SXD-12PC2 MaintenancesManuals

S.X.D. — S.E.M.T.
PIELSTICK
PC2-5 DIESEL ENGINES
MAINTENANCE MANUAL
02.000.WW01
SHAANXI DIESEL HEAVY INDUSTRY CO., LTD.

FOREWORD
These instructions must be read and followed by every person involved in operation,
maintenance or transportation of the machinery plant.
General
In addition to the instructions in this publication, the applicable county-specific legislation and other
compulsory regulation regarding accident prevention must be observed.
This PC2-5 engine conforms to all the applicable specifications and regulations. Nevertheless, persons
and property may be at risk in the event of:
·Incorrect use
·Servicing, maintenance and repair carried out by untrained members of staff
·Noncompliance with the Safety Instruction
Correct use
The engine is intended exclusively for the application specified in the contract or upon delivery. Any
other use is considered improper use. The manufacturer will accept no liability for any resultant
damage. The responsibility is borne by the user alone.
Correct use also includes observation of and compliance with the maintenance specifications.
Personal requirements
Work on the engine must only be carried out by properly qualified personal.
The specified legal minimum age must be respected.
Responsibilities of the operating, maintenance and repair personnel must be specified.
Modification or conversions
Modifications made by the customer to the engine may affect safety.
Manufacturer will accept no liability or warranty claims for any damage caused by unauthorized
modifications or conversions.
Organizational measures
This publication must be issued to all personnel involved in operation, maintenance, repair or
transportation.
1
It must be kept at hand near the engine and accessible to all personnel involved in operation,
maintenance, repair or transportation.
The personnel must be instructed on engine operation and repair by means of this publication, and in
particular the safety instructions must be explained.
This is especially important for personnel who work on the engine only on an occasional basis. Such
personnel must be given instructions repeatedly.
Spare parts
Only genuine original spare parts must be used to replace components or assemblies. In event of any
damaged caused by the use of other spare parts, no liability or warranty claims vis-à-vis the engine
manufacturer will be accepted.
Working clothes and protective equipment
Wear proper work clothing for all work.
Depending on the kind of work, use additional protective equipment, e.g. protective goggles, protective
gloves, protective helmet, and apron.
Working clothing must be tight fitting so that it does not catch on rotating or projecting components.
Do not wear jewelers (e.g. rings, chains, etc.).
Transportation
Lift the engine only with the lifting eyes provided.
Use only the transportation and lifting equipment approved by Engine manufacturer.
Take note of the engine center of gravity.
The engine must only be transported in installation position.
Secure the engine against tilting during transportation. The engine must be especially secured against
slipping or tilting when going up inclines and ramps.
Transportation of engine must be carried out according to requirements of manufacturer.
2
Engine operation
When the engine is running, always wear ear protector.
Ensure that the engine room is well ventilated.
Mop up any leaked or spilt fluids and lubricants immediately or soak up with a suitable bonding agent.
Exhaust gases from combustion engines are poisonous. Inhalation of poisonous exhaust gases is a
health hazard.
During engine operation, do not touch battery terminals, generator terminals or cables.
Inadequate protection of electrical components can lead to electric shocks and serious injures.
When the engine is running, never release coolant, oil, fuel, compressed air or hydraulic lines.
Maintenance and repair
Compliance with maintenance and repair specification is an important safety factor.
Unless expressly permitted, no maintenance or repair work must be carried out with the engine running.
The engine must be secured against inadvertent starting and the battery disconnected. After sign〝Do
not operate〞in operating area or to control equipment. Persons not involved must keep clear.
Never attempt to rectify faults or carry out repairs if you do not have the necessary experience or
special tools required. Authorized, qualified personnel must only carry out maintenance and repair
work.
Use only the proper, calibrated tools.
Do not work on engines or components, which are only held by lifting equipment or crane. Always
support these components in accordance with regulations on suitable frames or stand before
beginning any maintenance or repair work.
Before barring engine, ensure that nobody is within the danger area (crankcase). After working on the
engine, check that all guards have been reinstalled and that all tools and loose components have been
removed from the engine.
3
Fluids emerging under high pressure can penetrate clothing and skin and may cause serious injury.
Before starting work, relieve pressure in systems and H.P. lines which are to be opened.
Never bend a fuel line and do not install bent lines. Keep fuel injection lines and connections clean,
Always seal connections with caps or covers if a line is removed or opened.
During maintenance and repair work, take care not to damage the fuel lines. To tighten connections
when installing lines, use the correct tightening torque and ensure that all retainers and dampers are
installed correctly.
Ensure that all fuel injection lines and compressed oil lines have sufficient play to avoid contact with
other components. Do not place fuel oil lines near hot components, except when necessary for design
reasons during installation.
Take care with hot fluids in lines, pipes and chambers → Risk of injury!
Note cooling period for components which are heated for installation or removal → Risk of injury!
Take special care when removing ventilation or plugs from engine. In order to avoid the discharge of
highly pressurized liquids, hold a cloth over the screw or plug. It is even more dangerous if the engine
has recently been shut down, as the liquids can still be hot.
Take special care when draining hot fluids. → Risk of injury!
During draining, collect fluids in a suitable container, mop up any spit fluids or wipe or soak them up
with s suitable bonding agent.
When changing engine oil or working on the fuel system, ensure that the engine room is adequately
ventilated.
When working high on the engine, always use suitable ladders and work platforms. Make sure
components are places on stable surface.
In order to prevent back injuries when lifting heavy components, adults should not lift weights between
max. 10 kg and 30 kg, depending on age and sex.
·Use lifting gear or seek assistance.

·Ensure that all chains, hooks, slings, etc. are tested and authorized, are sufficiently strong and that
hooks are correctly positioned. Lifting eyes must not be unevenly loaded.
4
Welding work
Welding operation on the engine or mounted plants is not permitted.
Never use the engine as a ground terminal! – (This prevents the welding current passing through the
engine and causing scorching or burning at bearing, sliding surfaces and tooth flanks, which can lead
to pitting or other material damage).
Never position the welding power supply cable adjacent to, or crossing plat wiring harnesses. (The
welding current could be induced in the cable harnesses which could possibly damage the electrical
plant)
The ground terminal of the welding unit must be connected to the welding point at a distance no
greater than 60 cm.
If welding has been carried out on components (e.g. exhaust manifold), these components must first
be removed from the engine.
Hydraulic installation and removal
Only the hydraulic installation and removal equipment specified in the work schedule and in the
assembly instructions must be used.
The max. permissible push-on pressure specified for the equipment must not be exceeded.
Do not attempt to bend or apply force to lines.
During hydraulic installation and removal, ensure that nobody is standing in the immediate vicinity of
the component to be installed/removed. As long as the system is under pressure, there is the risk that
the component to be installed/removed may be suddenly released from the pressure connection.
Before use, the tools must be checked at regular intervals (crack test).
Working on electrical assemblies
Switch off all live appliances before carrying out any work on electrical assemblies.
Do not damage wiring during removal work and when reinstalling wiring and ensure that during
operation it is not damaged by contact with sharp objects, by rubbing against another component or by
a hot surface.
5
Do not secure wiring to fluid-caring lines.
On completion of the maintenance and repair work, any cables that have become loose must be
correctly connected and secured.
Always tighten connectors with connector pliers.
If wires are installed beside mechanical components and there is a risk of chafing, use cable clamps to
properly support he wires.
For this purpose, no cable straps must be used as, during maintenance and/or repair work, the straps
can be removed but not installed a second time.
Operation of electrical equipment
When operating electrical equipment, certain components of this equipment are live.
Noncompliance with the warning instructions given for this equipment may result in serious injury or
damage to property.
Fire prevention
Rectify any fuel or oil leaks immediately; even splashes of oil or fuel on hot components can cause
fires – therefore always keep the engine in a clean condition. Do not leave cloths soaked with fluids
and lying around on the engine. Do not store combustible fluids near the engine.
Do not weld pipes and components carrying oil or fuel. Before welding, clean with a non-combustible
fluid.
Always keep suitable fire-fighting equipment (fire extinguishers) at hand and familiarize yourself with
their use.
Noise
Noise can lead to an increased risk of accident if acoustic signals, warning shouts or noises indicating
danger are drowned.
At all workplaces with a sound pressure level over 85 dB (A), always wear ear protection (protective
wadding, plugs or capsules).
6
Environmental protection
Dispose of used fluids and control lubricants and filters in accordance with local regulations.
Manipulation of the injection or control system can influence the engine performance and exhaust
emission. As a result, compliance with environmental regulations may no only be guaranteed.
Only fuels of the specified quality required to achieve emission limits must be used.
Auxiliary materials
Use only fluids and lubricants that have been tested and approved by engine manufacturer.
Fluids and lubricants must be kept in suitable, properly designated containers. When using fluids,
lubricants and other chemical substances, follow the safety instructions applicable to the product. Take
care when handing hot, chilled or caustic materials. When using inflammable materials, avoid all
sparks and do not smoke.
Lead
When working with lead or lead-containing pastes, avoid direct contact to the skin and do not inhale
lead vapors.
Adopt suitable measures to avoid the formation of lead dust!
Switch on fume extraction system.
After coming into with lead or lead-containing materials, wash hands!
Acids and alkaline solutions
When working with acids and alkalis, wear protective goggles or face mask, gloves and protective
clothing.
Immediately remove clothing wetted by acids and alkalis!
Rinse injuries with plenty of clean water!
Rinse eyes immediately with eye drops or clean tap water.
7
Painting
When painting in other than spray booths equipped with extractor, ensure good ventilation. Make sure
that adjacent work areas arte not affected.
It is absolutely essential to wear masks providing protection against paint and solvent fumes.
Observe fire prevention regulation!
No smoking.
No naked flame!
Liquid nitrogen
Use liquid nitrogen only in small quantities and store in approved containers without tight seals.
Do not bring liquid nitrogen into contact with the body (eyes, hands), as this causes frostbite and
numbing.
Wear protective clothing (including gloves and closed shoes) and protective goggles!
Ensure the room is well ventilated (88% contamination of breathing with nitrogen will result in
suffocation).
Avoid all knocks and jars to the containers, fixtures or work pieces.
Compressed air
Compressed air is air that has been compressed at excess pressure and stored in tanks from which it
tanks from which it can then be extracted.
The pressure at which the air is kept can be read off at pressure gauges that must be connected to the
compressed air tanks and the compressed air lines.
When working with compressed air, safety precautions must be constantly observed:
· Pay special attention to the pressure level in the compressed air network and pressure vessel!
· Connecting devices and equipment must either be compressed for this pressure or, if the permitted
pressure for the connecting elements is lower than the pressure required, a pressure reducing valve
and safety valve (set to permitted pressure) must from an intermediate connection. Hose coupling and
connections must be securely attached!
· Always wear protective goggles when blowing off tools or extracting chips!
· The snout of the air nozzle is provided with a protective disc (e.g. rubber disc), which prevents
air-borne particles being reflected and thereby prevents injury to eyes.
· First shut off compressed air lines before compressed air equipment is disconnected from the supply
line or before equipment or tool is to be replaced!
· Forcing compressed air into thin-walled containers (e.g. containers made of tin, plastic and glass) for
drying purposes or to check for leaks results in a “Risk of explosion”!
· Do not blow dirty clothing with compressed air when being worn on the body.
Even compressed air at low pressure penetrates clothing and, if the jet is directed at the back, the
air can enter the anal cavity and fatally rupture the intestines!
Used oil
Used oil may contain health-threatening combustion residues.
Rub barrier cream into hands.
Wash hands after contact with used oil.

8
Warning signs
Before putting the engine into service and before working on the engine, read and follow all warning
signs. Do not paint on warning signs. Replace illegible signs.
Read and become acquainted with all warning noticed before operating ort repeating this product.
Pass on all safety instruction to your operating, maintenance, repair and transport personnel.
9
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No.
CONTENTS
GENERAL
Number
Page No. Index Description Application
of pages
E025.00.01 2 Forward
E025.00.02 3 List of standard tools
E025.00.04 4 5 Clearance and wear table
E025.00.05 4 Main part weights in kg
E025.00.06 4 1 Stud hydraulic tightening
NSE9.15 4 Reciprocating internal combustion
engines
NSE1.321 2 4 Locking wire
E025.00.07 2 Required time and labor for maintenance
works
E025.00.08 1 Tightening torque table
E025.00.09 2 Lists of recommended oils and greases
for preventive maintenance operations
E025.00.13 10 3 Maintenance schedule
----- 8 1 Wear reading sheets
NOTE: When a modification is made in one page, the corresponding revision number is marked on all
the pages describing the maintenance operation.
10
CONTENTS
CHAPTER 1
FRAME – MAIN-BEARINGS – CRANKSCHAFT
Number
of pages
PLATE 101 1 Frame
PLATE 102 1 Inspection doors with safety valve
PLATE 102 1 Inspection doors without safety valve
PLATE 103 1 Standard balance weights
PLATE 103 1 Special balance weights
PLATE 104 1 φ315mm Main-bearings
PLATE 105 1 External thrust bearing
PLATE 106 1 Oil retainer (output end)
PLATE 106 1 Oil retainer (free end)
PLATE 107 1 Engine fastening (marine engine)
PLATE 108 1 Engine fastening (land engine)
PLATE 109 1 Temperature sensors
E025.01.00 5 Description
E025.01.01 6 1 Deflection readings
Inspection of crankshaft half-bearing;
E025.01.02 11 1 Eventual replacement
A2
E025.01.03 1 Oil retainer inspection
B4
External bearing half-bearing inspection;
E025.01.04 5 1 Eventual replacement
E025.01.05 3 Removal and fitting of balance weights
E025.01.06 6 Inspection of visible frame welds
E025.01.07 5 1 Under journal clearance reading – V engine
— 2 Clearance reading sheet
E025.01.08 9 Removal and fitting of main-bearing body
E025.01.09 5 1 Check of main-bearing cap tightening
11
CONTENTS
CHAPTER 2
WATER JACKET – LINER – PISTON – CON-ROD
Number
of pages
PLATE 202 1 Engine cylinder for B type frame
PLATE 204 1 One-piece nodular cast-iron piston
Oblique joint con-rod (315 mm

PLATE 205 1 crankshaft)
E025.02.00 4 1 Description
Removal and refitting of Main-bearing

E025.02.01A 6 cap
Removal and refitting of piston-con-rod

E025.02.02A 5 assembly
Visual inspection of liner and wear

E025.02.03 1 reading
E025.02.04 3 1 Piston ring wear reading
E025.02.05 4 Liner roughening and ring replacement
E025.02.06 4 Piston-con-rod disassembling
E025.02.07 2 Con-rod and fulcrum pin inspection
E025.02.08B 2 Cast-iron piston inspection
E025.02.09 5 Cylinder removal, liner extraction
E025.02.10 2 O-ring replacement
Con-rod bearing inspection without

E025.02.11B 2 removal of con-rod-piston assembly
E025.02.12 2 1 Repair of the first two piston grooves
Protection of stud anchoring in the

E025.02.13 2 frame
12
CONTENTS
CHAPTER 3
FIT OUT CYLINDER-HEAD
Number
of pages
PLATE 301 1 Cylinder head and intake valve
PLATE 302 1 Exhaust valve
PLATE 303 1 Air stating valve
PLATE 304 1 Safety valve and valve gear top part
PLATE 305 1 Valve gear casing
E025.03.01 2 Tappet clearance adjustment
Removal and refitting of a
E025.03.02 5 cylinder-head
Removal and refitting of an exhaust

E025.03.03 4 1 valve
E025.03.04 A 3 Disassembling of exhaust valve
E025.03.04B 3 Dissembling of cooled exhaust valve
E025.03.05 17 Reconditioning of exhaust valve
E025.03.07 3 Removal of intake valve
E025.03.08 8 Reconditioning of intake valve
Dismantling and inspection of valve

E025.03.10 4 1 gear
Removal of air starting valve (6 000 h)
E025.03.11 6 and safety valve (24 000 h)
E025.03.12 2 Inspection of air starting valves
Inspection and calibration of safety

E025.03.14 3 valve
Cylinder-head fouling inspection and
E025.03.15 1 1 hydraulic test
Replacement of intake valve springs
E025.03.16 1 without removal of the cylinder-head
E025.03.17 4 Reconditioning of cooled valve flexible
Reconditioning of cylinder-head gasket

E025.03.18 4 1 seat
13
CONTENTS
CHAPTER 4
INJECTION
Number
of pages
PLATE 401 1 Injection nozzle
PLATE 402 1 Injection pump discharge pipe
PLATE 403 1 Injection pump
PLATE 404 1 Injection pump control gear
Removal and refitting of injection

E025.04.01 2
pump discharge pipe
Removal and refitting of injection
E025.04.02 4
nozzle
Calibration of atomizing pressure
E025.04.03 3 and checking of injection nozzle
tightness
E025.04.04 7 Reconditioning of injection nozzle
E025.04.05 3 Inspection of injection pump head
Injection pump inspection and wear

E025.04.07 7 1
reading
14
CONTENTS
CHAPTER 5
CAMSHAFTS – VALVE GEAR AND INJECTION PUMP CONTROL
Number
of pages
Camshaft for non-reversible
PLATE 501 1
engines
PLATE 502 1 Camshaft for reversible engines
PLATE503 1 Valve control
Injection pump control – camshaft

PLATE504 1
bearings
PLATE505 1 Camshaft casing cover
Cam for non-reversible engine

PLATE506 1
Cam for reversible engine
Additional bearing – B bank –
PLATE507 1
Timing gear end
Additional bearing – A bank – free
PLATE508 1
end
PLATE509 Camshaft thrust bearing of
PLATE
1
non-reversible
Injection pump control with
PLATE510 1
treated cam back
Visual inspection of cams and

E025.05.01 2
followers
Inspection of guides and rollers
E025.05.02 4
and dimensional inspection
E025.05.04 6 Inspection of camshaft bearings

Replacement of a damaged
E025.05.06 9 1 one-piece cam by a two-piece
one
E025.05.10 3 1 Removal and refitting a camshaft
15
CONTENTS
CHAPTER 6
TIMING AND TURNING GEARS
Number
of pages
PLATE601 1 Timing gear (φ315)
PLATE602 1 Timing gear (φ315)

Timing gears
PLATE603 1 Timing gear – Inspection door -
Casings
PLATE604 1 Timing gear: pinions
PLATE605 1 Timing gears housing
E025.06.01 1 Visual inspection of timing gear
Removal and replacement of

E025.06.02 1
timing-gear side casings
Measurement of distribution gear
E025.06.03 5
backlash
Check of camshaft elastic gear
E025.06.04 2 1
springs
Removal of intermediate gears
E025.06.05B 4 of in-line engines with dia.φ315
crankshaft; Timing adjustment.
Removal and replacement of
E025.06.07 1
crankshaft gear
E025.06.08 4 Check of timing setting
Complete disassembly of turning

E025.06.09 4
gear
16
CONTENTS
CHAPTER 7
STARTING
Number
of pages
PLATE701 1 Main air starting valve
PLATE702 1 Main air with built-in relief valve
PLATE703 1 Staring air distributor
Air distributor control system

PLATE704 1
(reversible engine)
Inspection of standard main

E025.07.01A 2
starting valve
Inspection of starting valve with
E025.07.01B 2
in built relief valve
E025.07.02 4 Inspection of distributor disk

Complete inspection of air
E025.07.03 1 distributor with replacement of
rings and gasket
Inspection of air distributor
E025.07.04 1
control (reversible engine)
E025.07.05 3 Checking of air distributor timing
Inspection and
E025.06.07 2
reconditioning of air distributor
17
CONTENTS
CHAPTER 8
TURBOCHARGING M.P.C.
Number
of pages
Turbochargers used on PC2-5
PLATE801 1
engines; Firing order
PLATE802 1 Exhaust gas system (MPC)
PLATE806 1 Intake manifold

