. Before qrindinq, check the valve stem clearance. If the
clearance is too large, measure the stem and guide and change
the worn part; the valve guide can be pressed out. Check the
bore in the cylinder head. When refitting, cooling-in with
liquid air is recommended, but pressing in with oil lubrica-
tion can also be accepted. After fitting in, check the guide
bore and calibrate, if necessary.
4. Lappinq. If there are slight pits on the sealing faces they
can be lapped by hand:
- Fit the turning tool to the valve, fig. 12-523.
- Apply a thin layer of lapping compound to the sealing sur-
face of the valve; No 1 for coarse lapping, No 3 for fine
lapping.
- Rotate the valve to and fro towards the seat with the nut
speeder. Lift the valve from the seat at intervals while
lapping.
- Remove the smallest possible amount of material because the
sealing faces have hardened during operation and are valu-
able. It is not necessary to grind off all pits.
- Clean the valve and seat carefully after lapping.
5. Machine grinding. If there is deep pitting or other damage

the valve and seat should be ground by machine: '@
a. Seat face of the valve
The seat angle of the valve is 3 0 " with a tolerance of -0.5'
to achieve contact to the seat at the periphery. Minimum
allowable edge thickness of the valve is 5.2 mm; after that
the valve must be replaced.
After grinding, light lapping is recommended to provide con-
tact of the seat and valve all around.
b. Seat ring for the inlet valve
The seat angle of the inlet valve seat ring is 30' with a
tolerance of 0.25'.
The seat can be ground until the outer seat diameter is
74 mm; after that the ring must be replaced by a new one.
After grinding, light lapping is recommended to provide
contact between the valve and seat.
c. Seat ring for the exhaust valve
The seat angle of the inlet valve seat ring is 30' with a
tolerance of +0.2'.
The seatcan be ground until the outer seat diameter is 73 mm.
After grinding, light lapping is recommended to provide con-
tact between the valve and seat.
6. change of the seat rinq
Removal of the old rinq (fig. 12-52A)
a. Fit a flat bar of the dimensions 10x30, roughly, to the seat
inner diameter and weld it to the seat by electric beam weld-
ing.
Also a scrapped valve can be used, and in such a case it is
recommended to weld all around.
b. Press or knock out the ring through the valve guide with an
arbor.
Fitting a new inlet valve seat rinq (page 12-52)
c. Check the bore diameter in the cylinder head, see section
06.2, pos. 12.
d. The ring can be assembled by freezing in with liquid air of
-190,'C the cylinder head temperature being min. 20°C, or by
pres@,ing in with a guided arbor.
.?$,, "
.:,%
'< .*el,....*
Always make sure that the ring contacts the bottom of the
bore.
e. Check the excentricity of the sealing face in relation to the
valvg;guide, fig. 12-52C, and if it exceeds 0.1 rnm the seat
surfikice must be ground by a seat grinding machine.
~ittinga new exhaust valve seat rinq
f. For fitting an exhaust valve seat ring the tool 834002 is
required.
g. Check the bore diameters in the cylinder head. Cool the seat
rings in a thermostat controlled freeze box to -15...30°C.
Note! The seal rings will be damaged at lower temperatures.
h. Put the new seal ring on the seat ring and apply Loctite 272
on the bores in the cylinder head and on the corresponding
surfaces of the seat ring.
j. Put the seat ring into the guiding bush and press in the seat
with the guided arbor.
k. Check the excentricity of the sealing face in relation to the
valve guide, fig. 12-52C; if it exceeds 0.1 mm the seat sur-
face must be ground by a seat grinding machine.
8'
1. Keep the cylinder head temperature at min. 20°C for six hours
to harden the locking fluid.
12.5.3 Reassembling the engine valves
a
-
1. Check the valve springs for cracks and wear marks on the
coils. If any, replace the springs by new ones.
2. Put the new seal rings in the valve guides.
3. Lubricate the valve stems with engine oil.
4. Put in the valves and check for free movement.
5. Check that the exhaust valve rotators turn smoothly by hand.
If the movement between upper and lower part of the rotator
is not smooth and free, exchange the complete rotator.
6. Put on the valve springs and spring discs and compress the
springs with the tool set. Fit the valve cotters and unload
the springs. Check that the valve cotters fit properly.
12.6 General maintenance of the cylinder head

1. The starting valves are described in section 21.
When refitting, the starting valves the outer cylindrical cb
surfaces should be lubricated with engine oil or an special
lubricant.
2. The injection valves are described in section 16.
When refitting, the injection valves should be lubricated
with engine oil, only.
VALVE SEAT MAINTENANCE
INSTANDHALTUNG DES VENTILSITZES
ENTRETIEN DU SIEGE DE SOUPAPE
MANUTENZIONE DELLA SEDE Dl VALVOLA
REMOVAL OF CYLINDER HEAD
DEMONTAGE DES ZYLINDERKOPFES
DEMONTAGE DE LA CULASSE
SMONTAGGIO DELLA TESTATA DEL ClLlNDRO
REFITTING OF CYLINDER HEAD
MONTAGE DES ZYLINDERKOPFES
MONTAGE DE LA CULASSE
RlMONTAGGlO DELLA TESTATA DEL ClLlNDRO
ADJUSTMENT OF VALVE CLEARANCE
EINSTELLEN DES VENTILSPIELS
AJUSTEMENT DU JEU DE SOUPAPE
REGOLAZIONE DEL GlOCO DELLE VALVOLE
X = (6-Y!+Z
X=Burning-off according to a new vol ve
3 V 5 9 8 7 6 C O N T R O L OF THE B U R N / N G - O F F
@ 13. CAMSHAFT DRIVE (fig. 13-51)
13.1 Description
The camshaft is driven by the crankshaft (1) through a gearing.
The gear on the crankshaft is split and fixed to a flange on the
crankshaft with axial screws (4). These screws as well as the
fastening screws of the gear are locked with Loctite 242. A pair
of intermediate wheels (5) and ( 6 ) are pivoted on a bearing
journal.
The camshaft driving gear (18) is guided to the camshaft bearing
'journal with a pin (22) and fastened by means of a flange con-
nection between the bearing piece (20) and the camshaft extension
(25). The camshaft extension supports also a worm gear (23) for
the speed governor drive and the overspeed trip (in the V-engine
on the A-bank). An oil jet provides for lubrication and cooling
of the gears.
13.2 Disassembling the gearinq

Before removing the gearing, check the tooth and bearing clear-
ances at intervals according to section 04.
1. Remove the camshaft cover and the gear covers.
2. Unscrew the screws of the flange connection (191.
3. Unscrew the fastening screws (28) of the overspeed trip, on
the B-bank the screws of the bearing housing.
4. The overspeed trip or the bearing housing as well as the
camshaft extension (25) can now be withdrawn axially.
5. Unscrew the screws (21) of the camshaft driving gear. Remove
the camshaft gear (18).
6. Loosen the screws (131, (10) and (15) ( 2 pcs) in the order
mentioned. Remove the flange (14). .
7. Tur'n the crankshaft until the flywheel hole (diameter 60 mm)
at the inside of the rim is in front of the intermediate wheel
bearing pin.
8. Unscrew the screw (13) about 10 mm and press out the bearing
pin. Remove the screw and withdraw the bearing pin.
9. The intermediate wheel can now be lifted out, for instance by
means of a rope sling.
10. Crank the flywheel to a position that makes it possible to
remove the intermediate wheel bearing pin (11) out of the
flywheel hole.
The pair of intermediate gears should not be disassembled
unless necessary because the two wheels are adjusted be-
tween themselves to give correct cam positions on each
cylinder bank.
13.3 Installing the gearing

1. Turn the crankshaft as follows:
a. In-line engines: Turn the crankshaft to the TDC for cyl-
0
inder No 1.
b. V-engines, the camshaft gearings of both cylinder banks
removed: Turn the crankshaft to the TDC for cylinder No
c. V-engines, the gearing of the A-bank installed, the gear-
ing of the B-bank removed: Turn the crankshaft to the TDC
at ignition for cylinder No A1 (see section 00.3). Then
turn 55' to the TDC for cylinder No B1.
d. V-engines, the gearing of the B-bank installed, the gear-
ing of the A-bank removed: Turn the crankshaft to the TDC
at ignition for cylinder No B1 (see section 00.3). Then
turn to the TDC for cylinder No Al.
In connection with turning, place the bearing pin in the
hole of the flywheel rim which is nearest to "Cyl. 1 TDCn.
2. Place the intermediate bush (12) in its bore and lower the
completely assembled intermediate wheel for instance by means
of a rope sling. By using a mirror, check that the marked
tooth of the intermediate wheel meshes properly with the
marked tooth gap on the split gear (2). See fig. 13-51.
3. Turn the crankshaft carefully, the intermediate wheel meshing
al
with the crankshaft gear, until the bearing pin (11) is in
front of the bore and can be fitted in the intermediate gear
and the bush (12). Turn the crankshaft to its original posi-
tion, i.e. the TDC at ignition for cyl. 1 according to pos. 1. C)
4. Coat the screw (13) with Loctite 242 and screw it in by hand.
5. Fit the flange (14) together with a new O-ring and tighten
the screw (1'5). First tighten the screw (10) and then the
screw (13). Tightening torque, see section 07.
6. Measure the axial clearance of the intermediate wheel bearing
and the backlash between the wheels (2) and (5). See section
06.2 pos. 13.
7. Apply locking wire between the screws (10) and (15).
8. The c a m s h a f t d r i v i n g g e a r i s meshed i n a n d i s i n s t a l l e d s o
t h a t t h e mark m a t c h e s t h e e d g e of t h e e n g i n e b l o c k , f i g .
13-51D. On t h e d r i v i n g g e a r t h e r e are m a r k s f o r t h e A-bank as
w e l l as f o r t h e B-bank. The g u i d i n g p i n ( 2 2 ) i n d i c a t e s t h e
f i x i n g of t h e camshaft and t h e g e a r i n r e l a t i o n t o each
o t h e r . T i g h t e n t h e screws ( 2 1 ) t o t o r q u e a c c o r d i n g t o s e c t i o n .
07.1. T h e s e screws are t r e a t e d w i t h l o c k i n g compound a n d may
b e r e u s e d twice b e f o r e t h e l o c k i n g e f f e c t i s l o s t , i n c a s e
t h e y are o n l y s l i g h t l y c l e a n e d w i t h r a g s .
9. I n s t a l l t h e o v e r s p e e d t r i p a n d t h e e x t e n s i o n p i e c e ( 2 5 1.
10. Measure t h e b a c k l a s h between t h e wheels ( 6 ) and ( 1 8 ) . See
s e c t i o n 06.2 pos. 13.
11. I n s t a l l t h e a d j a c e n t c o m p o n e n t s . F o r c o v e r s n o t h a v i n g
g a s k e t s , u s e n o n - d r y i n g s e a l i n g compound.
1 2 . C h e c k t h e f i r i n g s e q u e n c e o f t h e V-engine c y l i n d e r b a n k s
( s e c t i o n 01.1).
1 3 . Check t h e v a l v e t i m i n g o f o n e c y l i n d e r , a t l e a s t (see sec-
t i o n 0 6 ) . I f any d e t a i l s o f t h e g e a r i n g have been changed,'
t h e i n j e c t i o n pump d e l i v e r y s t a r t s h o u l d b e c h e c k e d a c c o r d i n g
t o s e c t i o n 16.4.
a 14. VALVE T I M I N G GEAR AND CAMSHAFT (fig. 14-51)
14.1 Valve mechanism, description

The valve mechanism consists of valve tappets of the piston type
moving in a common guide block of cast iron, tubular push rods
with ball joints, drop forged rocker arms pivoted in a rocker
arm bearing bracket and a yoke guided by a yoke pin. Normally,
the valve mechanism needs no maintenance, but inspection of the
components and check for wear should be done at intervals accord-
ing to section 04. Data are stated in section 06. The valve
clearance adjustments are described in section 12.4.
As a rule it can be said that components which have been working
together for a long time and thus have worn somewhat in relation
to each other should be installed in the same place to avoid
unnecessary wear.
14.2 Dismantling and assembling the rocker arm bearing bracket

.l. Remove the bearing bracket from the cylinder head by loosen-
ing the nuts (4).
2. The rocker arms can be dismantled by removing the locking
ring (1 with the pliers 843001.
3. When cleaning the rocker arm bearing bracket and the bearing
pin, pay special attention to the oil holes.
4. Inspect and measure the details for wear (section 06.2 pos.
14).
5. Oil the details with lubricating oil before reassembling.
6. Measure the axial clearance of the rocker arms after assembl-
ing, min. 0.15 mm.
14.3 Dismantling and assembling the valve tappets

1. Remove the guide block (10) from the engine. The rocker arm
bracket and the push rods including the protecting sleeves
have to be dismantled first.
2. Remove the locking sheet (15).
3. The valve tappets can now be withdrawn. Mark the components
so that they can be refitted in the same position.
4. The tappet rollers, bushes and pins are separated by pushing
out the pin (14).
5. Remove the covers (17) to clean and measure the guide block
bores. Change the O-rings of the cover if they are damaged or
hard.
6. When cleaning the components, pay special attention to the
angular holes in the tappet and the pin.
7. Inspect and measure the components for damage and wear. Sec-
tion 06.2 pos. 14.
8. When reassembling, it is advisable to lubricate the compo-
nents with Molykote Paste G.
9. When fitting the locking sheet (151, use undamaged corners of @
the sheet to lock the screws (16). Take care that there are -
or are caused - no metal parts which may come loose.
10. Before fitting the guide block, check the flange gasket and
replace it by a new oner if necessary.
14.4 Camshaft description (fig. 14-52)

The camshaft is built up of one-cylinder camshaft pieces and
separate bearing journals. The drop forged camshaft pieces have
integrated cams the sliding surface of which are case hardened.
The bearing surfaces of the journals are induction hardened. The
camshaft is driven by the crankshaft through a gearing at the
driving end of the engine. At this end the camshaft is equipped
with an overspeed trip and a helical gear for driving of the
speed governor. At the free end the camshaft has an extension
with a cam for operating the starting air distributor.
On the V-engine B-bank the camshaft has only an axial bearing
situated at the driving end.
14.5 Removing a camshaft piece (fig. 14-53)

1. Remove the camshaft cover, the injection pump and the guide
blocks from the cylinder concerned.
2. Unscrew the flange connection screws (fig. 14-53A) from both
ends of the camshaft piece by using the tool combination
05-15B.
3. Remove the cover from the starting air distributor and move
the part of the camshaft locating towards the free end of the
engine 15...20 mm in direction of the free end by using a
suitable lever.
4. Disengage the camshaft piece from the centerings and fixing
pins and remove it sideways (fig. 14-53B1 C).
14.6 Mounting of a camshaft piece (fig. 14-53)
1. Clean and degrease the flange connection surfaces and the
threaded holes.
2. Fit the fixing pins and retainer rings with the longer part
of - the pin in the bearing journal.
3. Mount the camshaft piece on the fixing pin and centering at
either end. Then compress the camshaft.
4. Fit the flange connection screws dry and tighten by using the
tool combination 05-15B. The flange connection screws are
treated with locking compound and can be used three times if
carefully cleaned.
5. Check the valve tappets and rollers carefully. Even slightly
damaged tappet rollers have to be changed.
6. Mount the cover of the starting air distributor, the guide
blocks, injection pumps etc.
7. Check the valve clearance and delivery start of the injection
pumps on all cylinders towards the free end.
REMOVAL O F CAMSHAFT PIECE
DEMONTAGE ElNES NOCKENWELLENTEILES
DEMONTAGE D'UNE PARTIE DE L'ARBRE A CAMES
SMONTAGGIO DEL PEZZO DELL'ALBERO A C A M M E
1 5 . TURBOCHARGING AND A I R COOLING
15.1 Description ( f i g .
The t u r b o c h a r g e r s a r e of t h e a x i a l t u r b i n e t y p e . The i n s e r t t y p e
c h a r g e a i r c o o l e r i s mounted i n a w e l d e d h o u s i n g which, a t t h e
same t i m e , s e r v e s a s a b r a c k e t f o r t h e t u r b o c h a r g e r . 1 2 and 1 6
c y l i n d e r V-engines have two i d e n t i c a l c o o l e r i n s e r t s i n a common
housing .
The t u r b o c h a r g e r i s c o o l e d w i t h w a t e r a n d c o n n e c t e d t o t h e
e n g i n e c o o l i n g s y s t e m . The t u r b o c h a r g e r h a s a l u b r i c a t i n g o i l
s y s t e m o f i t s own ( B B C ; VTR c h a r g e r s ) o r is l u b r i c a t e d from t h e
e n g i n e l u b r i c a t i n g o i l s y s t e m ( N A 1 5 5 MK3).
The a i r o u t l e t c a s i n g is c o n n e c t e d t o t h e a i r d u c t and t h e
e x h a u s t p i p e s ' t o t h e g a s i n l e t c a s i n g t h r o u g h m e t a l b e l l o w s . The
e x h a u s t p i p e a f t e r t h e t u r b o c h a r g e r s h o u l d be a r r a n g e d a c c o r d i n g
t o the installation instructions.
The t u r b o c h a r g e r s a r e e q u i p p e d w i t h c l e a n i n g d e v i c e s f o r washing
by w a t e r o f t h e c o m p r e s s o r a n d t h e t u r b i n e .
15.2 Turbocharger maintenance
N o r m a l o v e r h a u l s c a n be c a r r i e d o u t w i t h o u t removing t h e t u r b o -
c h a r g e r from t h e e n g i n e .
When d i s m a n t l i n g , remove t h e c o n n e c t i o n p i p e s f o r w a t e r . Loosen

t h e e x h a u s t i n l e t and o u t l e t p i p e s .
When r e a s s e m b l i n g , t a k e care t h a t a l l s e a l s a r e i n t a c t . High

t e m p e r a t u r e r e s i s t a n t l u b r i c a n t s are used f o r e x h a u s t p i p e
screws.
Maintenance of t h e t u r b o c h a r g e r is c a r r i e d o u t a c c o r d i n g t o
s e c t i o n 15.3 and t o t h e i n s t r u c t i o n s of t h e turbocharger
m a n u f a c t u r e r . I t is recommended t o u s e t h e s e r v i c e n e t of t h e
engine manufacturer o r t h e turbocharger manufacturer.
Water w a s h i n g o f t h e c o m p r e s s o r s i d e d u r i n g o p e r a t i o n , see
e n c l o s e d s e p a r a t e manual f o r t h e t u r b o c h a r g e r .
15.3 Maintenance of c h a r g e a i r c o o l e r ( f i g . 15-51)
- C o n d e n s a t e f r o m t h e a i r i s d r a i n e d t h r o u g h a small p i p e ( 6 )
a t t h e b o t t o m o f t h e c o o l e r h o u s i n g , a f t e r t h e i n s e r t . Exa-
m i n e r e g u l a r l y t h a t t h e p i p e i s open by c h e c k i n g t h e a i r f l o w
when r u n n i n g .
If water keeps on dripping or flowing from the draining pipe
for a longer period (unless running all the time in condi-
tions with very high humidity) the cooler insert may be
leaky and must be dismantled and pressure tested.
- At longer stops, the cooler should be either completely
filled or completely emptied, as a half-filled cooler increases
the risk of corrosion. If there is a risk of sinking water
level in the system when the engine is stopped, drain the
cooler completely. Open the air vent screw ( 3 ) to avoid
vacuum when draining.
- Clean and pressure test the cooler at intervals according to
Q
section 04. or if the receiver temperature cannot be held
within stipulated values at full load.
- Always when cleaning, check for corrosion.
15.4 Cleaning cooler insert (fig. 15-51)

a) Remove the cooling water pipes. Loosen the cooler insert
flange screws and withdraw the insert until the thread or the
hole ( 7 ) for the lifting tool is visible. If necessary, use
the screws in the two threaded extractor holes in the flange.
b) Apply the lifting tool and lift off the insert.
c ) Clean the air side with a degreasing liquid and blow pressure
air or steam through the insert. See also section 18.5.3.
dl Remove the water boxes (4) and (5) to make the water side
accessible.
el Clean the water side according to the instructions for oil
cooler in section 18.5.4.
f Check the gaskets.
g) Reassemble the cooler insert and mount it on the engine.
Check tightness when starting up.
e
22 H F,HE,M D
8202
22HF, HE, MD
8 503/LdOrange
T h i s c h a p t e r d e a l s w i t h t h e h i g h p r e s s u r e s i d e of t h e f u e l
s y s t e m i n c l u d i n g i n j e c t i o n pump, h i g h p r e s s u r e p i p e a n d i n j e c -
t i o n valve.
T h e i n j e c t i o n pumps a r e o n e - c y l i n d e r pumps w i t h b u i l t - i n r o l l e r
t a p p e t s . T h e e l e m e n t is p r e s s u r e l u b r i c a t e d a n d t h e d r a i n f u e l
is l e d t o a p i p e system w i t h atmospheric p r e s s u r e o u t s i d e t h e
pump*
E a c h i n j e c t i o n pump is e q u i p p e d w i t h a n e m e r g e n c y s t o p c y l i n d e r
c o u p l e d t o a n electro-pneumat i c o v e r s p e e d p r o t e c t i n g system.
The h i g h p r e s s u r e l i n e c o n s i s t s of a h i g h p r e s s u r e p i p e and a
h i g h p r e s s u r e a d a p t e r , screwed sideways i n t o t h e nozzle holder.
The i n j e c t i o n v a l v e c o n s i s t s of a n o z z l e h o l d e r and a m u l t i -
o r i f ice n o z z l e .
T h e n o z z l e s a r e o i l h e a t e d / c o o l e d and must n o t be r u n w i t h o u t
o i l flow. ( T h i s a p p l i e s t o e n g i n e s r u n n i n g on heavy f u e l , i.e.
22HF a n d 22HE. )
1 6 . 2 I n j e c t i o n pump, d e s c r i p t i o n ( f i g . 1 6 - 5 1 )
T h e i n j e c t i o n p;mp body c o n s i s t s o f a c a s t h o u s i n g p r o v i d e d w i t h
f l a n g e s f o r f a s t e n i n g a g a i n s t t h e e n g i n e b l o c k . The t a p p e t w i t h
r o l l e r is a t t h e b o t t o m o f t h e h o u s i n g . T h e r o l l e r r o l l s a g a i n s t
t h e i n j e c t i o n cam o f t h e c a m s h a f t u n d e r t h e p r e s s u r e o f a s p r i n g
( 1 7 ) . B e t w e e n t h e t a p p e t a n d t h e p l u n g e r t h e r e is a d i s c (28)
a g a i n s t w h i c h t h e p l u n g e r e n d is p r e s s e d .
T h e pump e l e m e n t , ( 5 ) of t h e m o n o e l e m e n t t y p e , is i n c l u d e d i n
t h e t o p p a r t o f t h e h o u s i n g a n d c o n s i s t s of a p l u n g e r and a
c y l i n d e r w h i c h a r e m a t c h e d b e t w e e n t h e m s e l v e s a n d s h o u l d be
t r e a t e d a s a u n i t . T h e u p p e r p a r t , i . e . t h e f u e l s i d e , is s e a l e d
f r o m below by O - r i n g s ( 2 4 ) . T h e e l e m e n t c y l i n d e r is p r e s s u r e
l u b r i c a t e d , w h i c h p r e v e n t s f u e l f r o m p e n e t r a t i n g downwards a n d
mixing with l u b r i c a t i n g oil.
T h e f u e l d e l i v e r y c o n t r o l , i.e. t h e r o t a r y m o t i o n o f t h e p l u n g e r ,
i s a c t u a t e d by a c o n t r o l r a c k t h r o u g h a c o n t r o l s l e e v e ( 1 4 ) .
T h e d e l i v e r y v a l v e s a r e l o c a t e d i n t h e u p p e r p a r t of t h e e l e m e n t
a n d i n t h e head p i e c e . The s e a l i n g e l e m e n t c y l i n d e r - head p i e c e
is m e t a l l i c .
2 2 H F , H E , MD
8 503/L'Orange
1 6 . 3 Removing a n d r e i n s t a l l i n q i n j e c t i o n pump
Removal
1. s h u t f u e l s u p p l y t o t h e e n g i n e b e f o r e removing t h e i n j e c t i o n
Pump
2. Remove t h e f u e l f e e d p i p e e l b o w s , i n j e c t i o n p i p e a n d l e a k
f u e l p i p e . C o v e r i m m e d i a t e l y a l l o p e n i n g s w i t h t a p e or p l u g s
t o p r e v e n t d i r t from e n t e r i n g t h e system.
3. Remove t h e f a s t e n i n g s t u d f o r t h e c o v e r o f t h e f u e l i n j e c t i o n
equipment.
4. Remove t h e p n e u m a t i c shut-down c y l i n d e r ( 2 2 - 5 3 p o s . 6 )
i n c l u s i v e p i p e , w h i c h is l o o s e n e d o n l y f r o m t h e d i s t r i b u t i n g 0
pipe.
5. D i s e n g a g e t h e c o n n e c t i o n p i e c e f r o m t h e pump r a c k by remov-
i n g t h e n u t a n d p u l l i n g t h e screw a s i d e . P u t t h e n u t o n i t s
p l a c e a t once t o a v o i d l o o s i n g any p a r t .
6. T u r n t h e c r a n k s h a f t s o t h a t t h e pump t a p p e t r o l l e r rests
u p o n t h e b a s e c i r c l e of t h e f u e l cam.
7. L o o s e n t h e f l a n g e n u t s w i t h t h e t o o l 806005 a n d l i f t o f f
t h e pump. C o v e r t h e o i l s u p p l y i n l e t h o l e a n d pump b o r e i n
t h e engine block.
8. C l e a n t h e pump e x t e r n a l l y .
Reinstallinq
9. T h e pump is a s s u m e d t o b e a s s e m b l e d a n d c l e a n e d a n d t h e s u r -
f a c e a n d bore o f t h e e n g i n e b l o c k t o b e c l e a n e d .
1 0 . Check t h e O - r i n g o f t h e pump body, g r e a s e a n d e n t e r i t i n t o

t h e g r o o v e . Check t h a t t h e f u e l cam i s n o t i n t h e l i f t i n a 4
position.
11. P u t t h e pump i n t o p l a c e a n d t i g h t e n t h e f l a n g e n u t s t o
torque.
12. Connect t h e c o n n e c t i o n p i e c e between t h e c o n t r o l l e v e r and
pump r a c k w i t h t h e screw a n d n u t . Note: C e n t e r t h e j o i n t by
a p p l y i n g f o r c e b e t w e e n t h e pump r a c k a n d c o n n e c t i o n p i e c e ,
see s e c t i o n 2 2 , f i g . 22-51. c h e c k t h a t t h e j o i n t moves
easily.
1 3 . Remove t h e p r o t e c t i n g t a p e o r p l u g s a n d c o n n e c t t h e f u e l
f e e d p i p e s and l e a k f u e l pipe. R e i n s t a l l t h e i n j e c t i o n p i p e .
Tighten t h e i n j e c t i o n pipe cap nuts to torque according to
s e c t i o n 0 7 . 1 p o s . 1 8 w i t h t h e t o o l 806007.
1 4 . Open t h e f u e l s u p p l y t o t h e e n g i n e a n d v e n t t h e f u e l f i l t e r
a n d i n j e c t i o n pumps a c c o r d i n g t o t h e i n s t r u c t i o n s i n c h a p t e r
1 7 . T h e i n j e c t i o n pump is p r o v i d e d w i t h a v e n t i n g p l u g ( 4 2 ) .
1 5 . C h e c k t h e f u e l r a c k p o s i t i o n s a c c o r d i n g t o s e c t i o n 22.3.lb.
16.4 Checking f u e l d e l i v e r y start

T h e b e g i n n i n g o f t h e e f f e c t i v e pump s t r o k e is d e t e r m i n e d by a n
i n d i r e c t m e t h o d , i . e . by o b s e r v i n g when t h e d u c t b e t w e e n t h e low
p r e s s u r e s i d e a n d t h e h i g h p r e s s u r e s i d e of t h e i n j e c t i o n pump
i s s h u t by t h e e d g e o f t h e e l e m e n t p l u n g e r , f i g . 16-52A, t h e s o -
c a l l e d "flowing positionN.
C o n t r o l o f f u e l d e l i v e r y s t a r t i s n e c e s s a r y o n l y if- m a j o r compo-
n e n t s h a v e b e e n c h a n g e d , e . g . i n j e c t i o n pump, i n j e c t i o n pump
e l e m e n t or c a m s h a f t p i e c e .
Proceed a s follows:
1. Cut f u e l supply t o t h e engine.
2. F u e l s u p p l y is a r r a n g e d by c o n n e c t i n g t h e f u n n e l 862007 t o
t h e pump ( f i g . 16-52A).
3. Remove t h e i n j e c t i o n pump h e a d p i e c e ( 3 5 ) a n d t h e d e l i v e r y
v a l v e (5) i n c l u d i n g t h e s p r i n g . R e i n s t a l l t h e head p i e c e .
S e e s e c t i o n s 16.5.6 a n d 16.6.6.
4. Connect t h e p i p e elbow t o t h e head p i e c e a c c o r d i n g t o f i g .
16-52A.
5. S e t t h e i n j e c t i o n pump r a c k a t i t s maximum e n d p o s i t i o n .
6, T u r n t h e c r a n k s h a f t t o a p o s i t i o n 22' b e f o r e TDC a t
ignition.
7. F i l l t h e f u n n e l w i t h d i s t i l l a t e f u e l . F u e l is now f l o w i n g
o u t from t h e p i p e elbow.
8. Keep t h e l e v e l i n t h e f u n n e l c o n s t a n t by r e f i l l i n g a n d t u r n
t h e crankshaft slowly i n t h e engine r o t a t i n g direction.
W a t c h when f u e l s t o p s e m e r g i n g . Read t h e p o s i t i o n of t h e
c r a n k s h a f t . S e e s e c t i o n 06.1.
9. R e p e a t pos. 2 . . . 8 o n a l l c y l i n d e r s t o be c h e c k e d .
1 0 . Compare t h e c r a n k s h a f t p o s i t i o n s w i t h c o r r e c t v a l u e s . T h e
d e v i a t i o n between t h e d i f f e r e n t c y l i n d e r s i n one e n g i n e
s h o u l d n o t e x c e e d 1' c r a n k a n g l e . I f l a r g e r d e v i a t i o n s a r e
n o t e d t h e i n j e c t i o n pumps m u s t b e c h a n g e d a n d / o r o v e r h a u l e d
and checked.
11. R e a s s e m b l e t h e f u e l d i s c h a r g e v a l v e .
1 6 . 5 D i s m a n t l i n q o f i n j e c t i o n pump ( f i g . 1 6 - 5 1 )
O b s e r v e u t m o s t c l e a n l i n e s s when w o r k i n g w i t h t h e i n j e c t i o n
equipment.
22HFt HE, MD
8 S03/LdOrange
I t i s p r e s u p p o s e d t h a t t h e i n j e c t i o n pump is r e m o v e d f r o m t h e
e n g i n e a n d t h e o u t s i d e b f t h e pump c a r e f u l l y c l e a n e d .
1. ~t is r e c o m m e n d a b l e t o p u t t h e pump i n a screw v i c e t o
postions convenient for the d i f f e r e n t operations.
2. S u p p o r t t h e r o l l e r t a p p e t by hand a n d o p e n t h e f i x i n g s c r e w
(21).
3. T h e r o l l e r t a p p e t a n d e l e m e n t p l u n g e r c a n now be t a k e n o u t .
T a k e c a r e when h a n d l i n g t h e p l u n g e r b e c a u s e i t may come
l o o s e from t h e t a p p e t .
4. Remove t h e s p r i n g a n d c o n t r o l s l e e v e .
5. Turn t h e pump i n t o v e r t i c a l p o s i t i o n . 0
6. Open t h e screws ( 5 2 ) o f t h e h e a d p i e c e i n s t e p s of 3 0 " .
7. Open t h e screws ( 9 ) of t h e e l e m e n t c y l i n d e r i n s t e p s o f 3 0 "

t o a v o i d o v e r l o a d i n g t h e l a s t screw.
8. Remove t h e d e l i v e r y v a l v e s .
9. Take o u t t h e element c y l i n d e r .
1 0 . Wash t h e e l e m e n t p l u n g e r a n d c y l i n d e r i n c l e a n f u e l or s p e -
c i a l o i l a n d k e e p them a l w a y s t o g e t h e r , t h e p l u n g e r b e i n g
inserted i n the cylinder.
11. N o r m a l l y , f u r t h e r d i s m a n t l i n g is n o t n e c e s s a r y . I t is recom-
m e n d a b l e t o k e e p t h e c o m p o n e n t s of d i f f e r e n t pumps a p a r t f r o m
e a c h o t h e r , o r t o mark t h e d e t a i l s so t h a t t h e y c a n b e
f i t t e d i n t o t h e same pump. T h e d e t a i l s m u s t b e p r o t e c t e d
a g a i n s t r u s t and e s p e c i a l l y t h e element p l u n g e r running s u r -
f a c e should not be unnecessarily handled with bare f i n g e r s .
1 6 . 6 R e a s s e m b l i n q i n j e c t i o n pumE ( f i g . 1 6 - 5 1 )
1. Wash t h e d e t a i l s i n a b s o l u t e l y c l e a n d i e s e a o i l a n d l u b r i -
c a t e t h e i n t e r n a l p a r t s w i t h e n g i n e o i l . When h a n d l i n g
d e t a i l s of t h e i n j e c t i o n equipment, keep hands a b s o l u t e l y
c l e a n a n d g r e a s e t h e m w i t h g r e a s e or o i l .
2. Renew t h e s e a l r i n g s on t h e e l e m e n t c y l i n d e r a n d l u b r i c a t e (b
t h e rings with lubricating oil.
3. R e i n s t a l l t h e e l e m e n t c y l i n d e r i n t o t h e p o s i t i o n where t h e
f i x i n g groove corresponds to t h e f i x i n g pin.
4. R e i n s t a l l t h e d e l i v e r y valves ( i f c o n t r o l of f u e l d e l i v e r y
commencement is n e c e s s a r y , see 1 6 . 4 ) .
5. F i t t h e pump h e a d p i e c e i n t o p l a c e a n d t i g h t e n t h e screws
( 5 2 ) by h a n d . F i t a n d t i g h t e n t h e screws ( 9 ) by h a n d .
22HF, H E , MD
8503/L00range
6. T i g h t e n t h e screws t o t o r q u e i n t h r e e s t e p s a c c o r d i n g t o 0 7 . 1
pas. 16 f o r ( 9 ) and a c c o r d i n g t o 0 7 . 1 p o s . 1 5 f o r ( 5 2 ) t o
e n s u r e e q u a l t i g h t e n k n g of e v e r y screw.
7. T u r n t h e pump and f i t t h e c o n t r o l s l e e v e . Move t h e f u e l r a c k
t o a p o s i t i o n where two m a r k s c a n be s e e n . One o f t h e
c o n t r o l s l e e v e t e e t h is c h a m f e r e d and t h i s t o o t h must s l i d e
i n t o t h e t o o t h s p a c e b e t w e e n t h e m a r k s of t h e r a c k .
8. R e i n s t a l l t h e u p p e r s p r i n g d i s c ( 1 6 ) , r i n g ( 1 9 ) and s p r i n g
(17).
9. Assemble t h e element p l u n g e r and t a p p e t w i t h t h e s p r i n g d i s c

and p r e s s u r e p l a t e (28).
1 0 . Note t h e mark on o n e s i d e of t h e p l u n g e r v a n e . The marked
s i d e of t h e p l u n g e r v a n e m u s t s l i d e i n t o t h e f u e l r a c k s i d e
o f t h e c o n t r o l s l e e v e , i . e . c o r r e s p o n d t o t h e marks on t h e
f u e l r a c k and t h e c h a m f e r e d t o o t h of t h e c o n t r o l s l e e v e . The
g u i d i n g groove of t h e t a p p e t must c o r r e s p o n d t o t h e f i x i n g
screw ( 2 1 ) .
11. R e i n s t a l l t h e p l u n g e r t a p p e t a s s e m b l y .
1 2 , S c r e w i n and t i g h t e n t h e f i x i n g screw ( 2 1 ) .
1 3 . Check t h a t t h e f u e l r a c k c a n be e a s i l y moved.
1 4 . U n l e s s t h e pump is i m m e d i a t e l y mounted o n t h e e n g i n e i t must

b e w e l l o i l e d and p r o t e c t e d by a p l a s t i c c o v e r o r s i m i l a r . I
T h e f u e l p o r t s and i n j e c t i o n l i n e c o n n e c t i o n m u s t a l w a y s be ' "

p r o t e c t e d by p l u g s or t a p e .
16.7 I n j e c t i o n p i p e
T h e i n j e c t i o n l i n e c o n s i s t s of two p a r t s , t h e h i g h p r e s s u r e con-
n e c t i o n p i e c e w h i c h is s c r e w e d i n t o t h e n o z z l e h o l d e r , and t h e
i n j e c t i o n pipe.
T h e h i g h p r e s s u r e c o n n e c t i o n p i e c e seals w i t h p l a i n m e t a l l i c
s u r f a c e s and t h e s e s u r f a c e s a r e t o be checked b e f o r e mounting.
Always t i g h t e n t h e c o n n e c t i o n p i e c e t o correct t o r q u e b e f o r e
mounting t h e i n j e c t i o n pipe; a l s o i n c a s e only t h e i n j e c t i o n
p i p e h a s b e e n removed, b e c a u s e t h e r e is a r i s k of t h e c o n n e c t i o n
p i e c e coming loose when r e m o v i n g t h e p i p e .
The i n j e c t i o n p i p e s a r e d e l i v e r e d complete w i t h connection n u t s
a s s e m b l e d . Always t i g h t e n t h e c o n n e c t i o n s t o correct t o r q u e .
I f n e c e s s a r y , t h e e n g i n e c a n be p r o v i d e d w i t h a l a r m f o r a broken
i n j e c t i o n pipe. I n t h a t c a s e t h e i n j e c t i o n p i p e s a r e enclosed i n
a p i p e , f r o m which a d r a i n p i p e g o e s t o a c o l l e c t i n g v e s s e l f o r
t h e l e a k f u e l l i n e s . The v e s s e l is p r o v i d e d w i t h a l e v e l s w i t c h ,
w h i c h g i v e s a l a r m a t t h e set l e v e l . To p r e v e n t t h e n o r m a l l e a k
f u e l f l o w f r o m t r i g g e r i n g t h e a l a r m t h e v e s s e l is f i t t e d w i t h a
v a l v e . T h i s v a l v e s h o u l d b e a d j u s t e d so t h a t t h e normal l e a k
2 2 H F , HE, MD
8503/LMOrange
f u e l c o n t i n u o u s l y f l o w s t h r o u g h i t . The s w i t c h g i v e s a l a r m o n l y
when t h e f l o w is a b n o r m a l ( a b r o k e n i n j e c t i o n p i p e ) ,
When r e m o v e d , t h e i n j e c t i o n ' l i n e d e t a i l s h a v e t o b e p r o t e c t e d
a g a i n s t d i r t and r u s t .
16.8 I n j e c t i o n v a l v e , d e s c r i p t i o n ( f i g . 16-53)
T h e i n j e c t i o n v a l v e is c e n t r a l l y l o c a t e d i n t h e c y l i n d e r h e a d
a n d i n c l u d e s n o z z l e h o l d e r a n d n o z z l e . The f u e l e n t e r s t h e
nozzle holder sideways through a connection p i e c e screwed i n t o
t h e n o z z l e h o l d e r . The n o z z l e is o i l h e a t e d / c o o l e d a n d t h e o i l
e n t e r s t h e n o z z l e h o l d e r b e t w e e n two O - r i n g s . ( T h i s a p p l i e s t o
e n g i n e s r u n n i n g o n h e a v y f u e l , i . e . 22HF a n d 22HE. )
@
1 6 . 3 Removinq i n j e c t i o n v a l v e
1. Remove t h e c y l i n d e r h e a d c o v e r a n d i n j e c t i o n pump c o v e r .
S h u t o f f n o z z l e t e m p e r a t u r e c o n t r o l s y s t e m ( o n l y 22HF a n d
22HE).
2. Remove t h e h i g h p r e s s u r e i n j e c t i o n p i p e .
3. Remove t h e f a s t e n i n g n u t s of t h e i n j e c t i o n v a l v e .
4. L i f t o u t t h e i n j e c t i o n v a l v e . I f much f o r c e h a s t o be u s e d
t h e r e i s a r i s k of t h e s t a i n l e s s s l e e v e o f t h e c y l i n d e r h e a d
c o m i n g l o o s e , w h i c h , i n s u c h a c a s e , m u s t be c h e c k e d .
5. P r o t e c t t h e f u e l i n l e t h o l e of t h e i n j e c t i o n valve and bore

i n t h e c y l i n d e r head.
16.10 Mountinq i n j e c t i o n v a l v e
1. Check t h a t t h e b o t t o m of t h e s t a i n l e s s s l e e v e i n t h e
c y l i n d e r h e a d is c l e a n . I f n e c e s s a r y , c l e a n o r l a p t h e s u r -
f a c e w i t h t h e t o o l 8 4 1 0 0 8 . I f l a p p i n g is n e c e s s a r y t h e c y l -
i n d e r head must be l i f t e d o f f . For l a p p i n g , a steel washer
a n d f i n e l a p p i n g compound is u s e d . The i n j e c t i o n v a l v e is
s e a l e d o f f d i r e c t l y t o t h e bottom of t h e s t a i n l e s s s l e e v e !
2. P u t new O - r i n g s o n t h e i n j e c t i o n v a l v e . L u b r i c a t e t h e i n j e c -
t i o n v a l v e w i t h o i l . Check t h a t t h e c o n n e c t i o n t h r e a d a n d
c o n t a c t f a c e of t h e i n j e c t i o n p i p e a r e c l e a n
3. F i t t h e i n j e c t i o n v a l v e i n t o c y l i n d e r head bore.
4. P u t new O - r i n g s i n t h e s e a l i n g f l a n g e o f t h e h i g h p r e s s u r e
c o n n e c t i o n p i e c e . P l a c e t h e f l a n g e on t h e c o n n e c t i o n p i e c e
a n d s c r e w i n t h e c o n n e c t i o n by h a n d . Check by h a n d t h a t t h e
c o n n e c t i o n p i e c e c a n be mounted a g a i n s t t h e c o n t a c t f a c e .
Tighten to c o r r e c t torque.
5. T i g h t e n t h e f a s t e n i n g n u t s of t h e i n j e c t i o n v a l v e t o c o r r e c t
t o r q u e i n s t e p s of 1 0 Nm.
2 2 H F , H E , MD
8503/LHOrange
6. F a s t e n t h e s e a l i n g f l a n g e of t h e high p r e s s u r e connection.
7. Mount t h e i n j e c t i o n l i n e a n d t i g h t e n t h e c a p n u t s t o t o r q u e .
8. Replace t h e covers.
16.11 O v e r h a u l i n q i n j e c t i o n v a l v e ( f i g . 16-53)
1. I n s p e c t t h e n o z z l e immediately a f t e r removing t h e i n j e c t i o n
v a l v e f r o m t h e e n g i n e . C a r b o n d e p o s i t s ( t r u m p e t s ) may i n d i -
c a t e t h a t t h e n o z z l e is i n p o o r c o n d i t i o n , t h e s p r i n g is
b r o k e n o r , f o r e n g i n e s r u n n i n g on h e a v y f u e l , i.e. 22HF and
22HE, t h e r e h a s b e e n d i s t u r b a n c e s i n t h e n o z z l e t e m p e r a t u r e
c o n t r o l s y s t e m . C l e a n t h e o u t s i d e of t h e n o z z l e w i t h a b r a s s
w i r e brush.
2. R e l e a s e t h e n o z z l e s p r i n g t e n s i o n by o p e n i n g t h e c o u n t e r n u t
( 1 0 ) a n d s c r e w i n g u p t h e a d j u s t i n g screw ( 9 ) .
3. Remove t h e n o z z l e f r o m t h e h o l d e r by o p e n i n g t h e c a p n u t
( 5 ) . B e c a r e f u l n o t t o d r o p t h e n o z z l e . I f t h e r e is c o k e
b e t w e e n t h e n o z z l e a n d t h e n u t i t may b e d i f f i c u l t t o remove
t h e n o z z l e . I n s u c h a case, p l a c e t h e n n o z z l e w i t h t h e n u t
o n a s o f t s u p p o r t a n d k n o c k i t o u t by u s i n g a p i e c e o f p i p e
( f i g . 16-528). Never knock d i r e c t l y o n t h e n o z z l e t i p !
4. C h e c k t h e n o z z l e n e e d l e movement w h i c h may v a r y as f o l l o w s :
- needle completely f r e e
- n e e d l e f r e e t o move w i t h i n n o r m a l l i f t i n g r a n g e
- n e e d l e is s t i c k i n g
T h e n e e d l e m u s t n o t b e r e m o v e d by f o r c e b e c a u s e t h i s o f t e n
r e s u l t s i n c o m p l e t e jamming. U n l e s s it c a n be e a s i l y
removed, immerse t h e n o z z l e i n l u b r i c a t i n g o i l and h e a t t h e
o i l t o 150...200eC. N o r m a l l y , t h e n e e d l e c a n b e removed f r o m
a h o t nozzle.
5. C l e a n t h e d e t a i l s . If p o s s i b l e , u s e a c h e m i c a l c a r b o n
d i s s o l v i n g s o l u t i o n . I f t h e r e is n o n e a v a i l a b l e , immerse t h e
d e t a i l s i n c l e a n f u e l o i l , w h i t e s p i r i t or s i m i l a r t o s o a k
c a r b o n . T h e n c l e a n t h e d e t a i l s c a r e f u l l y by t h e t o o l s 8 4 5 0 0 6 .
Do n o t u s e s t e e l wire b r u s h e s or h a r d t o o l s ! C l e a n t h e n o z z l e
o r i f i c e s with needles provided f o r t h i s purpose. A f t e r clean-
i n g , r i n s e t h e d e t a i l s to remove c a r b o n r e s i d u e s and d i r t
particles.
T h e c o o l i n g s p a c e s of t h e n o z z l e m u s t b e c a r e f u l l y c l e a n e d
by a c o k e d i s s o l v i n g a g e n t . B e f o r e i n s e r t i n g t h e n e e d l e i n
t h e n o z z l e body, i m m e r s e t h e d e t a i l s i n c l e a n f u e l o i l o r
s p e c i a l o i l f o r i n j e c t i o n systems. S e a t s u r f a c e s , s l i d i n g
s u r f a c e s (needle s h a f t ) and s e a l i n g f a c e s a g a i n s t t h e nozzle
h o l d e r s h o u l d be c a r e f u l l y checked.
6. C l e a n t h e n o z z l e h o l d e r and c a p n u t c a r e f u l l y ; i f n e c e s s a r y ,
d i s m a n t l e t h e n o z z l e h o l d e r t o c l e a n a l l d e t a i l s . Check t h e
nozzle spring.
22HF, H E , MD
8 503/LdOrange
7. Check the h i g h p r e s s u r e s e a l i n g f a c e s of t h e n o z z l e h o l d e r ,
i.e. t h e c o n t a c t f a c e t o t h e n o z z l e and t h e bottom of t h e @
f u e l i n l e t hole.
8. Check m x . l i f t of t h e n o z z l e , i . e . t h e sum of m e a s u r e s A
a n d B i n f i g . 16-53. I f w e a r B e x c e e d s 0 . 0 5 mm t h e n o z z l e
h o l d e r can be s e n t t o t h e e n g i n e m a n u f a c t u r e r f o r recon-
d i t i o n i n g . I f t h e t o t a l l i f t is o u t o f t h e v a l u e s t a t e d i n
s e c t i o n 0 6 . 2 p o s . 1 6 , t h e n o z z l e s h o u l d b e r e p l a c e d by a new
one.
9. Reassemble t h e i n j e c t i o n valve.
1 0 . C o n n e c t t h e i n j e c t i o n v a l v e t o t h e t e s t pump 8 6 4 0 1 1 .
Pump t o
e x p e l a i r . S h u t t h e manometer v a l v e a n d pump r a p i d l y t o blow
d i r t o u t of t h e n o z z l e o r i f i c e s . P l a c e a d r y p a p e r under t h e
n o z z l e a n d g i v e t h e pump a q u i c k blow. Note f u e l s p r a y u n i - Q
f ormi t y .
11. Check t h e o p e n i n g p r e s s u r e :
-
o p e n t h e manometer v a l v e
-
pump s l o w l y a n d w a t c h t h e manometer t o n o t e t h e o p e n i n g
p r e s s u r e . I f t h e o p e n i n g p r e s s u r e i s more t h a n 50 b a r
below t h e s t a t e d v a l u e it i n d i c a t e s a broken s p r i n g or
b a d l y worn p a r t s .
1 2 . I f t h e s p r a y is u n i f o r m , a d j u s t t h e o p e n i n g p r e s s u r e t o
s t a t e d v a l u e a n d c h e c k o n c e more t h e s p r a y u n i f o r m i t y
( a c c o r d i n g t o pos. 1 0 ) .
1 3 . Check t h e n e e d l e s e a t t i g h t n e s s :
- i n c r e a s e p r e s s u r e t o a v a l u e 20 b a r b e l o w s t a t e d o p e n i n g
pressure.
- k e e p p r e s s u r e c o n s t a n t and c h e c k t h a t n o f u e l d r o p s o c c u r
o n t h e n o z z l e t i p . A s l i g h t d a m p n e s s may b e a c c e p t a b l e .
1 4 . Check t h e n e e d l e s p i n d l e t i g h t n e s s :
- pump u n t i l p r e s s u r e is 2 0 b a r b e l o w s t a t e d o p e n i n g
pressure
- m e a s u r e t i m e f o r a p r e s s u r e d r o p o f 5 0 b a r . The t i m e m u s t
n o t b e b e l o w 3 s e c o n d s . A t i m e l o n g e r t h a n 20 s e c o n d s
indicates fouled spindle.
1 5 . I f t h e tests a c c o r d i n g t o p o s . 1 0 . . . 1 4 g i v e s a t i s f a c t o r y
r e s u l t s t h e i n j e c t i o n v a l v e c a n be r e i n s t a l l e d i n t h e
e n g i n e . O t h e r w i s e , r e p l a c e t h e n o z z l e by a new o n e . a
16. If l e a k a g e o c c u r s on t h e h i g h p r e s s u r e s e a l i n g s u r f a c e s t h e
damaged d e t a i l s h o u l d be r e p l a c e d by a new o n e or
reconditioned.
17. I f n o z z l e s o r i n j e c t i o n v a l v e s a r e t o b e s t o r e d t h e y s h o u l d
be t r e a t e d with corrosion protecting o i l .
22HFI HE, MD
8503/L'Orange
1 6 . 1 2 C h a n g e of b e g i n n i n g o f e f f e c t i v e pump s t r o k e ( f i g . 1 3 - 5 1 )
(delivery start)
1. Check t h e d e l i v e r y s t a r t on one of t h e c y l i n d e r s .
2. In-line e n g i n e : Open t h e c a m s h a f t g e a r w h e e l c o v e r a n d t h e
c o v e r (30).
V-eng i n e : Open t h e c a m s h a f t g e a r w h e e l c o v e r o n o n e
bank a s w e l l a s t h e c o v e r (30) o n t h e B-bank
o r t h e p l u g ( 1 7 ) o n t h e A-bank.
3. Mark t h e n u t ( 7 ) f o r t h e c a m s h a f t i n t e r m e d i a t e w h e e l n e x t
t o t h e o p e n i n g (1.7).
4. Loosen a l l n u t s ( 7 ) on t h e i n t e r m e d i a t e wheel, t h e marked
nut last.
5. The l a s t n u t ( 7 ) having been loosened, t u r n t h e c r a n k s h a f t
o p p o s i t e t o t h e d i r e c t i o n o f r o t a t i o n t h e number o f c r a n k
a n g l e d e g r e e s r e q u i r e d f o r a n e a r l i e r d e l i v e r y commencement.
Note! T h e c a m s h a f t m u s t n o t r o t a t e w h i l e t u r n i n g ,
6. S e c u r e t h e marked n u t ( 7 ) a n d c h e c k t h e new d e l i v e r y
commencement.
7. . I f t h e d e s i r e d deliver:^ commencement h a s b e e n o b t a i n e d ,
tighten the other nuts (7).
8. V-engine: R e p e a t t h e p r o c e d u r e f o r t h e o t h e r bank.
22HF, H E , MD
8503/Bosch
1 6 . INJECTION SYSTEM WITH BOSCH INJECTION PUMP

0
T h i s c h a p t e r d e a l s w i t h t h e h i g h p r e s s u r e s i d e of t h e f u e l
s y s t e m i n c l u d i n g i n j e c t i o n pump, h i g h p r e s s u r e p i p e a n d i n j e c -
t i o n valve.
T h e i n j e c t i o n pumps a r e o n e - c y l i n d e r pumps w i t h b u i l t - i n r o l l e r
t a p p e t s . The e l e m e n t is p r e s s u r e l u b r i c a t e d and t h e d r a i n f u e l
is l e d to a pipe system with atmospheric p r e s s u r e o u t s i d e t h e
pump*
E a c h i n j e c t i o n pump is e q u i p p e d w i t h a n e m e r g e n c y s t o p c y l i n d e r
c o u p l e d t o a n electro-pneumatic overspeed p r o t e c t i n g system.
T h e h i g h p r e s s u r e l i n e c o n s i s t s of a h i g h p r e s s u r e p i p e and a
h i g h p r e s s u r e a d a p t e r , screwed sideways i n t o t h e nozzle holder.
The i n j e c t i o n v a l v e c o n s i s t s of a n o z z l e h o l d e r and a m u l t i -
o r i f ice nozzle.
The n o z z l e s a r e o i l h e a t e d / c o o l e d and must n o t be r u n w i t h o u t

o i l f l o w . ( T h i s a p p l i e s t o e n g i n e s r u n n i n g on h e a v y f u e l , i.e.
22HF a n d 22HE.)
1 6 . 2 I n j e c t i o n pump, d e s c r i p t i o n ( f i g . 1 6 - 5 1 )
T h e i n j e c t i o n pump body c o n s i s t s o f a c a s t h o u s i n g p r o v i d e d w i t h
f l a n g e s f o r f a s t e n i n g a g a i n s t t h e e n g i n e block. The t a p p e t w i t h
r o l l e r is a t t h e b o t t o m of t h e h o u s i n g . The r o l l e r r o l l s a g a i n s t
t h e i n j e c t i o n cam o f t h e c a m s h a f t u n d e r t h e p r e s s u r e o f a s p r i n g
( 1 7 ) . B e t w e e n t h e t a p p e t a n d t h e p l u n g e r t h e r e is a d i s c ( 2 8 )
a g a i n s t w h i c h t h e p l u n g e r e n d is p r e s s e d .
T h e pump e l e m e n t , ( 5 ) o f t h e m o n o e l e m e n t t y p e , i s i n c l u d e d i n
t h e t o p p a r t of t h e h o u s i n g a n d c o n s i s t s of a p l u n g e r a n d a
c y l i n d e r w h i c h a r e m a t c h e d b e t w e e n t h e m s e l v e s a n d s h o u l d be
t r e a t e d a s a u n i t . The u p p e r p a r t , i.e. t h e f u e l s i d e , i s s e a l e d
f r o m b e l o w by O - r i n g s ( 2 4 ) . T h e e l e m e n t c y l i n d e r is p r e s s u r e
0 l u b r i c a t e d , w h i c h p r e v e n t s f u e l f r o m p e n e t r a t i n g downwards and
mixing with l u b r i c a t i n g o i l .
The f u e l d e l i v e r y c o n t r o l , i.e. t h e r o t a r y m o t i o n of t h e p l u n g e r ,
i s a c t u a t e d by a c o n t r o l r a c k t h r o u g h a c o n t r o l s l e e v e ( 1 4 ) .
The d e l i v e r y v a l v e s a r e l o c a t e d i n t h e head p i e c e . The s e a l i n g

element cylinder - h e a d p i e c e is m e t a l l i c .
22HFI H E , MD
8 503/Bosch
1 6 . 3 Removing a n d r e i n s t a l l i n g i n j e c t i o n pump
Removal
1. S h u t f u e l s u p p l y t o t h e engine b e f o r e removing t h e i n j e c t i o n
Pump
2. Remove t h e f u e l f e e d p i p e e l b o w s , i n j e c t i o n p i p e a n d l e a k
f u e l p i p e . C o v e r i m m e d i a t e l y a l l o p e n i n g s w i t h t a p e or p l u g s
t o p r e v e n t d i r t from e n t e r i n g t h e system.
3. Remove t h e f a s t e n i n g s t u d f o r t h e c o v e r o f t h e f u e l i n j e c t i o n
equipment.
4. Remove t h e p n e u m a t i c s h u t - d o w n c y l i n d e r ( 2 2 - 5 3 p o s . 6 )
i n c l u s i v e p i p e , which is l o o s e n e d o n l y from t h e d i s t r i b u t i n g @
pipe.
5. D i s e n g a g e t h e c o n n e c t i o n p i e c e f r o m t h e pump r a c k by remov-
i n g t h e n u t a n d p u l l i n g t h e screw a s i d e . P u t t h e n u t o n i t s
p l a c e a t o n c e t o a v o i d l o o s i n g any p a r t .
6. T u r n t h e c r a n k s h a f t s o t h a t t h e pump t a p p e t r o l l e r rests
u p o n t h e b a s e c i r c l e o f t h e f u e l cam.
7. Loosen t h e f l a n g e n u t s w i t h t h e t o o l 806005 and ' l i f t o f f