Connection between turbocharger
and air-cooler
PLATE807 1
(TC on distribution side)
(TC on opposite distribution)
Replacement of T.C. junction tubes

E025.08.01 5
for L-engine
Replacement of expansion joints
E025.08.07 3
and inspection of exhaust manifold
18
CONTENTS
CHAPTER 9
REVERSING
Number
of pages
PLATE 901 1 Reversing gear (L engine)
PLATE 902 1 Reversing gear (L engine)
PLATE 903 1 Reversing gear (V engine)
PLATE 904 1 Reversing gear (V engine)
PLATE 905 1 Levers
Inspection of cylinder oil level for

E025.09.01B 2
in-line engine
Inspection of hyraulic jack for
E025.09.03B 2
Reversing
Cleaning and adjustment of
E025.09.04 2 reversible engine camshaft swivel
joint
Disassembly of swivels joint,
replacement of bearings and seals
19
CONTENTS
CHAPTER 10
GOVERNING – CONTROL - LINKAGES
Number
of pages
PLATE 1001 1 Torque-speed chart
Types of governors mounted on PC2-5

PLATE 1002 1
engines
PLATE 1003 1 Governor drive system
PLATE 1004 1 Speed regulating linkage
PLATE 1015 1 Governor control system
PLATE 1016(1/3) 1 Governor drive system
PLATE 1017 1 Auxiliary starting and stopping device
E025.10.02 1 Electronic overspeed test
Complete adjustment of speed-regulating

E025.10.05 3
linkage
E025.10.06 1 Adjustment of injection pump rack
E025.10.07 2 Removal of pump control link rod
E025.10.08 2 Removal and replacement of governor
E025.10.13 3 Governor control inspection
Inspection of auxiliary speed-

E025.10.14 2
regulating system
20
CONTENTS
CHAPTER 11
ON ENGINE CIRCUITS - PUMP
Number
of pages
21
CONTENTS
CHAPTER 12
SPECIAL EQUIPMENTS
Number
of pages
PLATE1201 1 Torsional vibration damper
PLATE1205 1 Special external stop
Inspection of torque vibration damper

E025.12.01 1 springs
Removal and replacement of torque

E025.12.03 2 vibration damper
Inspection of external stop, half-flanges

E025.12.05 2 and replacement as required
22
CONTENTS
APPENDIXES
Appendix. No. Number of pages Index Description
1 3 1 Technical note on the visual inspection of bearings shell
2 1 Technical note on the visual inspection of gear wheel
3 3 Technical note on the replacement of ball/roller bearings
Technical note on the visual examination of cams and

4 1 rollers
5 1 Technical note on nitrogen fittings
6 4 Technical note on the fitting of `Cyclam` seals
Directions for applying the `Traful 7 U/S Spezial`

7 3 impregnation process
25 2 Cleaning and solvent agents
26 2 Paints
27 2 Locking agents and sealing agents
23
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.00.01-1
GENERAL
GENERAL
1. FOREWORD
The object of this chapter is to provide information relating to description and reference of engine parts
and general recommendations for dismantling and refitting of these parts.
NOTE:
The reference numbers shown on the plates correspond to the reference numbers on the drawing.
However, reference should be made to the `Code Book` when ordering parts.
References quoted in the text consist of a number in roman figures which indicates the diagram
number and a number in Arabic figures which is the part reference number.
Example: Ⅶ-6 = part reference 6 shown on plate Ⅶ.
1.1 OFFICAL DESIGNATION
See standard S.E.M.T. – NSE 9.15 at the end of this paragraph.
1.2 GENERAL RECOMMENDATIONS FOR DISMANTLING AND REFITTING
1.2. Safety
For any intervention inside the crankcase open the inspection door only 10 mn. After the engine is
stopped.
Before starting any maintenance work, make sure that all the necessary precautions are taken and
instructions followed to prevent accidental stating or rotation of the crankshaft (drain starting circuit and
close engine starting air inlet, apply brakes, disconnect turning gear, etc…).
When refitting:
- Reject any connecting rod big end screws which appear damaged.
- Lock and pin carefully all bolts and screws which were previously so fitted.
- Change split pins and locking plates at each refitting operation.
- Change self-locking nuts after 5 or 6 dismantling or operations
- Whenever a locking product (`Loctite`. type) is used when fitting parts, clean threads with
degreasing product and refit using the same locking product.
REFER TO LIST OF SEALS AND CONSUMABLES GIVEN IN EACH SECTION.
24
GENERAL
1.2.2 Tight fitting
When refitting:
Parts previously assembled with a sealing product should be cleaned and then refitted using the same
product.
REFER TO LIST OF SEALS AND CONSUMABLES GIVEN IN EACH SECTION.
1.2.3 Cleanliness
Before loosening the first nut, prepare a suitable place to put the removed parts thereon.
Group parts of each cylinder together, placing the largest ones on wooden supports and wedges them
in position.
Plug all apertures of parts and on dismantling.
Make sure that no dirt, swarf or filings enter or filings enter casings. After working on casings, clean
them thoroughly. (Do not use cotton waste).
Wash parts with clean gas-oil before refitting. Use compressed air to dry to parts cleaned with steam.
Special precautions for injection equipment:
The maintenance of this equipment requires particular care.

When dismantling, protect from dust.
Make sure that matched parts not mismatched (plunger and barrel of injection pump, needle and
needle guide of injector).
Place fragile parts on soft, clean paper and clean there with similar paper.
When refitting, dip the parts in filtered gas-oil and let drip without wiping.
25
GENERAL
LIST OF STANDARD TOOLS
No. Code or Type Description and Application Remark

1 H5.5×7JB718-65 Double-ended spanners
2 H8×10JB718-65 Double-ended spanners
8 B41×46JB718-65 Double-ended spanners
9 B50×55JB718-65 Double-ended spanners
10 60Q/SC 144-75 Single ended spanners
11 85 Q/SC 144-75 Single ended spanners
12 200×24 JB720-65 Socket spanners
13 600×65 JB720-65 Socket spanners
14 99.250.01.07.11 71 single ended spanners
17 99.250.12.012.1 12×12 Open end head
18 99.250.40.063.1 Single-ended ring spanners
19 6 Hu Q/JB 82-62 Key for hexagon socket screws
20 8 Hu Q/JB 82 Key for hexagon socket screws
26
GENERAL
No. Code or Type Description and Application Remark

26 Hu Q/JB 155-62 130 mm internal retaining ring pliers
27 Hu Q/JB 155-62 200 mm internal retaining ring pliers
28 99.250.55.003.1 Pin remover
29 99.250.55.007.1 Pin remover
30 YS 150×7 GB1432-78 150×7 screw drivers
31 54430/101 HB21 200×18 screw drivers
32 75 – 200 kg-M torque spanners
33 99.910.05.10.02 Oil cup M10×1 GB1152-74 With organ 54
34 “Diamond” brand Ratchet spanners 28 pc
35 2 – 10 kg M torque spanners
The special tools required for a particular maintenance operation are listed at the head of the section of
the present manual describing this operation.
The reference of tools used for a number of operations are preceded by letter S, for instance SA.
Special tools are divided in three classes:
A classification tools are composed by more than two parts which are so called special composed
part’s tools.
B classification tools are composed by single part which are so called special single tools.(except for
8 pcs Isolating pipes and through bolt protection nuts for each set, others are all one pc)
C classification tools are general tools..
27
GENERAL
It’s recommended also to get the following products and ingredients:
- Penetrant detection kit
- Bearing grease.
- Molybdenum disulphide grease ‘Molykote G’.
- High temperature grease ‘COPA SLIP’.
- Sealing compound.
- Locking compound as per appendix 27.
- Unbearable paper 0.5 and 2 mm thick.
- Greaseproof labels for marking parts.
- Dielectric paper.
- Teflon paper
28
GENERAL
CLEARANCE AND WEAR TABLE
LA = Limit beyond which the part dimension may reach LR prior to the next routine inspection.
LR = Limit beyond which the use of the part is hazardous rework or immediate rejection.
A component reaching LA limit may be used on.

A component more worn than LA may be safely used on but not for a time sufficient to reach the next
inspection time.
The users take the decision to replace the component at the best of service conditions, cost
accessibility and time between overhaul.
The hereafter given values are in millimeter.
Chapter Description LA LR
CRANKSHAFT JOURNAL HALF-BREARING:
Replacement as soon as the copper lead is visible on more
than 1/3 of the bearing friction surface. 0.8 1
Longitudinal clearance (thrust bearing)
OIL RETANER LIOP SEAL:
Lip flat with 0.7 1.5
CRANKSHAFT:
Added straightness deviations of upper and lower generatrices Amaxi – Amin ≤ 0.04
Added straightness deviation and out of round (Bmaxi – Amin)＋(Amaxi –

Amin) ≤ 0.75
1
29
GENERAL
CON-ROD HALF-BEARINGS:
Replacement as soon as the copper-lead layer becomes visible.
Piston rings top:
Side clearance 0.35 0.55
Gap clearance
- 5.5
1st njcompression:
Side clearance 0.35 0.55
Gap clearance
- 8
2 Scrapers:
Gap clearance - 7.5
Two piece piston-head/skirt clearance 0.08 0.15
Con-rod bush inner diameter 170.45 170.50
Piston pin clearance hole 170.07 170.10
Liner bore diameter at a 110 mm distance from top edge 401.2 402.0
Maximum out of round of the liner - 0.6
VALVES AND VALVE GUIDES
Valve tappet clearance: 1mm 1mm
Exhaust lower valve spindle guide 24.25 24.40
Exhaust upper valve spindle guide 24.25 24.40
Exhaust valve spindle 23.25 22.50
VALVE GEAR
3 Intake rocker bush 60.15 60.20
Intake rocker fulcrum pin 59.95 59.90
Exhaust rocker bush 70.12 70.20
Exhaust rocker fulcrum pin 70 69.90
30
GENERAL
INJECTION PUMP AND VALVE GEARS:
Before diameter of boxes and guide bushes 90.15 90.25
Outside diameter of cam follower guides 89.85 89.75
Clearance of cam follower pin 0.5 -
CAMSHAFT HALF-BEARINGS:
Radial clearance (standard bearings, additional 0.2 0.25
bearings on timing gear end of RH bank and opposite 0.1 to 0.2mm
end of LH bank)
5 Clearance between fuel cam and roller
BALL THRUST BEARING:
Axial clearance of camshaft - 0.25
Timing gear backlash 0.45 0.60
Camshaft flexible wheel:
6 Axial clearance 0.4
Radial clearance 0.3
AIR DISTRIBUTOR DISK:

7 Radial clearance - 1
Angular clearance 1 1.5
9 Axial clearance in the swivel - 0.25
GOVERNOR DRIVING GEAR:
10 Axial clearance between level pinion and bearing 0.15
Axial clearance between level wheel and bearing 0.15
WATER PUMP:
Hole of bushes 60.05 60.07
Shaft diameter 59.93 59.9
11
‘S.E.M.T’ FUEL SPEED PUMP:
Toothed shaft 21.94 21.92
Shaft of driven pinion (central part) 21.90 21.85
Bushes and hole of driven pinion 22.025 22.040
31
GENERAL
MASSES OF THE MAIN PARTS IN kg
No. DESGNATION WEIGHT N WEIGH

DESGNATION
MAIN BEARING - o. T
240
Complete VALVE GEAR CASING
1 62
BEARING BODY 150 - Complete
BEARING CAP 55 22 CASING 40
CONNECTING ROD - COVER 15
215
Complete CAP 3.5
3
BODY 142 NON REVERIBLE
CAP 51 ENGINE CAMS
PISTON - Complete 208 24 INTAKE VALVE 5.5
5
PISTON PIN 56 EXHAUST VALVE 5.6
CYLINDER 750 INJECTION PUMP 12.1
8 LINER 370 REVERIBLE ENGINE
WATER - JACKET 380 CAMS
10 CYLINDER HEAD 320
INTAKE VALVE 11
INLET VALVE -
15 20 24
Complete EXHAUST VALVE 11.35
EXHAUST VALVE - INJECTION PUMP 13.6
15 40
Complete
AIR
16 INJECTOR 10.5
25 DISTRIBUTOR-12Cyl. 50
SAFETY VALVE - ENGINE
17 13.3
Complete
18 STARTING VALVE 7.6 INJECTION PUMP 58.5
VALVE GEAR - Complete 120 30
ROCKER ARM PUMP 36.3
25
BRACKET INJECTION PUMP
INTAKE VALVE ROCKER OPERATING GEAR and
4.1 72
ARM L.H. CAMSHAFT BEARINGS
INTAKE VALVE LEVER
3.4 BODY 25
R.H.
20 ROLLER 1.06
EXHAUST VALVE
11.3
ROCKER 32 ROLLER GUIDE 2.3
INTAKE VALVE ROCKER
5.3
FULCRUM PIN BUSH 5.5
EXHAUST VALVE
ROCKER FULCRUM PIN 3
TOP BEARING 6.3
BOTTOM BEARING 6.3
32
GENERAL
MASSES OF THE MAIN PARTS IN kg
No. DESGNATION WEIGHT No. DESGNATION WEIGHT

INSPECTION CRANKSHAFT
20
DOOR-Complete 6 and 12 Cylinders 5200
35
COVER 7.2 80 7 and 14 Cylinders 5900
173 E.V. VALVE 7.2 8 and 16 Cylinders 6700
TIMING - GEAR 9 and 18 Cylinders 7400
WHEEL 168 TEETH 240
BALANCE WEIGHT-
WHEEL 105 TEETH 96 82 214
52 -Complete
INTERMEDIATE WHEEL 35
FRAME
INTERMEDIATE SHAFT 32
6 Cylinders 8000
WHEEL 96 TEETH 82
12 Cylinders 12000
MAIN STARTING AIR
87 14 Cylinders 13700
54 VALVE-Complete 25.1
16 Cylinders 15000
BODY 23.2
18 Cylinders 17100
59 OVERSPEED DEVICE 8
OIL SUMP
GOVERNOR and
60 TACKOMETER DRIVE 6 and 12 Cylinders 1770
72 92 7 and 14 Cylinders 2030
-Complete
THRUST BEARING 363 8 and 16 Cylinders 2290
LOWER PART 175 9 and 18 Cylinders 2550

71
UPPER PART 105 CAMSHAFT-WITHOUT
R.H. L.H.
TOP CASING 65.5 CAM
73 OIL GUARD -Complete 48 6 and 12 Cylinders 455 481

96
TURNING 7 and 14 Cylinders 530 561
350
75 GEAR-Complete 8 and 16 Cylinders 605 641
CASING 181 9 and 18 Cylinders 680 721
33
CONTENTS
STUD HYDRAULIC TIGHTENING
1) PRINCIPLE
A hydraulic jack causes stud elastic elongation. The nut is screwed home by hand against the bearing
surface. The jack pressure relief entails tightening.
2) DESCRIPTION (Figure 1)
A tightening jack includes:
- A gripping device (3) screwed on stud end.

- One piston (2).
- A cylinder (1) acting as thrust piece.
Tightness between piston and cylinder is realized by hard rubber O-rings sometimes with Teflon
back-up ring(s). Depending of the case the back-up ring is split or not.
The pressure is built up by a pump manually electrically or pneumatically controlled.
The pump is connected to the jack(s) by means of flexible. Eventually a directional control valve
distributes the pressure over several studs (cylinder-heads) Flexible ends are secured by safety chains
to prevent them to flag in case of breakage at the connection (Figure 2). Connections used on PC2-5
engine are quick fitting unions with non-return valves (Figure 3). The quick fitting unions may also use
another new structures.
3) USE
Tightening:
- Place the jack.

- Connect pump and jack with the flexible.
- Screw home the gripping device onto stud end.

- Build up the pressure.
- Screw home the nut rotating it with a Tommy bar.
- Relieve the pressure draining the pump.
- Disconnect eventually the flexible(s) and remove the jack(s).
34
GENERAL
Caution: The disconnection of a flexible prior to total draining may result because of the non-turn valve,
in a residual pressure in the jack preventing its removal.
Loosing:
- Place the jack.

- Connect the flexible.
- Screw home the gripping devices then unscrew it by an angle larger than that corresponding to the
elastic elongation of stud required for loosing the nut.
- Build up the pressure. The pressure required for loosing is generally higher than that required for
tightening (the difference may reach 100 bar).
- Unscrew the nut using the Tommy bar through the nut holes.
- Relieve the pressure by draining.
- Eventually disconnect the flexible(s) and remove the jack(s).

4) TIGHTENING PRESSURE AND TESTING
The tightening strain is obtained by building up in the jack the pressure prescribed in the tightening
table.
The quality of the joint thus depends on the accuracy of the pump pressure gauge which shall be
tested and calibrated periodically. The pump is delivered with a reference pressure gauge provided for.
On the other hand, it’s recommended to check every six months the state of the flexible end pieced
and connections pump valve and the correct position of pistons in rest position in the cylinder.
For joint a faulty tightening of which might have serous consequences (crankshaft bearings, con-rod
caps) the tightening is ascertained by the measure of the strain.
These values are given in the tightening table.
5) LINE OF PROCEEDING IN CASE OF FAILURE
- Leak due to damaged O-ring:
The damage more often results from air incomplete draining of the jack(s) which entails the piston to
overstep its working stroke.
Replace the O-ring and the back-up ring. Use only seals supplied by the builders. Test the satisfactory
working of the automatic draining system, if any. Never build up the pressure in a jack non-fitted onto a
stud.
35
GENERAL
ENERGENCY PROCEEDING
When the immediate repair of a damaged jack is not possible a cylinder-head can be tightened, or
removed, using four jack only:
- Disconnect the faulty jack, the diametrally opposed jack and both jacks at 90°and 180°
angles(Figure a).
- Remove two diametrally opposed flexible.
- Connect the free ends of the two remaining flexibles to the oil discharge ports (Figure b).
- Attach the four remaining jacks onto the corresponding studs.
1. Dismantling:
- Build up the pressure mentioned in the tightening table and loosen the four nuts.
- Lower the pressure at half the given value and screw the nuts home again. Relieve the pressure.
- Fit the jacks onto the other four studs.
- Build up the pressure and loosen the other four nuts.

- Repeat the operation for the first fou8r nuts.
- THE PURPOSE OF THIS METHOD IS TO PREVENT HEAD DEFORMATION.
2. Reassembling:
- For the first four studs, build up the pressure in the jacks at a value half the one mentioned in the
tightening table and screw the nuts.
- Fit then the jacks onto the other four studs and build up the normal pressure in the jacks to tighten
the nuts.
- Return to the first studs and achieve tightening.
36
GENERAL
- When a nut blocks against the stud non-threaded stud part at certain a pressure:
The thread clearance is made up by the elongation of the stud.