t h e pump. C o v e r t h e o i l s u p p l y i n l e t h o l e a n d pump b o r e i n
t h e engine block.
8. C l e a n t h e pump e x t e r n a l l y .
Reinstalling
9. T h e pump is a s s u m e d t o be a s s e m b l e d a n d c l e a n e d a n d t h e s u r -
f a c e and bore of t h e e n g i n e block t o be c l e a n e d .
1 0 . Check t h e O - r i n g o f t h e pump b o d y , g r e a s e a n d e n t e r i t i n t o
t h e g r o o v e . C h e c k t h a t t h e f u e l cam i s n o t i n t h e l i f t i n g
position.
11. P u t t h e pump i n t o p l a c e a n d t i g h t e n t h e f l a n g e n u t s t o
torque.
1 2 . Connect t h e c o n n e c t i o n p i e c e between t h e c o n t r o l l e v e r and

pump r a c k w i t h t h e screw a n d n u t . Note: C e n t e r t h e j o i n t by
a p p l y i n g f o r c e b e t w e e n t h e pump r a c k a n d c o n n e c t i o n p i e c e ,
s e e s e c t i o n 2 2 , f i g . 22-51. Check t h a t t h e j o i n t moves
easily.
1 3 . Remove t h e p r o t e c t i n g t a p e or p l u g s a n d c o n n e c t t h e f u e l
f e e d p i p e s and l e a k f u e l p i p e . R e i n s t a l l t h e i n j e c t i o n p i p e .
Tighten t h e i n j e c t i o n pipe cap nuts to torque according to
s e c t i o n 0 7 . 1 pos. 1 8 w i t h t h e tool 806007.
1 4 . Open t h e f u e l s u p p l y t o t h e e n g i n e a n d v e n t t h e f u e l f i l t e r
a n d i n j e c t i o n pumps a c c o r d i n g t o t h e i n s t r u c t i o n s i n c h a p t e r
1 7 . T h e i n j e c t i o n pump i s p r o v i d e d w i t h a v e n t i n g p l u g ( 4 2 ) .
22HF, H E , MD
8 503/Bosch
1 5 . Check t h e f u e l r a c k p o s i t i o n s a c c o r d i n g t o s e c t i o n 22.3.1b.
16.4 Checking f u e l d e l i v e r y s t a r t
T h e b e g i n n i n g of t h e e f f e c t i v e pump s t r o k e is d e t e r m i n e d by a n
i n d i r e c t m e t h o d , i . e . by o b s e r v i n g when t h e d u c t b e t w e e n t h e low
p r e s s u r e s i d e and t h e h i g h p r e s s u r e s i d e of t h e i n j e c t i o n pump
i s s h u t by t h e e d g e of t h e e l e m e n t p l u n g e r , f i g . 16-52A, t h e s o -
c a l l e d "flowing position".
C o n t r o l o f f u e l d e l i v e r y s t a r t is n e c e s s a r y o n l y i f m a j o r compo-
n e n t s h a v e b e e n c h a n g e d , e . g . i n j e c t i o n pump, i n j e c t i o n pump
element o r camshaft piece.
Proceed a s follows:
1. Cut f u e l supply t o the engine.
2. F u e l s u p p l y is a r r a n g e d by c o n n e c t i n g t h e f u n n e l 862007 t o
t h e pump ( f i g . 16-52A).
3. Remove t h e i n j e c t i o n pump h e a d p i e c e ( 3 5 ) a n d t h e d e l i v e r y
v a l v e i n c l u d i n g t h e s p r i n g . R e i n s t a l l t h e head piece. See
s e c t i o n s 16.5.6 a n d 16.6.6.
4. Connect t h e p i p e elbow t o t h e head piece a c c o r d i n g t o f i g .

16-52A.
5. S e t t h e i n j e c t i o n pump r a c k a t i t s maximum e n d p o s i t i o n .
6. T u r n t h e c r a n k s h a f t t o a p o s i t i o n 2 2 " b e f o r e TDC a t
ignition.
7. F i l l t h e f u n n e l w i t h d i s t i l l a t e f u e l . F u e l i s now f l o w i n g
o u t from t h e p i p e elbow.
8. Keep t h e l e v e l i n t h e f u n n e l c o n s t a n t by r e f i l l i n g a n d t u r n
t h e crankshaft slowly i n t h e engine r o t a t i n g d i r e c t i o n .
Watch when f u e l s t o p s e m e r g i n g . Read t h e p o s i t i o n of ' t h e
c r a n k s h a f t . See s e c t i o n 06.1.
9. Repeat pos. 2...8 on a l l c y l i n d e r s to be checked.
1 0 . Compare t h e c r a n k s h a f t p o s i t i o n s w i t h c o r r e c t v a l u e s . The
d e v i a t i o n between t h e d i f f e r e n t c y l i n d e r s i n one e n g i n e
s h o u l d n o t exceed l o crank angle. I f l a r g e r d e v i a t i o n s a r e
n o t e d t h e i n j e c t i o n pumps m u s t b e c h a n g e d a n d / o r o v e r h a u l e d
and checked.
11. R e a s s e m b l e t h e f u e l d i s c h a r g e v a l v e .
1 6 . 5 D i s m a n t l i n g o f i n j e c t i o n pump ( f i g . 1 6 - 5 1 )
O b s e r v e u t m o s t c l e a n l i n e s s when w o r k i n g w i t h t h e i n j e c t i o n
equipment.
22HF, H E , MD
8 503/Bosch
I t is p r e s u p p o s e d t h a t t h e i n j e c t i o n pump is r e m o v e d f r o m t h e
e n g i n e a n d t h e o u t s i d e o f t h e pump c a r e f u l l y c l e a n e d .
1. I t is r e c o m m e n d a b l e t o p u t t h e pump i n a screw v i c e t o
postions convenient f o r the d i f f e r e n t operations.
2. S u p p o r t t h e r o l l e r t a p p e t by h a n d a n d o p e n t h e f i x i n g screw.
3. T h e r o l l e r t a p p e t a n d e l e m e n t p l u n g e r c a n now b e t a k e n o u t .
T a k e c a r e when h a n d l i n g t h e p l u n g e r b e c a u s e i t may come
loose f r o m t h e t a p p e t .
4. Remove t h e s p r i n g a n d c o n t r o l s l e e v e .
5. Turn t h e pump i n t o v e r t i c a l p o s i t i o n .
6. Open t h e screws ( 5 2 ) o f t h e h e a d p i e c e i n s t e p s o f 3 0 " .

0 -
7. Remove t h e h e a d p i e c e .
8. Take o u t t h e element c y l i n d e r .
9. Wash t h e e l e m e n t p l u n g e r a n d c y l i n d e r i n c l e a n f u e l or s p e -
c i a l o i l a n d k e e p them a l w a y s t o g e t h e r , t h e p l u n g e r b e i n g
inserted i n the cylinder.
1 0 . N o r m a l l y , f u r t h e r d i s m a n t l i n g is n o t n e c e s s a r y . I t is recom-
m e n d a b l e t o k e e p t h e c o m p o n e n t s o f d i f f e r e n t pumps a p a r t f r o m
e a c h o t h e r , o r t o mark t h e d e t a i l s so t h a t t h e y c a n b e
f i t t e d i n t o t h e same pump. The d e t a i l s m u s t b e p r o t e c t e d
a g a i n s t r u s t and e s p e c i a l l y t h e e l e m e n t p l u n g e r r u n n i n g s u r -
f a c e should not be unnecessarily handled with bare f i n g e r s .
1 6 . 6 R e a s s e m b l i n g i n j e c t i o n pump ( f i g .
1. Wash t h e d e t a i l s i n a b s o l u t e l y c l e a n d i e s e l o i l a n d l u b r i -
c a t e t h e i n t e r n a l p a r t s w i t h e n g i n e o i l . When h a n d l i n g
d e t a i l s of t h e i n j e c t i o n e q u i p m e n t , k e e p h a n d s a b s o l u t e l y
c l e a n a n d g r e a s e t h e m w i t h g r e a s e or o i l .
2. Renew t h e s e a l r i n g s o n t h e e l e m e n t c y l i n d e r a n d l u b r i c a t e
t h e rings with lubricating oil.
3. R e i n s t a l l t h e e l e m e n t c y l i n d e r i n t o t h e p o s i t i o n where t h e
f i x i n g groove corresponds to the f i x i n g pin.
@
4. R e i n s t a l l t h e d e l i v e r y valves ( i f c o n t r o l of f u e l delivery
commencement is n e c e s s a r y , see 1 6 . 4 ) .
5. F i t t h e pump h e a d p i e c e i n t o p l a c e a n d t i g h t e n t h e screws
( 5 2 ) by h a n d .
6. T i g h t e n t h e screws ( 5 2 ) t o t o r q u e i n t h r e e s t e p s a c c o r d i n g
t o 0 7 . 1 p o s . 16B t o e n s u r e e q u a l t i g h t e n i n g of e v e r y screw.
2 2 H F , HE, MD
8503/Bosch
7. T u r n t h e pump and f i t t h e c o n t r o l s l e e v e . Move t h e f u e l r a c k

t o a p o s i t i o n w h e r e t w o m a r k s c a n b e s e e n . One o f t h e
c o n t r o l s l e e v e t e e t h is c h a m f e r e d a n d t h i s t o o t h m u s t s l i d e
i n t o t h e t o o t h s p a c e b e t w e e n t h e m a r k s of t h e r a c k .
8. R e i n s t a l l t h e upper s p r i n g d i s c ( 1 6 ) and t h e s p r i n g ( 1 7 ) .
9. Assemble t h e element p l u n g e r and t a p p e t w i t h t h e s p r i n g d i s c
and pressure p l a t e ( 2 8 ) .
1 0 . Note t h e mark on o n e s i d e of t h e p l u n g e r v a n e . The m a r k e d

s i d e of t h e p l u n g e r v a n e m u s t s l i d e i n t o t h e f u e l r a c k s i d e
o f t h e c o n t r o l s l e e v e , i . e . c o r r e s p o n d t o t h e m a r k s on t h e
f u e l r a c k a n d t h e c h a m f e r e d t o o t h of t h e c o n t r o l s l e e v e . The
g u i d i n g g r o o v e of t h e t a p p e t m u s t c o r r e s p o n d t o t h e f i x i n g
screw.
11. K e i n s t a l l t h e p l u n g e r t a p p e t a s s e m b l y .
1 2 . S c r e w i n a n d t i g h t e n t h e f i x i n g screw.
1 3 . Check t h a t t h e f u e l r a c k c a n b e e a s i l y moved.
1 4 . U n l e s s t h e pump is i m m e d i a t e l y m o u n t e d o n t h e e n g i n e i t m u s t
b e w e l l o i l e d a n d p r o t e c t e d by a p l a s t i c c o v e r o r s i m i l a r .
T h e f u e l p o r t s and i n j e c t i o n l i n e c o n n e c t i o n m u s t a l w a y s b e
p r o t e c t e d by p l u g s o r t a p e .
16.7 I n j e c t i o n p i p e
T h e i n j e c t i o n l i n e c o n s i s t s o f t w o p a r t s , t h e h i g h p r e s s u r e con-
n e c t i o n p i e c e w h i c h is s c r e w e d i n t o t h e n o z z l e h o l d e r , a n d t h e
i n j e c t i o n pipe.
The h i g h p r e s s u r e c o n n e c t i o n p i e c e s e a l s w i t h p l a i n m e t a l l i c
s u r f a c e s and t h e s e s u r f a c e s a r e t o be checked b e f o r e mounting.
Always t i g h t e n t h e c o n n e c t i o n p i e c e t o correct t o r q u e b e f o r e
mounting t h e i n j e c t i o n pipe; a l s o i n case only t h e i n j e c t i o n
p i p e h a s b e e n removed, b e c a u s e t h e r e is a r i s k o f t h e c o n n e c t i o n
p i e c e c o m i n g loose when r e m o v i n g t h e p i p e .
T h e i n j e c t i o n p i p e s a r e d e l i v e r e d complete w i t h c o n n e c t i o n n u t s
a s s e m b l e d . Always t i g h t e n t h e c o n n e c t i o n s t o c o r r e c t t o r q u e .
a I f n e c e s s a r y , t h e e n g i n e c a n be p r o v i d e d w i t h a l a r m f o r a broken
i n j e c t i o n pipe. In t h a t case the injection pipes a r e enclosed i n
a p i p e , from which a d r a i n p i p e g o e s t o a c o l l e c t i n g v e s s e l f o r
t h e l e a k f u e l l i n e s . The v e s s e l is p r o v i d e d w i t h a l e v e l s w i t c h ,
which g i v e s a l a r m a t t h e set l e v e l . To p r e v e n t t h e normal l e a k
f u e l f l o w f r o m t r i g g e r i n g t h e a l a r m t h e v e s s e l is f i t t e d w i t h a
v a l v e . T h i s v a l v e s h o u l d b e a d j u s t e d so t h a t t h e n o r m a l l e a k
f u e l c o n t i n u o u s l y f l o w s t h r o u g h i t . The s w i t c h g i v e s a l a r m o n l y
when t h e f l o w is a b n o r m a l ( a b r o k e n i n j e c t i o n p i p e ) .
When r e m o v e d , t h e i n j e c t i o n l i n e d e t a i l s h a v e t o b e p r o t e c t e d
a g a i n s t d i r t and r u s t .
22HF, H E , MD
8 503/Bosch
16.8 I n j e c t i o n v a l v e , d e s c r i p t i o n ( f i g . 16-53)
T h e i n j e c t i o n v a l v e is c e n t r a l l y l o c a t e d i n t h e c y l i n d e r h e a d
a n d i n c l u d e s n o z z l e h o l d e r and n o z z l e . The f u e l e n t e r s t h e
nozzle holder sideways through a connection p i e c e screwed i n t o
t h e n o z z l e h o l d e r . The n o z z l e is o i l h e a t e d / c o o l e d a n d t h e o i l
e n t e r s t h e n o z z l e h o l d e r between two O - r i n g s . ( T h i s a p p l i e s t o
e n g i n e s r u n n i n g o n h e a v y f u e l , i . e . 22HF a n d 2 2 H E . )
1 6 . 9 Removing i n j e c t i o n v a l v e
1. Remove t h e c y l i n d e r h e a d c o v e r a n d i n j e c t i o n pump c o v e r .
S h u t o f f n o z z l e t e m p e r a t u r e c o n t r o l s y s t e m ( o n l y 22HF a n d
2 2 H E ,) .-
2. Remove t h e h i g h p r e s s u r e i n j e c t i o n p i p e .
3. Remove t h e f a s t e n i n g n u t s o f t h e i n j e c t i o n v a l v e .
4. L i f t o u t t h e i n j e c t i o n v a l v e . I f much f o r c e h a s t o b e u s e d
t h e r e is a r i s k - o f t h e s t a i n l e s s s l e e v e o f t h e c y l i n d e r h e a d
c o m i n g loose, w h i c h , i n s u c h a c a s e , m u s t be c h e c k e d .
5. P r o t e c t t h e f u e l i n l e t h o l e of t h e i n j e c t i o n v a l v e and b o r e
i n t h e c y l i n d e r head.
16.10 Mounting i n j e c t i o n v a l v e
1. Check t h a t t h e bottom of t h e s t a i n l e s s s l e e v e i n t h e
c y l i n d e r head is c l e a n . I f n e c e s s a r y , c l e a n o r l a p t h e s u r -
f a c e w i t h t h e t o o l 841008. I f l a p p i n g is n e c e s s a r y t h e c y l -
i n d e r head must be l i f t e d o f f . For l a p p i n g , a s t e e l washer
a n d f i n e l a p p i n g compound i s u s e d . T h e i n j e c t i o n v a l v e is
s e a l e d o f f d i r e c t l y t o t h e b o t t o m of t h e s t a i n l e s s s l e e v e !
2. P u t new O - r i n g s o n t h e i n j e c t i o n v a l v e . L u b r i c a t e t h e i n j e c -
t i o n v a l v e w i t h o i l . Check t h a t t h e c o n n e c t i o n t h r e a d and
c o n t a c t f a c e o f t h e i n j e c t i o n p i p e are c l e a n .
@
3. F i t t h e i n j e c t i o n v a l v e i n t o c y l i n d e r head bore.
4. P u t new O - r i n g s i n t h e s e a l i n g f l a n g e o f t h e h i g h p r e s s u r e
c o n n e c t i o n p i e c e . P l a c e t h e f l a n g e on t h e c o n n e c t i o n p i e c e
6
a n d screw i n t h e c o n n e c t i o n by h a n d . C h e c k by h a n d t h a t t h e
c o n n e c t i o n p i e c e c a n be m o u n t e d a g a i n s t t h e c o n t a c t f a c e .
T i g h t e n t o correct t o r q u e .
5. T i g h t e n t h e f a s t e n i n g n u t s of t h e i n j e c t i o n v a l v e t o correct
t o r q u e i n s t e p s o f 1 0 Nm.
6. F a s t e n t h e s e a l i n g f l a n g e of t h e h i g h p r e s s u r e c o n n e c t i o n .
7. Mount t h e i n j e c t i o n l i n e a n d t i g h t e n t h e c a p n u t s t o t o r q u e .
22HF, HE, MD
8 503/Bosch
8. Replace t h e covers.
16.11 O v e r h a u l i n g i n j e c t i o n v a l v e ( f i g . 16-53)
1. I n s p e c t t h e n o z z l e immediately a f t e r removing t h e i n j e c t i o n
v a l v e f r o m t h e e n g i n e . C a r b o n d e p o s i t s ( t r u m p e t s ) may i n d i -
c a t e t h a t t h e n o z z l e is i n poor c o n d i t i o n , t h e s p r i n g is
b r o k e n o r , f o r e n g i n e s r u n n i n g o n h e a v y f u e l , i . e . 22HF a n d
22HE, t h e r e h a s b e e n d i s t u r b a n c e s i n t h e n o z z l e t e m p e r a t u r e
c o n t r o l s y s t e m . C l e a n t h e o u t s i d e of t h e n o z z l e w i t h a b r a s s
w i r e brush.
2. R e l e a s e t h e n o z z l e s p r i n g t e n s i o n by o p e n i n g t h e c o u n t e r n u t
( 1 0 ) a n d s c r e w i n g u p t h e a d j u s t i n g screw ( 9 ) .
3. Remove t h e n o z z l e f r o m t h e h o l d e r by o p e n i n g t h e c a p n u t
( 5 ) . Be c a r e f u l n o t t o d r o p t h e n o z z l e . I f t h e r e is c o k e
b e t w e e n t h e n o z z l e a n d t h e n u t i t may b e d i f f i c u l t t o remove
t h e nozzle. I n such a case, place then nozzle with t h e nut
o n a s o f t s u p p o r t and k n o c k i t o u t by u s i n g a p i e c e o f p i p e
( f i g . 1 6 - 5 2 8 ) . Never knock d i r e c t l y on t h e n o z z l e t i p !
4. C h e c k t h e n o z z l e n e e d l e movement w h i c h may v a r y a s f o l l o w s :
- needle completely f r e e
- n e e d l e f r e e t o move w i t h i n n o r m a l l i f t i n g r a n g e
- n e e d l e is s t i c k i n g
T h e n e e d l e m u s t n o t b e r e m o v e d by f o r c e b e c a u s e t h i s o f t e n
r e s u l t s i n c o m p l e t e jamming. U n l e s s i t c a n b e e a s i l y
removed, i m m e r s e t h e n o z z l e i n l u b r i c a t i n g o i l and h e a t t h e
o i l t o 150...200°C. N o r m a l l y , t h e n e e d l e c a n be removed f r o m
a hot nozzle.
5. Clean t h e d e t a i l s . I f possible, use a chemical carbon

d i s s o l v i n g s o l u t i o n . I f t h e r e is n o n e a v a i l a b l e , i m m e r s e t h e
d e t a i l s i n c l e a n f u e l o i l , w h i t e s p i r i t or s i m i l a r t o soak
c a r b o n . Then c l e a n t h e d e t a i l s c a r e f u l l y by t h e t o o l s 8 4 5 0 0 6 .
D o n o t u s e s t e e l wire b r u s h e s o r h a r d t o o l s ! C l e a n t h e n o z z l e
o r i f i c e s with needles provided f o r t h i s purpose. A f t e r clean-
i n g , r i n s e t h e d e t a i l s t o remove c a r b o n r e s i d u e s and d i r t
particles.
T h e c o o l i n g s p a c e s of t h e n o z z l e m u s t b e c a r e f u l l y c l e a n e d
by a coke d i s s o l v i n g a g e n t . B e f o r e i n s e r t i n g t h e n e e d l e i n
t h e n o z z l e body, i m m e r s e t h e d e t a i l s i n c l e a n f u e l o i l o r
s p e c i a l o i l f o r i n j e c t i o n systems. S e a t s u r f a c e s , s l i d i n g
s u r f a c e s ( n e e d l e s h a f t ) and s e a l i n g f a c e s a g a i n s t t h e nozzle
h o l d e r s h o u l d be c a r e f u l l y checked.
6. C l e a n t h e n o z z l e h o l d e r and c a p n u t c a r e f u l l y ; i f n e c e s s a r y ,
d i s m a n t l e t h e n o z z l e h o l d e r t o c l e a n a l l d e t a i l s . Check t h e
nozzle spring.
7. Check t h e h i g h p r e s s u r e s e a l i n g f a c e s of t h e n o z z l e h o l d e r ,
i.e. t h e c o n t a c t f a c e t o t h e n o z z l e and t h e bottom of t h e
f u e l i n l e t hole.
22HFr H E , MD
8 503/Bosch
8. Check max. l i f t o f t h e n o z z l e , i . e . t h e sum o f m e a s u r e s A

a n d B i n f i g . 1 6 - 5 3 . If w e a r B e x c e e d s 0 . 0 5 mm t h e n o z z l e
h o l d e r can be s e n t t o t h e engine m a n u f a c t u r e r f o r recon-
d i t i o n i n g . If t h e t o t a l l i f t is o u t o f t h e v a l u e s t a t e d i n
s e c t i o n 0 6 . 2 p o s . 1 6 , t h e n o z z l e s h o u l d b e r e p l a c e d by a new
one.
9. Reassemble t h e i n j e c t i o n valve.
1 0 . C o n n e c t t h e i n j e c t i o n v a l v e t o t h e t e s t pump 8 6 4 0 1 1 . Pump t o
e x p e l a i r . S h u t t h e m a n o m e t e r v a l v e a n d pump r a p i d l y t o blow
d i r t o u t o f t h e n o z z l e o r i f ices. P l a c e a d r y p a p e r u n d e r t h e
n o z z l e a n d g i v e t h e pump a q u i c k blow. Note f u e l s p r a y u n i -
f ormi t y .
11. Check t h e o p e n i n g p r e s s u r e :
- o p e n t h e manometer v a l v e
- pump s l o w l y a n d w a t c h t h e m a n o m e t e r t o n o t e t h e o p e n i n g
p r e s s u r e . If t h e o p e n i n g p r e s s u r e is more t h a n 5 0 b a r
below t h e s t a t e d v a l u e it i n d i c a t e s a broken s p r i n g or
b a d l y worn p a r t s . 8
1 2 . I f t h e s p r a y is u n i f o r m , a d j u s t t h e o p e n i n g p r e s s u r e t o
s t a t e d v a l u e . a n d c h e c k o n c e more t h e s p r a y u n i f o r m i t y
( a c c o r d i n g t o pos. 1 0 ) .
1 3 . Check t h e n e e d l e s e a t t i g h t n e s s :
- i n c r e a s e p r e s s u r e t o a v a l u e 20 b a r b e l o w s t a t e d o p e n i n g
pressure.
- k e e p p r e s s u r e c o n s t a n t and check t h a t no f u e l d r o p s o c c u r
o n t h e n o z z l e t i p . A s l i g h t d a m p n e s s may b e a c c e p t a b l e .
1 4 . Check t h e n e e d l e s p i n d l e t i g h t n e s s :
- pump u n t i l p r e s s u r e is 2 0 b a r b e l o w s t a t e d o p e n i n g
pressure
- m e a s u r e t i m e f o r a p r e s s u r e d r o p of 50 b a r . The t i m e must
n o t b e below 3 s e c o n d s . A t i m e l o n g e r t h a n 20 s e c o n d s
indicates fouled spindle.
15. Ifthetestsaccordingtopos. 10. . . 1 4 g i v e s a t i s f a c t o r y

r e s u l t s t h e i n j e c t i o n v a l v e c a n be r e i n s t a l l e d i n t h e
8
e n g i n e . O t h e r w i s e , r e p l a c e t h e n o z z l e by a new o n e .
16. I f l e a k a g e o c c u r s on t h e h i g h p r e s s u r e s e a l i n g s u r f a c e s t h e
d a m a g e d d e t a i l s h o u l d b e r e p l a c e d by a new o n e or
reconditioned.
e,
17. I f n o z z l e s or i n j e c t i o n v a l v e s a r e t o be s t o r e d t h e y s h o u l d
be treated with corrosion protecting oil.
1 6 . 1 2 C h a n g e o f b e q i n n i n g o f e f f e c t i v e pump s t r o k e ( f i g . 1 3 - 5 1 )
(delivery start)
1. Check t h e d e l i v e r y s t a r t on o n e of t h e c y l i n d e r s .
2 2 H F r HE, MD
8503/Bosch
2. In-line engine: Open t h e c a m s h a f t g e a r w h e e l c o v e r a n d t h e

cover (30).
V-engi n e : Open t h e c a m s h a f t g e a r w h e e l c o v e r o n o n e
b a n k a s w e l l a s t h e c o v e r ( 3 0 ) o n t h e B-bank
o r t h e p l u g ( 1 7 ) o n t h e A-bank.
3. Mark t h e n u t ( 7 ) f o r t h e c a m s h a f t i n t e r m e d i a t e w h e e l n e x t
t o t h e opening (17).
4. Loosen a l l n u t s ( 7 ) on t h e i n t e r m e d i a t e wheel, t h e marked

n u t last.
5. The l a s t n u t ( 7 ) having been loosened, t u r n t h e c r a n k s h a f t

o p p o s i t e t o t h e d i r e c t i o n o f r o t a t i o n t h e number o f c r a n k
a n g l e d e g r e e s r e q u i r e d f o r a n e a r l i e r d e l i v e r y commencement.
Note! T h e c a m s h a f t m u s t n o t r o t a t e w h i l e t u r n i n g .
6. S e c u r e t h e m a r k e d n u t ( 7 ) a n d c h e c k t h e new d e l i v e r y
commencement.
7. I f t h e d e s i r e d d e l i v e r y commencement h a s b e e n o b t a i n e d ,
tighten the other nuts (7).
8. V-engine: Repeat t h e p r o c e d u r e f o r t h e o t h e r bank.