Test the pressure gauge the readings of which may be erroneous. If the pressure actually applied has
been 30% higher than the read pressure replace the stud and reject the jack-gripping device.
When the pressure gauge gives accurate indications the threads are not correct. Replace the out-of
dimension part.
- When a jack remains blocked onto a stud:
The gripping device has not been unscrewed enough when the jack was fitted: re-build the pressure,
screw home the nut, relieve the pressure, unscrew the gripping device of the required amount and
repeat loosing operation.
LIST OF SPARE SEALS
For main bearing stud tightening jack type C – code 02.640.913700 for V and L engine 315 mm dia.
Quantity Description Code

2 O-ring AN55 Q/SC361 00.652.68.70.69
2 O-ring AN67 Q/SC361 00.652.56.70.69
2 Back-up ring P184 00.677.184.8.88
2 Back-up ring C125 00.668.125.9.88
For cylinder head nut tightening jack.
Quantity Description Code

16 O-ring AN30 Q/SC361 00.652.30.53.69
16 Back-up ring Q/SC365 00.652.055.6.88
NOTE:
For tightening of quick fitting union ,see tightening table.
37
GENERAL
38
GENERAL
39
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. NSE9.15
GENERAL
DIRECTION OF ROTATION – NUMBERING OF CYLINDERS

RIGHT HAND AND LEFT HAND ENGINES
ⅠPOSITION OF THE OBSERVER
Place in the center line of the power take-off shaft and at its power take-off end, the observer looks at
the shaft end, as indicated in figure 1.
As to S.E.M.T. engine, the observation shall always be made from the standard power take-off end,
which means for:
PA engines: The end opposite to the timing gear.
PC engines: Timing gear end.
Ⅱ DIRECTION OF ROTATION
The two directions of rotation of the power take-off shaft of an engine are designated “clockwise” and
“anti-clockwise “, as indicated in figure 2.
Ⅲ NUMBERING OF CYLINDERS
The aim of this norm is to designate the cylinders of a reciprocating internal combustion engine.
It applied to engines with one bank of cylinders (in line engines) or with several banks of cylinders
(V-engines).
The cylinders belonging to the same bank of cylinders are given the numbers 1, 2, 3, etc in an
increasing order when leaving the observer. The letters A and B are to be attached to the banks of
cylinders in the order as the observer can see them passing around the power take-off shaft in the
clockwise direction, the first bank being either in the left hand horizontal position or the bank
immediately following that position.
40
GENERAL
Ⅳ RIGHT HAND AND LEFT HAND ENGINES – DEFINITION
The present norm defines the reciprocating internal combustion engines with one bank of cylinders (in
line) whether right hand or left hand according to the position of the exhaust manifold(s).
It applies to engines of which the exhaust manifold(s) are placed at only one engine side and where
and where the center lines of the cylinders and the power take-off shaft are in the same plane.
A – ENGINE WITH ERTICAL CYLINDERS ABOVE THE SHAFT

Right hand engine Left hand engine
An engine where the exhaust manifold (S) An engine where the exhaust manifold (S)
are placed to the right of the plane through are placed to the left of the plane through the
the Cylinder center line with the observer Cylinder center line with the observer
in a position as defined in chapter 1. in a position as defined in chapter 1.
B – ENGINE WHICH THE CYLINDERS ARE IN AND ANOTHER POSITION

THAN INDICATED IN SECTION A
The engine is given an imaginary rotation around its shaft until it is found in a position according to
section A.
Then, according to this section, the engine is designated right hand (figure 7) or left hand (figure 8).
VERY IMPORTANT
Up to now the PC in line engines have been designated right hand or left hand according to position of
the governor, which is contrary to the standardized designation.
This older designation shall be maintained for PC2, PC2-5 and PC3 engines, and the norm shall come
into force with the PA6 and the PC 4 in line engines.
For V-engines the position of the governor must be completely written.
ex: 18PC 2 V 400 engine with the governor at side A.
16PC 3 V 480 engine with the governor at side B.
* As to the definition of side A and side B, see section Ⅲ.
41
GENERAL
Dimensions in millimeters
LOCKING WIRE
DIAMETERS AND MATERIALS
Diameters AFNOR CHEMICAL Condition Mechanical properties

(mm) grade CONTENTS Rm R0002 A Working
(MPa) (MPa) (%) temperature
0.5±0.04 Mild C max. P max. S max. Annealed 360 235 28 260℃
steel 0.22 0.062 0.06 galvanized 440 min min max
0.8±0.04 E 24 -2 2
01*±0.05 Stainles C Cr Ni Mn Si Softe 440 170 47 600℃
s Steel ≤ 17/ 8/1 ≤2 ≤1 ned 540 min min min
1.25±0.05 Z2 CN 0.0 19 0
18-10 3
* Screws and nuts locking – ø 1mm wire

(1) R = Tensile strength.
(2) R0.002 = 0.2% Proof stress = Yield strength (0.2% offset).
(3) A% Elongation after fracture
FOLDING TEST – At ambient temperature the ready-for –use wire shall withstand 9 successive 180°
folding on a mandrel having a diameter equal to:
- the wore diameter for stainless steel wire
- five times the wire diameter for mild steel wire
PACKAGING – Steel wires are delivered in coils or on reels. Wire material and diameter are marked on
a metal label attached to the reel, the coil group or the single coil.
SYMOILIZATION AND DESIGANATION IN THE DRAWINGS
Wire locking of screws, bolts and nuts is symbolized in the drawings tracing the wire reference against:
- the nut reference in case of nut locking (fig.1).
- the bolts or screw reference in case of bolt or screw locking (fig.2).
In particular cases, the wire may be shown in chain dotted line when the locking process is specified.
Example for the designation of a locking wire of Z 2 CN 18.10 steel having a 1mm diameter
Locking wire 1 dia – NSE 1.321 – Z 2 CN 18.10
Examples for correct locking
Stretched wire
Twisted wire
42
GENERAL
PC2-5 ENGINE
NUMBER OF MEN AND TIME REQUIRED FOR MAINTENANCE OPERATIONS
Dismantling and refitting Dismantling and refitting of
of a cylinder a piston
490kg with its connecting rod
(the cylinder – head
already removed)
340kg
Dismantling and Change of a liner

refitting of a connecting water jacket assembly
rod big -end shell (cylinder-head and
(piston and connecting piston being off)
rod in position) 790kg
Dismantling and Change of the water

refitting of a shaft line rate of a liner
bearing shell (one line)
(piston, connecting rod
and balance weight in
position)
Dismantling and refitting of Dismantling and refitting of

2 exhaust valves an injector
(cylinder-head in position) 10kg
40kg
Dismantling and refitting of Dismantling and refitting of

2 inlet valves an injection pump
(cylinder-head removed) 55kg
z These operations are timed from an engine in running

condition and drained to the required level. The above
mentioned times are easily performed by qualified
mechanics working without a break in good accessibility
condition to the engine and with suitable tools ready to Serviceman Assistant
hand. In practice these conditions arte not always fulfilled
and the times may be notably increased (mean cpef. To be
considered = 2).
43
GENERAL
TIGHTENING TORQUE TABLE(See S.E.M.T Specification n°430156/9)
Note: Except contrary indications, tightenings are to be made with “oil lubricated threads”
without Molykote.
For indication torques >1200Nm in manual tightening a man is considered as developing an effort of
600 Nm.
Unit system:
Torque: 1Nm= 0.1mdan ≈0.1mkg
Pressure: 1MPa=10 bar ≈10kg/cm2
When a part or a flange is held by several screws, bolts or studs, one of which breaks, replace also, at
the least the neighbouring ones on both sides of the broken one.
In the case of hydraulic tightening, the tightening torque is given for guidance only and should be used
only of the hydraulic tools are not available.
44
GENERAL
TIGHTENING TORQUE TABLE
Tightening method
Unit
Designation Torque Elongation Observations
No.
in N.m in mm
MAIN BEARING
Main Bearing Stud Bolt 1800 3 men at 1 m
Main Bearing Nut (Hydraulic 0.7 to 0.85 Elongation measured
tightening) between both ends
after nipping of the nut
on the bearing body by
means of a 150 mm
tommy bar, 140～190
mm rotation of the nut
1 collar pinning, zero
pressure in the jack,
(Hydraulicpressure for
straining 60-70 MPa.)
Lateral screw 3200 1 flat (60 ° ) rotation
after tightening at
200N.m.
Bearing cap jack －－ Max pressure: 84MPa
screw(Hydraulic tightening
BUILT in JACK)
CONNECTING ROD
Big end bearing bolt － 0.4 to 0.5 The threads must be
coating with “G”
3 molykote. Measured
between both screw
ends. Do not tighten
only to marks.
PISTON
Clamping of stud pin in the 50 － Tightening torque with
piston hesd G molykote.
5
Head skirt fixing nuts 90 － To tight twice
successively at 90
N.m before final
tightening at 90 N.m.
45
GENERAL
Tightening method
Unit
No.
in N.m in mm
ENGINE CYLINDER
Clamping of the stud bolts in 1200 2 men at 1 meter
the crankcase
Tightening the cylinder cover 300 ° (5 flats) after
nuts nipping
Hydraulic tightening of the －－ Pressure:90MPa
8 cylinder cover nuts with tools drawings n
° 09715-012490,
41.5 MPa with tools
drawing n°014331.
NOTE: The nuts
shall be tightened
anew after sea trails
or acceptance tests
(generating sets)
CYLINDER COVER
Clamping of the fixation
studs cylinder cover
Exhaust valve 120
10
Rocker bracket studs M24 150
M16 60
Safety valve 80
Starting air valve 80
VALVES
Screws of tightening of 300
exhaust valves with one port
15 cooled cage
Nuts of tightening of exhaust 250
valves with cooled cage
INJECTOR
Tightening of the fixation 135 －
nuts
Tightening of the needle 600 With “G” Molykote
16
guide nut on thread and
support face, thus a
rotation of 12 to 13
mm.
46
GENERAL
Tightening method
Unit
No.
in N.m in mm
SAFETY VALVE
17 Tightening of the holding 90 －
down nuts
STARTING AIR VALVE
18 Tightening of the holding 90 －
down nuts
VALVE GEAR
Fixation of the rocker 400 －
bracket
Holding down nuts M24
20 Holding down nuts M16 150 －
Tightening nuts of the built 200 －
inlet rocker
Lock nut of the adjusting 150 －
screw
CAMS
Tightening of the cam 100 － Re-tightening after
screws in two piece (repair) 50 hours
operation-Pin
24 insertion and
welding. (according
to drawing N °
423.329 code
02.4240029.00)
STARTING AIR
DISTRIBUTOR
25
Tightening the nut of the 100 Cone is well beded
cone of the distributor disk before fitting.
FUEL PUMP See preliminary
Tightening of the pump head 140 operations item 42:
(BTC) pre-tighten the 6
Tightening of the pump head 100 screws at 40 N.m
(standard) then the final
Tightening of the obturtor 25 tightening to the
screw on pump head order indicated in
30 connection diagram. (140N.m
B.T.C.)
47
GENERAL
Tightening method
Unit
No.
in N.m in mm
FUEL PUMP DRIVE
Tightening of the pump tie bolts in 50 －
32 the bearing
Tightening of the fixation nuts of 300 －
the pump
INJECTION PIPE
Tightening of the delivery pipe on 100
the injector
Tightening of the pipe nut on the

pump head connection
150 Proceed as follows:
Untighten the leakage
recovery retangular
flange. Fit the injector in
the cylinder head, without
tighten it. Screw home the
delivery pipe in the injector
body, block it with a torque
of 100 N.m.
Turn the pump connection
and bring it in contact with
the pipe.
Screw and set in contact
42 the nut on the pump
conncetion.
Set in contact the
connection fixing screws
on the pump.
Block the nut on the
connection with a torque
of 150N.m.
Block the injector fixing
nuts (see item 16)
Block the connection fixing
screws on the pump (item
30)
Set in place the gland ring
on the connection nut.
Block the retangular flange
screws (see the tightening
table of standard bolts).
Set in place the fastener
between the ring and the
flange.
48
GENERAL
Tightening method
Unit
No.
in N.m in mm
TIMING GEAR
Tightening of the cone on 1000 －
the intermediate pin
Tightening of the nut on 700 －
52 conical sleeve
Tightening of the web 150 to180 －
screws fitted on camshaft
elastic wheel
MAIN STARTING VALVE

54
Tightening of valve seat 500 －
OVERSPEED SAFETY
DEVICE
59
Tightening of the inside 200 －
hexagon screw
COUPLING END BEARING
71
Tightening of the cap screws 3000 －
BLANCE WEIGHT
82 Tightening of the balance 4000＋500 －
weight jack screw
SUPPLEMENTARY
BEARING OF THE
96
CAMSHAFT
Bearing shell locking screw 95 －
EXHAUST MANIFOLD
128 Tightening of the screws on 250 －
the cylinder head
WATER PUMP －－ After verification of
Tightening of the nut on the the correct bearing
impeller cone of the cones, the
162/
nuts are to be nipped
164
down and thereafter
tightened 90°(1,1/2
flat).
49
GENERAL
Tightening method
Unit
No.
in N.m in mm
BOLTS AND CENTERING
DISC INTERMEDIARY
SHAFTS:
Tightening of the coupling
bolts
220 -Coupling flange on timing 12500 Rotation of about 78
gear side ° (1pan 1/3) after
nipping.
-Coupling flange opposite 7700 Rotation of about 66
timing gear side ° (1 pan ) after
nipping.
ON TOOL ENGINE FIXING
RESIN CHECKING
Sol 1 –Braced free bolts
M42×2 1000 － Corresponding
M36×2 800 － rotation angle:110°
Corresponding
rotation angle:135°
6 fit bolts on coupling side Corresponding
Sol 2 - Braced free bolts Corresponding
236 M42×2 1000 － rotation angle:110°
Fit bolts all along the engine Corresponding
Sol 3 -Drilled free bolts
M42×2 1000 － Corresponding
M36×2 800 － rotation angle:90 °
Corresponding
rotation angle:105°
-6 drilled fit bolts on coupling
side Corresponding
50
GENERAL
Tightening method
Unit
No.
in N.m in mm
-2 braced end bolts
M42×2 1000 － Corresponding rotation
Sol 4 angle:110°
–Drilled free bolts
-Drilled fit bolts all along the angle:90°
engine
-2 braced end bolts angle:105°
1000 Corresponding rotation
M42×2 －
angle:110°
ON STOOL ENGINE
FIXING STEEL SHIMMING
Sol 1 –Braced free bolts
1000
M42×2 － Corresponding rotation
236
800 angle:35°
angle:45°
-6 fit boltd on coupling side 800

angle:40°
Sol 2 –Braced free bolts 1000
angle:35°
Fit bolts all along the engine 800
angle:40°
51
GENERAL
Tightening method
Unit
No.
in N.m in mm
Sol 3 -Drilled free bolts

angle:25°
angle:30°
6 drilled fit bolts on coupling
side
angle:25°
2 braced end bolts Corresponding rotation
M36×2 1000 － angle:35°
Sol 4–Drilled free bolts 1000 － Corresponding rotation

M42×2 angle:25°
Drilled fit bolts all along the
engine
angle:25°
2 braced end bolts Corresponding rotation
M42×2 1000 － angle:35°
FIXATION OF THE ENGINE
ON THE FOUNDATION
(RESIN CHOCKING OR
237
STEEL SHIMMING)
Tightening of 42 dia. tie-bolt 2000
nuts
52
GENERAL
TIGHTENING OF COMMON SCREWS

The maxi tightening torques are given for screw in steel class 5-6 and nuts in steel class 5.
In N.m
Tightening of
Pitch
Φ Screws and nuts autobraking nuts
“FREINVIS”
M8 1.25 15 15
M10 1.5. 25 25
M12 1.75 45 45
M14 2.00 70 70
M16 2.00 95 105
M18 2.50 140 140
M20 2.50 180 200
M22 2.50 230 250
M24 3.00 320 320
M27 3.00 430 430
M30 3.50 600 600
M33 3.50 750 750
M36 4.00 1000 1000
M39 4.00 1210 1300
M42 4.50 1560 1600
M45 4.50 1830 2000
53
GENERAL
LIST OF RECOMMENDED OILS OR GREASES FOR PREVENTIVE

MAINTENANCE OPERATIONS
List of oils or grease recommended for preventive maintenance operation with related mean TBO:
OIL FOR HYDRAULIC TOOLS
‘MOBIL’ DTE 11.2° Engler at 50℃ or equivalent.

Level inspection: prior to each utilization.
CHAPTER 4
Oilier on fuel control rack.
Lubrication with mineral oil added by 5 to 10% of ‘MOLYKOTE’ M 55 plus or equivalent.
CHAPTER 6
- Turning gear geared motor for PC3 engine
- Type: MT MK 3.60/100.4
- Suppliers: ‘MODOMEKAN’(Sweden)
- Oil BP Engergol HLP 175

- Oil GULF Hormony 69
- Oil ESSO Teresso 65
- Oil MOBIL DTE oil extra heavy
- Oil SHELL Tellas oil 69
- Oil TEXACO regnal oil FR and 0
- Level inspection: once a month.

- Turning gear drive for PC2-5 engine
- Engine oil of the SAE 30 OR 40 THPE
CHAPTER 7
- Main starting valve
- Grease of ‘MULTIPURPOSE’ type
- Inspection: once a month
- Oilier up air distributor in starting circuit
- Engine oil of the SAE 3- or 40 type
54
GENERAL
CHAPTER 8
Turbocharger: comply with manufactures’ instructions.
CHAPTER 9
- Reversing gear lever with sintered bronze bush (applicable to PC3 engine)
- Mineral oil 8°Engler at 50℃:
- SHELL Makoma 275 + Mo S2
- SHELL Turbo 41 or equivalent
- Inspection: once a month.
- Reversing gear oil bottles
- - Engine oil of the SAE 30 or 40 type
- Inspection: once every 1500 hours.
- Reversing gear lever with swivel joint fitted at camshaft
(applicable only to PC2-5 engine)
- Ball bearing grease
CHAPTER 10
- Governor and booster:

Comply with manufactures’ instruction.
- Transverse control linkage bar bearing

(sintered bronze bush)
- Mineral oil 8°Engler at 50℃:

- SHELL Makoma 275 + Mo S2
- SHELL Turbo 41
55
GENERAL
PREVENTIVE MAINTENANCE SCHDULE
PRELIMINARY NOTE
1) The engine running periods given as intervals between maintenance operations practically
depended on engine availability and therefore may vary by ± 20%. They are defined for a 90%
M.C.R continuous engine operation.
For instance: the 6000 hours overhaul is a yearly operation which can take place between 4800 and
7200 hours depending both on the engine yearly running duration and the time at which the engine can
be conveniently stopped.
When the engine cannot be stopped long enough to enable all prescribed maintenance operation, any
required reconditioning being carried out afterwards in the workshop.
2) The wear depends upon:
- The fuel and the lube-oil used in the in the engine.