2 2 HF. HE,MD
8203
1 7 . FUEL SYSTEM
17.1 General
The e n g i n e is e q u i p p e d w i t h a f u e l s y s t e m t h a t a l l o w s r u n n i n g on
f u e l s s t a t e d i n c l a s s M3 i n B S MA 1 0 0 : 1 9 8 2 ( M a r i n e D i e s e l O i l s )
or b e t t e r q u a l i t i e s .
A s t h e f u e l s y s t e m o u t s i d e t h e e n g i n e c a n v a r y w i d e l y from one
i n s t a l l a t i o n t o a n o t h e r , t h i s s y s t e m is n o t d e s c r i b e d i n t h i s
book. S e e s e p a r a t e i n s t r u c t i o n s .
1 7 . 2 D e s c r i p t i o n ( p a g e 17-51A)
T h e e n g i n e i s e q u i p p e d w i t h a b u i l t - o n f u e l f e e d pump ( 3 ) w h i c h
u s u a l l y is e l e c t r i c ( e n g i n e d r i v e n pumps c a n b e s u p p l i e d o n
r e q u e s t ) . The f u e l f l o w s o v e r a k n i f e - e d g e f i l t e r ( 1 ) from t h e
d a y t a n k ( 7 ) t o t h e f e e d pump w h e r e i t is p r e s s e d t h r o u g h a
d u p l e x f i l t e r ( 4 ) t o t h e e n g i n e d i s t r i b u t i n g p i p e and i n j e c t i o n
pumps.
The p r e s s u r e c o n t r o l v a l v e ( 8 ) c o n t r o l s t h e f u e l p r e s s u r e and
m a i n t a i n s i t a t t h e recommended v a l u e s t a t e d i n s e c t i o n 0 1 . The
p r e s s u r e c o n t r o l valves ( 1 0 ) a t both s i d e s of t h e duplex f i l t e r
a l l o w b o t h s i d e s t o b e u s e d s i m u l t a n e o u s l y , e n s u r i n g maximum
f i l t e r c a p a c i t y of t h e c a r t r i d g e s . A d d i t i o n a l l y , one s i d e a t a
t i m e c a n be s h u t o f f f o r f i l t e r change: p a r t of t h e f u e l f l o w s
t h e n through t h e valve ( l o ) , by-passing t h e engine.
A p r e s s u r e gauge ( 6 ) i n t h e i n s t r u m e n t p a n e l shows t h e i n l e t
p r e s s u r e of t h e f u e l . A p r e s s u r e s w i t c h ( 5 ) f o r l o w f u e l p r e s s -
u r e is c o n n e c t e d t o t h e a u t o m a t i c a l a r m s y s t e m . Leak f u e l f r o m
t h e i n j e c t i o n pumps a n d v a l v e s is c o n v e y e d t o a s e p a r a t e e n c l o s e d
s y s t e m a n d c a n be r e u s e d .
K e g a r d i n g i n j e c t i o n pumps a n d v a l v e s , see s e c t i o n 1 6 .
17.3 Maintenance
A l w a y s o b s e r v e u t m o s t c l e a n l i n e s s when w o r k i n g o n t h e f u e l
s y s t e m . P i p e s , t a n k s , pumps, e t c . ( i n c l u d e d i n t h e d e l i v e r y o r
n o t ) m u s t b e c a r e f u l l y c l e a n e d b e f o r e t a k e n i n t o u s e . Change t h e
f ilter cartridges regularly.
( T h e f u e l f i l t e r is p r o v i d e d w i t h a v i s u a l i n d i c a t o r / e l e c t r i c I
1 s w i t c h g i v i n g a l a r m - a t too h i g h p r e s s u r e d r o p o v e r t h e f i l t e r t i
1 w h i c h m e a n s t h a t t h e c a r t r i d g e m u s t be c h a n g e d a s s o o n a s I
( possible.
Guidance v a l u e s f o r t h e change i n t e r v a l s a r e s t a t e d i n s e c t i o n
U4.
R e g u l a r l y c l e a n t h e k n i f e - e d g e f i l t e r ( s e c t i o n 0 4 ) by t u r n i n g
t h e h a n d l e a f e w t i m e s . When c l e a n i n g t h e m a i n f i l t e r , o p e n a l s o
@
t h e knife-edge f i l t e r and c l e a n i t c o m p l e t e l y .
A l w a y s v e n t t h e f u e l s y s t e m when i t h a s b e e n o p e n e d .
17.4 Ventina
Open t h e v e n t s c r e w s on t h e i n j e c t i o n pumps ( s e c t i o n 1 6 , p a g e
1 6 - 5 1 p o s . 4 2 ) . S t a r t t h e f e e d pump i f t h e s t a t i c p r e s s u r e is
not sufficient.
Always v e n t t h e f i l t e r a f t e r change of t h e f i l t e r c a r t r i d g e s .
I f t h e e n g i n e h a s b e e n s t o p p e d a n d t h e f e e d pump is n o t r u n n i n g , 4B
t h e three-way v a l v e can be p u t i n t h e p o s i t i o n where b o t h s i d e s
a r e i n o p e r a t i o n . The a i r is t h e n v e n t e d t h r o u g h t h e r e s p e c t i v e
v e n t s c r e w . I n a r u n n i n g e n g i n e t h e s i d e t o be v e n t e d s h o u l d be
c a r e f u l l y c o n n e c t e d t o t h e three-way v a l v e . The m o s t p r a c t i c a l
way i s t o u s e t h e s l o w - f i l l i n g v a l v e o n t h e t h r e e - w a y v a l v e . S e t
t h e v a l v e i n s l o w - f i l l i n g p o s i t i o n (see p a g e 17-54A). The f i l t e r
i s now s l o w l y f i l l e d . V e n t t h e f i l t e r . S e t t h e t h r e e - w a y a n d
slow-f i l l i n g v a l v e s on normal p o s i t i o n ( b o t h s i d e s c o n n e c t e d ) .
( A s u d d e n c h a n g e - o v e r o f t h e three-way v a l v e t o a n empty f i l t e r 1
s i d e w i l l c a u s e a temporary p r e s s u r e d r o p i n t h e e n g i n e system(
and t h e a l a r m s w i t c h g i v e s s i g n a l f o r t o o l o w f u e l p r e s s u r e . 1
T h i s may i n v o l v e t h e r i s k o f a i r e s c a p i n g f r o m t h e f i l t e r t o 1
t h e i n j e c t i o n p u m p s , a n d may c a u s e t h e e n q i n e t o s t o p . 1
17.5 Adjustment of f u e l f e e d p r e s s u r e
Check t h e s e t t i n g a t i n t e r v a l s m e n t i o n e d i n s e c t i o n 04.
Adjust t h e p r e s s u r e s a t i d l i n g (nominal speed f o r t h e engine

d r i v e n p u m p ) . T u r n t h e a d j u s t i n g screw c l o c k w i s e f o r h i g h e r
p r e s s u r e a n d c o u n t e r - c l o c k w i s e f o r lower p r e s s u r e .
A l l p r e s s u r e s mentioned i n t h e i n s t r u c t i o n s r e f e r to values read

on t h e p r e s s u r e g a u g e on t h e e n g i n e .
1 7 . 5 . 1 A d j u s t i n g t h e pump v a l v e
S l o w l y i n c r e a s e t h e p r e s s u r e by c l o s i n g t h e v a l v e ( 9 ) . A d j u s t
t h e v a l v e ( 2 ) t o 8 b a r . Open t h e v a l v e ( 9 ) c o m p l e t e l y .
( T h e a d j u s t m e n t m u s t b e c a r r i e d o u t q u i c k l y b e c a u s e t h e pump I
1 r u n s h o t i f t h e s y s t e m is d i s c o n n e c t e d f o r l o n q p e r i o d s .
17.5.2 Adjustment of p r e s s u r e c o n t r o l valve ( 8 )
Adjust the valve (8) t o 4 bar.

17.5.3 Adjustment of p r e s s u r e c o n t r o l v a l v e s ( 1 0 )
S h u t o f f t h e v a l v e (11).
eck t h a t t h e recommended o p e r a t i n g p r e s s u r e p l u s 2 . 5 b a r , i . e
5 b a r , i s a c h i e v e d . Check t h a t t h e v a l v e s a r e e q u a l l y a d j u s t e d
c l o s i n g o n e s i d e o f t h e f i l t e r , o n e a f t e r t h e o t h e r . When
d o i n g so a somewhat h i g h e r p r e s s u r e c a n be a c h i e v e d owing t o
double overflow through t h e f i l t e r . Adjust t h e valves ( l o ) , i f
necessary.
A f t e r t h e a d j u s t m e n t , o p e n t h e v a l v e (11) c o m p l e t e l y .
1 7 . 6 F u e l f e e d pump, e l e c t r i c
T h e pump is o f t h e s a m e t y p e a s t h e p r e l u b r i c a t i n g pump, see t h e

d e s c r i p t i o n i n s e c t i o n 18.9. Kegularly l u b r i c a t e t h e b a l l b e a r i n g
a t t h e motor e n d o f t h e f u e l f e e d pump.
1 7 . 6 . 1 F u e l f e e d pump ( e n q i n e - d r i v e n , p a g e 17-52A)
17.6.1.1 Description
T h e f u e l f e e d pump is o f t h e g e a r w h e e l t y p e a n d i s a c t u a t e d by
t h e g e a r i n g a t t h e f r e e e n d o f t h e e n g i n e . The s h a f t s a r e
p i v o t e d i n t h e bushes ( 2 , l l ) , which need no e x t e r n a l l u b r i c a -
t i o n , and i n t h e b a l l b e a r i n g ( 1 8 ) .
T h e d r i v i n g s h a f t i s s e a l e d by two r a d i a l s e a l s ( 1 4 ) s e p a r a t e d
b y a d r a i n i n g b o r e ( 1 3 ) . The i n n e r s e a l i s l u b r i c a t e d by f u e l
a n d t h e o u t e r o n e a s w e l l a s t h e b a l l b e a r i n g by s p l a s h o i l
e n t e r i n g through t h e opening (15).
T h e pump c o v e r i n c l u d e s a c o n t r o l v a l v e r e g u l a t i n g t h e p r e s s u r e
i n t h e s y s t e m . When t h e p r e s s u r e h a s r e a c h e d a c e r t a i n v a l u e t h e
p l u n g e r ( 5 ) opens and admit s u r p l u s f u e l to r e t u r n to t h e s u c t i o n
s i d e o f t h e pump. T h e p r e s s u r e is r e g u l a t e d t o t h e v a l u e r e q u i r e d
by m e a n s o f t h e a d j u s t i n g screw ( 3 ) . I n c r e a s e d p r e s s u r e is
a c h i e v e d by s c r e w i n g i n t h e a d j u s t i n g screw w h e r e b y t h e s p r i n g
( 7 ) is t e n s i o n e d .
T h e pumps o f c l o c k w i s e a n d c o u n t e r - c l o c k w i s e r o t a t i n g e n g i n e s
a r e i d e n t i c a l e x c e p t t h a t t h e pump h o u s i n g ( 1 ) i s t u r n e d 1 8 0 "
around t h e driving s h a f t .
17.6.1.2 Maintenance
B e s i d e s n o r m a l m a i n t e n a n c e a c c o r d i n g t o s e c t i o n 0 4 t h e pump
s h o u l d b e o p e n e d a n d t h e s e a l s c h a n g e d i f f u e l or o i l is l e a k i n g
f r o m t h e p i p e ( 1 3 ) . H o w e v e r , a f e w d r o p s e v e r y now a n d t h e n c a n
b e c o n s i d e r e d normal.
a ) Open t h e s e l f - l o c k i n g n u t ( 1 9 ) a n d r e m o v e t h e g e a r w h e e l ( 1 6 )
from t h e s h a f t u s i n g t h e tool 837012.
b ) T h e pump may now b e o p e n e d , a n d t h e s h a f t s a n d b e a r i n g s w i t h
drawn. Take c a r e n o t t o s c r a t c h t h e p o r t i o n of t h e s h a f t
where t h e s e a l s a r e l o c a t e d .
C ) C h e c k t h e b e a r i n g s , s h a f t s , t e e t h a n d s e a l s . R e p l a c e worn o r
d a m a g e d p a r t s w i t h new o n e s .
d ) If the s e a l s ( 1 4 ) a r e t o be c h a n g e d , remove t h e l o c k i n g r i n g
( 1 7 ) a n d d r i v e o u t t h e b e a r i n g ( 1 8 ) . T h e s e a l s may now b e
removed.
e ) C h e c k t h a t t h e p i s t o n ( 5 ) moves e a s i l y .
f ) When i n s t a l l i n g new r a d i a l s e a l s ( 1 4 ) , t a k e c a r e t h a t t h e y
a r e n o t i n c l i n e d when m o u n t e d . I n s e r t t h e s e a l s a n d d i s t a n c e
r i n g ( 1 2 ) u n t i l t h e y a r e 2 . . . 3 rnm i n s i d e t h e s u r f a c e o f t h e
b e a r i n g s h i e l d . P r e s s t h e b e a r i n g b u s h (11) i n p l a c e , w h e r e b y
@
t h e s e a l a u t o m a t i c a l l y s l i d e s i n t o t h e r i g h t p o s i t i o n . Check
t h a t t h e c o n t a c t b e t w e e n t h e b u s h (11) a n d t h e b e a r i n g s h i e l d
is c o r r e c t .
g ) Check t h a t t h e r e a r e no s c r a t c h e s on t h e d r i v i n g s h a f t which
may d a m a g e t h e s e a l s when t h e s h a f t is i n s t a l l e d .
h ) Clean and d e g r e a s e t h e c o n i c a l p a r t of t h e j o i n t . Do n o t
a p p l y any l u b r i c a n t .
i ) Apply l u b r i c a t i n g o i l on t h e s h a f t t h r e a d and t h e c o n t a c t
f a c e of t h e nut.
j ) Tighten the nut ( 1 9 ) t o t o r q u e s t a t e d i n s e c t i o n 07.1.
17.7 F u e l p r e f i l t e r
17.7.1 Description
T h e f u e l p r e f i l t e r is a n e d g e - t y p e f i l t e r w i t h a s p a c i n g o f
0 . 0 5 rnm. T h e f u e l f l o w s f r o m t h e o u t s i d e t o t h e i n s i d e , w h e r e b y
d i r t p a r t i c l e s larger than the spacing gather i n the f i l t e r .
When t h e h a n d l e o f t h e f i l t e r i s t u r n e d a s p e c i a l d e v i c e w i p e s
o f f t h e d i r t , which s i n k s t o t h e bottom of t h e c o n t a i n e r l o c a t e d
under t h e f u e l cartridge.
17.7.2 Cleaninq
T h e f i l t e r is c l e a n e d by t u r n i n g t h e h a n d l e a f e w t i m e s .
T h e d i r t c o l l e c t i n g c o n t a i n e r must be removed f r o m t h e f i l t e r
f o r cleaning.
1 7 . 8 F u e l f i l t e r ( p a g e 17-53A)
17.8.1 Description
T h e f i l t e r is a d u p l e x f i l t e r . By m e a n s o f t h e t h r e e - w a y v a l v e
( 8 ) t h e f u e l f l o w c a n be g u i d e d t o o n e s i d e o r t h e o t h e r , or t o
b o t h s i d e s i n p a r a l l e l . The d i r e c t i o n o f t h e f l o w a p p e a r s f r o m
t h e mark o n t h e c o c k ( 7 ) . A t n o r m a l o p e r a t i o n , b o t h - s i d e s o f t h e
f i l t e r a r e u s e d i n p a r a l l e l t o p r o v i d e maximum f i l t r a t i o n .
F i g u r e A o n p a g e 17-53A s h o w s t h e v a l v e i n t h i s p o s i t i o n . When
c h a n g i n g c a r t r i d g e s d u r i n g o p e r a t i o n o n e s i d e c a n be c l o s e d .
F i g u r e B o n p a g e 17-53A s h o w s t h e p o s i t i o n o f t h e v a l v e when t h e
r i g h t s i d e o f t h e f i l t e r is c l o s e d . P a r t o f t h e f u e l i s t h e n
f l o w i n g t h r o u g h t h e p r e s s u r e c o n t r o l v a l v e ( l o ) , p a g e 17-51Ar
from t h e i n l e t s i d e of t h e open f i l t e r h a l f t o t h e r e t u r n p i p e
from t h e engine.
T h e a r r o w s i n t h e f i g u r e show t h e f l o w t h r o u g h t h e . f i l t e r . The
o i l f l o w s f i r s t t h r o u g h a c a r t r i , d g e ( 3 ) made o f s p e c i a l p a p e r ,
f i l t e r i n g , o f f p a r t i c l e s l a r g e r t h a n 1 5 /urn, t h e n t h r o u g h a n
i n s e r t ( 4 ) o f p l e a t e d wire g a u z e a r o u n d a f i r m p e r f o r a t e d c a s e .
T h e w i r e g a u z e i n s e r t , w i t h a mesh s i z e o f 4 0 /um s e r v e s as a
s a f e t y f i l t e r i n c a s e o f f a i l u r e o f t h e p a p e r e l e m e n t . T h e r e is
a s l o w f i l l i n g v a l v e i n t h e three-way v a l v e t o make f i l l i n g of
a n empty f i l t e r s i d e e a s i e r .
17.8.2 Chanqinq of f i l t e r c a r t r i d q e s and c l e a n i n g of f i l t e r
Change c a r t r i d g e s r e g u l a r l y (see s e c t i o n 0 4 ) and, i f t h e p r e s s -

u r e drop i n d i c a t o r gives alarm, a s soon a s possible. As t h e use-
f u l l i f e o f t h e c a r t r i d g e s is l a r g e l y d e p e n d e n t o n f u e l q u a l i t y ,
e x p e r i e n c e from t h e i n s t a l l a t i o n concerned w i l l g i v e t h e m o s t
s u i t a b l e times b e t w e e n c h a n g e s o f c a r t r i d g e s .
C h a n g e o f c a r t r i d g e s a n d c l e a n i n g is most c o n v e n i e n t l y d o n e
d u r i n g s t o p p a g e . By c l o s i n g o n e s i d e o f t h e f i l t e r t h e
c a r t r i d g e s c a n r however, be changed d u r i n g o p e r a t i o n as f o l l o w s :
1 T a k e c a r e n o t t o o p e n t h e s i d e o f t h e f i l t e r w h i c h is i n I
1 o p e r a t i o n . S e e i n s t r u c t i o n s how t o c l o s e a f i l t e r s i d e by t h e )
I t h r e e - w a y v a l v e o n t h e f i l t e r o r o n p a q e 17-54A. I
a ) S h u t o f f t h e f i l t e r s i d e t o be s e r v e d .
b ) C a r e f u l l y o p e n a n d r e m o v e t h e a i r v e n t screw ( 1 ) . Open t h e
d r a i n plug ( 6 ) .
C ) Open t h e f i l t e r c o v e r ( 2 ) .
d ) Kemove t h e wire g a u z e i n s e q .-
t ( 4 ) . Wash i n g a s o i l . Check t h a t
i t is i n t a c t .
e ) Remove t h e p a p e r c a r t r i d g e ( s ) a n d t h r o w a w a y . P a p e r car-
t r i d q e s c a n n o t be c l e a n e d . Always k e e p a s u f f i c i e n t q u a n t i t y
of cartridges in stock.
f ) C l e a n and r i n s e f i l t e r housing c a r e f u l l y w i t h g a s o i l .
g ) F i t new p a p e r c a r t r i d g e s a n d t h e c l e a n e d wire g a u z e i n s e r t .
Check t h a t a l l s e a l s a r e i n t a c t and i n p o s i t i o n .
h ) I n V - e n g i n e s e q u i p p e d w i t h two p a p e r c a r t r i d g e s p e r f i l t e r
s i d e , c h e c k t h a t t h e g u i d e r i n g ( 5 ) is m o u n t e d .
i ) Mount t h e d r a i n p l u g a n d c o v e r .
k ) If possible, f i l l t h e f i l t e r with clean f u e l before changing

o v e r t o working p o s i t i o n ( b o t h s i d e s of f i l t e r i n o p e r a t i o n ) .
I f t h e f i l t e r c a n n o t be f i l l e d , c h a n g e o v e r v e r y s l o w l y , see
p o s . 17.4.
1)V e n t t h e f i l t e r i f not completely f i l l e d according t o pos. k. @

S e e pos. 17.4.
0 0
VALVE POSITION . IN USE CLOSED
LEFT SIDE CLOSED RIGHT SIDE CLOSED

SLOW FILLING ON SLOW FILLING ON
LEFT SIDE RIGHT 51DE
18. LUBRICATING OIL SYSTEM
18.1 General design (fig. 18-51)

The engine is provided with a lubricating oil pump (2) directly
driven by the pump gear at the free end of the crankshaft. In
some installations there is a separately driven stand-by pump in
parallel. The pump sucks oil from the engine oil sump and forces
it through the lubricating oil cooler (161 equipped with a
thermostat valve (17) controlling the oil temperature, through
the lubricating oil main filter(s) (13) to the main distributing
pipe (12) cast in the engine block. From the main distributing
pipe the oil flows, via bores in the block, to the main bearings
and through bores in the connecting rod further to the gudgeon
pin (11) and piston cooling space. Through separate pipes the
oil is conveyed to the other lubricating points like camshaft
bearing (101, injection pump tappets and valves, rocker arm
bearings ( 9 ) and valve mechanism gear wheel bearings and oil
syringes for lubricating and cooling. Part of the oil flows
through a centrifugal filter(s1 (5) back to the oil sump. The
oil sump may be provided with a lever switch connected to the
automatic alarm system.
For preheating the LT-water of the engine a heat exchanger (18
is fitted in the lubricating oil pipe after the prelubricating
pump. Warm water for preheating the HT-circuit flows through
this heat exchanger thereby heating the lubricating oil. When
the engine is started the warm lubricating oil will heat
the LT-water via the lubricating oil cooler.
An electrically driven prelubricating pump ( 4 ) in parallel to
the direct driven pump pumps the oil through the system when the
engine is out of operation and especially before starting. A non-
return valve ( 3 ) prevents the oil from flowing in the wrong
direction during operation. The pressure pipe from the prelubri-
cating pump may be provided with a three-way valve; thus the oil
sump can be emptied by means of this pump.
The pressure in the distributing pipe (121 is controlled by a
pressure control valve (1) on the pump. The pressure can be .
adjusted,by means of a set screw (fig.,18-52)on the control
valve. It is very important to keep the correct pressure in
order to provide efficient lubrication of bearings and cooling
of pistons. Normally, the pressure stays constant after having
been adjusted to the correct value. The pressure can rise above
the nominal value when starting with cold oil but will return to
the normal value when the oil is heated. A pressure gauge ( 7 ) on
the instrument panel shows the lubricating oil pressure before
.the engine (in the engine distributing pipe). The system includes
three pressure switches for low lubricating oil pressure (81,
two connected to the automatic alarm system and one to the auto-
matic stop system (see section 23 ) .
The temperature can be checked from thermometers before and
after the oil cooler, i.e. the temperature after and before the
engine. A temperature switch for high oil temperature is con-
nected to the automatic alarm system (see section 23).
The speed governor and the turbocharger have theirown oil
systems, see separate instruction books.
Connections for a separator are provided on the oil sump at the
free end of the engine.
The oil filling opening (14) locates at the driving end and an
oil dipstick (151 at the middle of the engine.
18.2 General maintenance
Use only high quality oils approved by the engine manufacturer
Q
according to section 02.2.2.
Always keep a sufficient quantity of oil in the system. The oil
dipstick shows the maximum and minimum limits between which the
oil level may vary. Keep the oil level near the maximum mark and
never allow the level to go below the minimum mark. The limits
apply to the oil level in a runnig engine. Add max. 10% new oil
at a time (see section 02.2 1. One side of the dipstick is grad-
uated in centimetres. This scale can be used when checking the
lubricating oil consumption.
Change oil regularly at intervals determined by experience from
the installation concerned, see section 04 and 02.2.3. The oil
still being warm, drain the oil system, also the oil cooler and
filter. Clean the crankcase and the oil sump with proper rags
(not cotton waste). Clean the main filter(s1 and the centrifugal
filter(s1. Change cartridges in the main filter(s1 unless they
have been changed recently.
Centrifuging of the oil is recommended, see section 02.2.3.
Utmost cleanliness should be observed when treating the
lubricating oil system. Dirt, metal particles and similar may
cause serious bearing damage. When distmantling pipes or
details from the system, cover all openings with blank gaskets,
tape or clean rags. When storing and transporting oil, take
care to prevent dirt and foreign matters from entering the oil.
When refilling oil, use a screen.
0
18.3 Lubricating oil pump (fig. 18-52
1. Description
The pump is of the gear type, equipped with a built-on, combined
pressure control/safety valve. Five identical bronze bearings
are used. No outside lubrication is required. The cover is
sealed by an O-ring.
2. Dismantling
a ) Remove and inspect the control valve according to section
18.4.
b) Remove the screw (4) and withdraw the gear (2) by means of the
'tool 837012 according to fig. 18-52~.
c ) Withdraw the pump cover by using two of the fastening screws
(1 in the two threaded holes located in the cover.
3. Inspection
a) Check all parts for wear (section 06.2) and replace worn
parts.
b) Remove worn bearings from the housing by driving them out
with a suitable mandrel, from the cover by machining.
C ) Mount new bearings (freezing is recommended) so that the
bearings are 3 mm below the cover and housing level (measure
x = 3 mm). Be careful so that the bearing lubrication grooves
( 5 ) slide into the right position according to fig. 18-52C.
d ) Check the bearing diameter after mounting. Check the gear
wheel axial clearance (see section 06.2 pos. 18 1.
4. Assembling -,
Clean all details carefully before assembling. Check that the 0-
ring in the cover is intact and in position.
Pull the gear wheel (2) on to the shaft by using the tool
837012 according to fig. 18-523, including the washer (3).
Coat the fastening screw (4) with Loctite 274 and tighten to
torque (section 07 1.
If the gear wheel (2) has been changed, check the back lash
after mounting the pump on the engine.
18.4 Lubricating oil pressure control valve and safety valve

(fig. 18-52B)
1. Description
The pressure control valve is mounted on the lubricating oil
pump and controls the oil pressure before the engine by conduct-
ing the surplus oil direct from the pressure side of the pump to
the suction side.
The pipe (10) is connected to the oil distributing pipe on the
engine, where the pressure keeps constant in engines running at
constant speed. This pressure actuates the servo piston ( 9 ) and
the force is transferred to the control piston ( 1 4 ) through the
pin (6). The spring (16 is tensioned to balance this force at
the required pressure. Thus the pressure keeps constant in the
distributing pipe irrespective of the pressure in the pressure
side of the pump and of the pressure drop in the system. By ten-
sioning the spring (16) a higher oil pressure is obtained.
In engines which are run at varying speeds the valve is arranged
to give a pressure depending on the speed according to operating
pressures recommended at various speeds (section 01).
If, for some reason, the pressure should increase strongly in
the pressure pipe, e.g. due to clogged system, the ball (12)
will open and admit oil to pass.to the servo piston ( 9 ) which
will open the control piston (14 by means of the pin (6). Then @
the valve serves as a safety valve.
2. Maintenance
a) Dismantle all moving parts. Check them for wear and replace
worn or damaged parts by new ones.
b) Clean the valve carefully. Check that the draining bore (13)
is open.
C) Check that no details are jamming.
Do not forget the copper sealing rings (8) and (11) when
reassembling. If the sealings are changed, check that the
thickness is correct, (8) = 2 mm, (11) = 1.5 mm, as the
thickness of these sealings influence valve function.
e ) After reassembling, check that the piston (14) closes (es-
pecially if some details have been replaced by new ones).
18.5 Lubricating oil cooler (fig. 18-53)

1. Description
A tube stack ( 2 ) is inserted in a jacket ( 3 ) . The tube stack is
firmly clamped at one end while the other one is movable in
longitudinal direction to allow expansion. The movable end is
provided with two O-rings (5) with drain holes ( 6 ) from the '
intermediate space to indicate leakage and prevent mixing of

water and oil.
The oil flows outside the tubes guided by baffle plates (4) to
achieve a favourable flow direction and velocity.
2. General maintenance
a) Clean and test the cooler by hydraulic pressure at intervals
according to section 04 or if the lubricating oil temperature
tends to rise abnormally.
b) The water side can be cleaned by removing the water boxes
without removing the cooler from the engine. Remove the
cooler to clean more carefully (see pos. 3 and 4 ) .
C) Always when cleaning, check for corrosion and test by
hydraulic pressure.
It is preferable to change the tube stack too early rather
than too late. Water leakage to lubricating oil has serious
consequences.
£ 1 Check that the drain holes ( 6 ) are open.
g ) Check that the screw ( 8 ) is in position. This screw fixes the
tube stack in correct position.
h ) Apply sealing compound to the sealing surface between the
dividing wall in the water box and the end plate of the tube
stack.
3. Cleaning of oil side
Fouling of the oil side is normally insignificant. On the other
hand, possible fouling will influence the cooler efficiency very
strongly.
Due to the design, the tube stack cannot be cleaned mechanically
on the outside.
Slight fouling can be removed by blowing steam through the tube
stack.
If the amount of dirt is considerable, use chemical cleaning
solutions available on the market:
- Alkaline degreasing agents.
Suitable for normal degreasing, however not effective for
heavy greases, sludge and coking. Require high temperature.
Always pour the degreasing agent slowly into hot water, never
the contrary. Rinse carefully with water after treatment.
- Hydrocarbon solvents.
Include the whole range from light petroleum solutions to
chlorinated hydrocarbons, e.g. trichlorethylene. These pro-
ducts should be handled with care as they are often extremely
volatile, toxic and/or narcotic.
- Solvent emulsions.
Heavy fouling, e.g. coked oil, can often be solved only by
using these solutions. Several brands are available on the
market.
Follow the manufacturer's instructions to achieve the best
results.
4. Cleaning of water side
The cleaning should be carried out either so that it does not
damage the protective coating on the tubes or so that the coating
is entirely removed. Defective cleaning or damage on the coating
increases the risk of corrosion.
Remove loose sludge and deposits with brush 845004. ~ i n s ewith
water. To speed up the cleaning the brush can be fixed to a
hand-drilling machine.
If the protective oxide coating has been damaged it is advis-
able to remove the coatinq entirely.
If the deposit in the tubes is hard, e.g. calcium carbonate, it @
can be removed chemically by using some commercial agents (see
section 19). After this treatment the tubes should be rinsed
and, if necessary, treated with a solution neutralizing the
residual wa'shing agents. Otherwise, follow the manufacturer Is
instructions.
18.6 Thermostat valve (fig. 18-53)