- The engine operation running time at maximum rating, number of starts, etc…
That is why, in order to avoid useless dismantling, diagnostic inspection 6000 P and 9000 P, of the
power parts of 2 cylinders have been scheduled after 6000 and 9000 hours at a time when the wear is
stabilized, and which will enable, the running time after which the ‘LR’ limits may be reached for the
power parts, i.e.:
- Piston rings.
- Grooves,
- Valves and their guides.
- Bearings.
- Liners,
To be determined by linear ratio.
56
GENERAL
The 12000 P overhaul shall therefore take place before reaching the running time at which the part
having the highest wear rate reaches the ‘ LR’ limits.
Experience reveals that, with rare exceptions, the other parts will then have exceeded the ‘LA’ limits
and that most often, this time largely exceeds 12000 hours.
- Consequently, the operations regarding all power assemblies (1200 P) can take place either at
12000, 15000 or 18000 or even at 21000 or 24000 running hours under particularly favorable
conditions.
The tables on their covers enable the actual timetables of power part maintenance operations to be
determined.
- In the case where the 12000 P operations take place at 15000 hours (and in this case only) the
12000 G operations may also be postponed till 15000 hours.
- In the case where the 12000 P operations take place at 21000 hours, the 24000 P and 24000 G
operations shall be carried out at the same time.
- The exhaust valve 3000 P and 600 P inspections allow also to determine the mean time between
reconditioning but because the parts can be independently removed these inspections do not
depend on the cylinder-head dismantling.
- The actual maintenance timetable shall be thus worked out for each specific case according to the
working requirements and circumstances.
The following document gives the list of the minimum operations to be carried out and provides a basis
for its compilation.
AFTER 1500 HOURS
INJECTION PUMP
- Control rack position.
MAIN LURICATION CIRCUIT
- Oil sampling for analysis.
ROCKER ARM LUBRICATION SEPARATE CIRCUIT
- Oil tank cleaning and reading of oil pressure at reader end (higher than 0.2 bar).
REVERSING GEAR (if any)
- Oil level check.
57
GENERAL
AFTER 3000 HOURS

1500 HOURS OPERATIONS PLUS
MAIN BEARING - CRANKSHAFT
- Deflection measurement.
INTAKE AND EXHAUST VALVES
- Tappet clearance check.
INJECTORS
- Opening pressure - atomization and tightness checks.
CAMSHAFT
VALVE FEAR LOWER PART AND INJECTION PUMP DRIVING GEAR
- Visual inspection.
OVERSPEED MECHANICAL OR ELECTRONIC TRIP PIN MECHANISM
- Test.
ENGINE DRIVEN OIL PUMP
- Delivery valve cleaning - opening pressure adjustment.
FASTENING BOLTS
- Tightening check.
AFTER 3000 HOURS FIRST HOURS (3000 P):
For engines run on heavy fuel oil (except when fitted with cooled valves PC 2 and PC 3):
Inspections of exhaust valves of every cylinder head.
The purpose of such inspections is to determine the future may be performed at each 1500 hours
operation but in no case repeated at intervals longer than 6000 hours.
AFTER 4500 HOURS
1500 HOURS OPERATIONS (+ Eventually 3000 P)
58
GENERAL
AFTER 3000 HOURS
1500 HOURS + 3000 HOURS OPERATIONS PLUS

GENERAL OPERATIONS: 6000 G
EXHAUST VALVE WITH ROTATORS OR WATER COOLED VALVE (heavy fuel oil)
- Inspection
STARTING VALVES
- Inspection.
STARTING AIR DISTRIBUTOR

- Inspection of the disk.
TIMING GEAR
MAIN AIR STARTING VALVE

- Inspection and cleaning.
OVERSPEED TRIPPING DEVICE

- Inspection and cleaning.
SAFTY VALVES
- Replacement of seal.
OPERATION ON TWO PISTON CON-ROD ASSEMBLIES: 6000 P
CONNECTIING-RODS
- Inspection of bearings of two con-rods.
PISTON
- Check of side and gap clearance of the first two piston rings and scraper gap clearance (on both
piston), then piston ring replacement.
CYLINDER
- Visual inspection and check of bore dimensions of two liners.
CYLINDER HEAD
- Cooling gallery scaling evaluation on one of the dismantled cylinder heads.
59
GENERAL
INTAKE
- Appearance and wear measurement for both dismounted cylinder heads.
AFTER 7500 HOURS
1500 HOURS OPERATIONS (+ EVENTUALLY 3000 P)
AFTER 9000 HOURS
1500 HOURS OPERATIONS + 3000 HOURS OPERATIONS PLUS
BBC TURBOCHARGERS
- Replacement of rolling bearings.

- Oil pumps inspection.
PLUS OPERATIONS ON TWO OTHER PISTON/CON-ROD ASSEMBLIES AS AFTER 6000 HOURS

(operations 6000 P)
Wear development will allow to determine by means of the tables on the reading sheet cover, the
working time at the end of which it will be necessary to dismantle all piston/con-rod assemblies for:
- Piston ring replacement and therefore liner roughening.

- Valve reconditioning.
- Valve guide replacement.
This operation on all piston/con-rod assemblies 12000 P may thus be fixed at 12000 – 15000 – 18000
and even at 21000 or 24000 hours in especially favorable circumstances.
AFTER 10500 HOURS
1500 HOURS OPERATIONS

(+ Eventually 3000 P)
60
GENERAL
AFTER 12000 HOURS
1500 HOURS + 3000 HOURS OPERATIONS + 6000 HOURS GENERAL OPERATIONS: PLUS
ADDITIONAL 12 000 G GENRAL OPERATIONS:

(In the case where the 12000 P operations on power assemblies would take place at 15000 hours, and
in this case only, the following operations, normally carried out after 12000 hours might also be delayed
up to 15000 hours).
VALVE GEAR TOP PART

- Dimensional inspection.
INJECTION PUMPS
- Pump head inspection – tightness test.
TIMING GEAR
- Backlash measurement.
ENGINE DRIVEN OIL PUMP
- Complete inspection
VALVE GEAR LUBRICATIN OIL PUMP
- Inspection.
ENGINE DRIVEN WATER PUMPS

- Packing replacement.
ENGINE DRIVEN FUEL PUMP
- Inspection.
- SELF-CLEANING FILTERS
- Oil tank cleaning.
INJECTOR COOLING CIRCUIT

- Cleaning.
AIR DUCT
- Replacement of expansion joint at turbocharger outlet.
PLUS, if necessary on all piston/con-rod assemblies, depending on the wear observed during the
diagnostic inspection of two assemblies after 600 and 900 hours.
61
GENERAL
AFTER 12000 HOURS
CONNECTING RODS
- Big-end half –bearing inspection.
PISTONS
- Piston ring replacement – Piston ring groove inspection.
CYLINDERS
- Bore inspection – Liner roughening.
CYLINDER HEADS
- Inspection.
- Cooling gallery-scaling evaluation.
INTAKE VALVES
- Inspection and check.
EXHAUST VALVES
- Inspection and check.
AFTER 135000 HOURS

AFTER 15000 HOURS

1500 HOURS OPERATIONS + 3000 HOURS PLUS
The postponed 12 000 P and 12000 G operations, if necessary.
AFTER 16500 HOURS

62
GENERAL
AFTER 18000 HOURS
1500 HOURS OPERATIONS + 3000 HOURS + 6000 HOURS (6000 G) general operations PLUS
BBC TURBOCHARGERS

PLUS the postponed 12000 P operations, if necessary.
AFTER 19500 HOURS

If necessary, the delayed 12000 P operations. In that case carry out also the operations prescribed
after 24000 hours (24000 P).
AFTER 22500 HOURS

AFTER 24000 HOURS

The whole of the 1500 hours + 3000 hours + 6000 G + 12000 G, general operations PLUS the 24000 G
general operations described below:
VALVE AND INJECTION PUMP OPERATING GEARS

CAMSHAFT
- Dimensional inspection.
- Inspection of thrust bearings, of one intermediate bearing of each camshaft and of the bearing the
nearest to the timing gear.
63
GENERAL
INJECTION PUMPS
- Inspection.
- Wear measurement.
GOVERNOR DRIVE
- General inspection – adjustment.
EXHAUST MANIFOLD
- Expansion bellows replacement, and section state inspection.
ENGINE DRIVEN WATER PUMP

- Bearing inspection.
PLUS 12000 P operations when they have not been previously carried out or when they have been
carried out at 12000 P.
PLUS the foll0wing described 24 000 P operations to be postponed until 30 000 hours or 36 000 hours
when the 12 000 P operations have been carried out at 15 000 or 18 000 hours.
MAIN BEARINGS - CRANKSHAFT

- Half- bearing inspection and replacement where necessary.
CONNECTING RODS
- Bolts and bushes inspection.
SAFETY VALVE
- Inspection and test.
FRAME
- Complete inspection.
- Cleaning and visual inspection of visible welds
(in case of cracking contact engine builders).
- Inspection of the protection of cylinder-head holding stud anchoring in the frame.
MAIN COOLING CIRCUIT

- Cleaning.
AFTER 25500 HOURS
64
GENERAL
AFTER 27000 HOURS

BBC TURBO-CHARGERS
AFTER 28500 HOURS
1500 HOURS OPERATIONS (+ Eventually 3000 P)
AFTER 30 000 HOURS

1500 HOURS OPERATIONS + 3000 HOURS + GENERAL 6000 G operations: PLUS
Eventually 12 000 P operations when already performed at 15 000 hours + in that case, 24 000 P
operations
AFTER 31 500 HOURS

(+ eventually 3000 P)
AFTER 33 000 HOURS

1500 HOURS OPERATIONS + 3000 HOURS
AFTER 34 500 HOURS

AFTER 36 000 HOURS

1500 HOURS OPERATIONS + 3000 HOURS + 6 000 G + 12 000 G PLUS
BBC TURBO-CHARGERS
PLUS 12 000 P when performed at 12 000 hours or 12 000 P + 24 000 P when 12 000 P has been
performed at 18 000 hours.
Etc…
65
GENERAL
PC ENGINES
TWO CYLINDER WEAR READING SHEETS AFTER 6000 AND 9000 OPERATION HOURS FOR
MAINTENANCE SCHEDULE DETERMINATION
INSTALLATION ︳………………………………………………………….ENGINE N°︳

“SO CALLED” 6000 HOUR INSPECTION MADE AFTER ︳…H,ON ︳……………….BY…….
“SO CALLED” 9000 HOUR INSPECTION MADE AFTER ︳…H,ON ︳……………….BY…….
DETERMINATION OF 12 000 P PERIODICTY
WHEN THE ENGINE WORKING CONDITIONS ARE NOT CHANGED, THE 12 000 P PERIODICITY
OF THE PREVENTIVE MAINTENANCE SCHEDULE SHALL BE SHORTER THAN THE SMALLESST
OF THE 2 TR VALUED COMPUTED BY MEANS A TABLES OF COVER PAGE 33.
EG. PC4-LOWER VALVE GUIDE
“6000 h” INSPECTION MADE AT 5500h – TW=0.2

“9000 h” INSPECTION MADE AT 9500h – TW=0.3
UR = 0.5 UR = ︳ORIGINAL DIMENSION – LR ︳
66
GENERAL
EXAMPE OF DITRIBUTION OF PREVENTIVE MAINTENANCE INSPECTION

FOR A 18 CYLINDER ENGINE
LEGENDE
CYLINDER INSPECTION: MAXIMUM LIMIT DETERMINED FROM 6000 AND 9000 h INSPECTIONJS. AFTER
h
WHICH ALL PISTONS SHALL BE INSPECTED (E.G 15000 ).
h
(Example: 1500 ).
h
MAXIMUM LIMITE AFTER THE FIRST INSPECTION (EG 15000 ).
ANY INSPECTION OF CON-ROD AND PISTON ASSEMBLY ENTAILS PISTON RING REPLACEMENT.
h
THE NEXT INSPECTIONS OF THE CON-ROD AND PISTON ASSEMBLES INSPECTED AT 6000 MAY THEREFORE
TAKE PLACE AT 6000 + TR AND 9000 + TR.
IN THE MEANTIME THE INSPECTIONS OF OTHER CON-ROD AND PISTON ASSEMBLIES MAY BE DISTRIBUTED
TO COMPLY WITH THE OPTIMUN OPERATION REQUIREMENTS.
SEE ABOVE EXAMPLE
ANY PART EXCEEDING LA WEAR LIMIT SHALL BE REPLACED.

ANY PART NOT REACHING LA WEAR LMIT MAY WORK SASTACTORILY UP TO THE NEXT INSPECTION.
67
GENERAL
WEAR MEASUREMENT SHEET FOR THE FIRST TWO PISTON RINGS

AND THE FIRST TWO SCRAPERS RINGS (1)
INSTALLATION ENGINE N°
ENGINE TYPE DATE
Total running hours Running hours since the last inspection
DIMENSIONS IN 0.01 mm gap clearance reading is made in a new liner or with the tool
described in the Maintenance Manual
MEAN GAP CLEARANCE ‘AS NEW’ RING IN mm

RADIAL WEAR CALCULATION (TW)
A-B
ENGINE TYPE Top ring 1st compression SCRAPERS RINGS
TW = ------------- FOR SQUERE JOIN
6.3 B D B D B D
(C – D) 1.4
TW = ---------------- FOR BEVEL JOINT PC 2.5 2.2 1.9 1.9 1.9
6.3
PC 3 2.25 2.25 1.8 2.25
PC 4 2.8 2.8 2.8
CYL Running TOP RING 2nd RING 1st SCAPER RING 2nd SCAPER RING Makers’
N° hours remark
A to C* TW/100h A to C* TW/100h A to C* TW/100h A to C* TW/100h
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
Mean wear rate…
0.01mm/1000h
68
GENERAL
WEAR MEASUREMENT SHEET FOR THE FIRST TWO PISTON GROOVES (2)
ENGINE TYPE DATE
TOTAL WEAR CALCULATION (TW)
a +b + c+d
TW = ---------------- - original dimension
4
ORIGINAL DIMENSION
Mean value
PC 2-2
1st 2nd PC PC 3 PC
groove groove 2-5 4
9.16 9.13 8.19 10.21 9.21
CYL Running HEIGHT OF TOP RING GROOVE HEIGHT OF 2nd RING GROOVE
N° hours a b c d TW TW/1000h a b c d TW TW/1000h
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
Mean wear Mean wear
rate… TOTAL rate… TOTAL
0.01mm/1000h 0.01mm/1000h
69
GENERAL
WEAR MEASUREMENT SHEET FOR THE CYLINDER LINERS (3)
ENGINE TYPE DATE
DIMENSION IN 0.01 mm
ENGINE TYPE A B C D
PC 2 - PC 2.5 116 140 400 900
PC 3 135 170 490 1000
PC 4 150 190 570 1200
TOTAL WEAR CALCU LATION (TW)

Az +Ax Dz + Dx
TW = ------------- － -----------------
2 2
Running A B C D
CYL N°
hours Z X Z X Z X Z X TW TW/1000h Replaced liners
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
Mean wear rate… TOTAL
0.01mm/1000h
70
GENERAL
WEAR MEASUREMENT SHEET FOR EXHAUST VALVE SPINDLES AND GUIDES (4)
ENGINE TYPE DATE
Original dimension (0.01mm)

(图略) Average value
Engine type A B C
PC2-2 23.85 24.05 24.11
PC2-5 24.03 24.08 24.11
PC3 29.97 30.10 30.13
PC4 37.85 38.06 38.06
WEAR CALCULATION (TW)
TW = Dimension read – Original dimension
CYL Running Valve spindle Upper valve guide Lower valve guide
N° hours A X TW TW/1000H B Y TW TW/1000H C Z TW TW/1000H
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
TOTAL
Mean wear
rate…
0.01mm/1000h
71
GENERAL
72
GENERAL
PREVENTIVE MAINTENANCE SCHEDULE
A1 B1
A2 B2
A3 B3
A4 B4
A5 B5
A6 B6
A7 B7
A8 B8
A9 B9
3000h 6000h 9000h 12000h 15000h 18000h 21000h 24000h 27000h 3000h 33000h 36000h 39000h 42000h
73
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01
FRAME – BEARINGS – CRANKSHAFT
CHAPTER 1
74
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. PLATE 101
FIG. Ⅰ FRAME TYPE A
FIG. Ⅱ FRAME TYPE B
75
FIG. Ⅲ INSPECTION DOOR WITH FIG. Ⅳ INSPECTION DOOR WITH NO

EXPLOTION RELIEF VALVE EXPLOTION RELIEF VALVE
76
77
78
79
80
81
82
83
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01.00.1
1 – DESCRIPTION
FRAME
There are two types of frame ‘A’ and ‘B’. In the first one the supporting plate supports the cylinders
when in the second one the cylinders are supported by the roof.
- Frame of type ‘Figure Ⅱ’
The cross walls partitioning the cylinders include a forged saddle and of an upper part of plate. They
are welded on the one hand to a multi-plate support system bracing them and act as centering for the
cylinder and, on the other hand to a roof bearing the collars on which the cylinders rest and to two
engine holding base flanges. Cylinder housings between supporting plate and roof are by reinforcing
plates.
Each frame type include inspection doors, fitted or not with explosion relief valves (Figure Ⅲ and Ⅳ)
on crankcase and camshaft casings.
CRANKSHAFT:
The crankshaft of chromium-molybdenum steel is solid-forged.

Each end is fitted with a coupling flange.
The longitudinal thrust bearing and the centering of the primary timing gear wheel are on the main POT
end. The other end may be fitted with a turning crown or a vibration damper. The crankshaft is drilled
along its whole length and through its journals to ensure oil circulation. Each crank is generally
balanced by a counter-weight fastened by a jack screw (Figure Ⅴ).
Shaft and main-bearing alignment is checked by measure of crankshaft by measure of crankshaft

deflection. The crankshaft 18 PC 2-5 V 400 engines includes 12 standard balance eights and 6 special
ones as per figure Ⅵ. 12 and 16 cylinder engine crankshafts may have only one balance weight out of
two. This eventuality does not exit for BTC engines.
There is only one type of crankshaft for Ⅴ engine with journals and crankpins of 315 mm dia. And two
types for in-line engines of 285 mm and 315 mm dia.
MAIN BEARING:
- Main bearing for Ⅴ and L engine with 315 mm dia. Crankshaft (Figure Ⅶ).
The main bearing includes a bearing housing of cast sheet fastened to each frame cross-wall by two
vertical studs (3) and two lateral tie bolts (19). The bearing cap is held against the bearing housing by a
jack through which flows the oil towards the main bearing.
In V-engine, each main bearing is fitted with temperature sensor for remote monitoring.
In in-Line engines these temperature sensors are optional.

The various probes are connected to a cable bundle running in a channel slid with the oil sump. The
connection with the monitor is through a multi-plug respectable attached to the oil sump at timing gear
end.
84
BEARINGS:
Each main bearing is lined with two thin half-bearings. Both shells are of mild steel inwardly coated
with a copper lead layer itself coated with a thin tin lead layer. The back and sides are tinned.
EXTERNAL THRUST BEARING (Figure Ⅸ)
This thrust bearing is fitted at timing gear end and outside the engine. The bearing housing (1) (lower
part) is fastened to the frame. The cap (3) (upper part) is tightened on the bearing housing by two bolts
(6).
The casing upper part (2) held on the frame, joints against the bearing housing to form a tight assembly
on which the oil retainer casing is fastened.
OIL RETAINER:
Fitting on timing gear end (Figure Ⅹ):
It consists in two half casing (1 and 2) of light alloy fastened on the external thrust bearing and of a seal
(7) the lip of which rests against the coupling flange periphery. Should these seal leaks; a second seal
ring (8) clamped on the flange by means of a steel wire (9) constitutes an oil barrier the leak return to
the oil sump is realized through pipe (21).
Fitting on timing gear opposite end (Figure Ⅺ):
It includes a rim (50) fastened on the frame and a seal ring (52) the lip of which rests against the
periphery of a coupling flange at crankshaft end.
ENGINE FASTENING:
a) Marine engines (Figures Ⅻ and ⅩⅢ).
85
The engine frame base flanges rest either on metal or resin wedges.
Fastening is either through two fit bolts at each bearing the other bolts at coupling end and
conventional bolts elsewhere plus lateral thrusts.
The bolts are of two types, either short drilled bolts (Figures Ⅻ) or long bolts plus spacers (FiguresⅩ
Ⅲ).
b) Land engines (FiguresⅩⅣ and ⅩⅤ).
The engine frame base flanges may rest either on a resin or shrink proof concrete wedging (FiguresⅩ
Ⅳ or on intermediate welded beams (Figure ⅩⅤ).
In the first case the engine is fastened by anchoring studs facing each bearing. In the second one the
engine is fastened on the beam by 4 fit bolts at coupling end, the other bolts being conventional ones.
Frame base flanges are laterally thrust pieces.
2 – WEIGHTS
Figure Item Description Weight in kg

Ⅰand Ⅱ 6 PC2-5L frame
8 PC2-5L frame
9 PC2-5L frame
12 PC2-5L frame 12 000
14 PC2-5L frame 13 700
16 PC2-5L frame 15 000
18 PC2-5L frame 17 100
12 PC 2-5 V and 6 PC 2-5 L crankshaft 5 200
14 PC 2-5 V crankshaft 5 900
Ⅴ All Standard balance weight 214
1 Balance weight 207
86

ⅤⅡ All Main bearing, complete 240
1 Bearing housing 150
2 Bearing cap 55
Ⅸ All External thrust bearing, complete
1 Lower part 175
3 Upper part 105
2 Upper casing 65
Ⅹ All Oil retainer, complete 48
3 – REMINDER OF MAINTENACE OPERATIONS
Period Operations Page No.

With the E025.01.09
first 10 –100 - ‘As new’ engine. Checking of bearing cap nut tightening
hrs
3 000 hrs - Crankshaft deflection reading. E025.01.01
- Inspections of holding down bolt tightening.
6 000 hrs - Inspection of safety valves and replacement of seal See
manufacturer’s
notice.
24 000 hrs - Inspection of main bearings and eventual E025.01.02
replacement E025.01.03
- Inspection of oil retainer. E025.01.04
- Inspection of the external thrust bearing bearings,
eventual replacement. E025.01.06
- Inspections of visible frame welds.
EXCEPTIONAL OPERATIONS
Operations Page No.
- Dismounting and mounting of balance weight. E025.01.05
- Measure of clearance between journal and lower bearing for E025.01.07
V-engines.
- Dismounting and mounting of a bearing housing. E025.01.08
- Removal of crankshaft.
In case of severe damage take builders’ advice who will consider the possibility of a repair without
crankshaft removal or the most suitable way to take in off with the available handling appliances.
87
- Grinding of journals and crankpins.

The reconditioning of the crankshaft journals and pins subject to normal and even wear shall be
performed when one of the two limits mentioned in the ‘clearance and wear table’ is reached (see
E025.00.04, page 1).
88
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01.0.1-1
OPERATIONS
3 000 hrs DEFLECTION READING
SPECIAL TOOLS
Item Code Class Quantity Description

SJ 400.640.002 A 1 Dial indicating gauge
LIST OF SEALS AND EXPENDIBLE MATERIALS
Item Code Figure Quantity Description

2 01.035.000503 III-IV V engine 1 per cyl O-ring
L engine 2 per cyl
NOTE: The O-ring on the inspection door shall be replaced every 6 000 hours.
READING CONDITIONS
- It’s essential to repeat deflection readings under the same conditions (engine cold or warm) in
order to allow comparative analyses.
- Deflection readings shall be performed on cold engine, i.e.:
Definition of a cold engine:
Engine with no heating, main oil and water pumps stopped since 24 hours at least. It’s assumed
that under such conditions the masses of engine, engine bed, reducing gear, oil pump, are at the
same room temperature. However, deflection reading may be performed on warm engine 1 1/2 to 2
hours after engine stoppage when required. In case of deviations out of tolerance repeat the
reading under cold conditions for confirmation.
89
- On certain ships the loading cadences are normally very rapid and sometimes entail important hull
staining what affects the engine bed. The loading shall therefore be stopped for at least 6 hours
before making deflection reading. Fore and aft draught as trimming constitute important
parameters to which shall be taken into consideration.
PRELIMINARY OPERATIONS
- Take off inspection doors.

- Engage the turning gear.
DEFLECTION READING:
Use a dial gauge (Figure 1) item SJ, with an 1/100 th mm scale, the graduation of which decreases
when the shank is depressed.
Both needles of the shank shall be placed into the existing center holes existing in webs at a 220 mm
distance from the inner generatrix of the crankpin (Figure 2).
Let the dial gauge pivot upon its needles to make sure that the pointer does not jerk. If it does, clean or
punch anew the center holes.
There are former shafts having no center hole, it’s then necessary to mark them at proper distance with
a punch sharped at 90°angle prior to the first reading in order that the dial gauge axis is parallel to the
crankpin one.
It’s preferable to set the dial gauge on “20”instead of “0”prior to begin to rotate the shaft in order
to prevent any mistake resulting from negative and positive readings.
The readings shall be made in the order corresponding to the successive positions of the crank shown
in reading sheet 1/4, and referred to an observator looking from engine outside towards the main
coupling on timing gear side (Figure 3).
Open the indicator cocks. Make the reading stopping the turning gear at each position. Don’t make the
reading the engine rotating.
90
Crank deflection “d”is the difference between the value read the crank being in vertical position (the
dial gauge downwards, position C) and the average of the values read at L.H. and R.H. bottom i.e.:
A+E/2.
This difference is therefore positive + when the distance between the webs at crankpin vertical position
in larger than at bottom, and negative – in the opposite case. Enter the obtained values into page 1/4 of
the reading sheet.
The values thus recorded for the various cranks expressed in 1/100 th of mm, shall be plotted on graph
n°1 called ‘Deflection curve’ in page 3/4 of the reading sheet.
The curve of deviations “d”, difference between L.H. reading (position D) and R.H. reading (position B)
shall also be plotted graph 2 of page 3/4 of the reading sheet.
An irregularly shaped curve is always the indication of an anomaly. It’s then recommended to
Check the entered values by a second serie of readings. Should the anomalies be confirmed the
clearances between journal and lower bearing should be measured (see E025.01.07).
Corrected deflection:
As the calculation of corrected deflection is realized after the measure of clearances between journals
and bearings refer to this latter operation E 025.01.07.
91
92
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. 2/4
CRANKSHAFT DEFLECTION READING SHEET
Plant…………………………………. Engine No………………………………….

Data………………………………….. Total operation time………………hours
Visa…………………………………... Total operation time from Last
inspection……………………hours
DIMENSIONS IN 0.01 MM
TYPE OF DIAL GAUGE DIAL GAUGE POSITION 1°With respect to crankpin
The figure shows the SEMT

recommended unit.
WHEN THE CONES ARE DEPRESSED:
increase(1)
The read valve｛decrease(1)｝
93
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. 4/4
READING PROCESSING
Plant………………… Engine No………………………………….

Data………………… Total operation time………………hours
Visa………………… Total operation time from Last inspection……………………hours
DIMENSIONS IN 0.01 MM
GRAPH No 1: VERTICAL DEFLECTIONS: d=c-A+E/2 (plus or minus value)
CRANK No 1 2 3 4 5 6 7 8 9 10
C
A+E/2
d
94
OPERATIONS
24 000 INSPECTION OF MAIN-BEARING BEARINGS AND EVENTUAL REPLACEMENT
SPECIAL TOOLS

SM 400.640.002 A 1 Dial gauge
SA See technical A 1 ‘lukas’ jack complete
specification
SP 02.640.8020.00 A 1 Extension for hydraulic tightening
of bearing cap
SQ 02.240.240.500 A 1 Spanner for jack screw holding
SR 02.240.240.000 A 1 Spanner for tightening of jack nut
SS 02.240.0207.00 A 1 Tightening of oil duct plug of
bearing cap
A 02.640.9089.00 A 1 Handling tool for cap bearing V
engine
02.640.9075.00 A 1 Mounting and dismounting of the
lower bearing L engine 315 mm
dia. crankshaft
B 02.640.9007.00 A 1 Mounting and dismounting of the
lower bearing 315 mm dia
crankshaft
SK 02.640.9135.00 A 1 ‘lukas’ jack complete
95
Item Figure Quantity Code Description

21 VII 1 00.660.14.21.61 Seal ring 14 JB 982
22 VII 1 00.145.10.0037 Locking wire 1 mm dia 1Cr18Ni9
18 VII 2 00.140.12.02.10 Washer GB885.10
25 VII 1 00.235.10018.2 A10×18 GB879.65Mn
14 VII 2 00.652.21.35.63 O-ring AN21Q/SC361
15 VII 2 00.652.42.53.63 O-ring AN42Q/SC361
- Remove the inspection doors.
- Take off the balance weights on both side of the bearing to inspect (see E025.01.05). Removal of
the upper half bearing.
- Turn the crankshaft so as to place the crankpin in its lowest position.
- Unlock and take off the two screws (VII-17) holding locking washer (VII-13) of jack pressure screw
(VII-9).
- Unlock and by means of socket item SS take plug (VII-20) out of the cap jack oil hole and screw it
in the cap side hole.
- Fit extension item SP on the cap (Figure 1).
NOTE:
ONLY A LIMITED ROTATION IS ALLOWED TO THE CRANKSHAFT WHEN THE EXTSNSION IS
FITTED.
- Connect the flexible hose of the pump item SA to the extension item SP (Figure 1).
- Secure plug (VII-20) previously screwed into the bearing cap side by means of the safety chain.
- Build up the pressure indicated in the tightening table in the jack.
- Loosen lock-nut (VII-8) by 3 or 4 rotation (eventually by means of spanners item SQ and SR, see
Figure 2 and 3).
96
- Relieve the pressure down to zero and drain the jack.

- Make sure that the piston (VII-10) has really slided down against its lower stop (theorical stroke 10
mm) checking with a steel rule, the dimension 89.5 mm to measure between jack screw (VII-9) and
bearing housing (Figure 4).
- Detach the safety chain.
- Take off extension piece item SP.
- Remove spacer (VII-11) and swivel (VII-23).
- Remove locking washer (VII-13), jack nut (VII-8), together with pressure screw (VII-9) and
spherical duk (VII-12).
- Position handling tool item A onto the suitable inspection door, the attach the lever end to the cap
(Figure 5).
- Loosen the cap, take it of sideway, and then rest it on the tool table (Figure 5).
NOTE:
Should the upper half bearing detach, rest it again on the journal in waiting; should it adhere to cap
secure it thereto.
- Take off the upper half bearing alone (eventually).

- Dismount tool item A.
Removal of one lower half bearing, the bearing housing remaining in place.
- Turn the crankshaft to the position where the oil hole on the journal is 50mm distant from the edge
of bearing shell. (Figure 6).
- Put the turning pin into the oil hole and dismount the lower half shell.
NOTE:
The bearing shell could be damaged if the turning pin is not used or incorrectly mounted.
- Eventually depress the scratches by honing
- For bearing inspection refer to technical note appendix 1.
97
Fitting of the lower half bearing.

- Clean the half bearing with gas-oil except when new.
- Oil the journal and half bearing inner part. But the outer surfaces shall be dry.
- Mount the turning pin and let it in an appropriate position faciliatating turning the shell downwise.
- Place the half bearing on the journal and pay attention to the position of the positioning flange on
the shell.
- Fit the tool item G and then turn the crankshaft slowly. Be careful not to turn the shell too much and
pass its correct position. Or the flange on the shell will be damaged.
- Remove the tools.
Fitting of the cap with the upper half bearing.
- Turn the crankshaft to place the crankpin in its lowest position.

- Ascertain the proper working of piston in the cap and oil the cylinder.
- Make sure that the piston has really slided down against its lower stop checking with a steel rule
the dimension 22 mm (Figure 7).
- Fit bearing cap handling tool A onto the inspection door, and then place bearing cap onto the tool
table.
- Check upper half bearing cleanness. The outer surface shall be dry.
- Fit the half bearing in the cap making sure that the locking lug is in its housing.
- Keep the half bearing in place securing it on both sides (preferably by a nylon string).
- Slightly oil half bearing inner face and journal surface.
98
- Attach the end of tool level to the cap and move the cap half bearing assembly in the cross-wall
housing plump with the bearing housing.
- Let it slide down home mating it with the locating pin (VII-25).
- Remove tools item A and the half bearing holding strings.
- Make sure that the half bearing joint faces have remained horizontal.
- Inspect the condition of jack screw components.
- Smear thread, spherical disk, and swivel with ‘Molykote’.
- Fit spherical disk (VII-12), and then fit the nut (VII-8) of jack screw (VII-9), and fit locking washer
(VII-13) keep the whole assembly in vertical position.
- Assembly swivel (VII-23) and spacer (VII-11).
- Rotate screw (VII-9) to move spacer (VII-11) against the frame making sure the centering dog
engages properly into the bore on the frame bearing face.
- Install the extension piece item SP on the bearing cap. Connect the flexible hose of the pump, and
hook the safety chain.
- By means of a feeler gauge, make sure that the clearance is the same at the 4 corners of the joint
of bearing cap and bearing seat; adjust it as accurately as possible if necessary taping it gently
with a lead hammer to position it properly.
- Build a 200-300 bar pressure in the jack.
99
- Make sure all the parts are properly positioned, more specially swivels and bearings.
- By means of a feeler gauge, test the clearance between bearing housing and cap, it must be
uniform. The permissible deviation between two corners is ≦0.1 mm. Otherwise, drain the jack,
reposition the cap and resume the operations.
NOTE:
Diagram (Figure 8 or 9) shows the evolution of the clearance between bearing housing and cap in
terms of pressure in the hydraulic jack. Make sure the pressure is correct referring to that diagram. If
not shoots the cause.
- Build the pressure up to a value between 760 and 840 bar to achieve the tightening.
- With a 0.04 mm feeler, make sure there is no clearance between the bearing housing and cap at
the 4 corners.
NOTE:
When a clearance remains in spite of the above described precautions, it’s necessary to inspect the
joint faces to make sure they were subject to no geometrical deformation.
- Screw jack nut (VII-8) against spherical disk (VII-12) moving this latter by hand to obtain a perfect
seating of both parts.
- Using a 0.04 mm feeler ascertain that the disk rests against the nut all along its periphery. If not
resume the operation.
- Achieve tightening of nut (VII-8) with spanner item SR (200 N.m torque) holding up the jack screw
with spanner item SQ.
- Make sure that the fitting of the holding screws (VII-17) and locking washer (VII-13) are possible.
100
NOTE:
The locking washer is drilled with 10 smooth holes and the nut with 6 tapped holes. It’s therefore
possible to get a tapper for the holding screws by rotating the nut by plus or minus 6 degrees. This plus
or 6 degrees rotation shall take place within the pressure range of 760-840 bar.
- Place and tighten screws (VII-17) with a new tab washer (VII-18).
- Relieve the pressure down to zero.
- Detach the safety chain, disconnect flexible hose item SN, take off expension piece item SP, refit
plug (VII-20) with new gasket (VII-21) and lock (VII-22). Tighten the plug by means of socket item
SS.
- By means of a feller gauge, check bearing clearance on both timing gear and opposite sides at a
10 mm distance below and beneath the joint and a 40 mm depth, to make sure the locking lug are
properly fitted.
- Record crankshaft deflection (see E025.01.01).
- Put back the balance weights (see E025.01.05).
- Install the inspection doors.
Figure 1 Extension piece item SP for hydraulic tightening of bearing cap.
101
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01.02—8
E025.01.02—10
Figure 2 Spanner item SQ for holding up the jack screw
Figure 3 Spanner item SR for tightening jack body
102
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01.02—9
Figure 4 Inspection of jack piston position correctness (abutted)during disassembling.
Figure 5 Bearing shell housing mounting and dismounting tool A
103
Figure 7 Inspection of piston position correctness, (abutted) during disassembling

Evolution of the clearance between bearing housing
Clearance (mm )
and cap in terms of the pressure in the jack
Close inspection imperatively required
Working zone
Inspection required
Pressure in the jack(bars)
Figure 8 Hydraulic tightening of main bearing caps for L and V engines with crankshaft of
315 mm diameter
104
Evolution of the clearance between bearing housing

and cap in terms of the pressure in the jack
Clearance (mm )
Close inspection imperatively required
Hydraulic jack
Working zone drawing 06523
Inspection required
Hydraulic jack
drawing 103950
Fig.9 – Hydraulic tightening of main bearing cap for pc2-5L

engine with 285mm crankshaft diameter
105
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01.03A-1
OPERATIONS
24 000 hrs INSPECTION OIL RETAINER, ON TIMING GEAR END
SPECIAL TOOLS
Not applicable

17 × 4 00.210.04.036.3 4×35 GB91
9 × - 00.145.10.00.39 Stainless steel locking wire dia 1
mm above 2000 mm long 1Cr18Ni9
27 × 1 00.653.310.663 Seal D=6 Di=810Q/SC362
19 × - 99.350.08.0000 Locking compound class 08
8 × 1 See table page 2 Oil thrower
7 × 1 See table page 2 Seal ring
10 × 1 00.236.060.25.1 Pin A4×16 GB879.65Mn
- - - 99.360.0000.06 Sealing compound class 06
PRELIMIMARY OPERATIONS
Not applicable
OPERATIONS
Disassembling
- Disconnect the union of the oil return pipe (X-18).
- Remove half-flanges (X-3 and 4)
- Take off oil thrower (X-8) and holding wire (X-9).
(The assembly may be slided along the shaft).
- Take the ring out of its housing.
- Remove the spring then the seal ring (X-7).
106
NOTE:
Check the type of seal ring and oil thrower by means of the follower table.
315 mm dia. crankshaft

Without coupling ※ With coupling
Seal ring Oil thrower Seal ring Oil thrower
V engine 99.602.32.6151 99.602.90.0002 99.602.32.635.1 99.602.90.0005
615×665×25 635×685×25
L engine 99.602.32.6152.1 99.602.90.0002 99.60.32.635.1 99.602.90.0005
B ring L=1965 635×685×25
615×665×25
※ See chapter 12, Figure 11.
NOTE: The spring has taper ends screwing into the other to make a closed loop.
- Should the refitting of the packing be contemplated refer to wear limit in table E025.00.04.
Inspection of coupling flange condition
Inspect the surface condition of the seal ring lip seat.

1) Should it present slight scratches or other defects remedy them by careful polishing with abrasive
paper or a honing stone of 320 to 400 grain. For that it’s necessary to remove the upper half casing
(X-1) in order to clear the coupling flange.
2) When the coupling flange has been subject to shocks or shows important wear two remedies may
be applied:
- Displacement of the seal ring lip friction path by inserting a two-piece 3 mm spacer (Figure 1), (to
be machined as requested). Make sure that the seal ring, thus set off, doesn’t rest on the cylinder
timing marks.
The centering of the half casings will be then realized by means of a pin-coded 00.235.035.1.
- Site truing of the friction surface.
107
Reassembling
Fitting of half casings (X-1 and 2) with the 8 mm thick spacer.
- Fit a new seal ring (X-27) on engine crankcase.

- Position a new pin code 00.235.06.035.
- Fit the two-piece 8 mm spacer.
- Realize the tightness between spacer and half-casing using a sealing compound class 06
(appendix 28).
- Fit the two half casings (X-1 and 2).
- Clean thoroughly seal ring housing.
Fitting of the seal ring
NOTE: The seal ring shows an over length not to be cut. Seal ring and expansion spring are matched
and delivered packed together, the packing bearing the following indication:
- P.O. number –S.E.M.T. code number.

- SIMRIT’s reference quality.
- Coupling flange diameter –manufacturing date
- Don’t unpack before use.
- Fit the spring (prior to screwing them in one another whirl the ends in opposed directions by means
of universal pliers.
- Position the spring by hand in the packing starting with the lower part to distribute the tension.
- Oil the packing and it’s housing with engine oil.
- Progressively push the packing in its housing distributing the compression due to the over length.
Fitting of the oil thrower
- Position or slide the oil thrower (X-8) the larger lip towards engine inside together with its holding
wire (X-9).
- Distribute equally the oil thrower face at a 10.5 mm distance from half-carters (Figure 2).
- Fit half casings (X-3and 4).
- Connect oil union (X-18).
- Make sure the siphon on leak return is filled with oil.
108
Figure 1 Fitting of a spacer to get a better by seating
Figure 2 Oil thrower fitting
109
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01.03B-1
OPERATIONS
INSPECTIONS OF OIL RETAINER ON TIMING GEAR OPPOSITE END
SPECIAL TOOLS
Not applicable.