1. Description
The figure shows the valve in closed position. When the tem-
perature exceeds the nominal value the contents of the bulb ( 9 )
expands and forces the valve unit (10) towards the seat (11)
thus passing part of the oil through the cooler. This movement
continues until the right temperature of the mixed oil is
obtained. As the cooler becomes dirtier the temperature will
rise some degrees, which is quite normal, because the valve
needs a certain temperature raise for a certain opening to
increase the oil flow through the cooler.
2. Maintenance
Normally, no service is required. Too low oil temperature

depends on defective thermostat, too high temperature may depend
on defective thermostat, although, in most cases, it depends on
a dirty cooler.
Remove the elements by unscrewing the pipe after the valve and
opening the cover.
Check the element by heating it slowly in water. Check at which
temperatures the element starts opening and is fully open. The
correct values can be found in section 01; the lower value for
lube oil temperature is the opening temperature, the higher one
is the fully open value.
Change the defective element. Check O-rings and change, if
necessary.
18.7 Lubricating oil main filter (fig. 18-54)
1. Description
This description applies to in-line engines. V-engines have two

similar filters in parallel.
The filter is a full-flow duplex filter, i.e. the whole oil flow
passes through the filter(s1. The flow can be adjusted by the
three-way valve ( 9 ) to pass over one side or the other, or over
both sides in parallel. The direction of the flow appears from
the mark on the cock. Normally, both sides of the filter (for
V-engines both sides of both filters) are used at the same time
to provide maximum filtration. Figure 18-54 shows the valve ( 9 )
in this position. When changing cartridges during operation one
side can occasionally be closed, e.g. closing of the right side
according to fig. 18-54D.
The arrows in the figure show the flow through the filters. At
first, the oil flows through a cartridge ( 2 1 , made of special
paper, separating particles larger than 10...15 /urn, then through
an insert ( 3 ) consisting of a pleated wire gauze around a per-
forated case. The wire gauze insert, with a mesh size of 60 /urn,
serves as a safety filter in case of failure or by-passing of
the paper cartridge.
At the bottom of the filter there is a by-pass valve (7) over
the paper cartridges which opens at a pressure drop of 2 . . . 3 bar.
The filter is provided with a combined visual indicator/
electrical switch connected to the automatic alarm system,
which indicates too high pressure drop over the filter which
means that the paper cartridges should be changed as soon as
; possible'.
-
2. Chanqinq of filter cartridges and cleaning of filter
Careful maintenance of the filter reduces engine wear. Change
cartridges regularly (see section 04) and, if the pressure drop
indicator gives alarm, as soon as possible.
As the useful life of the cartridge is, to a great extent,
dependent on the fuel quality, load, lubricating oil quality,
centrifuging and care of centrifugal filter, experience from the
installation concerned will give the most suitable intervals
between changes of cartridges.
Change of cartridges and cleaning should, if possible, be done
during stoppages. By closing one of the filter halves the
cartridge can, however, be changed during operation. As the load
on the other cartridges will increase, the change of cartridges
should be carried out as fast as possible.
a) Shut off the filter side to be served.
b ) Remove t h e p r o t e c t i o n c o v e r on V - e n g i n e s .
c ) Open t h e a i r v e n t screw (1) a b o u t two t u r n s .
d Open t h e p l u g ( 8 and d r a i n t h e o i l .
e ) Open t h e p l u g ( 1 3 ) a n d d r a i n t h e o i l . On i n - l i n e e n g i n e s , o p e n
t h e c o m p l e t e c o v e r ( 1 2 1.
f ) Open t h e f i l t e r c o v e r .
g ) Remove t h e w i r e g a u z e i n s e r t . Wash i n g a s o i l . Check t h a t i t i s

intact.
h ) Remove t h e p a p e r c a r t r i d g e s a n d t h r o w away. P a p e r c a r t r i d g e s
0
c a n n o t b e c l e a n e d . Always k e e p a s u f f i c i e n t q u a n t i t y o f c a r -
tridges i n stock.
i Clean and r i n s e t h e f i l t e r housing c a r e f u l l y w i t h g a s o i l . @
k ) F i t new p a p e r c a r t r i d g e s a n d t h e c l e a n e d w i r e g a u z e i n s e r t .
Check t h a t a l l seals a r e i n t a c t a n d i n p o s i t i o n .
1 ) Check t h a t t h e g u i d e ( 4 ) s l i d e s i n t o p o s i t i o n .
m ) Mount t h e p l u g s a n d t h e c o v e r . T i g h t e n t h e v e n t screw.
n ) Move t h e t h r e e - w a y v a l v e o v e r t o w o r k i n g p o s i t i o n ( f i g . 1 8 - 5 4 C ) .
18.8 C e n t r i f u g a l f i l t e r ( f i g . 18-55)
1. D e s c r i p t i o n
A b y - p a s s f i l t e r o f t h e c e n t r i f u g a l t y p e i s p r o v i d e d as a
c o m p l e m e n t t o t h e m a i n f i l t e r . F o r V - e n g i n e s two i d e n t i c a l
f i l t e r s are u s e d .
The f i l t e r c o m p r i s e s a h o u s i n g ( 1 3 ) c o n t a i n i n g a h a r d e n e d
s t e e l s p i n d l e ( 3 ) on w h i c h a d y n a m i c a l l y . b a l a n c e d r o t o r u n i t
( 5 ) i s f r e e t o r o t a t e . O i l f l o w s t h r o u g h t h e h o u s i n g , up t h e
central spindle into the rotor.
The r o t o r c o m p r i s e s two c o m p a r t m e n t s , a c l e a n i n g chamber a n d a @
d r i v i n g c h a m b e r . O i l f l o w s from t h e c e n t r a l t u b e ( 6 ) i n t o t h e
u p p e r p a r t o f t h e r o t o r , where it i s s u b j e c t t o a h i g h c e n t r i f u -
g a l f o r c e , a n d t h e d i r t i s d e p o s i t e d on t h e w a l l s o f t h e r o t o r
i n t h e form of heavy s l u d g e .
The o i l t h e n p a s s e s f r o m t h e c l e a n i n g c o m p a r t m e n t t h r o u g h t h e
s e p a r a t i o n c o n e ( 9 ) i n t o t h e d r i v i n g c o m p a r t m e n t w h i c h c a r r i e s two
d r i v i n g n o z z l e s ( 1 2 ) . The p a s s a g e of t h e c l e a n o i l t h r o u g h t h e
n o z z l e s p r o v i d e s a d r i v i n g torque t o t h e r o t o r and t h e o i l r e t u r n s
t h r o u g h t h e f i l t e r h o u s i n g t o t h e e n g i n e o i l sump. The f i l t e r i s
p r o v i d e d w i t h a c u t - o f f v a l v e ( 1 5 ) which o p e n s a t a b o u t 2 . 5 b a r .
2. Cleaning
It is very important to clean the filter regularly (section 04)
as it collects considerable quantities of dirt and thus unload
the main filter giving longer lifetime for the paper cartridqes.
If it is found that the filter has collected the maximum
tity of dirt (about 3.7 kg) at the recommended cleaning inter-
vals, it should be cleaned more frequently.
Clean the filter as follows, the engine being running, by
closing the valve on the oil delivery pipe to the filter:
a) Slacken off the filter cover clamp (111, unscrew the cover
nut (1) and lift off the filter body cover (4) .
b Withdraw the rotor assembly from the spindle ( 3 1 and drain
oil from the nozzles before removing the rotor from the
filter body (131. Hold the rotor body and unscrew the rotor
cover nut (21, then separate the rotor cover ( 5 ) from the
rotor body.
c ) Remove the upper circlip ( 8 1 and the separation cone ( 9 ) .
d ) Remove sludge from the inside of the rotor cover and body by
means of a wooden spatula or a suitably shaped piece of wood,
and wipe clean.
el Clean the separation cone.
£1 Wash all details, for example in gas oil.
g) Clean out the nozzles with brass wire and compressed air.
Examine the top and bottom bearings in the tube assembly to
ensure that they are free from damage or excessive wear.
Examine the O-ring (7) for damage. Renew, if necessary.
h) Reassemble the rotor complete, align the location pins and
tighten the nut ( 2 ) . Do not forget the O-ring (7) as this
will cause leakage of the rotor which, in turn, will cause
unbalance and damage the filter.
j ) Examine the spindle journals to ensure that they are free
from damage or excessive wear. Examine the O-ring (10) for
@ damage. Renew, if necessary.
k ) Remove the cut-off valve plug (14) and cut-off valve assembly.
Check that the spring and shuttle are undamaged and free to
move. Change the plug seal, if necessary.
1 ) Reassemble the filter, checking that the rotor assembly is
free to rotate, and then replace the filter body cover.
Tighten the cover nut and secure the filter cover clamp.
1 8 . 9 P r e l u b r i c a t i n g pump ( f i g . 1 8 - 5 6 )
T h e pump i s o f t h e screw t y p e , d r i v e n b y a n e l e c t r i c m o t o r .
T h e pump i s p r o v i d e d w i t h a n a d j u s t a b l e p r e s s u r e c o n t r o l v a l v e
(15). T h e p r e s s u r e s h o u l d b e l i m i t e d t o t h e minimum v a l u e ,
a b o u t 2 b a r , b y u n s c r e w i n g the. a d j u s t i n g screw ( 1 4 ) t o t h e e n d
p o s i t i o n i n order t o p r e v e n t t h e e l e c t r i c m o t o r f r o m b e i n g
o v e r l o a d e d when r u n n i n g w i t h v e r y c o l d o i l .
A s a s h a f t seal a m e c h a n i c a l seal is u s e d c o n s i s t i n g o f two

p l a n e s e a l i n g s u r f a c e s f a c i n g each o t h e r - o n e o f them ( 8 )
r o t a t i n g w i t h t h e s h a f t and t h e o t h e r o n e (6) b e i n g s t a t i o n a r y .
0
2. G e n e r a l m a i n t e n a n c e
L u b r i c a t i n g i n t e r v a l , see c h a p t e r 04. @
A f t e r 3 . . . 6 y e a r s t h e s h a f t s e a l may h a v e t o b e r e p l a c e d d u e t o
ageing. O i l leaking o u t of t h e opening ( 5 ) i n d i c a t e s t h a t t h e
s h a f t seal is d e f e c t i v e and h a s t o be changed.
T a k e care n o t t o d a m a g e t h e s e a l i n g r i n g f a c e s . A s l i g h t s c r a t c h
may d i s t u r b t h e s e a l i n g f u n c t i o n . T h e r o t a t i n g c o a l r i n g ( 8 ) i s
v e r y f r a g i l e . Avoid t o u c h i n g t h e s e a l i n g f a c e s w i t h y o u r f i n g e r s .
3. Dismantling
a ) L o o s e n t h e p i p e s a n d f a s t e n i n g screws ( 9 ) a n d w i t h d r a w t h e
Pump
b ) Draw t h e coupling half (1) o f f t h e s h a f t .
c ) Remove t h e f r o n t p l a t e ( 1 0 ) t o g e t h e r w i t h t h e d r i v e s c r e w ( 2 )
a n d t h e s h a f t seal. P l a c e t h e f r o n t p l a t e on t w o r o d s , t h e
s h a f t j o u r n a l t u r n e d upwards.
d ) Remove t h e d r i v e screw l o c k i n g r i n g ( 3 ) . Give t h e s h a f t j o u r -

n a l a f e w b l o w s w i t h a p l a s t i c hammer u n t i l t h e screw i s
d i s e n g a g e d f r o m t h e b a l l b e a r i n g . Take care n o t t o damage t h e
screw b y d r o p p i n g it o n t h e work b e n c h . @
e l Remove t h e s e a l i n g r i n g ( 8 ) .
f F o r c e t h e s e a l i n g u n i t ( 1 3 o f f t h e d r i v e screw ( 2 1. P r e s s i n g
f o r c e may b e r e l a t i v e l y s t r o n g d u e t o t h e r u b b e r b e l l o w s .
g ) Tap t h e s t a t i o n a r y s e a l i n g r i n g ( 6 ) t o g e t h e r w i t h t h e O-ring
o u t o f t h e f r o n t p l a t e by u s i n g a c h i s e l .
h ) To remove t h e b a l l b e a r i n g ( 4 ) f r o m t h e f r o n t p l a t e , f i r s t
remove t h e l o c k i n g r i n g .
N o t e ! Always c l e a n t h e b a l l b e a r i n g i n f r e s h g a s o i l . P r o t e c t
t h e b e a r i n g when t h e pump p a r t s a r e b e i n g c l e a n e d as t h e used
w a s h i n g l i q u i d c o n t a i n s d i r t p a r t i c l e s t h a t may damage t h e
bearing .
4. Reassembly
The r e a s s e m b l y is performed i n t h e r e v e r s e d o r d e r .
a ) Remount t h e b a l l b e a r i n g i n t h e f r o n t p l a t e , t h e p r o t e c t i v e
w a s h e r t u r n e d o u t w a r d s . Lock w i t h t h e l o c k i n g r i n g .
b ) O i l t h e O - r i n g (7). I n s e r t t h e s t a t i o n a r y s e a l i n g r i n g ( 6 i n
t h e f r o n t p l a t e . T a k e care n o t t o d a m a g e t h e s e a l i n g f a c e s
a n d c h e c k t h a t t h e r i n g e n t e r s t h e p i n (11).
c ) C l e a n t h e d r i v e screw c a r e f u l l y a n d e n t e r t h e s e a l i n g u n i t
( 1 3 ) w i t h o u t t h e c o a l r i n g o n t o t h e s h a f t . T a k e care t h a t
t h e r u b b e r b e l l o w s are p r e s s e d a g a i n s t t h e seal s p r i n g s u p -
p o r t i n g w a s h e r . Keep t h e seal i n t h i s p o s i t i o n f o r a moment
t o e n a b l e t h e b e l l o w s t o f i x . A d r o p o f l u b r i c a t i n g o i l on
t h e d r i v e screw s h a f t w i l l f a c i l i t a t e r e a s s e m b l y .
d ) P u t t h e c o a l r i n g i n t o p o s i t i o n , t h e smaller s e a l i n g f a c e up-
wards and t h e grooves matching t h e marks.
e l P l a c e t h e f r o n t p l a t e ( 1 0 ) o v e r t h e d r i v e screw s h a f t
journal.
f ) F o r c e t h e b a l l b e a r i n g i n n e r r i n g a g a i n s t i t s s h o u l d e r on t h e
d r i v e screw. U s e a s u i t a b l e s l e e v e m a t c h i n g t h e b e a r i n g i n n e r
ring.
g ) Lock w i t h t h e r i n g ( 3 ) .
h ) I n s t a l l t h e e n d p l a t e u n i t a n d s c r e w i n t h e s e t i n t h e pump
h o u s i n g . Do n o t f o r g e t t h e O - r i n g ( 1 2 ) w h i c h seals b e t w e e n
t h e pump h o u s i n g a n d t h e f r o n t p l a t e . F i l l t h e b a l l b e a r i n g
w i t h g r e a s e . See s e c t i o n 02.2.7.
j ) I n s t a l l t h e c o u p l i n g h a l f (1) o n t h e pump s h a f t a n d f a s t e n t h e
pump t o t h e b r a c k e t . C h e c k t h a t t h e c l e a r a n c e b e t w e e n t h e
c o u p l i n g h a l v e s ( x i n f i g . 18-56 i s 2 mm.
k ) I f t h e e l e c t r i c m o t o r h a s b e e n d i s c o n n e c t e d or c h a n g e d , c h e c k
t h a t i t r o t a t e s i n t h e r i g h t d i r e c t i o n b y s w i t c h i n g i t on a f e w
times.
22HF. HE. MD
861 2
22HF, HE, MD
8306
19. COOLING WATER SYSTEM
19.1 Description (page 19-51)

1. General
The engine is cooled by a closed circuit fresh water system,
divided into a high temperature circuit (HT) and a low
temperature circuit (LT). The fresh water is normally cooled
in a heat exchanger, common for the two circuits.
The HT as well as the LT circuits are provided with thermostat
valves. The cooling can also be arranged with two separate
coolers for the LT and HT circuits.
Another possibility is to arrange the cooling of the LT circuit
by sea water. In this case a jacket water cooler is to be
installed. The jacket water cooler can be cooled by the same
water as in the LT circuit if installed in series with the
charge air and lube oil coolers (after the lube oil cooler).
2. HT circuit
The HT circuit cools the cylinders, cylinder heads and
turbocharger(s1.
A centrifugal pump ( 9 1 , direct driven by the engine, pumps the
water through the HT circuit. From the pump the water flows to
the distributing duct, cast in the engine block.(in V-engines
the water is distributed to the distributing ducts of each
cylinder bank through ducts cast into the pump cover at the free
end of the engine). From the distributing ducts the water flows
to the cylinder water jackets, further through connection pieces
to the cylinder heads where it is forced by the intermediate
deck to flow along the flame plate, around the valves to the
exhaust valve seats, efficiently cooling all these components.
From the cylinder head the water flows through a connection
piece to the collecting pipe, further to the thermostat valve
(11) maintaining the temperature at a constant level.
Parallel to the flow to the cylinders, part of the water flows
to the turbocharger(s1.
3. LT circuit
The low temperature system can, in principle, be arranged in two
different ways: Cooling direct with raw water, or with fresh
water, which, in turn, is cooled in a heat exchanger.
The charge air cooler ( 7 ) and the oil cooler (151, which are
normally mounted on the engine, are coupled in series. In case
a circulating water cooler is installed, it is coupled in
series after the two above-mentioned coolers. In the V-engine,
which is provided with two air coolers, the cooling water first
runs in parallel over both air coolers and from there further to
the oil cooler.
A p r e s s u r e gauge on t h e i n s t r u m e n t p a n e l i n d i c a t e s t h e p r e s s u r e
Q
before t h e engine. Local thermometers i n d i c a t e t h e temperature
o f i n l e t a n d o u t l e t water.
3 . 1 C o o l i n g w i t h r a w water
A l l p i p e s a r e made o f s p e c i a l b r a s s , v a l v e s a n d w a t e r b o x e s o f
bronze and c o o l e r t u b e s t a c k s of copper n i c k e l .
T h e pump may b e d i r e c t d r i v e n by t h e e n g i n e o r s e p a r a t e . T h e
d i r e c t d r i v e n pump is i d e n t i c a l w i t h t h e d i r e c t d r i v e n c i r c u l a t -
i n g water pump, b u t a l l d e t a i l s e x p o s e d t o sea water a r e non-
c o r r o s i v e (see s e c t i o n 1 9 . 3 ) .
T h e raw wa'ter s y s t e m s h o u l d b e a r r a n g e d s o t h a t p a r t o f t h e w a r m @
d i s c h a r g e water c a n b e l e d b a c k t o t h e s u c t i o n s i d e o f t h e pump
t o m a i n t a i n a t e m p e r a t u r e o f a b o u t 25OC. T h i s w i l l m o s t e a s i l y
be a r r a n g e d by u s i n g a t h e r m o s t a t v a l v e .
-
T h e raw w a t e r p i p e s h o u l d b e p r o v i d e d w i t h a f i l t e r , w i t h a
aD
mesh w i d t h o f 1 . 6 ...
2.0 mm, b e f o r e t h e e n g i n e .
I f t h e e n g i n e i s t o b e s t o p p e d f o r a l o n g e r t i m e i t is a d v i s a b l e
t o d r a i n t h e raw water f r o m t h e c o o l e r s . R i s k o f c o r r o s i o n !
C o n c e r n i n g c l e a n i n g , see s e c t i o n 1 9 . 2 .
3.2 C o o l i n g w i t h f r e s h water ( c e n t r a l c o o l i n g )
A l l p i p e s a r e made o f s t e e l a n d c o o l e r t u b e s t a c k s o f s p e c i a l
brass.
T h e pump may b e d i r e c t d r i v e n by t h e e n g i n e o r s e p a r a t e . T h e
d i r e c t d r i v e n pump i s i d e n t i c a l w i t h t h e d i r e c t d r i v e n
c i r c u l a t i n g w a t e r pump (see s e c t i o n 1 9 . 3 ) .
4. V e n t i n g a n d p r e s s u r e c o n t r o l
The c o l l e c t i n g p i p e s from t h e c y l i n d e r and t u r b o c h a r g e r c o o l i n g

s y s t e m a r e c o n n e c t e d t o a box ( 2 ) f o r v e n t i n g o f t h e s y s t e m .
From t h i s b o x t h e v e n t p i p e l e a d s t o t h e e x p a n s i o n t a n k ( 1 ) f r o m
which t h e e x p a n s i o n p i p e is c o n n e c t e d t o t h e i n l e t p i p e s of t h e
pumps ( 8 a n d ( 9 ) . S t a t i c p r e s s u r e o f 0 . 7 . . .l. 5 b a r i s r e q u i r e d ()
b e f o r e t h e pumps. I f t h e e x p a n s i o n t a n k c a n n o t b e l o c a t e d h i g h
enough t o p r o v i d e t h i s p r e s s u r e , t h e s y s t e m is t o be
pressurized.
5. P r e h e a t i n g
F o r p r e h e a t i n g o f t h e c i r c u i t s a h e a t e r c i r c u i t w i t h t h e pump
( 1 3 ) a n d h e a t e r ( 1 2 ) a r e c o n n e c t e d i n t h e HT c i r c u i t b e f o r e t h e
e n g i n e . The n o n - r e t u r n v a l v e i n t h e c i r c u i t f o r c e s t h e w a t e r t o
flow i n t h e r i g h t d i r e c t i o n .
B e f o r e s t a r t , t h e HT c i r c u i t i s h e a t e d u p t o m i n . 50°C.
6. Monitoring
Local thermometers:
- HT before and after engine
- HT after turbocharger
- LT before charge air cooler
- LT before lube oil cooler
- LT after lube oil cooler
The temperatures mentioned in section 01.2 should not be
exceeded.
The manometers (5) and ( 6 ) on the instrument panel indicate HT
and LT pressures after the pumps. The pressures depend on the
speed and the installation. Guidance values, see section 01.2.
The HT water outlet after the engine is provided with an alarm
switch and a stop switch ( 3 ) .
Main engines are provided with alarm switches for low HT and LT
pressure.
For further information, see section 23.
19.2 Cleaninq of cooling water spaces

In completely closed systems the fouling will be minimized if
the cooling water is treated according to our instruction 02.3.
Depending on the cooling water quality and the efficiency of the
treatment, the cooling water spaces will foul more or less in
course of time. Especially coolers which are cooled directly
with sea water may foul quickly. Deposits on cylinder liners,
cylinder heads and cooler stacks should be removed as they may
disturb the heat transfer to the cooling water-and thus cause
serious damage.
The need of cleaning should be examined, especially during the
first year of operation. This may be done by pulling a cylinder
liner and check for fouling and deposits on liner and block. The
cylinder head cooling water spaces may be checked by opening the
lower large plugs on the sides of the cylinder heads. The turbo-
chargers can be checked through the covers of the water space
and the coolers by removing the water boxes of the inlet water.
The deposits can be of the most varying structure and consist-
ence. In principle, they can be removed mechanically and/or
chemically as described below. More detailed instructions for
cleaning of coolers are stated in section 18.5.
a. Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid
particles which can be brushed and rinsed off with water.
On places where the accessability is good, e.g. cylinder liners,
mechanical cleaning of considerably harder deposits is efficient.
a
In some cases it is advisable to combine chemical cleaning with
a subsequent mechanical cleaning as the deposits may have
dissolved during the chemical treatment without having come
loose.
b. Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be
cleaned chemically. At times, degreasing of the water spaces may
be necessary if the deposits seem to be greasy (see section
18.5).
0
Deposits consisting of primarily limestone can be easily removed
when treated with an acid solution. Contrarily, deposits con-
sisting of calcium sulphate and silicates may be hard to remove
chemically. The treatment may, however, have a certain d i s s o l v - a
ing effect which enables the deposits to be brushed off if there
is only access.
On the market there are a lot of suitable agents on acid base
(supplied e.g. by the companies mentioned in section 02.3).
The cleaning agents should contain additives (inhibitors) to pre-
vent corrosion of the metal surfaces.
Always follow the manufacturer's instructions to obtain the best
result.
After treatment, rinse carefully to remove cleaning agent resi-
duals. Brush the surfaces, if possible. Rinse again with water
and further with a sodium solution of 5% to neutralize possible
acid residuals.
19.3 Water pump (page 19-52)

1. Description
The water pump is a centrifugal pump and is driven by the gear
mechanism at the free end of the engine. The shaft is made of
acid resistant steel, the impeller (2) and the sealing ring ( 3 )
as well as the pump housing of bronze.
The shaft is mounted in two ball bearings (11) and (121, which
are lubricated by splash oil entering through the opening (20).
The radial seal (13) prevents the oil from leaking out and, at
the same time, dirt and leak water from entering. Also the axial
seal (14) sealing against the outside of the seal (13) assists
in this.
The gear wheel (24) is fastened to the shaft by conical ring
elements (25). When the screws (21) are tiqhtened the rinqs
exert a pressure between the gear wheel an; the shaft. DUG to
m
the friction the power from the gear wheel is transmitted to the
pump shaft.
The water side of the pump is provided with a mechanical shaft
seal. The ring (8) rotates along with the shaft and is sealed
against it with the O-ring (7). The spring ( 5 presses the
rotating ring against a fixed ring ( 9 ) which is sealed against
the housing with the O-ring (10). Possible leak-off water from
the sealing can flow out through the opening (15).
Note! (only 8-cylinder V-engines)
The counterbalance system in the free end is driven by the gear
wheels of the water pumps. Always when re-installing a water
pump after maintenance make sure that the counterweight
positions are correct in relation to the crankshaft. For
further instructions, see section 11.
2. Maintenance
Check the pump at intervals according to the recornrnendatons in
section 04 or, if water and oil leakage occurs, immediately.
a. Disassembling and assembling impeller
- Remove the volute casing by loosening the nuts (17).
- Remove the cotter pin and loosen the nut (1).
- Pull off the impeller by using the tool 837012, see fig. 19-52A.
- When reassembling the impeller, tighten the nut to torque, see
section 07.1 pos. 25.
- Secure the nut with a new stainless cotter pin.
- Check that the O-ring (18) is intact and in position when
reinstalling the volute casing. Check that the volute casing
is in position. The opening (20) should be turned upwards when
the pump is installed.
If the bearing,housing is turned wrongly, the bearings (11)
and (12) will be left witho'ut lubrication. Before mounting
the pump on the engine, fill up the bearing housing (20)
with oil until oil flows out through the draining holes
(25).
b. Disassembling and assembling mechanical shaft seal