52 XI 1 99.602.32.54.51 Packing
53 XI 20 00.651.12.17.40 Seal ring
54 XI 1or 2 02.073.00.54.00 Gasket
58 XI - 99.351.020.000 Loctite stud lock
55 XI 2 00.225.08.02.25 Pin 8ga×22 GB119
00.225.08.030.5 8ga×30 GB119
OPERATIONS
Disassembling
- Take off holding screws (XI-56) and clamping flange.
- Taking packing (XI-52) out of its housing.
- Remove the spring then packing (XI-52).
NOTE:
The spring has taper ends screwing into each other to form a closed loop.
Should the refitting of the packing be contemplated refer to wear limit in table E025.00.04.
Inspection of coupling flange condition.
Inspect the surface condition of the packing lip seat.

1) Should it present slight scratches or other defects remedy them by careful polishing with abrasive
paper or honing stone of 320 to 400 grain size. For that it’s necessary to take off screws (XI-56)
then rim (XI-50) through both M12 holes, to clear the coupling flange.
110
S.X.D.- S.E.M.T. MAINTENANCE MANUAL No. E025.01.03B-2
2) When the coupling flange has been subject to shocks or shows severe wear, two remedies may be
applied.
- Displacement of packing lip friction path by inserting an 8 mm thick spacer (Figure 1) (to machine
as requested). The centering of the rim will be then made by means of 2 G05 pins coded
00.225.08.03. 05.
- Site truing of the friction face.
Reassembling
Fitting of the rim with a 3 mm thick spacer.
- Fit a new gasket (XI-54), the 3 mm spacer then another gasket (XI-54) on rim (XI-50) fitted with two
new locating pins G05-8280.
- Center the assembly on the casing and tighten by means of screws (XI-57).
- Thoroughly clean packing housing.
Packing refitting.
See E025.01.03A.
Position clamping rim and tighten by means of screws (XI-56).
Figure 1 Fitting of a spacer for a better seating of the lip
111
OPERATIONS
24 000 hrs INSPECTION OF THRUST-BEARING BEARINGS AND EVENTUAL REPLACEMENT.
SPECIAL TOOLS

A 02.640.0343.00 A 1 Spanner for external bearing screws.
B 02.640.9020 A 1 Tools for disassembling thrust-bearings.

22 IX 32 00.651.16.22.40 Gasket
6 IX 1 02.073.0035.00 Gasket
26 IX - 00.145.10.00.37 Wire ø1 1Cr18Ni9
20 IX 1 00.235.04.015.2 Pin A4×16 GB879,65Mn
- - 99.350.08.0000 Locking compound class 08
25 IX - 99.360.0000.03 Sealing compound class 03
NOTE:
1) The lower part (IX-1) of the external thrust bearing will be removed only on the occasion of timing
gear disassembling.
2) In case of use of the external thrust bearing (icebreaker application) or of bearing with no
longitudinal thrust, special half bearings will be used which may be obtained by narrowing by 2 mm
on each side the standard half bearings.
- Record the crankshaft longitudinal clearance by means of a dial gauge and pushing it in both
directions with a jack. Half bearings will be changed when the axial clearance exceeds 1 mm.
- Engage the turning gear.
- Take off oil retainer (see E025.01.03A).
112
OPERATIONS
Disassembling:
- Remove the upper casing (IX-2).

- Place a 10-20 T jack under the coupling flange on the flywheel.
- Immobilize longitudinally the crankshaft by means of two small jacks fitted on both sides of the
coupling wheel (Figure 1).
- Remove locking pieces (IX-9) and take off pins (IX-8) by screwing nut (IX-15).
- Unlock, loosen and take off screws (IX-6) of bearing cap (IX-3) using spanner item A (Figure 2).
- Screw a lifting eye of M 16 dia in the bearing cap and take it off together with its half bearing.
- When the upper half bearing is detached from the cap, don’t omit to recover pin (IV-7).
- Position magnetic base dial gauge so that its contact point rests vertically against the crankshaft
upper generatrix.
- Work the hydraulic jack and lift the shaft by 0.1-0.2 mm. The operation is delicate and shall be
accurately performed.
- By means of tool item B (Figure 3) loosen and slowly rotate the lower half bearing.
- Eventual scratches on crankshaft journal shall be hone off (‘India’ honing stone, very finely grained,
exclusively, or 280 or 400 polishing paper).
- For half bearing inspection, refer to appendix 1.
Reassembling:
- Thoroughly clean joint faces on frame and upper casing taking care to don’t let dirt drop into the
casing.
- Clean the half bearings in clean gas-oil (except when new).
- Wipe them dry with a clean cloth.
- Make sure the lower bearing housing is clean, dry and free from defect.
- Smear the half bearings inner faces with a thin grease layer.
- Place the lower half bearings straddling the journal and pivot it into its housing.
- Position locating pin (IX-7) into the bearing cap, then the upper half bearing after slight lubrication
of its inner face.
113
- Position bearing cap (IX-3) with pin (IX-20).

- Position pins (IX-8) and screws (IX-6).
- Place nuts (IX-15) on pins (ix-88) and fit locking pieces with holding screws (IX-10) and one droplet
of locking compound class 08 (appendix 27).
- By means of spanner item A tighten alternatively the screws, then at the torque mentioned in the
tightening table.
- Lock screws (IX-6).
- Take off lifting eye.
- Remove hydraulic jack and longitudinal wedging.
- Smear frame and upper casing joint face with sealing compound class 03 (appendix 27).
- Fit upper casing (IX-2) by means of bolts (IX-13), nuts (IX-17) and pins (IX-19).
- Fit screws (IX-11) with new gaskets (IX-22) and one drop of locking compound class 08 (appendix
27).
- Place oil retainer (see E025.01.03A).
114
CHAPTER 1
S.X.D.- S.E.M.T. FRAM- BEARINGS-CRANKSHAFT
No. E025.01.04-4
Fig. 1 Longitudinal immobilization of the crankshaft
115
CHAPTER 1
No. E025.01.04-5
Fig. 2 Spanner item A for the bolts of external thrust bearing
Fig. 3 Tool item B for loosening lower half-bearing of external thrust bearing
116
CHAPTER 1
No. E025.01.05-1
OPERATIONS
DISMOUNTING AND MOUNTING OF BALANCE WEIGHTS
SPECIAL TOOLS

A 02.640.0507.01 A 1 Impact spanner
B 02.640.0575.00 A 1 Spanner
C 02.640.0516.01 A 1 Balance weight tools

8 V 1 99.605.2.064.01 Seal ring Ⅱ 64×80×13
5 V 2 00.140.10.02.10 Washer 10GB855
Dismounting:
- Rotate the crankshaft so that the jackscrew (V-2) of the balance weight faces horizontally on
inspection door.
- Unlock and unscrew both screws (V-4) holding locking plate (V-3) of the jackscrew.
- Remove locking plate.
- Position tool item A to loosen jackscrew (Figure 1).
- Achieve loosening with spanner item B (Figure 2) and remove jackscrew.
- Rotate the crankshaft to place the balance weight in lowest position (symmetry with respect to
the vertical plane).
- Screw lifting eye bolts item C (Figure 3).
- Ascertain crank and balance weight marks.
- Laterally clear the balance weight from the seats and put it in the oil sump by means of two 500
da.N tackle blocks located on both engine sides (Figure 3).
117
CHAPTER 1
No. E025.01.05-2
Mounting:
- Ascertain seal ring (V-8) good condition, replace it if damaged.
- Clean seats on crankshaft and balance weight bearing surfaces.
- Fit the balance weight to crankshaft and take off eyebolts item C.
- Rotate crankshaft to move the balance weight horizontal and fit jackscrew.
- Using spanner item B (Figure 2) tighten jackscrew to nip balance weight and
crankshaft web seats.
- Ascertain sealing with 0.04 ㎜ feeler.
- Position tool A and tighten at the torque mentioned in tightening table.
- Try the locking plate and eventually tighten the jack screw a litter more to allow the fitting of the
locking plate into its housing in the balance weight.
- Screw and tighten the two holding screws (V-4) and tab washers (V-5).
118
CHAPTER 1
No. E025.01.05-3
Fig.1 Tool item A - impact spanner
Fig.2 Tool item B - hand spanner
Fig.3 Tool item C, balance weight lifting tools
119
CHAPTER 1
No. E025.01.06-1
OPERATIONS
2400hrs INSPECTION OF VISIBLE FRAM WEBS.
SPECIAL TOOLS
Not applicable
Not applicable
Give accessibility to welds to be inspected.
OPERATIONS
INSPECTION.
This inspection may be realized stepwise depending on the results of each partial inspection.
Preliminary inspection.
- It’s visual and concerns the whole of the visible welds marked X (see Figure 2A and Figure 2B).
- Thoroughly clean the engine frame.
- Brush the welds by means of small wire wheel brushes fitted on a pneumatic or electric tool. The
use of a flexible facilitates the operation in place of poor accessibility (provided for hand and eye
protection).
- As a rule important cracks (longer than 50 mm) are visible with unaided eye; oil or fuel oozing is
almost immediate and call operator’s attention.
- In any case, the concerned zone shall be inspected.
Inspection equipment.
- Presently the magnaflux testing process with a magnetic yoke is the only may to determine
surely a crack.
The most suitable instrument is the ‘Contour probe’ mode DA 200 from Parker
Research, magnetic field and electronic solid state circuitry.
Distributed in France by:

The BABB COMPANY S.A.
1, rue Lord Byron
75008 PARIS
FRANCE
120
CHAPTER 1
No. E025.01.06-2
- Otherwise, proceed to a penetrant flaw detection for instance with ‘CIFCRIQUE’, distributed by:
Societe SYPA
ZI de La Vigne aux Loups,
28 rde Bossuer q1160 LONGJUMEAU
FRANCE
NOTE:
Penetrant flaw detection is no longer efficient when:
- The crack lends to close up.

- The temperature exceeds the normal one (30/35℃) unless using special penetrants.
- Machining or grinding tends to fill the crack.
TYPE OF DEFECTS
Cracks are of two types:
- Cracking of the weld itself (Figure 4).

- Cracking at weld junction (Figure 5).
Defects are of three types:
The defect may be of one of the following categories:
- Faulty welding: inclusion faulty restarting, blow hole…
Originally, the defect zones are often local and don’t affect the strength of the assembly. It’s
however advisable to repair them as they may be the origin of cracks in the most load areas.
- Crack initiations of the type shown figure 4 and figure 5 of length between 5 and 50 mm.
- Cracks longer than 50 mm often through the whole weld joint.
They may be originated by defects of the type shown Figure 4 or Figure 5.
THE IMMEDIATE REPAIR IS IMPOSSIBLE.
Carefully search for the crack end.

- Drill a 12 mm dia. hole through the plate at crack end.
- Look in the hole to make sure the crack does not extend beyond.
- Plug eventually the holes with pins or rivets machined from an annealed copper bar.
121
CHAPTER 1
No. E025.01.06-3
MAIN CASES OF CRACKINGS
Crackings regarding the base flange
Between the base flange resting on the engine bed or the foundation block and the vertical wall of the
frame.
These cracks are not frequent. Access is easy and the repair raises no difficulty.
Crackings in cross wall supporting main bearings (frame of B type).
Generally these cracks initiate at weld junction. They propagate anarchically through the wall up to the
entablature or the outer vertical plates.
Crackings in reinforcing plates between roof and supporting plate (frame of B type)
NOTE:
From experience there is always a possibility for weld repair in case of frame tearing after
breakdown, in so far as the frame was the subject of no deformation.
WHEN CRACKS ARE OBSERVED
Take engine builders’ advise to make the repair.
122
CHAPTER 1
No. E025.01.06-6
Figure 2A Visual inspection of welds of frame
123
CHAPTER 1
No. E025.01.06-7
Figure 2B Visual inspection of welds of frame

124
CHAPTER 1
No. E025.01.06-8
Figure 3 Magnaflux crack detection by means of ‘Contour probe’
Figure 4 Crack in weld itself Figure 5 Crack weld junction
125
CHAPTER 1
No. E025.01.07-1
OPERATIONS
MEASURE OF CLEARANCE BETWEEN JOURNAL AND LOWER BEARINGS –V ENGINES
SPECTIONS TOOLS

SA See specification A 1 Hydraulic pump
SJ 99.350.54.4002 A 1 Dial gauge indicator
SK 02.640.913500 A 1 ‘LUKAS’ hydraulic jack
complete
SN 04.640.002200 A 1 Flexible
LIST OF SEALS AND

EXPENDIBLE MATERIALS
Not applicable.
Crankshaft deflection reading (see E025.01.01).
OPERATIONS
CLEARANCE READING.
The use of a hydraulic jack is required.
- Rotate the crankshaft to place in its upper position one of the crankpins adjacent to the main
bearing to inspect.
- Position tools item A with jack item SK against the web of this crank the nearest from the main
bearing to be inspected (see Figure 1). Make sure it will not move during pressure build up and
will remain perpendicular to the web face and the frame.
- Position dial gauge indicator item SJ held on the frame by its magnetic base so that its contact
point is vertical and as near as possible from the jack, and set it to zero.
126
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No. E025.01.07-2
- The minimum oil pressure to be applied is 225 ㎏/㎝ 2 what corresponds to a 10 tons force on the
web.
- The vertical displacement of the web is read on the dial gauge. Note it in 1/100 th of mm.
- The corresponding clearance between journal and lower bearing is terms of applied load and
web displacement is given by diagram.
Example: should the read displacement be 8/100 mm and the pressure in the jack 300 bar, the
existing clearance is 7/100 mm.
- Position the jack and the dial gauge against the other web, and repeat the above described
operation.
- Repeat the same operation for every crank.
The clearance measured on both sides of the same main bearing may be different as the results are
affected by the clearance in the non-adjacent main bearing.
When measuring the clearances in the two main bearings adjacent to a same crank only the larger
one is to be considered.
UTILIZATION OF RESULTS
- The deflection and clearance reading records shall be compared to the original one.
- When a deviation exists, look into the preceding readings to find the date of the first
anomalousness and the evolution speed.
When a discontinuous evolution may be observed, it’s the indication of a serious damage in the
installation, such as engine bed deformation, collapse of external bearing, etc…
Such a damage may entail shortly the excessive wear of one or more half bearing(s) with all the risks
involved for the crankshaft. Inspection frequency shall then been increased.
Corrected deflection
- Should ‘d’ be the crank deflection, and ‘j’ the larger clearance of this crank, the corrected
deflection is: dc=d+0.5j.
The permissible limits are:
- Deflection in the crank the nearest of the load:

-If there is an external bearing:-0.08mm.
-If there is no external bearing:-0.11mm.
-
127
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No. E025.01.07-3
- Other crank deflections:±0.06mm.

- Clearance:≤0.06mm.
- Corrected deflections: ±0.06mm.
TROUBLE SHOOTING IN CASE OF LIMIT OVERSTEPPING
- Inspect half bearing condition.

When wears are unequal:
- If the larger wear corresponds to a clearance out of tolerance look for the cause: faulty lubrication,
local pollution, etc…Remedy it and replace the half bearing.
- If the maximum wear corresponds to a small or zero clearance but to a positive deflection, it’s
that one of the neighboring main bearing has collapsed. Localize it by the level of wear and
deflections of adjacent main bearings and cranks as well as by its own wear.
The cause may be:
- Broken main bearing stud.

- Crack in frame cross wall to find it subject the cross wall to penetrant inspection as well as the
weld in the plane of the concerned bearing. Repair and align the main bearing in conformity with
builders’ instructions.
When everything is O.K. from the bearing standpoint:
- The engine cold, disconnect any coupling and remove external bearing (take engine builders’
advice).
- Make deflection and under journal clearance readings and compare with the corresponding
readings made during engine installation. Anyhow the clearance shall be smaller than 0.03mm
and the deflections between plus and minus 0.03mm. The deviation between two successive
cranks shall not be greater than 0.03mm.
Should the here above tolerances be met, the trouble results from the external bearing or from its
misalignment with the driven machines.
- Repeat the adjustments in conformity with the related instructions.
Should these tolerances be exceeded, it may be a matter of a deformation of the base.

Verify in conformity with the layout of engine room instructions.
Remedy by repeating engine adjustment as per builders’ instructions.
128
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No. E025.01.07-4
Figure 1 Hydraulic tools item A for measure of crankshaft journal

clearance
129
CHAPTER 1
No. E025.01.07-5
Figure 2 Diagram giving the under journal clearance in terms of

hydraulic pressure and web displacement
130
CHAPTER 1
No. 1/2
CRANKSHAFT JOURNAL CLEARANCE READING SHEET
Installation Engine N°
Date Total operation time
Visa Total operation time from last inspection
DIMENSIONS IN 0.01 mm
1 2 3 4
Bearing n° Displacement Pressure Clearance
Bearing n°1 is located on timing gear side.

External bearing is said bearing n°zero
HYDRAULIC JACK THRUST:
Note web displacement in column 2 and by means of graph 1 in maintenance manual chapter 1 find
the clearance to be mention column 4.
CORRECTED DEFLECTIONS:
dc = d + 0.5c, C being the larger clearance of the adjacent bearings.
CORRECTED
dc1 dc2 dc3 dc4 dc5 dc6 dc7 dc8 dc9 dc10
DEFLECTIONS
DEFLECTIONS d1: d2: d3: d4: d5: d6: d7: d8: d9: d10:
CLEARANCE J1 × J2× J3× J4 × J5 × J6 × J7× J8 × J9 × J10× J11 ×
×0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
RESULTS
CHAPTER 1
S.E.M.T.-S.X.D.
FRAM- BEARINGS-CRANKSHAFT NO. 1/2
REMARKS:
ACTION TAKEN:
131
CHAPTER 1
No. E025.01.08-1
OPERATIONS
DISMOUNTING AND MOUNTING OF A BEARING HOUSING
SPECIAL TOOLS

A 02.640.9014 A 1 Spanner for lateral tie bolt
C 02.640.9137.00 A 1 Tightening jack for stud nuts,mian
bearing for 315mm dia. Crankshaft.
D 02.640.9108.00 C 1 Tools for loosening main bearing stud
E 02.640.9129.00 C 1 Supporting plate for bearing housing
F 04.640.0024.00 A 1 Connecting tee
G 99.250.50.0071 A 1 Tommy for stud nuts.
H 02.640.9037.00 C 1 Stud driver.
132
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No. E025.01.08-2

26 VⅡ 2 00.210.08.112.3 Pin 8×120 GB91
- Remove crankcase inspection doors.
- Remove balance weights on both sides of the main bearing(s) to be inspected (see E025.01.05).
NOTE: For 12, 14 and 18 PC2-5 engine take off the third balance weight on timing gear side to
allow the removal of the dismounted bearing housing except for main bearing n°1.
- Take off main bearing cap (see E 025.01.02).
OPERATIONS
Loosening of main bearing nuts.
- Loosen both lateral tie-bolts (VⅡ-19), (see note at operation end),by means of tools item
A(Figure 1). Don’t take them off.
- Rotate the crankshaft to place the crankpin in its upper position.
- Remove locking pins (VⅡ-26) from stud nuts.
- Disconnect and remove temperature sensors (Figure X VI-7).
- Place the two jacks item C,and connect with pump item SA.
- Supply the oil to the hydraulic Jack according to tightening table.
133
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No. E025.01.08-3
- Unscrew nuts (VII-7) by one rotation and half, by means of tommy item G.
- Relieve slowly the pressure.
- Disconnect the oil pump and the jack, take off the jacks for the main bearing studs.
- Remove nuts (VII-7), the bearing housing being held by the two lateral tie bolts (VII-19) loosened.
(See note at operation end).
- Remove lower half bearing (VII-4).
Removal of main bearing
- Mark a position line up line on both stud ends (Ø40) visible through the existing holes of the
straddle (Figure 4).
- Position tools item D for loosening main bearing studs (Figure 5).
- Install a tackle block attached to shackle (5VII-4) (Figure 5).
- Loosen the stud.
- Repeat the operation with the second stud.
- Install a tackle block on each engine side.
- Sling supporting plate item E and lift it against bearing housing lower part (Figure 6).
NOTE: For main bearing n°1, it’s necessary to remove timing gear side casing to place slings.
- Take off both lateral tie-bolts (VII-19) (see note at operation end).
- Using a lead sledge let the bearing-housing slide down slowly to keep the slings tightened.
NOTE:
If the bearing will not slide downwards the side tie bolts of adjacent bearings must be loosened. If the
bearing remains immovable, the engine anchoring bolts in line with the bearing must be loosened,
and if necessary additional bolts but in such exceptional cases the readings of deflection must be
repeated to check alignment on re-assembly (see E 025.01.01).
- Unscrew the studs (VII-3) as the bearing housing drops.