- Remove the impeller according to pos. 2a.
- Carefully dismantle all seal details. The sealing rings are
very fragile.
- Take particular care not to damage the sealing surfaces as a
slight scratch may disturb the sealing function.
- 0
R e p l a c e t h e c o m p l e t e s e a l i f i t is l e a k y , i f t h e s e a l i n g f a c e s
a r e c o r r o d e d , u n e v e n o r worn. A v o i d t o u c h i n g t h e s e a l i n g f a c e s
w i t h your f i n g e r s .
- Note t h a t t h e seal is d e p e n d e n t on t h e d i r e c t i o n o f r o t a t i o n
d u e t o t h e s e l f - l o c k i n g e f f e c t of t h e s p r i n g on t h e s h a f t . I n
a clockwise r o t a t i n g engine t h e s p r i n g should be left-wound
( a n d c o n t r a r i l y right-wound i n a c o u n t e r - c l o c k w i s e r o t a t i n g
e n g i n e ) . U n t e n s i o n e d , t h e s p r i n g may c a u s e t h e r i n g ( 8 ) n o t t o
r o t a t e p r o p e r l y w i t h t h e s h a f t , w h e r e b y t h e O - r i n g g e t s worn
t h u s causing leakage.
- Reassemble t h e d e t a i l s i n proper o r d e r and i n s t a l l t h e
i m p e l l e r a c c o r d i n g t o p o s . a. D o n o t f o r g e t t h e t h i n w a s h e r
( 6 ) between t h e s p r i n g ( 5 ) and t h e O-ring ( 7 ) . e
c. R e p l a c i n g b e a r i n g s
- Remove t h e pump f r o m t h e e n g i n e .
- Disassemble t h e i m p e l l e r and m e c h a n i c a l seal a c c o r d i n g t o pos.
a a n d b.
- Remove t h e rear p l a t e ( 1 9 ) by u n d o i n g t h e s c r e w s ( 1 6 ) .
- L o o s e n t h e screws ( 2 1 ) a n d remove t h e c a p ( 2 7 ) .
- P u l l o f f t h e g e a r wheel without u s i n g a n y tool. If t h e g e a r
w h e e l d o e s n o t come l o o s e , a f e w s t r o k e s w i t h a n o n - r e c o i l i n g
hammer w i l l h e l p .
U s i n g a n e x t r a c t o r w i l l o n l y damage t h e s h a f t ( a x i a l
s c r a t c h e s 1.
- Loosen t h e b e a r i n g r e t a i n e r ( 2 3 ) and d r i v e o u t t h e s h a f t and
b e a r i n g . I n d o i n g t h i s a l s o t h e s e a l ( 1 4 ) w i l l come l o o s e .
- C h e c k t h e seals ( 1 3 ) a n d ( 1 4 ) a n d t h e b e a r i n g s f o r wear a n d
d a m a g e , see p o s . d .
- Remove t h e b e a r i n g s .
- P r e s s t h e b e a r i n g ( 1 3 by i t s i n n e r r i n g w i t h a s u i t a b l e pipe.@
B e f o r e f i t t i n g t h e b e a r i n g , o i l t h e c o l l a r . S e e f i g . 19-53A.
- T u r n t h e s h a f t a c c o r d i n g t o f i g . 19-53B.
- F i t t h e d i s t a n c e r i n g and o i l t h e c o l l a r .
- P r e s s t h e b e a r i n g (11) by i t s i n n e r r i n g w i t h a s u i t a b l e p i p e .
S e e f i g . 19-53B.
- T u r n t h e b e a r i n g h o u s i n g a c c o r d i n g t o f i g . 19-536 a n d o i l t h e
o u t e r surfaces of t h e bearings. Press t h e s h a f t i n t o t h e
h o u s i n g b y b o t h t h e i n n e r a n d o u t e r r i n g o f t h e b e a r i n g (11)
with a suitable pipe.
- Fit the bearing retainer (23).
- Before reinstalling the gear wheel, all contact surfaces
should be cleaned and oiled.
- Reinstall the conical ring elements (251, see fig. 19-52B.
The conical ring elements should fall easily in place and
must not jam.
- Reinstall the cap and the screws.
- Tighten the screws a little and check that the gear wheel is
in the right position.
- Tighten the screws to torque according to section 07.1.23A.
- Reinstall the seals (13) and (141, see pos. d.
- Reinstall the rear plate (19) as well as the mechanical seal,
impeller and volute casing according to pos. 2a and 2b.
d. Replacing radial seal
This will be most easily done at the same time as replacing the
bearings. If, for some reason, the seal is 1eaky.and there is no
need of changing the bearing, proceed as follows:
- Remove the volute casing and mechanical seal according to pos.
2a and 2b as well as the rear plate (19).
- Remove the seals (14) and (13) by prying (damaging) without
scratching the shaft.
- Inspect the shaft. In case the seal has worn the shaft by more
than 0.5 mm radially, the shaft should be replaced according
to pos. 2c.
- Oil the new seal and fit it by pressing against the shoulder.
- Grease the axial seal (14) and install by using the tool
837012' see fig. 19-52C.
- Install the rear plate as well as the mechanical seal and the
volute casing according to pos. 2a and 2b.
I I
Rpe 1 Pipe 2
11Bearinq
Bear ina
I
Shaft
I
I
Pipe 2 I I I Pipe I
I ! I
ri'
! i f
/'///"y//' /'
''6'yY/// B
L >
1
I '
I
I 8 . 1 Pipe 3
, ! ! I J-
22HF, HE, MD
8508 3 - .
20. EXHAUST SYSTEM

The exhaust pipes are cast of special alloy nodular cast iron,
with separate sections for each cylinder.
Metal bellows of the multi-ply type absorb heat expansion between
the cylinder heads and the pipe system as well as between the
turbocharger and the pipe system.
All connections between pipes, expansion bellows, cylinder heads
and turbocharger are made with rigid flanges and gaskets.
The pipe system is supported and fixed by a bracket ( 5 ) but is
free to 'move axially in the supporting bracket (3). The disc
springs ( 2 ) maintain a positive force between the bracket and
the pipe.
The complete exhaust system is enclosed by an insulation box
built up of insulated sandwich steel sheets, flexibly mounted on
the engine structure. Mineral wool is used as insulating material.
The exhaust gas temperatures can be checked on local thermometers
after each cylinder. Sensors for remote measuring of the tem-
perature (or for the alarm system) can be mounted after each
cylinder as well as before and after the turbocharger.
20.2 Replacing expansion bellows

a 1' Remove the cover ( 4 of the insulation box to get access to
the expansion bellows between the exhaust pipes and the cyl-
inder head.
b ) Remove the covers ( 6 ) to get access to the expansion bellows
between the exhaust pipes and the turbocharger.
c ) Check that the flanges between the turbocharger and the
exhaust pipe are parallel and located on the same centre line
to avoid lateral forces on the bellows when mounting.
20.3 Suspension of the insulation box

The insulation box is mounted with flexible elements ( 1 ) to
dampen vibrations thus protecting the insulation. Replace the
elements by new ones, if necessary.
22HF, HE, MD
8508/8R;16V
20.4. Differences in exhaust qas temperatures between the cyli

ders in the Wartsila Vasa 8R22 and 16V22 diesel enqines
The exhaust manifold is a so-called pulse charging system with
pulse converters, two for each turbocharger, which collect the
exhaust gases to the turbochargers through two gas inlets. The
exhaust manifold is illustrated on page 20-52. The 16V22 has in
principle two identical manifolds. This charging system pro-
vides the best total engine efficiency. The exhaust gas tempera-
tures recorded in the two cylinders which are closest to the
turbochargers are higher because of disturbing gas pulses which
are conveyed to the same gas inlet from other cylinders. Page
20-53 shows a typical exhaust gas temperature profile for a
clockwise rotating engine. The difference in temperatures be-
tween the cylinders depends on the engine speed and load.
On the basis of practical and theoretical studies we have found
that the thermal load on for instance the exhaust valves is not
larger on a cylinder where high temperatures are recorded (pag
20-54 1 . a
When estimating the function of a cylinder on the basis of the
exhaust gas temperatures under normal conditions, the values
recorded in the acceptence test should be used as reference
values. A deviation from them by 50°C is acceptable provided
the ambient conditions and the fuel quality are equivalent to
those in the acceptance test.
The temperature difference between the cylinders should not be
balanced by readjusting the fuel pump racks, which causes uneven
loading of the cylinders. The deviation between the fuel rack
positions of the cylinders in an engine must not exceed 1 mm.
The exhaust gas temperatures of cylinder 7 in a clockwise rotat-
ing engine and of cylinder 8 in a counter-clockwise rotating
engine are usually 50-120°C higher than the mean temperature of
the other cylinders.
W X R T S I U VASA 8 R 2 2 H F / MD
EXHAUST MANIFOLD
F I R I N G ORDER 1 - 3 - 7 - 4 - 8 - 6 - 2 - 5 (CLOCKWISE ROTATION)

WARTSILA VASA 8 R 2 2HF/!O
T Y P I C A L EXHAUST GAS TEbIPERATURE P R O F I L E S
LOAD
9 0 0 RPM / 22HF
500 -. FUEL: HF
GO 0
,
300 -. f
1 I I I
1 2 3 L 5 6 7 8
' t ~ c y( l'c) ~ y lno.
.
1000 RPM / 22HF

500 - FUEL: HF
GOO - --
300 1
I 8 I
1 2 3 L 5 6 7 8
t Cyl.no.
Acyl (OC)
600 -.
I
1200 RPM / 22MD
500 FUEL: JDF
100 O/o
LOO
so O/o
300
I I 1 I I I
1 2 3 4 5 6 7 8
WARTSIL;"; VASA 8 R 2 2 H F , MD
TEFIPERATURE I N EXHAUST VALVE CYL. 3 AND 7

AT CONSTANT S P E E D 1000 RPM.
t ("1 EXHAUST GAS TEMPERATURE AFTER CYLINDER
600 -
500 -- /
/ CYL. 7
CYL. 3 d
GOO -.
300 -.
t
0 50 100 LOAD ('10)
t ("C) MAX. TEMPERATURE I N EXHAUST VALVE

21. STARTING AIR SYSTEM
(0

The engine is started with compressed air of maximum 30 bar. The
minimum pressure required is about 11 bar depending on the cyl-
inder number and the installation. A pressure gauge (15) indicates
the pressure before the main starting valve.
The inlet air pipe from the starting air receiver includes a non-
return valve (131 and a filter (201. A blow-of f valve (14 is
located before the main starting valve. The main starting valve
may be operated either with the lever (1) at manual starting or
with a built-on solenoid valve ( 8 ) at remote or automatic start-
ing of the engine.
When the main starting valve opens, starting air passes partly
through the flame arrester (16) and partly through the start
limiting valve ( 2 ) . The start limiting valve prevents the passage
of control air if the cover to the turning opening at the fly-
wheel is removed.
The starting air distributor guides the control air to the start-
ing valves which open and admit starting air to flow to the
various cylinders for suitable periods.
Four-cylinder engines are equipped with a pneumatic starting
motor, which turns the crankshaft through a gear ring on the
flywheel until the engine has reached a speed enabling start.
V-engines have starting valves on the 9-bank, only.
21.2 Main starting valve (page 21-51)

1. Description
The starting air for the engine is led to the space (12 and
through holes in the sealing piston (11) also to the rear side
of the piston which means that the piston normally is closed.
At manual start, open the valve by depressing the lever (1). The
pin (3) will then move the piston (11) and starting air is
admitted to the space ( 5 1 , to which the distributing pipe and
the starting air distributor inlet pipe are connected.
At remote or automatic start the solenoid valve ( 8 ) opens the
duct ( 7 ) between the rear side of the sealing piston (11) and
the servo piston (61, which moves the sealing piston (11)
upwards through the lever (2) and the pin ( 3 ) . The solenoid
valve opens when it is energized. When it closes, the space
behind the servo piston (6) is vented through the nozzle ( 9 ) and
the valve closes.
2. Maintenance
Normally, t h e main s t a r t i n g v a l v e r e q u i r e s l i t t l e m a i n t e n a n c e .
I n c a s e i t is t o be opened f o r i n s p e c t i o n :
a ) Remove t h e v a l v e f r o m t h e e n g i n e b y l o o s e n i n g t h e s t a r t i n g
a i r p i p e , t h e p i p e from t h e v a l v e t o t h e s t a r t l i m i t i n g v a l v e
a n d t h e b r a c k e t w i t h t h e s t a r t i n g l e v e r . On V - e n g i n e s , a l s o
remove t h e p r e s s u r e gauge p i p e s from t h e i n s t r u m e n t p a n e l
a n d , as a u n i t , t h e i n s t r u m e n t p a n e l a n d t h e b r a c k e t w i t h
s t a r t i n g l e v e r . T h e v a l v e c a n now b e r e m o v e d f r o m t h e e n d
cover.
b ) Open t h e p l u g ( 1 0 ) f o r i n s p e c t i o n . C l e a n t h e s e a l i n g p i s t o n
(11) a n d t h e s e a t . Do n o t u s e h a r d t o o l s . 0
c ) C h e c k t h e p i n ( 3 ) a n d t h e s e r v o p i s t o n ( 6 ) f o r f r e e movement.
T h e s e r v o p i s t o n i s removed b y u n d o i n g t h e two h e x a g o n s o c k
h e a d screws by w h i c h t h e c y l i n d e r is f i x e d . R e p l a c e t h e 0-
rings, i f necessary.
d ) Lubricate t h e d e t a i l s before reassembling. F i l l t h e s e r v o
p i s t o n l u b r i c a t i n g g r o o v e s w i t h M o l y k o t e P a s t e G.
e l When i n s t a l l i n g , c h e c k t h a t t h e c o n n e c t i o n p i p e O - r i n g s are
undamaged a n d i n p o s i t i o n .
~ u b r i c a t et h e c o n t a c t f a c e s o f t h e l e v e r arm w i t h M o l y k o t e .
The s o l e n o i d v a l v e (8) r e q u i r e s , i n p r i n c i p l e , no maintenance.
I f t h e c o i l h a s b r o k e n , e . g . b e c a u s e o f o v e r v o l t a g e , replace
t h e c o i l by a new o n e . I f t h e v a l v e i s p r o b a b l e t o b e c l o g g e d
b y d i r t i t c a n b e d i s m a n t l e d f o r c l e a n i n g i f c a u t i o n is
o b s e r v e d . Check t h a t t h e s e a l i n g s u r f a c e s are n o t damaged.
R e i n s t a l l a l l d e t a i l s i n correct p o s i t i o n a n d o r d e r . I f
f u r t h e r t r o u b l e s , r e p l a c e t h e v a l v e b y a new o n e .
21.3 S t a r t i n g a i r d i s t r i b u t o r ( p a g e 2 1 - 5 1 )
The s t a r t i n g a i r d i s t r i b u t o r is o f t h e p i s t o n t y p e . The d i s t r i -
b u t o r p i s t o n s a r e g u i d e d by a cam ( 1 9 ) a t t h e c a m s h a f t e n d . When
t h e main s t a r t i n g v a l v e opens, t h e g u i d i n g p i s t o n s ( 1 7 ) are
p r e s s e d a g a i n s t t h e cam, w h e r e b y t h e g u i d i n g p i s t o n o f t h e
e n g i n e c y l i n d e r w h i c h is i n s t a r t i n g p o s i t i o n a d m i t s c o n t r o l a i r
t o t h e c o n t r o l p i s t o n ( 2 2 ) of t h e s t a r t i n g v a l v e . The s t a r t i n g
v a l v e opens and a l l o w s p r e s s u r e air to p a s s i n t o t h e engine c y l -
i n d e r . T h e p r o c e d u r e w i l l b e r e p e a t e d as l o n g as t h e m a i n s t a r t -
i n g v a l v e is o p e n o r u n t i l t h e e n g i n e s p e e d is so h i g h t h a t t h e
engine f i r e s .
A f t e r t h e main s t a r t i n g v a l v e h a s c l o s e d , t h e p r e s s u r e d r o p s
q u i c k l y a n d t h e s p r i n g s ( 1 8 ) l i f t t h e p i s t o n s o f f t h e cam, w h a t
m e a n s t h a t t h e p i s t o n s t o u c h t h e cam o n l y d u r i n g t h e s t a r t i n g
c y c l e . T h u s wear is u n s i g n i f i c a n t .
2. Maintenance
Normally, the starting air distributor is only slightly worn. If
it has to be opened for inspection and cleaning:
a) Take care not to damage the sliding surfaces of the piston
and the distributor housing bores.
b) The piston are individually matched and are not interchange-
able. Utilize the cylinder number stamped at every control
air outlet.
c ) Apply Molykote Paste G to the piston sliding surfaces and
fill up the lubricating oil grooves before reassembly. Check
that the pistons do not stick.
dl After installing the distributor but before connecting
control air pipes, check that all pistons are working satis-
factorily, e.g. by connecting compressed air to the distribu-
tor air inlet and turning the crankshaft; it is then possible
to see whether the pistons follow the cam profile.
Caution: If the control air pipes have been connected
prior to checking, the crankshaft will rotate.
21.4 Starting valve in the cylinder head

1. Description
The valve is an exchangable unit consisting of a valve spindle
with a spring-loaded control piston installed in a housing.
2. Maintenance
Check and, if necessary, clean the valve when overhauling the
cylinder head.
a ) Remove the flange and pull out the starting valve.
b) Unscrew the self-locking nut (21 and remove the piston (22 1.
c ) Check the sealing faces of the valve disc and valve seat.
dl After reassembling the piston, spindle and spring, check that
the valve moves easily and closes completely.
e) When installing the valve, check that the sealing under the
valve is in position and intact.
f ) Tighten the valve to torque.recommended in section 07.1.
21.5 S t a r t i n g a i r v e s s e l and p i p i n g
The s t a r t i n g a i r s y s t e m s h o u l d b e d e s i g n e d s o t h a t e x p l o s i o n i s
prevented.
4n o i l a n d w a t e r s e p a r a t o r s h o u l d b e i n c l u d e d i n t h e f e e d p i p e
between t h e compressor and t h e s t a r t i n g a i r v e s s e l . A t t h e bottom
p o i n t of .the p i p i n g t h e r e should be a d r a i n valve.
Drain t h e s t a r t i n g a i r v e s s e l from c o n d e n s a t e t h r o u g h t h e d r a i n
valve before starting.
The p i p i n g b e t w e e n t h e a i r v e s s e l s a n d t h e e n g i n e s s h o u l d b e care-
f u l l y c l e a n e d when i n s t a l l i n g . A l s o l a t e r on t h e y s h o u l d b e k e p @
f r e e from d i r t , o i l and condensate.
The s t a r t i n g a i r v e s s e l s s h o u l d b e i n s p e c t e d a n d c l e a n e d w i t h
i n t e r v a l s according t o s e c t i o n 04. I f p o s s i b l e , they should t h
b e c o a t e d w i t h a s u i t a b l e a n t i - c o r r o s i v e a g e n t . L e t them d r y
l o n g enough.
A t t h e same t i m e , i n s p e c t t h e v a l v e s o f t h e s t a r t i n g a i r v e s s e l s .
Too s t r o n g t i g h t e n i n g may r e s u l t i n damage on t h e s e a t s , w h i c h i n
t u r n c a u s e s l e a k a g e . L e a k y a n d worn v a l v e s i n c l u d i n g s a f e t y v a l v e s
should be reground. P r e s s u r e test t h e s a f e t y valves.
T h e f i l t e r ( 2 0 ) on t h e e n g i n e s h o u l d b e i n s p e c t e d a n d c l e a n e d ,
w i t h i n t e r v a l s according t o s e c t i o n 04. Drain t h e f i l t e r from
condensate with t h e built-on drain valve.
21.6 S t a r t i n g a i r s y s t e m e q u i p p e d w i t h p n e u m a t i c s t a r t i n g m o t o r
1. ~ e s c r i p t i o n ( p a g e 2 1 - 5 2 )
I n o r d e r t o e n s u r e a u t o m a t i c s t a r t i t r e s ~ e c t i v eo f t h e c r a n k s h a f t
p o s i t i o n , t h e f o u r - c y l i n d e r e n g i n e s are e q u i p p e d w i t h a p n e u m a t '
s t a r t i n g motor, which t u r n s t h e c r a n k s h a f t t h r o u g h a g e a r r i n g
t h e f l y w h e e l u n t i l t h e s p e e d n e c e s s a r y f o r s t a r t i s r e a c h e d . The
@
s t a r t i n g a i r p r e s s u r e is max. 30 b a r . The minimum p r e s s u r e f o r
s t a r t is a b t 1 5 b a r b u t i t c a n v a r y f r o m o n e i n s t a l l a t i o n t o
another.
A s an e x t r a s a f e t y m e a s u r e t h e r e is a d e v i c e on t h e e n g i n e t h a t
prevents undesirable s t a r t i n g during turning. A i r is l e d through
a s t a r t l i m i t i n g v a l v e (10) t h a t p r e v e n t s t h e p a s s a g e o f c o n t r o l
a i r i f t h e c o v e r t o t h e t u r n i n g o p e n i n g a t t h e f l y w h e e l is
removed.
If t h e e n g i n e i s s t a r t e d u p m a n u a l l y , t h e p u s h - b u t t o n ( 7 ) s h o u l d
b e r e l e a s e d as s o o n as t h e e n g i n e s t a r t s , o t h e r w i s e t h e s t a r t i n g
motor is e x p o s e d t o u n n e c e s s a r y wear.
2. M a i n t e n a n c e
I t is v e r y i m p o r t a n t t o k e e p t h e s y s t e m f r e e f r o m d i r t a n d
c o n d e n s a t e t o a c h i e v e t r o u b l e f r e e f u n c t i o n . S e e s e c t i o n 21.5.
Vent the servo lubricator circuit when starting up a new motor
or if, by mistake, the oil container went empty.
If the servo lubricator circuit is not throughly vented the
starting motor will get no lubrication and may be damaged.
3. Venting
a ) Loosen the air connection from the lubricator (10) and the
oil connection from the non-return valve (11).
b) Plug up the oil pipe opening with a finger and, by means of
an air nozzle, blow compressed air into the air connection
several times until oil emerges from the oil pipe. If comp-
ressed air is not available, the connection 1 on the valve
(7) can be opened and the valve can be connected to the
servolubricator air connection. Then it is possible to use
the normal start button of the engine for venting without
starting the engine.
When using the start button of the engine when venting as
described above, connection on the valve (7) must absolu-
tely be removed. Otherwise the engine will start when
venting.
c ) Connect the pipe to the non-return valve (11) and check
that oil is supplied through the valve when blowing comp-
ressed air.
d ) Apply all pipes to the initial connections.
e ) Check function during a few starts. When pressing the start
button, oil level in the glass tube should momentarily drop
by 15...20 mm and then rise to a level corresponding the
oil level in the container.
Regularly check that the oil level keeps between the maximum
and minimum marks.
22. CONTROL MECHANISM
During normal operation the engine speed is controlled by a

speed governor (22) which regulates the injected fuel quantity
to correspond to the load.
The regulating movement is transferred to the control shaft (10)
through a spring-loaded lever (20) which enables stop or limit
functions to be transferred to the control shaft irrespective of
the governor position. The control shafts on the cylinder banks
in a V-engine are connected with rods in such a way that the two
control shafts work synchronously together.
The movement from the control shaft to the injection pump fuel
racks (1) is transferred through the control lever ( 8 ) and the
connection piece ( 4 1 , in fuel-on direction through the dog (7)
and the torsional spring ( 6 1 , and in fuel-off direction through
the torsional spring (9).
The torsional spring (9) allows the control shaft and conse-
quently the other fuel racks to be moved to stop position even
if one of the racks has seized. In the same way the torsional
spring (6) allows the control shaft to be moved towards fuel-on
position even if an injection pump has seized in no fuel posi-
tion. This feature can be of importance in an emergency situ-
at ion.
The indicator (17) indicates the fuel rack position.
The engine can be stopped by means of the stop lever (14). When
the lever is moved to stop position, the lever (16) actuates the
lever (15) forcing the control shaft to stop position.
The engine is provided with two independent overspeed trip
devices, an electro-pneumatic device with tripping speed about
15% above the nominal speed, and a mechanical device with
tripping speed about 18% above the nominal speed. The electro-
pneumatic device moves every fuel rack to no-fuel position by
means of a pneumatic cylinder on every injection pump. The
mechanical device actuatessthe lever (14) moving the control
shaft to stop position. Both the electro-pneumatic and the mech-
anical device can be tripped also manually, see section 22.5 and
22.6.
The speed governor is provided with a stop solenoid by which the
engine can be stopped remotely. The solenoid is also connected
to the electro-pneumatic overspeed protection system and to the
automatic stop system which stops the engine at too low lube oil
pressure, too high circulating water temperature, or at any
other desired function.
When starting, a fuel limiter automatically limits the movement
of the control shaft to a suitable value. A pressure air cylinder
limits the position of the lever (111, see section 22.7.
Next to the governor there is a fixed mechanical limiter affect-
ing the control shaft directly by means of the lever (13).
22.2 Maintenance (page 22-51)

Special attention should be paid to the functon of the system
as a defect in the system may result in a disastrous
overspeeding of the engine or in the engine not being able to
take load.
0
a) The system should work with minimum friction. Clean and
lubricate regularly the racks, connection piece, bearings
(also the self-lubricating bearings (12)) and the ball joints
with lubricating oil.
The maximum torque to which the control shaft can be moved at
e
running temperatures (the speed governor disconnected) is
1 Nm/cylinder ( = 8 Nm for a 8R22HF).
b) The system should be as free from clearances as possible.
Check clearances of all connections. The total clearance may
correspond to max. 0.5 mm of the injection pump fuel rack
positions.
c ) Check regularly (see recommendations in section 04) adjust-
ment of the system; stop position, overspeed trip devices,
starting fuel limiter, see section 22.3.
d) When reassembling the system, check that all details are
placed in the right position, that all nuts are properly
tightened and to torque, if so prescribed, that all locking
elements like pins and self-locking nuts are in positions.
Check according to pos. a...c. Note: Center the joint by
applying force ( F ) between the rack and the connection piece@
fig. 22-51.
22.3 Check and adjustment.(page 22-51)

1. Stop lever stop position
a) Check:
- Set the terminal shaft lever (23) in max. fuel position and
the stop lever (14) in stop position.
- Check that the fuel rack position of all injection pumps is
less than 5 mm.
b) Adjustment:
- Set the stop lever in the stop position and check that the
lever (15) contacts the lever ( 8 ) properly. A small torque
can be set from the governor, but not a too large one,
because this will twist the shaft unnecessarily, although
little.
- Adjust the fuel rack position to 4 mm by adjusting the
screws ( 5 ) .
2 . Governor stop position
a) Check:
- Move the stop lever into work position.
- Set the governor terminal shaft lever in stop position.
- Check the fuel rack positions to be 4 mm.
b) Adjustment:
- If the fuel rack positions are unequal, adjust first
according to pos. lb.
- Adjust the spring-loaded rod so that the fuel rack position
of 4 mm is obtained.
- If changing the governor, see section 2 2 . 4 .
3. Mechanical overspeed trip device
a ) Check of stop position
- Set the stop lever in work position and the terminal
shaft lever in max. fuel position.
- Release the overspeed trip device manually.
- Check the fuel rack positions to be less than 5 mm.
Adjustment of stop position
- The stop position is adjusted and locked by the engine
manufacturer to provide a stop position equal to that of
the stop lever. If deviations occur, check lever fixations
and wear.
C) Check and adjustment of tripping speed
- See section 2 2 . 5 .
4. ~lectro-pneumatic overspeed trip device (page 22-53)
a) Check of stop position
- Set the stop lever in work position and the terminal
shaft lever in max. fuel position.
- Release the overspeed trip device manually.
- Check the fuel rack positions to be less than 5 mm.
b ) Adjustment of stop position
- The electro-pneumatic overspeed trip device requires no

adjustment. 0
- If a fuel rack position of less than 5 rnm cannot be
obtained, check for wear.
C) Check and adjustment of tripping speed , a
- See section 22.6.
5. Starting fuel limiter (page 22-54)
Check of limit position
- Set the stop lever in work position and the terminal shaft
lever in max. fuel position.
- Connect pressure air to the nozzle (5) at which the limiter
piston (1) will turn the control shaft to the limit posi-
tion.
- Check the fuel rack position. The suitable limitation
depends on the installation, normally about 18 mm.
b) Adjustment of limit position
- Connect pressure air to the nozzle (5).
- Loosen the fastening screw ( 3 ) of the limitation lever.
- Turn the control shaft to the desired limitation of the
fuel rack position. @
- Move the limitation lever against the limitation piston (1).
Tighten the fastening screw in this position.
- Check according to pos. 5a.
c Check of function
- See section 22.7.
6. Indicator of fuel rack position
Check that the indicator corresponds to the fuel rack positions.
If not, loosen the grub screw and adjust the indicator to the
correct value.
22.4 Speed governor (page 22-51)