- Take off the bearing housing and two studs, and then place them in the oil sump.
- Let the bearing housing rest on the oil sump, take out of the studs.
134
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No. E025.01.08-4
- Remove the bearing housing from the engine towards the timing gear by means of tackle blocks.
- Clean the parts.
- Inspect condition of frame bearing faces and crankshaft journal.
- Remove eventual scratches with honing stone.
Fitting of a main bearing
- Sling bearing housing supporting plate item E by means of a sling and lay the bearing housing
flat on oil sump bottom.
- Insert studs (VII-3) into the bearing housing.
- Turn the bearing housing into fitting position, ascertain its correct position and eliminate eventual
impact traces.
- Screw the studs by hand.
- Lift the bearing housing by means of tackle block, put it in place and screw the nuts as soon as
possible.
- Remove tools item E.
- Place jack under the bearing housing and connect it to pump item SA.
- Build up the pressure and guide the bearing housing to engage the locating pin (VII-24). Pursue
up to the joint.
- Screw both lateral tie-bolts (VII-19) without tightening (see note at operation end).
- Relieve the pressure and remove the jack.
- Remove both nuts (VII-7).
- Screw home, but without excess, stud driver item H (Figure 7) on one of the main bearing studs.
- Tighten up the stud, up to lining up the mark made before disassembling, by means of an impact
spanner and of a pulley block.
NOTE: As it is not possible to use of a torque spanner to screw up the stud, the equivalence of the
tightening torque mentioned in the table is approximated by a circumferential displacement
of 3 to 4 mm on a diameter of 40 mm (Figure 4).
- Repeat the operation with the second stud.

- Tighten both nuts (VII-7)
- Oil lower half bearing inside (VII-4). The outer faces shall be dry.
- Insert the half bearing ascertaining the direction of the locking lug and of the crankshaft journal
cleanness.
Tightening of main bearing nuts:
135
CHAPTER 1
No. E025.01.08-4
- Screw nuts onto the studs.

- Connect the oil pump to jack item C (Figure 3).
- Screw nuts onto the studs.
- Tighten lateral tie-bolt on timing gear side or datum side with spanner item A (Figure 1) (see note
at operation end).
- Build up a 100 bar pressure in jack item C and check with a 0.04 mm feeler, the contact of the
bearing housing with the frame at its four corners.
- Build up the pressure as the torque mentioned in the tightening torque table and screw up the
nuts (VII-7) ascertaining their seating.
- Release slowly the pressure down to zero and build it again to its preceding value.
- Tighten again the nuts by means of a spanner item G, ascertaining the lining up of the marks
made before disassembling (Figure 4).
- Drain the jack and disconnect the pump.
- Remove jack item C.
- Tighten lateral tie-bolt as the torque prescribed in the tightening table starting with the one on the
timing gear or datum side, by means of spanner item A (see note at operation end).
- Fit two new pins (VII-26).
136
CHAPTER 1
No. E025.01.08-6
Figure 1 spanner item A for main bearing lateral tie-bolts
137
CHAPTER 1
No. E025.01.08-7
Figure 3 jack item C for main bearing stud
Figure 4 line up marks on nuts and studs
138
CHAPTER 1
No. E025.01.08-8
Figure 5 tool item D for loosening main bearing tie-bolt
Figure 6 supporting plate for bearing housing handling
Figure 7 stud driver item H for tightening main bearing tie-bolt
139
CHAPTER 1
No. E025.01.09-1
OPERATIONS
10 TO 100 HOURS CHECKING OF MAIN BEARING CAP TIGHTENING
SPECIAL TOOLS

SP 02.640.8020.00 A 1 Extension piece for hydraulic tightening
SQ 02.240.0245.00 A 1 Spanner for jack screw holding
SR 02.240.0240.00 A 1 Spanner for jack nut
SS 02.240.0207.00 A 1 Socket for oil plug in bearing cap
A 1 Feeler gauge

18 VII 2 00.140.12.02.10 Right angle tap tab washer 12 GB855
22 VII 1 00.145.10.00.37 1 mm dia locking wire 1Cr18Ni9
21 VII 1 00.660.14.21.61 Gasket 14 JB 982
- Remove crankcase inspection doors.
OPERATIONS
Check of bearing cap tightening.
- Rotate the crankshaft in either direction to move the recess between the balance weight
anchorage and the crank web to face the main bearing joint plane. The clearance is large
enough to try the feeler item A either frontally or obliquely (Figure 6).
The operation is facilitated when a tool as per figure 7 has been provided for.
140
CHAPTER 1
No. E025.01.09-2
- At 4 corners of the cap and bearing housing joint, make sure by means of a 0.04 mm feeler that
there is no clearance between them. In the opposite case, record
that clearance value and by means of diagram (Figure 1 or 2) deduce the value of the pressure
that would have to be built in the jack to obtain that clearance. Note this value.
- Unlock and remove both screws (VII-17) holding the locking piece (VII-13) of the pressure screw
(VII-9) of the jack.
- Unlock and remove by means of socket item SS the plug from the hole in the cap side.
- Position extension piece item SP on the cap (Figure 3).
NOTE: WHEN THE EXTENSION PIECE IS FITTED THE CRANKSHAFT CAN BE ROTATED ONLY
IN A LIMITED EXTEND.
- Connect the flexible of pump to extension piece item SP (Figure 3).

- Attach the safety chain to plug (VII-20) previously fitted on bearing cap side.
- When no clearance has been observed between bearing housing and cap:
- Build up a pressure between 760 and 840 bar.
- Tighten up the jack nut (VII-8) with spanner item SR (Figure 5), (torque 200 N.m) holding jack
screw (VII-9) with spanner item SQ (Figure 4).
- When a clearance has been observed between bearing housing and cap:
- Build up a pressure in the jack 100 bar lower than the hypothetic pressure found with the diagram
(Figure 1 or 2).
- Increase that pressure by steps of 20 bar, testing each time the clearance at the 4 cap corners.
- Note the pressure allowing reducing this clearance.
- Build up then the recommended 760-840 bar pressure.
- Tighten up jack nut (VII-8) with spanner item SR (Figure 5), (200N.m) holding jack screw (VII-9)
with spanner item SQ (Figure 4).
NOTE: Record the hypothetic pressures and corresponding clearance in the log.
141
CHAPTER 1
No. E025.01.09-3
- In both cases, ascertain at 4 corners with a 0.04 mm feeler that there is no clearance between
bearing housing and cap.
NOTE: When, in spite of the above precautions, a clearance still exists after tightening, it’s
necessary to inspect whether the seating faces of bearing housing and cap have been
geometrically deformed or not.
- Check with a 0.04 mm feeler that washer (VII-12) bears all around on the nut. If not resume the
operation from its very start (see E 025.01.02,page 5).
- Make sure that the fitting of the holding screws (VII-17) of the locking piece is possible.
NOTE: The locking washer is drilled with 10 smooth holes and nut with 6 tapered ones It’s therefore
possible to find a possibility to screw the holding screws by rotating the nut by plus or
minus 6 degrees. This ±6 degrees rotation shall be with the 760 to 840 bar pressure
range.
- Insert and tighten screw (VII-17) with new gaskets (VII-18).

- Relieve the pressure down to zero.
- Detach the safety chain, disconnect the flexible item SN take off extension piece item SP and
replace plug (VII-20) with new gaskets (VII-21) and lock (VII-22). Tighten the plug with socket
item SS.
- Record crankshaft deflections (see E 025.01.01.).
- Fit the inspection doors.
142
CHAPTER 1
No. E025.01.09-4
Figure 1 Hydraulic tightening of main bearing caps for L and V engines with crankshaft of 315 mm
diameter
143
CHAPTER 1
No. E025.01.09-6
Figure 3 Extension piece item SP for hydraulic tightening of bearing cap
Figure 4 Spanner for holding up the jack screw
Figure 5 Spanner for holding up the jack nut
144
CHAPTER 1
No. E025.01.09-7
Figure 6 Check of cap bearing tightening
Figure 7 Feller gauge item A
145
S.X.D.- S.E.M.T. PC2-5 MAINTENANCE INSTRUCTION No. E025.02-00
CHAPTER 2
WATER JACKETS-LINERS-PISTONS-CONNECTING-RODS
146
S.X.D.- CHAPTER 2
No. FIG. 202
S.E.M.T. WATER-JACKETS-LINERS-PISIONS-CONNECTING-RODS
FIG. II ENGINE CYLINDER IN ‘B’ TYPE FRAME
147
S.X.D.- CHAPTER 2
No. FIG. 204
FIG. IV SOLID CAST-IRON PISTON
148
S.X.D.- CHAPTER 2
No. FIG. 205
FIG. V CON-ROD WITH OBLIQUE RACK TOOTH JOINT (315 MM DIA. CRANKSHAFT)
149
S.X.D.- CHAPTER 2
No. E025-02-00/1
1 – DESCRIPTION
ENGINE CYLINDER
The engine cylinder is made of a water-jacket and of a liner.
- Water-jacket for type frame (Figure II):
For V and L engines.
In that case the water-jacket rests and is centered on the frame top plate; its orientation is ensured
by a locating pin (12) at its lower part.
- Liner:
It’s of centrifugally cast iron. It’s fitted in the water-jacket.
The tightness between liner and water-jacket and liner and frame is realized by 5 O-rings of
rubber of suitable quality (4 O-rings for liner water-jacket tightness, 1 O-ring for liner-frame
tightness).
Liner may freely expand downwards. A port in the frame allows however to detect eventual
leakages between liner and water-jacket. This port permits the passage of the water intake pipe
to the water-jacket bottom.
- Cooling circuit:
The two cooling zones of the liner are delimited by its seating and centering in the water-jacket.
After a peripheral circulation between the liner and water-jacket lower parts the water flows into
the upper gallery through a belt of equidistant drillings in the liner wall before to be discharged in
the cylinder head
- Positioning and fastening of liner and water-jacket:
The angular positioning of the liner with respect to the water-jacket and that of the water-jacket with
respect to the frame are realized by means of lugs.
The water-jacket liner cylinder head assembly is held to the frame by eight studs and nuts. The
tightening is achieved by elastic elongation of the studs by means of hydraulic jack, and then
tighten the nut by hand, tighten after relieve the pressure.
POSTON
- One-piece cast-iron piston (Figure IV):
It’s cooled by shaker effect. A hole drilled in the top part of the piston allows the oil to flow from the
annular cooling gallery towards the crankcase.
The piston pin: of special nitriding steel, treated and trued is hollow and floating fitted.
150
S.X.D.- CHAPTER 2
No. E025-02-00/2
It’s laterally held by two steel retaining rings. A tube delimites, in pin center, a space for cooling oil flow
from the con-rod to the piston crown.
Piston rings: There are 6 of them: one top ring three compression rings and two oil scrapers. Holes
drilled in piston wall at second scraper level allow oil discharge.
CON-ROD (Figure V):
For V and L engines, 315 mm dia. crankshaft.

This con-rod is of the oblique rack tooth joint type.
The cap is held by four screws. The tightening is checked by elongation reading.
OIL CIRCULATION:
The con-rod big end lubrication is through a diametral drilling in the crankpin. The main part of the oil
enters then the groove milled in the con-rod cap via the perforated groove in the lower half bearing.
The oil flows then upwards to the small end through a duct drilled in the con-rod body. After lubrication
of the con-rod small end the oil flows across the piston pin, circulates in the piston cooling gallery then
back to the crankcase.
2 – WEIGHTS
Figure Item Description Weight in ㎏
II - Water-jacket liner assembly 790
1 Liner 370
2 Water-jacket 380
IV - Piston, complete 208
11 Piston pin 56
V - Con-rod assembly 215
1 Con-rod body 142
2 Con-rod cap 51
151
S.X.D.- CHAPTER 2
No. E025-02-00/3
3 – MAINTENANCE OPERATION REMINDER
Period Operations Page n°

- Removal of con-rod cap E025.02.01
- Removal of a piston-con-rod assembly E025.02.02
1 st 6000 hrs - Visual inspection of con-rod bearings See appendix 1
on 2 cylinders - Liner visual inspection and wear E025.02.03
measurement
- Piston ring wear reading E025.02.04
1 st 9000 hrs - As above for 1 st 6000 hrs
on 2 other cylinders
- Removal of con-rod cap E025.02.01
- Removal of a piston-con-rod assembly E025.02.02
12000 hrs - Visual inspection of con-rod bearings See appendix 1
all cylinders - Liner visual inspection and wear E025.02.03
(a) measurement
- Liner roughening and piston ring E025.02.05
replacement
- Piston con-rod disassembling E025.02.06
- Con-rod and piston pin inspection E025.02.07
- Piston inspection and O-ring E025.02.08
replacement
24000 hrs
- Cylinder removal liner taking off and E025.02.09
all cylinders
O-ring replacement.
(a)
- Or removal of the liner alone and O-ring E025.02.10
replacement
- Inspection of the protection of stud E025.02.13
anchoring in the frame.
NOTE: (a): The accurate TBO prior to the general inspection of the cylinders will be determined
from the wears recorded during 6000 and 9000 hrs operations.
152
S.X.D.- CHAPTER 2
No. E025-02-00/4
It may be 12000,15000,18000,21000 or 24000 hrs (see E025.00.08).

Operations Page n°
- Inspection of con-rod bearings without dismounting of E025.02.11
piston-con-rod assembly
- Repair of the first two grooves in piston crown. That repair shall be E025.02.01
carried out in an approved workshop. Ask the engine builders.
153
S.X.D.- CHAPTER 2
No. E025-02-01A/1
OPERATIONS
12000 hrs REMOVAL AND REFITTING OF CON-ROD CAP
SPECIAL TOOLS (For L engines)

A 02.640.9094.00 A 1 Special spanner for con-rod screws
B 02.640.9069.00 A 1 Support for con-rod cap handling
SB 02.640.9066.01 A 1 Set of bearing holding plates.
C 02.640.9019.01 A 1 Dial gauge holder to measure con-rod screw
elongation

6 V - 00.145.20.00.12 Locking wire
- Remove inspection doors of the concerned cylinder.

- Move piston at TDC.
- Make sure that screw headline up mark correspond to con-rod cap ones (Figure 1).
OPERATIONS
Removal:
- Unlock the locking wire of con-rod screws.
- Loosen the 4 screws by means of spanner item A (Figure 2).
- For L engine, position the crankshaft at 22°from TDC (Figure 4).
- Take off both screws on take on intake side. These screws shall be impressed on the head with
the number of the cylinder and of own number of the screw (Figure 3) and are visible from the
inspection door on the intake side of the considered cylinder.
-
154
S.X.D.- CHAPTER 2
No. E025-02-01A/2
- Screws n°1 and 2 intake side (see Figure 3).

- Screws n°3 and 4 exhaust side (see Figure 3).
CAUTION: DON’T MIX THE SCREWS AND REFIT EACH IN ITS OWN PLACE.
- Position tool B support.

- Fit tool B (Figure 4)
- Take off both other screws and take out con-rod cap with tool B.
- Take off the lower half-bearing.
- DON’T ROTATE THE CRANKSHAFT.
- Fit both plates (5-1 and 5-2) and tighten screws (5-3) (Figure 5, tools item SB).
- THE CRANKSHAFT MAY BE THEN ROTATED.
Refitting:
The con-rod fitted with its upper half-bearing held by plates (5-1 and 5-2) rests on the crankpin (Figure
5).
- Clean the lower half-bearing and con-rod cap with gas-oil and dry by air blast.
- Eliminate any eventual scratch, score or impact trace on parts (con-rod, cap crankpin).
- Rotate the crankshaft to have the crankpin at 22°from TDC (Figure 4).
- Remove upper bearing holding plates.
- Fit the con-rod cap with its half-bearing onto the con-rod body.
- Smear con-rod screw threads with ‘Molykote G’.
- Fit and screw home both screws on exhaust side.
- Take off the con-rod cap and fit the tool item B.
- Fit and screw home both screws on intake side.
- Move the piston at TDC.
- Position tool item C and measure screw length (Figure 6).
Tighten progressively the four screws crosswise in order to have the painted marks lined up.
- Measure the elongation by means of tool item C.
- Repeat the operation up to the prescribed elongation is obtained (tightening table).
155
S.X.D.- CHAPTER 2
No. E025-02-01A/3
- Lock the screws with locking wire (V-6).

- Restore the line up marks when necessary.
NOTE:
In the course of the first dismantling and refitting the original marks should remain applicable
for most of the con-rod. Afterwards, a slight and progressive deviation may be observed in
‘tightening direction’.
- Take off the spring of tools item B.
- The inspection doors should be refitted only after ascertainment of the efficiency of the
lubrication of the inspected cylinder.
156
S.X.D.- CHAPTER 2
No. E025-02-01A-4
Figure 1 Paint mark
Figure 2 Spanner item A for con-rod screws
Figure 3 Screw head marking
157
S.X.D.- CHAPTER 2
No. E025-02-01A-5
Figure 4 Position of tools item B
158
S.X.D.- CHAPTER 2
No. E025-02-01A-6
Figure 5 Set of plates for bearing holding, item SB
Figure 6 Dial gauge holder for measure of con-rod screw elongation, tool item C
159
S.X.D.- CHAPTER 2
No. E025-02-02A-1
OPERATIONS
12000 hrs REMOVAL AND REFITTING OF A PISTON-CON-ROD ASSEMBLY
SPECIAL TOOLS

SB 02.640.9066.01 A 1 Set of bearing holding plates.
SD 02.640.9057.00 A 1 Cross bars for cast-iron piston
con-rod assembly handling
A 02.640.9077.00 A 1 Clamping strap for piston rings
Provide for a set of M 22 taps.
Not applicable.
- Partly drain water-jacket circuit (cylinder-head empty).