1. General
The engine can be equipped with various governor alternatives
depending on the kind of application. Concerning the governor in
itself, see the governor instruction book, end of section 22.
2. Hydraulic governor drive
The governor is driven by a separate drive unit which, in turn,
is driven by the camshaft through helical gears. The governor is
fastened to this drive unit and connected to the drive shaft
through a serrated connection. The governor with drive can thus
be removed and mounted as a unit or the governor can be changed
without 'removing the drive unit.
Pressure oil is led through drillings in the bracket to the
bearings and to a nozzle for lubricating the gears. The gear and
the serrated coupling sleeve are mounted to the shaft with
interference and secured with spring pins.
Check at recommended intervals:
- the radial and axial clearances of the bearings
- the gear clearance
- the'oil drillings and the nozzle to be open
- that the gears and serrated coupling sleeve are irmly fastened
to the'shaft
Change worn parts.
3. Removal of governor
a ) Loosen the terminal shaft lever (23) and governor electrical
connection.
b) Open the screws (21) and pull the governor vertically
upwards. The governor must not fall or rest on.its driving
shaft.
4. Mounting of governor
When mounting the same governor, check that the mark on the
lever (23) corresponds to that of the shaft. Check the settinq
according to section 22.3.
When mounting a new governor, proceed as follows:
a) Mount the governor into position on the governor drive.
b) Turn the governor terminal shaft to stop position (in
counter-clockwise direction seen from the driving end).
c) Mount the terminal shaft lever (14) as follows (see figure
for Woodward UG8):
Woodward UG8 in-line engine :in horizontal level
Woodward PG16 in-line engine :30" upwards from
horizontal level
Regulateur Europa 1103, V-engine : 12' downwards from
horizontal level
Woodward PG16 and EGB29, V-engine : 60° upwards from
0
horizontal level
dl Lock the fastening screw and mark the position of the ter-
minal shaft lever with a mark on the shaft corresponding to
that of the lever.
a
el Move the stop lever into the stop position. (Fuel rack posi-
tion 5 mm).
£1 Adjust the spring-loaded rod length to fit between the levers
(23) and (19). Do not forget to secure the nuts.
g 1 Check according to section 22.3.
22.5 Mechanical overspeed trip device (page 22-52)

1. Description
The overspeed trip device is of the centrifugal type. It will
trip when the engine speed exceeds the speed mentioned in
section 06.1. The tripping mechanism is fastened direct to the
camshaft end. When the engine speed increases, the centrifugal
force on the tripping mechanism increases and exceeds the force
of the spring (1) at the set tripping speed, whereby the weight
(2) is thrown outwards forcing the latch ( 3 ) to turn, thus
releasing the spindle (41, which is forced outwards by the work-
ing spring (5). The V-engine is provided with double working
springs. The force is transferred to the control shaft by the 0
lever (6) and a claw coupling on the control shaft, and the
control shaft is turned to stop position.
The overspeed trip device may be tripped manually by the lever
(7).
The engine cannot be restarted before the lever (6) has manually
been depressed so far that the latch ( 3 ) engages the piston of
the spindle (4).
A switch ( 8 1 , indicating released overspeed trip device, may be
provided.
2. Check of tripping speed
Check the tripping speed at idle by increasing the engine speed
above the nominal speed by quickly turning the speed control
knob of the governor. Turn the knob back approximately to the
initial position and retension the working spring of the
overspeed trip device manually by means of the lever (6). Use a
steel bar or pipe with the outside diameter of max. 22 mm, e.g.
the steel bar 844001.
Do not increase the engine speed by more than 40 RPM above
the tripping speed. '
The tripping speed should be according to the values mentioned
@' in section 06.1.
When checking the tripping speed, the electro-pneumatic
overspeed trip device must be disconnected on the electrical
side as it has a lower tripping speed. Do not forget to
reconnect it.
3. Adjustment of tripping speed
a) Remove the plug (9).
b) Turn the crankshaft until the adjusting nut (14) is in front
of the opening.
C) If a higher tripping speed is desired, tension the spring by . ,
screwing the nut in. If a lower tripping speed is desired,

screw the nut outwards.
d l Mount the plug ( 9 ) and check the tripp.ing speed according to
pos. 2.
e) The spring can be replaced through the opening of the plug.
4. Maintenance
- Remove the tripping mechanism by removing the screws (13) and
(11).
- Remove the spindle ( 4 ) with piston and spring ( 5 ) .
- Be very careful when removing the spring (5). Use the tool
837015.
- Check all moving.parts for wear and replace by new ones, if
necessary.
- Check the drain hole (12) to be open.
- Change the self-locking adjusting nut (14) always when it
seems to be loose.
- Tighten the screws (11) to torque according to section 07.1
when assembling and lock with steel wire.
- Tighten the screws (13) to torque according to section 07.1.
4B
- Use tool 837015 when mounting the spring.
- Check the tripping speed according to pos. 3.
22.6 Electro-pneumatic overspeed trip device (page 22-53)

1. Description
The overspeed trip device is electronically controlled. Starting
air of max. 30 bar is used as operating medium. The tripping
speed is according to section 06.1.
There are two separate air inlets, one for starting air and one
a-
for the electro-pneumatic overspeed trip device. The line for
the electro-pneumatic overspeed trip device is provided with a
non-return valve (1) and an air vessel (4) Large enough to mak
it possible to stop the engine even if the air pressure before
the non-return valve disappears.
The three-way solenoid valve (5) gets the stop signal for
overspeed from the electronic speed measuring system. Besides,
the solenoid is also connected to the stop system.
When the solenoid valve opens air is fed to the pneumatic cylin-
ders, one for each injection pump. The piston ( 6 ) of the air
cylinder actuates the fuel rack, moving it to stop position.
The stop signal is normally energized long enough to stop the
engine completely. When de-energized, the air is evacuated
through the three-way valve and the piston is forced back to the
end position by the fuel rack.
In some installations (mostly main engines) the stop circuit is
energized only during the time when the overspeed contact is
closed (i.e. the slow down system). A parallel contact to the
alarm system is used as an overspeed indicator.
The solenoid valve can also be operated manually.
2. Check and adjustment of stop position
See section 22.3 pos. 4 a and b.
3. Check of trippinq speed
Check the tripping speed at idle by increasing the engine speed
above the nominal speed by turning the speed control knob of the
governor. Turn the knob back approximately to the initial posi-
tion before restarting.
Do not increase the engine speed by more than 60 RPM above
the tripping speed.
he tripping speed should be 15 % above the nominal speed
(13 % at a nominal speed of 1200 R P M ) , see section 06.01.
4. Adjustment of tripping speed
Adjustments will be made in the box of the electronic speed
measuring system, see the instructions for speed measuring
system, section 23.
5. Maintenance
a) General
- Regularly remove condensate through the drain valve (3).
- Check tightness of the non-return valve (2). If not tight,
dismantle the valve and check the sealing surface of the
rubber O-ring.
Check that the valve element moves freely.
b) Three-way solenoid valve
- If the solenoid is out of order, replace it by a new one.
- If the valve does not move, clean all channels. Check the
valve piston.
- If air is leaking to the cylinders, change the sealings.
c Air cylinder
- Check for wear.
- Check tightness of the piston. Replace the sealings by new
ones, if necessary. Take care not to deform the teflon ring
outside the O-ring more than necessary.
- Lubricate the sealings and the piston with lubricating oil.
- Check that the piston does not stick.
22.7.Starting fuel limiter (page 22-54)

1. General
Always when starting either automatically, remotely or manually,
a limiter automatically limits the injected fuel quantity.
Always when the engine is not operating (and provided with auxi-
, - liary voltage), the three-way solenoid valve (6) is energized
connected to the air distributing pipe with the limiting cylinder.
As the main starting valve is opened when starting the engine,
starting air is admitted to pass from the distributing pipe
through a non-return valve (8) to the limiting cylinder, whereby
the piston (1) is forced out, thus limiting the fuel injection
by a lever (7) which is fastened to the control shaft. As the
engine reaches a speed 100 RPM below the nominal speed, a relay
in the speed measuring system de-energizes the solenoid valve
(6). The de-energizing is delayed for two seconds so that the
engine reaches the nominal speed before the limitation is cut
off.
The pressure is relieved through the nozzle (5). On main engines
started up to a lower speed, a lower de-energizing speed may
also be used.
2. Check and adjustment of limitation
See section 22.5 a and b.
3. Check of function
a) Check that limitation is achieved as soon as the main
starting valve opens.
b) Check that correct limitation is achieved during the acce-
0
leration period.
c) The limitation is cut off when 100 RPM below the nominal
speed delayed with two seconds. This can be checked b~
increasing the speed very slowly above the cut-off speed by
turning slowly the speed control knob of the governor. On
main engines a cut-off speed lower than the minimum running
speed is applied.
4. Maintenance
a) If limitation gradually retires before the three-way solenoid
valve (6) releases the pressure through the nozzle (51, it
can depend on:
- Leaky piston (1). Replace the sealing by a new one. Take
care not to deform the teflon ring outside the O-ring more
than necessary. Apply a few drops of lubricating oil on
piston before assembly.
- The non-return valve (8) does not close. Dismantle the
valve and clean. If the valve does not, however, keep
tight, replace it by a new one.
Q
- Leaky three-way valve.
b) If the valve does not receive voltage or receives voltage
during wrong periods, check the control relays. See wiring
diagram and manufacturer's instruction, section 23.
C ) If the lim'ter does not work, check the coil (6). If the coil
(6) is undamaged, check that the cylinder (21, three-way
valve ( 4 ) or the non-return valve ( 8 ) does not stick.
dl The three-way valve requires normally no maintenance. If the
coil has broken, e.g. due to overvoltage, replace the coil by
a new o n e . I f t h e v a l v e i s p r o b a b l e t o be b l o c k e d by d i r t , it
c a n b e d i s m a n t l e d f o r c l e a n i n g p r o v i d e d t h a t s p e c i a l c a r e is
t a k e n . D o n o t damage t h e s e a l i n g f a c e s . C h e c k t h a t a l l p a r t s
a r e mounted c o r r e c t l y . If f u r t h e r t r o u b l e s , r e p l a c e t h e v a l v e
b y a new o n e .
e l Check a c c o r d i n g t o pos. 2 and 3 .
23. INSTRUMENTATION AND AUTOMATION
2 3 . 1 M o n i t o r i n g e q u i p m e n t mounted on t h e e n g i n e ( p a g e 23-51)
23.1.1 Instrument panel
The i n s t r u m e n t p a n e l i s f l e x i b l y s u s p e n d e d on t h r e e r u b b e r
e l e m e n t s a t t h e f r e e end o f t h e e n g i n e . The f o l l o w i n g
i n s t r u m e n t s are included:
- Manometer f o r : -
s t a r t i n g air before t h e engine
-
fuel o i l before the engine
-
lube o i l before the engine
-
h i g h t e m p e r a t u r e (HT) w a t e r b e f o r e t h e e n g i n e
-
l o w t e m p e r a t u r e (LT) w a t e r b e f o r e t h e e n g i n e
-
charge air
x) -
nozzle temperature c o n t r o l o i l before and
a f t e r t h e engine (double pointers)
- Instrument f o r engine speed
- Running hour c o u n t e r
The c o n n e c t i o n p i p e s t o t h e manometers are p r o v i d e d w i t h v a l v e s

w h i c h make i t p o s s i b l e t o c h a n g e t h e m a n o m e t e r s d u r i n g o p e r a t i o n .
The i n s t r u m e n t s r e q u i r e n o s e r v i c e . E r r o n e o u s o r damaged i n s t r u -
m e n t s s h o u l d b e r e p a i r e d or c h a n g e d a t t h e f i r s t o p p o r t u n i t y .
The r u b b e r e l e m e n t s f o r s u s p e n s i o n o f t h e i n s t r u m e n t p a n e l are
to be checked a f t e r longer operating periods and t o be replaced
b y new o n e s , i f n e c e s s a r y .
23.1.2 Thermometers
Exhaust g a s thermometer f o r each c y l i n d e r ( 1 8 )

F o r l u b e o i l b e f o r e ( 2 0 ) a n d a f t e r ( 2 2 ) t h e l u b e o i l cooler
F o r HT w a t e r b e f o r e ( 2 ) a n d a f t e r ( 2 4 ) t h e e n g i n e
F o r HT w a t e r a f t e r t h e t u r b o c h a r g e r ( 2 5
For charge air i n the air receiver (17)
F o r LT w a t e r b e f o r e t h e c h a r g e a i r cooler ( 1 1 1 , a f t e r t h e
c h a r g e a i r cooler (same as . b e f o r e l u b e o i l c o o l e r (29 1 and
a f t e r the lube oil cooler (30)
F o r n o z z l e t e m p e r a t u r e c o n t r o l o i l b e f o r e ( 9 ) 'and a f t e r ( 8 )
t h e engine
For f u e l before t h e engine (28
E r r o n e o u s a n d d a m a g e d t h e r m o m e t e r s a r e t o b e r e p l a c e d b y new
ones at t h e f i r s t opportunity.
x ) O n l y f o r e n g i n e s r u n n i n g o n h e a v y f u e l , i . e . 22HF.
23.1.3 Combined visual pressure drop indicators and alarm
switches
- For too high pressure drop across the lube oil filter (P204).
The indicator/switch is mounted on each lube oil filter.
- For too high pressure drop over the fuel filter when mounted
on the engine (P103).
23.1.4 On/off switches
a) Alarm switches
The following switches for automatic alarm may be mounted on t h a
engine as standard:
- too high charge air temperature after the charge air cooler
x) -
(T601)
too low inlet temperature of the nozzle temperature control
oil (T151)
a
too high outlet temperature of the nozzle temperature
control oil (TI50
low lubricating oil pressure before the engine (P202)
low lubricating oil pressure of prelubrication (P203)
low fuel oil pressure (P102)
low nozzle temperature control oil pressure (P1501
low HT water pressure (P402) (main engines, only)
low LT water pressure (P403) (main engines, only)
too low lubricating oil level (L202)
too high lubricating oil temperature (T202)
too high HT water temperature after the engine (T402)
b) Stop switches
The following switches for automatic stop are mounted on the
engine as standard:
- for too low lube oil pressure (P201)
- for too high cooling water temperature after the engine (T401)
C) Indicating switches
The following switches for indication are mounted on the
engine as standard:
0
- for tripped mechanical overspeed trip (S710
As extra equipment the following switches may be supplied:
- for load indication; one or two switches
The switches may differ from the above-mentioned.
x) The switches are needed for heavy fuel engines, only.

dl Other switches
A pressure switch is connected to the air receiver for control
of the load dependent cooling system (this applies to 22HF 1 .
e 1 Check of switches
All switches are preadjusted at the factory.

Check the function of all switches at intervals recommended in
section 04. If any switch is supposed to be wrongly set or
broken, it should immediately be checked and, if necessary,
adjusted or replaced by a new one. Pressure and temperature
switches can be checked during operation.
Temperature switches
The switches are fitted into special pockets and can thus be
lifted off for checking also during operation. The check should
be carried out so that the sensor part of the switch is immersed
in liquid, e.g. oil, which is slowly heated. Watch at which tem-
perature the microswitch opens. Note that there are two switch-
ing points to be checked in the double switches. The correct
temperature is stated in section 01 and is normally stamped on
the switch as long as the switch has not been adjusted to another
temperature. Connect the switch correctly when mounting. Also
the pockets are to be removed and cleaned when the systems are
emptied for other reasons. ...- . YI
Pressure switches
The manometer of the instrument panel may be utilized for check-
ing during operation as follows:
- Shut the ball cock on the common pipe to the manometer and
the switch.
- Open carefully the pipe union nut on the pressure switch so
that the pressure switch gives signal.
The alarm switch for too low prelube oil pressure is set for
rising pressure and, thus, this method does not give the correct
value, A rough check can however be made when taking into con-
sideration that the switch will display a value about 0.2 bar
lower at falling pressure.
All p'ressure switches can also be connected to a separate test
unit.
Pressure drop indicator
Remove the lube oil switch from the filter and the fuel switch
from the pipes.
Connect a hydraulic pressure test device (pump + manometer to
the switch connection which is connected to the filter inlet
(the higher pressure).
Raise the pressure to the switching point which should be 1.5
* 0 . 3 bar. At this point a red indicator ring at the end of the
switch should be visible.
Indicator switches
These switches can easily be checked when the engine is standing,
for instance:
- The mechanical overspeed trip device is tripped manually 0
(section 22 pos. 5) and should give indication.
- - switch
The control shaft is turned until the load indicatins
operates. Check which load this corresponds to.
If any of the switches gives false alarm the reason should be

found out and the fault is to be remedied immediately.
23.1.5 Transducers for remote measuring
The engine is as standard supplied ready for connection of the
following transducers:
a Temperatures
The connection points are located next to the respective
.local thermometers unless otherwise stated.
- charge air in the air receiver
- lubricating oil before and after the oil cooler
- HT water before and after the engine (HT = high temperatur
- inlet LT water (LT = low temperature) .
- exhaust gas temperatures for the individual cylinders
- exhaust gas temperatures before and after the turbocharger.
b) Pressures
The connection points are located on the pipes of the
respective manometers in the instrument panel.
- charge air pressure
- lubricating oil pressure before the engine
- inlet LT water
- fuel oil after the filter
- nozzle temperature control oil, inlet (applies to 22HF, only)
- starting air
C) Miscellaneous
- transducers for turbocharger speed
- detector for crankcase smoke (one per cylinder)
- load indicator
The instrument specification supplied with the engine documenta-
tion specifies which transducers should be installed, as to type
as well as to manufacturing.
23.1.6 Speed measuring equipment including relay functions
a) General
The engine is provided with an electronic contactless system
(no mechanical drive) for speed measuring which also includes
the relay functions for automation.
An inductive pick-up is mounted close to the teeth of the
crankshaft drive gear and generates pulses, the frequency of
which is proportional to the engine speed. In a measuring con-
verter this signal is converted to DC voltage which is propor-
tional to the engine speed. The measuring converter is part of
the engine delivery and is usually mounted on the'wall of the
engine room.
Normally, it is possible to connect five extra remote instru-
ments. . .
For main engines, measuring of the turbocharger speed is

included in the measuring equipment.
b) Service
Measuring instruments and relays are carefully set at the fac-
tory and we recommend no further adjustments to be made unless
there are considerable deflections.
For checking the relay for fuel injection limitation during
start, see section 22 pos. 3.5a.
For checking the relay for overspeed, see section 22 pos. 6.3.
Damaged or broken components are replaced by new ones. See the
wiring diagrams and the manufacturer's instructions.
The inductive pick-up is to be mounted 1.5f0.5 rnm from the
camshaf t-gear.
Check at intervals the elastic suspension of the measuring
converter box.
22HF, HE, MD
8 308
a 23, INSTRUMENTATION A N D AUTOMATION
2 3 . 1 M o n i t o r i n g e q u i p m e n t m o u n t e d o n t h e e n g i n e ( p a g e 23-51)
23.1.1 Instrument panel
T h e i n s t r u m e n t p a n e l is f l e x i b l y suspended on t h r e e r u b b e r
e l e m e n t s a t t h e f r e e end o f t h e e n g i n e . The f o l l o w i n g i n s t r u m e n t s
are included:
- Manometer f o r : -
s t a r t i n g air before the engine
-
fuel oil before the engine
-
lube oil before the engine
-
h i g h t e m p e r a t u r e (HT) water b e f o r e t h e e n g i n e
-
l o w t e m p e r a t u r e (LT) w a t e r b e f o r e t h e e n g i n e
-
charge a i r t
X ) -
n o z z l e t e m p e r a t u r e c o n t r o l o i l b e f o r e and
a f ter t h e engine (double p o i n t e r s )
- Instrument f o r engine speed
- Running h o u r c o u n t e r
The c o n n e c t i o n p i p e s t o t h e manometers are p r o v i d e d w i t h v a l v e s

w h i c h make i t p o s s i b l e t o c h a n g e t h e m a n o m e t e r s d u r i n g o p e r a t i o n .
T h e i n s t r u m e n t s r e q u i r e n o s e r v i c e . E r r o n e o u s o r damaged i n s t r u -
ments s h o u l d be r e p a i r e d or changed a t t h e f i r s t o p p o r t u n i t y .
The r u b b e r elements f o r s u s p e n s i o n of t h e i n s t r u m e n t panel a r e
t o b e c h e c k e d a f t e r l o n g e r o p e r a t i n g p e r i o d s a n d t o be r e p l a c e d
b y new o n e s , i f n e c e s s a r y .
23.1.2 Thermometers
Exhaust g a s thermometer f o r each c y l i n d e r ( 1 8 )

For l u b e o i l b e f o r e ( 2 0 ) and a f t e r ( 2 2 ) t h e l u b e o i l c o o l e r
F o r HT w a t e r b e f o r e ( 2 ) a n d a f t e r ( 2 4 ) t h e e n g i n e
F o r HT water a f t e r t h e t u r b o c h a r g e r ( 2 5 )
For charge a i r i n the air receiver (17)
F o r LT water b e f o r e ( l l ) , b e t w e e n ( 2 9 ) a n d a f t e r t h e c o o l e r s
(30)
For n o z z l e t e m p e r a t u r e c o n t r o l o i l b e f o r e ( 9 ) and a f t e r ( 8 ) '
t h e engine
For f u e l b e f o r e t h e engine ( 2 8 )
E r r o n e o u s a n d damaged t h e r m o m e t e r s a r e t o b e r e p l a c e d by new
ones a t the f i r s t opportunity.
X) Only f o r e n g i n e s running on heavy f u e l , i.e. 22HF a n d 22HE.

22HFt H E , MD
8308
23.1.3 Combined v i s u a l p r e s s u r e d r o p i n d i c a t o r s a n d a l a r m
switches
- F o r too h i g h p r e s s u r e d r o p a c r o s s t h e l u b e o i l f i l t e r ( 1 9 ) .
T h e i n d i c a t o r / s w i t c h i s mounted o n e a c h l u b e o i l f i l t e r .
- F o r too h i g h p r e s s u r e d r o p o v e r t h e f u e l f i l t e r when m o u n t e d
on the engine (14)
23.1.4 On/off switches
a ) Alarm s w i t c h e s
T h e f o l l o w i n g s w i t c h e s f o r a u t o m a t i c a l a r m a r e monted o n t h e
engine a s standard:
Single-step switches for:

- too h i g h c h a r g e a i r t e m p e r a t u r e ( 3 )
x ) - too low i n l e t t e m p e r a t u r e o f t h e n o z z l e t e m p e r a t u r e c o n t r o l
o i l (16)
x ) - too h i g h o u t l e t t e m p e r a t u r e o f t h e n o z z l e t e m p e r a t u r e
control o i l (15)
- l o w lubricating o i l pressure before the engine ( 4 )
- low l u b r i c a t i n g o i l p r e s s u r e o f p r e l u b r i c a t i o n ( 6 )
- low f u e l o i l p r e s s u r e ( 9 )
x ) - l o w nozzle temperature control o i l pressure (10)
- l o w HT water p r e s s u r e ( 7 ) ( m a i n e n g i n e s , o n l y )
- l o w LT water p r e s s u r e ( 8 ) ( m a i n e n g i n e s , o n l y )
- t o o high pressure drop over t h e l u b r i c a t i n g o i l f i l t e r (19)
- t o o high pressure drop over t h e f u e l o i l f i l t e r (14)
t o o low l u b r i c a t i n g o i l l e v e l ( 2 7 )
Two-step s w i t c h e s f o r :
- t o o high l u b r i c a t i n g o i l temperature (28)
- t o o h i g h HT water t e m p e r a t u r e ( 2 6 )
c ) Stop switches
T h e f o l l o w i n g s w i t c h e s f o r a u t o m a t i c s t o p a r e mounted o n t h e
e n g i n e as s t a n d a r d :
- f o r t o o low l u b e o i l p r e s s u r e ( 5 )
- f o r too h i g h c o o l i n g w a t e r t e m p e r a t u r e ( 2 3 )
c ) Indicatina switches
The f o l l o w i n g s w i t c h e s f o r i n d i c a t i o n a r e mounted on t h e
e n g i n e as s t a n d a r d :
- f o r tripped mechanical overspeed t r i p (21)
A s e x t r a e q u i p m e n t t h e f o l l o w i n g s w i t c h e s may b e s u p p l i e d :
- f o r l o a d i n d i c a t i o n ; o n e or two s w i t c h e s
T h e s w i t c h e s may d i f f e r f r o m t h e a b o v e s t a t e d s t a n d a r d s e t .
X ) The s w i t c h e s a r e mounted o n l y on e n g i n e s r u n n i n g o n heavy

f u e l , i . e . 22HF a n d 22HE.
22HF, HE, MD
8308
d l Other switches
A p r e s s u r e s w i t c h is c o n n e c t e d t o t h e a i r r e c e i v e r f o r c o n t r o l
o f t h e l o a d d e p e n d e n t c o o l i n g s y s t e m ( t h i s a p p l i e s t o 22HF a n d
22HE).
e ) Check o f s w i t c h e s
A l l switches a r e preadjusted a t the factory.
C h e c k t h e f u n c t i o n o f a l l s w i t c h e s a t i n t e r v a l s recommended i n
s e c t i o n 04. I f any s w i t c h is supposed t o be wrongly s e t o r
broken, it should immediately be checked and, i f necessary,
a d j u s t e d or r e p l a c e d by a new o n e . P r e s s u r e a n d t e m p e r a t u r e
s w i t c h e s can be checked d u r i n g o p e r a t i o n .
Temperature switches
The s w i t c h e s a r e f i t t e d i n t o s p e c i a l p o c k e t s and can t h u s be

l i f t e d o f f f o r c h e c k i n g a l s o d u r i n g o p e r a t i o n . The c h e c k s h o u l d
b e c a r r i e d o u t so t h a t t h e s e n s o r p a r t o f t h e s w i t c h is i m m e r s e d
i n l i q u i d , e . g . o i l , w h i c h is s l o w l y h e a t e d . W a t c h a t w h i c h t e m -
p e r a t u r e t h e m i c r o s w i t c h o p e n s . Note t h a t t h e r e a r e two s w i t c h -
i n g p o i n t s t o b e c h e c k e d i n t h e d o u b l e s w i t c h e s . The c o r r e c t
t e m p e r a t u r e i s s t a t e d i n s e c t i o n 0 1 a n d is n o r m a l l y s t a m p e d o n
t h e s w i t c h as l o n g a s t h e s w i t c h h a s n o t b e e n a d j u s t e d t o a n o t h e r
t e m p e r a t u r e . C o n n e c t t h e s w i t c h c o r r e c t l y when m o u n t i n g . A l s o
t h e p o c k e t s a r e t o b e r e m o v e d a n d c l e a n e d when t h e s y s t e m s a r e
emptied f o r o t h e r reasons.
Pressure switches
T h e m a n o m e t e r o f t h e i n s t r u m e n t p a n e l may b e u t i l i z e d f o r c h e c k -
i n g d u r i n g o p e r a t i o n as f o l l o w s :
- S h u t t h e b a l l c o c k o n t h e common p i p e t o t h e m a n o m e t e r a n d
t h e switch.
- Open c a r e f u l l y t h e p i p e u n i o n n u t o n t h e p r e s s u r e s w i t c h so
t h a t the pressure switch gives signal.
T h e alarm s w i t c h f o r t o o l o w p r e l u b e o i l p r e s s u r e is s e t f o r
r i s i n g p r e s s u r e a n d , t h u s , t h i s method d o e s n o t g i v e t h e c o r r e c t
v a l u e . A r o u g h c h e c k c a n h o w e v e r b e made when t a k i n g i n t o c o n -
s i d e r a t i o n t h a t t h e s w i t c h w i l l d i s p l a y a v a l u e about 0.2 b a r
lower a t f a l l i n g p r e s s u r e .
A l l p r e s s u r e s w i t c h e s can also be connected to a s e p a r a t e test
unit.
Pressure drop indicator
Remove t h e l u b e o i l s w i t c h f r o m t h e f i l t e r a n d t h e t h e f u e l
s w i t c h from t h e pipes.
C o n n e c t a h y d r a u l i c p r e s s u r e t e s t d e v i c e (pump + m a n o m e t e r ) t o
t h e s w i t c h c o n n e c t i o n which is c o n n e c t e d t o t h e f i l t e r i n l e t
(the higher pressure).
22HF, H E , MD
8 308
R a i s e t h e p r e s s u r e t o t h e s w i t c h i n g p o i n t w h i c h s h o u l d be 1 . 5
f 0 . 3 b a r . A t t h i s p o i n t a r e d i n d i c a t o r r i n g a t t h e e n d of t h e
s w i t c h s h o u l d be v i s i b l e .
Indicator switches
T h e s e s w i t c h e s c a n e a s i l y be c h e c k e d when t h e e n g i n e is s t a n d i n g ,
f o r instance.
- The m e c h a n i c a l o v e r s p e e d t r i p d e v i c e is t r i p p e d m a n u a l l y
( s e c t i o n 22 p o s . 5 ) a n d s h o u l d g i v e i n d i c a t i o n .
- The c o n t r o l s h a f t is t u r n e d u n t i l t h e l o a d i n d i c a t i n g s w i t c h
o p e r a t e s . Check w h i c h l o a d t h i s c o r r e s p o n d s to.
( Never s e t any of t h e a l a r m o r s t o p s w i t c h e s o u t of f u n c t i o n . ] @
I f any o f t h e s w i t c h e s g i v e s f a l s e a l a r m t h e r e a s o n s h o u l d be
f o u n d o u t a n d t h e f a u l t i s t o be r e m e d i e d i m m e d i a t e l y .
23.1.5 Transducers f o r remote measurinq
T h e e n g i n e is a s s t a n d a r d s u p p l i e d r e a d y f o r c o n n e c t i o n o f t h e
following transducers:
a ) Temperatures
The c o n n e c t i o n p o i n t s a r e l o c a t e d n e x t t o t h e r e s p e c t i v e
l o c a l thermometers u n l e s s otherwise s t a t e d .
- charge a i r i n the air receiver

- l u b r i c a t i n g o i l b e f o r e and a f t e r t h e o i l c o o l e r
- HT w a t e r b e f o r e a n d a f t e r t h e e n g i n e (HT = h i g h t e m p e r a t u r e )
- i n l e t LT w a t e r (LT = low t e m p e r a t u r e )
- exhaust gas temperatures f o r the individual cylinders
- e x h a u s t g a s t e m p e r a t u r e s b e f o r e and a f t e r t h e t u r b o c h a r g e r .
b ) Pressures
T h e c o n n e c t i o n p o i n t s a r e l o c a t e d on t h e p i p e s o f t h e r e s p e c t a
i v e manometers i n t h e i n s t r u m e n t p a n e l .
- charge air pressure

- lubricating oil pressure before the engine
- i n l e t LT w a t e r
- fuel o i l after the f i l t e r
- n o z z l e t e m p e r a t u r e c o n t r o l o i l , i n l e t ( a p p l i e s t o 22HF a n d
22HE, o n l y )
- starting air
C ) Miscellaneous
- t r a n s d u c e r s f o r turbocharger speed
- d e t e c t o r f o r crankcase smoke (one p e r c y l i n d e r )
- load indicator
The i n s t r u m e n t s p e c i f i c a t i o n s u p p l i e d w i t h t h e e n g i n e documenta-
t i o n s p e c i f i e s which t r a n s d u c e r s s h o u l d b e i n s t a l l e d , a s t o t y p e
a s w e l l a s to manufacturing.
23.1.6 Speed measurinq equipment i n c l u d i n g r e l a y f u n c t i o n s
a ) General
The e n g i n e is p r o v i d e d w i t h a n e l e c t r o n i c c o n t a c t l e s s s y s t e m
( n o mechanical d r i v e ) f o r speed measuring which a l s o i n c l u d e s
t h e r e l a y functions f o r automation.
An i n d u c t i v e p i c k - u p is mounted close t o t h e t e e t h of t h e
c r a n k s h a f t d r i v e g e a r and g e n e r a t e s p u l s e s , t h e f r e q u e n c y of
w h i c h i s p r o p o r t i o n a l t o t h e e n g i n e s p e e d . I n a m e a s u r i n g con-
v e r t e r t h i s s i g n a l i s c o n v e r t e d t o DC v o l t a g e which i s p r o p o r -
t i o n a l t o t h e e n g i n e s p e e d . The m e a s u r i n g c o n v e r t e r i s p a r t o f
t h e e n g i n e d e l i v e r y and is u s u a l l y mounted o n t h e w a l l o f t h e
e n g i n e room.
Normally, i t is p o s s i b l e t o c o n n e c t f i v e e x t r a remote i n s t r u -
ments.
F o r main e n g i n e s , m e a s u r i n g o f t h e t u r b o c h a r g e r s p e e d is i n l c u d e d
i n t h e measuring equipment.
b) Service
M e a s u r i n g i n s t r u m e n t s and r e l a y s a r e c a r e f u l l y s e t a t t h e f a c -
t o r y and w e recommend no f u r t h e r a d j u s t m e n t s t o be made u n l e s s
t h e r e a r e considerable deflections.
F o r checking the relay f o r f u e l i n j e c t i o n l i m i t a t i o n during

s t a r t , see s e c t i o n 2 2 p o s . 3 . 5 a .
For checking the r e l a y f o r overspeed, see s e c t i o n 2 2 p o s . 6 . 3 .

Damaged o r b r o k e n c o m p o n e n t s a r e r e p l a c e d by new o n e s . See t h e
w i r i n g d i a g r a m s and t h e m a n u f a c t u r e r ' s i n s t r u c t i o n s .
The i n d u c t i v e pick-up is t o be mounted 1 . S f 0 . 5 mm f r o m t h e

camshaft gear.
Check a t i n t e r v a l s t h e e l a s t i c s u s p e n s i o n o f t h e m e a s u r i n q con-
v e r t e r box.
a402
L V 9 2 9 27 a
G B (FI,SE, C,SU, G7,PT )
SPEED MEASURING SYSTEM

FOR DlESELENGiNE
1. INTRODUCTION
2. THEORY OF OPERATION
2.1 Diesel e n g i n e s p e e d
2.2 Relay f u n c t i o n s
2.3 Turbocharger speed
2.4 Digital output
2.5 Additional relay functions
3. FUNCTIONAL CIRCUIT CARDS
Power s u p p l y DC/DC
Measuring c o n v e r t e r 'for t h e d i e s e l e n g i n e
speed ~ D E
Theory of o p e r a t i o n
Adjustment procedures
Technical s p e c i f i c a t i o n
Relay c a r d I
Measuring c o n v e r t e r f o r t u r b o c h a r g e r speed n ~ c
Relay c a r d I1
E N G I N E SPEED SENSOR
Mounting t h e s e n s o r
Adjusting t h e sensor
TURBOCHARGER SPEED SENSOR
T h e o r y of o p e r a t i o n
Dimensional drawing
TROUBLE SHOOTING PROCEDURES
Power s u p p l y
~ D E - m e a s u r i n gc o n v e r t e r w i t h r e l a y f u n c t i o n
Relay c a r d
n~c-measuring converter
Engine speed s e n s o r
APPENDIX: A: O u t l i n e d r a w i n g 3V72H83
8: Connection diagram
INTRODUCTION
DESPEMES -
Diesel Engine Speed Measuring System -
is an electronic speed measuring system especially
designed for diesel engines in marine and station-
ary installations.
The following functions are included in the equip-
ment:
- measuring of engine speed
- 4 speed-controlled relay functions
- measuring of 1 or 2 turbocharger speeds
- 3 additional relay functions as option
THEORY OF OPERATION
Diesel engine speed
The engine speed is sensed by means of a touchfree,
inductive proximity switch mounted to count the
cogs passing its sensing head when the engine is
running.
The frequency output from the sensor, proportional
to the engine speed, is converted to a DC-voltage
of 0.. .10 V. This voltage is buffered and fed out
to be measured by the remote voltage-measuring,
panel mounted speed indicators.
Relay functions
The speed signal is transferred to the relay driver
circuit, controlling the relay functions. There are
4 separate relays, which can individually be ad-
justed to switch at any speed of the engine speed
range, additionally with an individually adjustable
delay.
The relays have two change-over contacts with a
breaking capacity of 110 V DC / 0.3 A or 24 V DC 7
1 A.
Turbocharqer speed
A magnetic sensor is attached against the end of
the turbocharger's rotating shaft, sensing its
speed. The sinusoidal voltage from the sensor is
amplified and converted to a square wave signal
before being converted into a speed proportional
DC-voltage.
Diqital output
T h e s p e e d s c a n be m e a s u r e d a s a f r e q u e n c y w i t h
a frequency counter.
NOTE! T h e f r e q u e n c y i s n o t e q u a l t o t h e n u m e r i c a l
v a l u e o f t h e s p e e d . The a c t u a l c o n v e r s i o n f a c t o r s
are w r i t t e n on t h e p r i n t e d c i r c u i t c a r d s .
Additional relay functions

Additional t r i p l e - r e l a y card with voltage-con-
t r o l l e d r e l a y s can be s u p p l i e d a s o p t i o n .
T h e r e l a y s c a n b e c o n t r o l l e d by e n g i n e s p e e d or
by a n e x t e r n a l DC-voltage or w i t h a p o t e n t i o m e t e r . @
FUNCTIONAL C IRUCUIT CARDS
T h e DESPEMES s p e e d m e a s u r i n g s y s t e m i n c l u d e s t h e
following p r i n t e d c i r c u i t boards:
a. Power s u p p l y
DC/DC 2 4 V DC C1
alt. 48...110 V DC
b. ~ D Em e a s u r i n g c o n v e r t e r w i t h r e l a y f u n c t i o n
f o r engine speed C2
c. Relay I
3 speed-controlled relay functions with
optional delay C3
d. n ~ m c e a s u r i n g c o n v e r t e r f o r o n e or t w o
turbochargers C4
e. R e l a y I1
3 voltage-controlled relay functions with
optional delay C5
-3-
C1 Power supply DC/DC
Supply voltage: 18...40 V DC smoothed

alt. 40.. .160 V DC
Output voltage: f 12 V f 0.3 V
Output current: f 350 rnA
Output ripple: f 100 mV
Ambient temperature: -25...+71*C
Short-circuit-proof : 5 s
Isolation voltage: 2 kV, 50 Hz, 1 min
5 kV, 1.2/50 US
Fuse: 500 rnA, 5 x 20 mm
The power supply is short-circuit-proof and
overheating protected.
A green light emitting diode indicates that
voltage is provided.
C2 measuring converter with r e l a y function
f o r WTe e n q i n e s p e e d
The s p e e d s e n s o r is a t o u c h f r e e p r o x i m i t y s w i t c h
a t t a c h e d a g a i n s t a cogwheel t o c o u n t t h e cogs
passing.
The o u t p u t from t h e s e n s o r is a square-wave fre-

quency p r o p o r t i o n a l t o t h e e n g i n e speed.
T h e f r e q u e n c y is c o n v e r t e d t o a D C - v o l t a g e p r o -
p o r t i o n a l to t h e input frequency. This voltage
f l o w s t h r o u g h a b u f f e r which p r o v i d e s t h e m e a s u r i n a
d
v o l t a g e f o r t h e remote s p e e d i n d i c a t o r s .
T h e same b u f f e r e d v o l t a g e c o n t r o l s t h e r e l a y .
The s w i t c h p o i n t c a n be a d j u s t e d o v e r t h e whole
speed range with an a d j u s t a b l e delay.
F r e q u e n c y o u t p u t c a n be u s e d f o r m e a s u r i n g t h e
speed digitally. @
T h e r e is a n on-card p r e c a l i b r a t e d t e s t f u n c t i o n
which s i m u l a t e s a c e r t a i n e n g i n e s p e e d a n d c a n be
used f o r checking t h e system.
-The- -analog
- - -speed - - - -signal
- -measuring - - - -0..,10
- - -VDC
-
The card is accurately precalibrated at the factory.
Nevertheless, if a recalibration is required, there
is a potentiometer P501 at the outmost left hand
side of the card. When turning CW, the output will
increase and vice versa.
-The- -relay
- -switchpoint
-- --- -
- delay
and
The switchpoint is preadjusted at the factory.
However, if an adjustment is required, the proce-
dure is as follows:
P502: switchpoint: the middle potentiometer
P503: delay: at the right hand side of the card
a. Determine the n~g-card amplification:
nmax [rpml = Umax [VDCI
b. Calculate corresponding output voltage at
specified relay switching speed:
Ux [VDC] =A[rpml X Uinax [rpml
nzax [rpml
c. Adjust P502 to the calculated TP4 voltage:
Ex: VASA 32: Specified switching speed: 620 rpm
a. 1000 rpm = 10 VDC
b. U620 = 620 rpm x 10 VDC = 6.2 V
1000 rpm
c. Adjust the TP4 voltage to 6.2 V
The delay can be determined by bridging TP3 and
counting the delay time until the relay turns on
and the LED lights up.
-Tes-t g o i n-t-s
TP1: The pulse train from the speed sensor or
the calibrating frequency when TP3 is bridged.
TP2: The unbuffered output from the frequency/
voltage converter: 0.. .10 VDC, depending on
the engine speed.
TP3: Bridging the points, using eg. a small screw-
driver, the test oscillator will start. (The
sensor cable must be disconnected.
TP4: The P502 adjusted voltage corresponding to
the relay switchpoint wanted.
TP5: The P503 adjusted voltage corresponding to
the specified delay:
3.2.3 Technical specification
Inputs:
Frequency: 0...8000 Hz
12 V pk square wave
Supply voltage: +12v, -12v, ov
Current consumption: Max. 40 mA
Frequency: 12 V pk, square wave

short-circuit-proof
Voltage: 0...10 v DC
15 mA, short-circuit-
proof
(D
Unlinearity: f 0.1 %
Temperature coefficient: 0.03 %/K
Relay function
Switchpoint: 0...100 % of measuring
range
Delay : 0...10 sec.
Contacts: 2 change-over contacts
Breaking capacity: 110 V DC 0.3 A , 24 V DC,
1.0 A
Test
Test point: Approx. 80 % of full
scale
Ambient temperature: -25.. .+71 "C
C3 Relay card
3.3.1 Theory of o p e r a t i o n
The c a r d i n c l u d e s 3 r e l a y s e a c h r e l a y having 2
change-over c o n t a c t s . The o u t p u t v o l t a g e from t h e
n ~ g - c a r d : C2 is s u p p l i e d t o 3 c o m p a r a t o r s where t h e
r e l a y s w i t c h p o i n t s c a n be i n d i v i d u a l l y a d j u s t e d f o r
each relay optionally with adjustable delay.
The r e l a y s o p e r a t e e i t h e r a c c o r d i n g t o t h e c l o s e d
c i r c u i t p r i n c i p l e o r t o t h e open c i r c u i t p r i n c i p l e .
T h e r e l a y s c a n be p r o g r a m m e d f o r e i t h e r d e l a y o n
operate o r r,elease o r without delay.
T h e t h i r d r e l a y c h a n n e l c a n b e programmed w i t h
s e l f - h o l d i n g , d e m a n d i n g e x t e r n a l r e s e t . One c h a n g e -
o v e r c o n t a c t of t h e r e l a y is, however, needed f o r
t h i s operation. A green o r red l i g h t emitting diode
i n d i c a t e s t h a t t h e r e l a y is s w i t c h e d on.
3.3.2 Adjustment procedures
The s w i t c h p o i n t of t h e r e l a y s a r e a d j u s t a b l e w i t h
t r i m p o t e n t i o m e t e r s . The t e s t p o i n t s i n d i c a t e t h e
adjustment.
P 6 0 1 , TP1 relay nl
P 6 9 2 , TP2 r e l a y n2
P 6 0 3 , TP3 r e l a y n3
a. d e t e r m i n e t h e a m p l i f i c a t i o n of t h e n ~ g - c a r d :
nma, [rpml = Urnax [VDCI
b. calculate the voltage corresponding to the
rotation speed at which the relay switches on.
Ux [VDCI =n, [rpml x Umax [rpm]
nGaX Irpml
c. Adjust the channel potentiometer to the cal-
culated value of the T P voltage.
By short-circuiting TP3 on the nDE-card (C2) the
possible delay of the relays can be determined.
Respective trimpotentiometers are P604, P605,
P606.
NOTE! During the test the adjusted switchpoint of
the relay can be adjusted to a value below
the test voltage, if this is higher than the
@
voltage generated by the test oscillator
(TP3).
Technical specification
Inputs:
Supply voltage: +12V, 0 , -12 V
Current consumption: max. 6 0 mA
Control voltage: 0...10 V DC
Outputs:
3 relays, each having two changeover contacts.
Switchpoint: 0...100 % of the measur-
ing range
Delay: 0...30 sec.
Breaking capacity: 110 V DC 0.3 A, 24 V DC
1.0 A
Ambient temperature: .
-25.. +719C
C 4 TC-card: M e a s u r i n g c o n v e r t e r f o r 1 alt. 2
turbocharqers
The s i n e wave s i g n a l o f t h e t u r b o c h a r g e r s p e e d
s e n s o r is a m p l i f i e d a n d t r a n s m i t t e d t o a s q u a r e -
wave s i g n a l . T h i s c a n b e m e a s u r e d by a f r e q u e n c y
counter.
The s q u a r e wave f r e q u e n c y s i g n a l i s c o n v e r t e d t o
a s p e e d - p r o p o r t i o n a l v o l t a g e 0...10 V. T h i s is
b u f f e r e d and forms t h e m e a s u r i n g v o l t a g e f o r t h e
remote s p e e d i n d i c a t o r s .
T h e c a r d may c o n s i s t o f 2 c h a n n e l s .
T h e a n a l o g o u t p u t r e a d j u s t m e n t c a n b e d o n e by
means o f t h e p o t e n t i o m e t e r s P402 a n d P404.
When t u r n i n g t h e p o t . CW, t h e o u t p u t w i l l i n c r e a s e
and v i c e versa.
3.4.3 Technical specification
Inputs:
Frequency: 0...8000 Hz
) 100 mVpp sine
Supply voltage: +12 v, 0, -12v
Current consumption: max. 3 5 mA
Outputs:
Frequency: 1 2 VPP
10 mA, short-circuit-
proof
Voltage: 0...10 v
1 5 mA, short-circuit-
proof
Unlinearity: f 0.1 %
Temperature dependence: < 0.03 %/K
C5 R e l a y I1 3
h '$
I
Q.. DV
The c a r d c o n s i s t s of 3 v o l t a g e - c o n t r o l l e d r e l a y s ,
each having one change-over c o n t a c t .
Any e x t e r n a l v o l t a g e b e t w e e n 0 a n d 1 0 V DC c a n
be used a s c o n t r o l .
The s w i t c h p o i n t s and d e l a y s a r e a d j u s t a b l e .
LED i n d i c a t e s a n a c t i v a t e d r e l a y .
S e e p o i n t 3.3.2
3.5.3 Technical s p e c i f i c a t i o n
Inputs:
Control in: 0...10 V DC

Supply voltage: +12 V , 0 , -12 V
C u r r e n t consumption: 60 mA
Outputs:
3 r e l a y f u n c t i o n s , each having one change-over

contact.
Switchpoint: 0.. ,100 % of measuring
range
Delay: 0 . . . 3 0 sec.
Breaking capacity: 1 1 0 V DC/0.3 A ,
24 V DC/1.0 A
Ambient t e m p e r a t u r e : -25.. .
+71*C
ENGINE SPEED SENSOR
The s e n s o r is a n i n d u c t i v e , t o u c h f r e e p o x i m i t y
s w i t c h s u p p l i e d w i t h + 1 2 V a n d 0 V C. T h e t h i r d
p i n is a s p e e d - p r o p o r t i o n a l p u l s e t r a i n . -
T h e e l e c t r o n i c s o f t h e s e n s o r is r e s i n - m o u l d e d i n t o
a t u b u l a r h o u s i n g o f n i c k e l p l a t e d b r a s s w i t h ex-
t e r n a l t h r e a d o f 1 8 x 1.5 mrn. T h e t h r e e - w i r e c a b l e
i s c o n n e c t e d by m e a n s o f a f o u r - p o l e c o n n e c t o r
(Euchner BS4).
F i g . 4.1 BS4-connector 1. +12v

V i e w f r o m t h e cable 2. O u t p u t
connection side. 3. ov
NOTE! T h e e n g i n e ' m u s t n o t r u n w h i l e t h e s e n s o r
i s mounted.
Fig. 4.2
T u r n t h e e n g i n e u n t i l t h e t o p of a cog is v i s u a l
i n t h e s e n s o r mounting h o l e . Screw t h e s e n s o r
c o m p l e t e l y i n . Unscrew i t a n d t i g h t e n i t w e l l t o
t h e shown s e n s i n g d i s p l a c e m e n t ( s e e f i g . 4 . 2 )
Fig. 4.3
The o u t p u t s i g n a l ( t e r m i n a l 55 i n t h e e l e c t r o n i c
b o x o r TP1 o n t h e no^-card) s h o u l d now be 1 2 V DC.
If t h e s e n s o r is between t w o c o g s , t h e o u t p u t w i l l
show 0 V .
5. TURBOCHARGER SPEED SENSOR BM9, BM8
5.1 Theory of o p e r a t i o n
T h i s s e n s o r is magnetic, t h e r e f o r e it does n o t
r e q u i r e any v o l t a g e s u p p l y .
T h e s e n s o r - h e a d is s p l i t t e d by a y o k e c a u s i n g a
s i n u s o i d a l o u t p u t v o l t a g e when a m a g n e t i c m a t e r i a l
p a s s e s i t s s e n s i n g h e a d . The m e t a l h o u s i n g is
t h r e a d e d t o 1 2 x 1 . 2 5 mm.
The t u r b o c h a r g e r h o u s i n g a n d t h e e n d of t h e s h a f t
a r e prepared f o r t h i s t y p e of s e n s o r s a s follows:
BBC t y p e RR: 2 e x c e n t r i c grooves i n t h e s h a f t end
t y p e VTR: a d i s c w i t h 6 h o l e s i n t h e s h a f t e n d
When t h e t u r b o c h a r g e r r o t a t e s a n d t h e a b o v e men-
t i o n e d holes pass t h e s e n s o r head, a s i n u s o i d a l
v o l t a g e i s g e n e r a t e d . T h e c a b l e i s c o n n e c t e d by
means o f a f o u r - p o l e c o n n e c t o r ( E u c h n e r BS4).
NOTE! The e n g i n e must n o t r u n w h i l e t h e s e n s o r
i s mounted.
Screw t h e s e n s o r c o m p l e t e l y i n and t h e n unscrew it

f o r a s e n s i n g g a p a b o u t 0.8...1.5 turns.
V-
-
1-s
.-
/ BM Y
MAGNETIC SPEED SENSOR
I
MAGNEETTINEN KIERROSLUKUANTUR l
jI or w b r t 6 1 1 A 8.4080 HB,
i
I
v w l r r v
L ( Y B C T B M T E ~ ~ Y3flEMEHT,
~~~ MATHMTHSI~? J
i/ YAUA
Style
VAM CAPTEUF DE VlTiSSE MPGNETIQUE
Style "b"
8 to 80 a%
' Rokenne "a" Rakenne " b"

/ Mcnonnew~e*a" M c n o n ~ e ~'6~'e
I
f r I ce
elstoke
Plug
4 ~ ncenbe
Turbo corn presseur

Turbocharger
Turboohd In X
TTH
RR 1mm
VTR 3 mm
~ r o G sensible
e
Sensrng port
Tunntstusoso
--
: I 01 w1rt.11, Ab BAUMER IFR 18.2L.31. KS3 I
I LV23LL5
' II 01
, v-
-
I
-
)
.
W 1r t . 1 1 8 I INDUCTIVE PROXIMITY SWITCP
INDUKTllVlNEN LAHESTYMISKYTKIN
I
I
I
w w m M H R Y H T ~ ~ B Bbl
H ~KJlK1qAEJ-l
I~ b I
6nfimHEro n E h c r BMR 1 . 1 1% I
COMMUTATEUR DE P R O X l MITE INDUCT1 F
Price
Plug
Pistoke
IlJ~encenb
A 0 - .. - a
prlnrt
I I I I 1 I1 I
I 11 11 11 r
UUUU
2 8 c4 c3 c2 cl
" ' Q
a bird For OV72H73 rev 2
' ~ V S TYYPPl TOlMlN TA Mox r p m / H z VDC
TYPE FUNCTION
C1 M: DC JBnnltteen s H t t 6 24 V
.. L w
t --- 4
Power supply 42OmA
Is0 -
C2 Mittousrnuunnln -22- 1500/950 10V DC mox l5rnA
"DE
Meosurlng-rler -32- 1000/417 c 1oV DC mox f5mA
Main dimenvons in m m
c3 .
ntm. ntDE n3& Ihclckorttl
Relay card
-
" "rt Mlttausrnuunnm -22- 5000o/f0oo fl 10v DC mar 15114 W ~ ~ R T S I L A DEf'EMES kkroslukumittausjdrjtstel rnd Orrn
Chkd
57 Ez RR9
-- -.
Measuring c m w r k r -32- 30000/3000 W V DC mox 15rnA --
DESPEMES speed measuring system
VASA- FINLAND Appd
a 122 12 83 IbfHn I IFrekv o u t p u t changed rypc R Z Z , R32 I
I
PLTER DATE ICHKD I I EXPLA NA TlON 4V50L976 a
F ---- - -- - - -
I
I
I
I
I
I
I
I
I-.
+
t
Cr,
R
Q
w
'U
Relay
- card
Engine speed sensor
s y m m e t r ~ c a lo u t
Max * 0,25 t u r n s
sor t o a suf
ALTER
nTC-measuring c o n v e r t e r w i t h 2 c h a n n e l s
10 ( + I , 1 1 (-1, 39 ( + I , 40 (-1.
Card c o n n e c t o r 21 (+) , 2 2 (-1, 20 ( + I , 1 1 (-1
Pulse output: Term i naL 12 ( + I , .13 (-1, 41 ( + I , 42 (-1
Card c o n n e c t o r 23
Voltage output: Term i naL 8 ( + I , 9 (-1, 37 (+), 38 (-1
Card c o n n e c t o r 0
ALTER
Engine speed sensor
Max f 0,251 turns
ALTER

Manual Vasa 22MD

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Manual Vasa 22MD

Uploaded by

Copyright:

Available Formats

EMS-00064

Filing System: Engine Manuals Service Documentation and Software Systems

Engine Type: 22HF, HE, MD Installation: Jan-89 Engine Numbers:

VASA 22 MD INSTRUCTION MANUAL

Oy Wartsila Ab Tel. 4 5 8 61 242 11 1 ~elecopier

- T o o l s w i t h s p a r e p a r t numbers are g r o u p e d i n s e c t i o n 05. In

01.1 Main data

Normally, the engine rotates clockwise.

Lubricating oil volume in the engine:

Cooling water volume in the engine, c. litres:

Apply t o normal o p e r a t i o n a t nominal s p e e d .

Firing pressure See T e s t Records

Apply t o normal o p e r a t i o n a t nominal s p e e d .

Firing pressure S e e T e s t Records

a = 0.5% for every OC the ambient temperature exceeds +4S°C.

01.4 General engine design

cb The main bearinqs are fully interchangeable trimetal bearings

02.2 Lubricating oil

ASTM D 975-81 , GRADE 4D

ASTM D 396 , GRADE NO 4-6

~ubricating ~esignation (brand name of Visc. TBN Fuel

Mobil Mobilgard 342 SAE 30 40 A, B, C

Candidate lubricating oils -

Designation (brand name) of Visc. TBN Fuel

Chevron DELO 2000 Marine 30 SAE 30 20 A, B

Esso Exxmar 12 TP 30 SAE 30 12 A

Note: Permission to use candidate oils must be obtained from

Maximum permissible visco'sity *'fb$.ja9AE 30 grade oil is

Compensate for oil consumption by adding max. 10% new oil

Manufacturer IS1 v i s c o s i t y c l a s s Viscosity

Caution! The pump s h o u l d b e r e g r e a s e d a f t e r o n e h o u r o f

Caltex Regal Starfak Premium 2

The pump is to be regreased only under running conditions!

02.2.7 Lubricating grease for the electric driven prelubricatinq

The pump is to be regreased only under running conditions!

02.2.8 Lubricating oil for the pneumatically operated starting

Additive Advantages Disadvantages Suitability

Sodium - good efficiency - increased risk - suitable as ad-

Sodium - not toxic - noexactive when - limited suit-

03.3 Normal operation supervision

Marine engines (propulsion and auxiliary engines): On a '

4. In connection with maintenance work

Idling (i.e. main engine declutched, generator set discon-

screws or nuts (those which are to be locked), worn-out self-

03.6 Operation supervision after overhaul

I AVOID "RUNNING-INn AT CONTINUOUS AND CONSTANT LOW LOAD! I a

1 STOP. CHECK B I G END BEARING TEMPERATURES

CONDENSATION I N CHARGE A I R COOLERS

CHARGE A I R GAUGE READING +

I I. E. CHARGE A I R SHOULD NOT BE

04.2 Interval: Every second day, irrespective of the engine

Part Work Instructions

Automatic Check operation.

Crankshaft Marine engine: In a stopped

04.3 Interval: Once a week irrespective of the engine being

Part Work Instructions

Start process Test start (if the engine on 03.1

Turbocharger Clean the compressor by inject- 15, 03.3.li

Temperature and Read, record. 03.3.la

Fuel filters Turn the handle of the fuel

Lubricating oil Check the oil level, compensate 02.2.3c,

Circulation Check the level in the expansio

Injection and Check the quantity of leak fuel