- Remove the cylinder-head (see E025.03.03).
- Remove con-rod cap (see E025.02.01A).
OPERATIONS
Removal:
- Rotate the crankshaft to place the piston at a 15 cm distance from TDC.
- By means of thick grease (or tallowed braid) stop the gap between the piston and the liner
(Figure 1).
- By means of a blunt tool remove the carbon deposit from liner top part.
Don’t scrape the zone swept by the piston rings.
- Clean both tappers for piston handling with M22 tap.
- Wipe clean liner top part (grease and carbon particles).
- Rotate the crankshaft so that the crankpin is on intake side. The piston having a down-wards
stroke of 26-30 mm from TDC (corresponding to a 24 ° 30 ′ to 27 ° 30 ′ angle from
TDC),(figure 2).
- Attach cross bar item SD (cast iron piston), (Figure 2).
160
S.X.D.- CHAPTER 2
No. E025-02-02A-2
- Make sure that the liner protection and bearing holding plates are fitted (see E025.02.01A).
- Make also sure that the stud protection tube is fitted (see E025.03.02).
- Take out the piston-con-rod assembly using preferably a hand operated tackle block slower and
more sensitive than others.
- It’s recommended to rest the assembly on a working table (Figure 2).
- Stop the crankshaft oil holes.
- Protect the journal of con-rod with cardboard.
- Take off liner protection and half-bearing holding plates.
- Remove upper half-bearing (V-4).
Refitting:
LINER ROUGHENING AND PISTON RING REPLACEMENT MUST BE NECESSARILY

PERFORMED AT EACH REFITTING(See E025.02.05).
- Eventual scratches on the journal of con-rod shall be honed off with oilstone.
- Oil and stagger the piston ring (Figure 3).
- Grease the piston ring clamping strap item A.
- Fit the piston ring strap item A (Figure 4) and clamp it.
- Wash the bearings in gas-oil, except when new and dry them.
- Fit the half-bearing in the con-rod and the con-rod cap. Bearing back shall be dry.
- Hold the upper half-bearing by means of plates item SB (see E025.02.01A).
- Oil the liner, the bearings and con-rod journal.
- Rotate the crankshaft to place the crankpin as shown figure 1.
- Sling the piston-con-rod assembly and insert it into the cylinder taking the same precautions as
at dismantling.
- Let the con-rod rest on its crankpin.
161
S.X.D.- CHAPTER 2
No. E025-02-02A-3
Figure 1 Sketch showing the angular position of the crank and the tools needed for taking out a
piston con-rod assembly.
162
S.X.D.- CHAPTER 2
No. E025-02-02A-4
Figure 2 Working table
163
S.X.D.- CHAPTER 2
No. E025-02-02A-5
Figure 3 Piston ring staggering
Figure 4 Clamping strap (A) for compression of piston rings
164
S.X.D.- CHAPTER 2
No. E025.02.03-1
OPERATIONS
12000 hrs LINER VISUAL INSPECTION AND WEAR MEASUREMENT
SPECIAL TOOLS

A - A 1 Inside micrometer gauge for
400 dia. bore.
Not applicable.
Taking off of the piston-con-rod assembly (see E025.02.02).
OPERATIONS
Visual inspection:
Any surface defect in the area swept by the piston rings which cannot be eliminated by liner roughing
(E025.02.05) entails liner rejection.
Dimensional inspection:
By means of inside micrometer gauge item A measure the liner dimensions as prescribed in wear
reading sheet n°3 (see model at the end of chapter general).
Record the dimensions read.
For maximum permissible wear and out of round see table (see E025.00.04).
165
S.X.D.- CHAPTER 2
No. E025.02.04-1
OPERATIONS
PISTON RING WEAR READING
SPECIAL TOOLS

Tool for piston ring gap clearance
A 02.640.0240.00 A 1
reading.
Provided for feeler gauge.
Not applicable.
Taking off of piston-con-rod assembly (see E025.02.02).
OPERATIONS
- Test piston rings free floating in their grooves.

- Check the non-foulness of the groove bottoms by ascertaining all around the cylinder that the
rings don’t project out the groove when press in (Figure 1).
In case of groove fouling test the engine oil quality, and make sure it’s consistent with the grade of fuel
burnt (see operating instructions chapters 6.4 and 1.2).
- By means of a feeler gauge, measure in several point of the circumference, the clearance of the
first two rings in their grooves.
- By means of tool A, measure gap clearance of the first two rings and of two oil scrapers (Figure
2).
Both half jaws (2.1 and 2.2) shall be home tightened by means of screw (2.6) the window facing
the gap.
- Use of the wear reading sheet n°1 to note and analyses wear reading (see sample at end of
chapter general).
ANY DISMANTLING OF A PISTON REQUIRES THE REPLACEMENT OF THE PISTON RINGS AND
THEREFORE LINER ROUGHTENING.
NOTE:
166
S.X.D.- CHAPTER 2
No. E025.02.04-2
For inspection of the satisfactory execution of oil control rings it’s necessary, in addition to the
gap clearance measure to check the following:
- Ring:
Lip seating width.
- Expander:
Wire diameter,
Winding diameter,
Spread length,
Coil number.
167
S.X.D.- CHAPTER 2
No. E025.02.04-3
Figure 1 check for groove fouling
Figure 2 tool item A for measuring gap clearance
168
S.X.D.- CHAPTER 2
No. E025.02.05/1
OPERATIONS
12000 hrs ROUGHENING OF CYLINDER LINER AND REPLACEMENT OF PISTON RINGS
SPECIAL TOOLS

A 02.640.0220.00 A 1 Piston ring pliers
Not applicable
ROUGHENING OF CYLINDER LINERS

This can be carried out without dismantling the liners.
When it is necessary to replace one or more of the rings, it is essential to roughen the cylinder liner
before replacing the piston.
In these circumstances a lower degree of roughness (35 to 70 micro inches CLA), then that found on
the liner when new (80 to 120 micro inches CLA or 2 to 3 micro Ra) is admissible. The object of this
roughness is to effect rapid and intimate contact between wearing surfaces to provide an effective seal
between the liner and rings. If the engine is not dismantled after several hundred hours of operation the
surface condition of the liner will stabilize and this will be indicated by normal oil consumption.
NOTE:
Before any roughening takes place, the wear edging formed in the liner at the limits of the top ring
stroke must be removed. This operation is effected by means of a small portable grinding wheel (see
Figure 5).
PRELIMINARY STEPS
- Removal of piston-cod-rod assembly (E025.02.03).

Carefully protect all components (crankshaft, crankcase, etc…) against the cleaning product
(detergent or grease remover) and against abrasive if a cutting fluid is used, by placing a leak
proof bag at the bottom of the liner with, if necessary, a spout to lead the fluid outside the engine.
- Clean the liner with a concentrated solution of standard detergent or an industrial
grease-removing agent (Polexine). Rinse with clean water.
169
S.X.D.- CHAPTER 2
No. E025.02.05/2
- Dry with a clean cotton cloth and lubricate.
OPERATIONS
a) Manual:
If no special equipment is available this operation can be carried out using n°3 emery cloth (or a piece
of 80 grain size grinding wheel) to roughen liners by hand. The operator should endeavor to obtain a
uniformly roughened, from the upper edge of the liner, should be within 85 mm and 700 mm. To keep
the stone clean dip it into kerosene a regular interval.
b) Mechanical: Omit
RING REPLACEMENT
Removal:
- Remove in sequence and using the pliers reference A Figure 3, the top and compression rings.
- Free the scraper ring from its spring by hand and remove it.
- Open the spring by freeing one end of the connection piece.
- Remove spring.
- Clean grooves (E025.02.08) and read the dimensions (see clearances and wear table
E025.00.04).
Fitting:
- Starting with the lower ring, position the two scraper rings as follows:
- Place spring in the groove, connecting its both ends.
- Position the scraper ring by hand around the spring in the groove making sure that the ring gap
and spring joint are diametrically opposed.
- Fit the 3 compression rings as indicated below starting with the lowest one. Then fit the top ring.
- Open ring with pliers.

Check that the ring is correctly positioned against the plier ring.
- Place ring in its groove and slowly separate the plier handles to free it.
- Remove pliers.
- Lubricate using engine oil and arrange rings so that gaps are staggered (see E025.02.02).
- Ring replacement requires necessarily liner roughening.
170
S.X.D.- CHAPTER 2
No. E025.02.05-3
Figure 3 Piston ring pliers item A
171
S.X.D.- CHAPTER 2
No. E025.02.05-4
Figure 4 Ring belt
Figure 5 Liner wear edging at top ring(T.D.C)
172
S.X.D.- CHAPTER 2
No. E025.02.06-1
OPERATIONS
24000 hrs PISTON-CON-ROD DISASSEMBLING
SPECIAL TOOLS

SD 02.640.9057.00 A 1 Cross bars for handling cast-iron
piston-con-rod assembly.
A 02.640.9003.00 A 1 Protection collar for piston skirt
B 02.640.9097.00 B 1 Tool for extraction of piston pin
Not applicable.
- Removal of piston-con-rod assembly (see E025.02.02).

- Removal of piston rings (E025.02.05).
OPERATIONS
Removal of con-rod:
- Position piston skirt protection collar A in piston (Figure 1) and remove cross bar SD.
- Invert the assembly and place it vertically the piston head downwards.
- Sling con-rod.
- Remove piston pin retainer rings (IV-13).
- Position extractor B and withdraw piston pin (Figure 2).
- If the pin is difficult to extract, heat the piston in the area of the pin using a gas blow-torch or
alternative method of applying moderate heat (maximum 100℃).
- Remove con-rod.
Refitting con-rod:
- Place piston so that it rests on its head.
173
S.X.D.- CHAPTER 2
No. E025.02.06-2
- Fit a new retaining ring (IV-13) previously subject to penetrate flaw detection.
- Oil piston pin and small end bush.
- Heat piston in areas adjacent to piston pin bosses using a gas blow-torch or alternative method
of applying moderate heat (maximum 100℃).
- Try con-rod to piston as shown figure 3.
- Insert piston pin by means of handling tool (Figure 4) then fit second retaining ring (IV-13)
previously submitted to penetrate flaw detection.
- Upset assembly and fit cross bar SD.
- Remove protective collar A.
174
S.X.D.- CHAPTER 2
No. E025.02.06-3
Figure 1 protection collar (A)
Figure 2 piston pin extraction (B)
175
S.X.D.- CHAPTER 2
No. E025.02.06-4
Figure 3 piston con-rod mating marks
Figure 4 tool for piston handling
176
S.X.D.- CHAPTER 2
No. E025.02.07-1
OPERATIONS
24 000 hrs CON-ROD AND PISTON PIN INSPECTION
SPECIAL TOOLS
Provided for liquid nitrogen for eventual replacement of con-rod small end bush.

14 IV 2/cyl 00.652.31.53.84 O-ring
Piston-con-rod disassembling (see E025-02-06).
OPERATIONS
Check of con-rod
- Measure the inner diameter of the bush as shown figure 1.
- Should the limit ‘LA’ is exceeded (see E025.00.04) replace the bush.
- Drill 2 holes of 7 mm dia, diametrally opposed through the bush wall (proceed in two steps by
inverting the con-rod), (Figure 2).
- Press the bush out.
- As new bush shall be liquid nitrogen fitted, observing lubrication port location and the lateral
projection (Figure 1)
- Proceed to a penetrate flaw detection of the rack and tooth joint faces of oblique joint con-rod.
ANY CRACK SHALL BE THE SUBJECT OF AN EXAMINATION BY THE BUILDERS TO DECIDE

OR NOT OF THE CON-ROD REJECTION.
- Submit con-rod big end bolts or screws to magnetic particle flaw detection. Failing, proceed to a
penetrate detection.
- Take off retaining rings (IV-15) of bush (IN-12).
- Take off inner bush (IV-12) and remove O-ring (IV-14).
- Proceed to a penetrate flaw detection on the whole piston pin, including bore
and holes. Any crack or fellable scratch entails rejection.
- Replace bush (IV-12) fitted with new O-rings and retaining ring (IV-15).
177
S.X.D.- CHAPTER 2
No. E025.02.07-2
Figure 1 bore dimensional inspection and fitting of the con-rod small end bush
Figure 2 drilling of con-rod small end bush wall
178
S.X.D.- CHAPTER 2
No. E025.02.08B-1
OPERATIONS
24 000 hrs CAST-IRON PISTON INSPECTION.
SPECIAL TOOLS
Not applicable.
- Piston/con-rod disassembling (E025.02.06).

- Removal of piston-rings (E025.02.06).
OPERATIONS
- Clean the piston by means of a suitable product (see appendix 25).

- Carefully remove carbon deposits taking care to don’t damage part surfaces (specially ring
grooves).
- Test the shadowed zones by penetrate detection (see figure 1).
- Reject the piston of cracked.
- Measure groove height (see reading sheet n°2 at chapter generalities).
NOTE:
When defects are found only in one or both first grooves of the piston, or when the groove height
exceeds ‘LA’ limit:
- Machine to the repair dimension (see E025.02.12).

- Inspect the concerned groove(s) by penetrate flaw detection.
- Make sure that no defect is longer visible. If not reject the piston.
179
S.X.D.- CHAPTER 2
No. E025.02.08B-2
Figure 1 penetrate flaw detection zone C.I.pistons
180
S.X.D.- CHAPTER 2
No. E025-02-09/1
OPERATIONS
24000hrs CYLINDER REMOVAL, LINER TAKING OFF AND O-RING SUPERSESSION.
SPECIALLY TOOLS

A 02.640.9001.00 A 1 Tool for extracting liner and water jackets.
Tool for liner removal
SE 02.640.9004.00 B 1

5 II 2 00.653.505.668 O-ring
6 II 3 00.653.444.871 O-ring
104 II 1 00.652.34.53.63 Gasket on lower water passage
NOTE:
Gaskets for cylinder heads, deaeration, and water passage are listed chapter E025.03.02.
- Take off the cylinder head (see E025.03.02).

- Take out piston/con-rod assembly (see E025.02.02).
- Partly empty jacket-water up to water inlet header level.
- Make sure the water no longer flows through the drain valve at header end.
- Take off water passage.
- Ascertain that the stud protection tubes are fitted.
OPERATIONS
Removal of water-jacket/liner assembly:
181
S.X.D.- CHAPTER 2
No. E025-02-09/2
- Install the crossbar for handling of the water-jacket/liner assembly (item A, Figure 1).
- Hook the pulley block rope to the lifting eye,
- on the exhaust side for V engine.
- in the middle for L engine.
- Take out water-jacket/liner assembly.
- Place the assembly on working table in 645 dia. hole (Figure 2).
Fitting of tool item SE:

- Fit the top plate (3-319) on the liner, the rod (3-429) passing through the central hole.
- Fit the bottom plate (3-422) and screw nut (3-3).
- Tighten nuts (3-2 and 3-3) to clamp liner.
- Place the gantry (3-412) and screw nut (3-1) on the rod (3-429).
Pulling out the liner:

- Screw on top nut (3-1) to loosen the liner from the water-jacket.
- Screw it up to the top plate (3-319) abut
- Sling:
- By means of the two lifting eyes for L engine,
- By means of the lifting eye on exhaust side for V engine.
- Pull out the liner.
- Rests it in the 485 dia. hole of the working table (Figure 2).
- Remove the tools.
- When the parts are scaled clean them by scaling and brushing or dipping them in a suitable bath
(see appendix 25).
Fitting of the liner in the water-jacket:

- Fit new O-rings (II-5) and (II-6), oil them and insert the liner in the water-jacket, complying with
the direction defined by pin (II-9).
- Slide the liner down in the water-jacket.
182
S.X.D.- CHAPTER 2
No. E025-02-09/3
- To ascertain the correct fitting of the O-ring measure liner bore at top and bottom O-ring levels,
an out of round indicates that an O-ring is out of its groove. It will then be necessary to remove
the liner and refit it after the concerned O-ring is replaced. The inspection is then repeated.
- Take off extracting (item SE).
- Subject the assembly to a hydraulic test (10 bar testing pressure).
Fitting of the water-jacket/liner assembly in the engine.
- Install tool item A on water-jacket/liner assembly.
- Ascertain the cleanness of the water-jacket and frame bearing surfaces.
- Let the assembly slide down in its housing and align it with the other cylinder complying with the
direction defined:
- By pin (II-12), for type B frame cylinder.
- Remove tool item A.
- Replace gasket (II-104) of inlet water nozzle and fit it.
- Replace every water passage gasket between cylinder and cylinder head (see E025.03.02).
183
S.X.D.- CHAPTER 2
No. E025-02-09/4
Figure 1 Extraction water jacket/line assembly (tool item A)
Figure 2 Working table for cylinder
184
S.X.D.- CHAPTER 2
No. E025-02-09/5
Figure 3 Pulling the liner out from the water jacket on maintenance stand (tools item SE)
185
S.X.D.- CHAPTER 2
No. E025-02-10/1
OPERATIONS
24 000 hrs REMOVAL OF THE LINER ALONE AND O-RING SUPERSESSION
SPECIAL TOOLS

SE 02.640.9004.00 B 1 Liner extraction tool
SA 02.240.0401.00 A 2 Spacing tube to hold the water-jacket
during liner extraction.

5 II 2 00.653.505.6.68 O-ring
6 II 3 00.653.444.8.71 O-ring
NOTE:
Gaskets for cylinder heads, deaeration, and water passages are listed chapter E025.03.02.
- Partly empty the water-jacket up to the water inlet header level.

- Make sure the water no longer flows through the drain valve at header end.
- Take off the cylinder-head (see E025.03.02).
- Take out piston-con-rod assembly (see E025.02.02).
- Ascertain that the stud protection tubes are fitted.
OPERATIONS
Fitting of tool SE (see E025.02.09, same paragraph):
- Remove two diametrally opposed stud-protecting tubes.

- Fit both spacing tubes item A (Figure 1) on the striped studs.
186
S.X.D.- CHAPTER 2
No. E025-02-10/2
- Fit and tighten a nut on each of the two studs in order to press the water jacket in the frame
through the spacing tubes.
Liner extraction (see E025.02.09, same paragraph):
(See E025.02.09 paragraph ‘Fitting of the liner in the water-jacket on maintenance stand’).
Figure 1 Tool item A for holding water jacket in place in the frame
187
S.X.D.- CHAPTER 2
No. E025.02.11B/1
OPERATIONS
INSPECTION OF CON-ROD BEARINGS WITHOUT DISMOUNTING OF PISTON/CON-ROD

ASSEMBLY
SPECTICAL TOOLS

A 02.640.9068.00 A 1 Con-rod support
Not applicable.
Removal of con-rod cap (see E025.02.01A).
OPERATIONS
- Make sure the bearing holding plates SB are fitted (Figure 1).
- Turn the engine by 32°39′ from TDC on intake side.
- Remove the bearing holding plate on intake side (Figure 1).
- Install tool item A (Figure 2).
- Turn the engine to free completely the half-bearing.
- Remove the bearing holding plate on exhaust side.
- Remove the half-bearing (V-4), (see appendix 1 of technical note about half-bearing inspection).
- To refit the half-bearing, proceed in reverse order caring for the correct positioning of the locking
lug.
188
S.X.D.- CHAPTER 2
No. E025.02.11B/2
Figure 1 Half-bearing plate set, tool item SB (on exhaust side)
Figure 2 tool item A, con-rod support

189
S.X.D.- CHAPTER 2
No. E025-02-12/1
OPERATIONS
REPAIR OF THE FIRST TWO GROOVES IN PISTON CROWN
SPECIAL TOOLS
Not applicable.

Not applicable.
- Piston/ con-rod disassembling (see E025.02.05).
- Removal of piston-rings (see E025.02.05).
190
S.X.D.- CHAPTER 2
No. E025-02-12/2
Figure 6 Machining of grooves of cast-iron pistons for fitting of rings at repair dimension
191
S.X.D.- CHAPTER 2
No. E025-02-13/1
OPERATIONS
24 000 hrs INSPECTION OF THE PROTECTION OF STUD ANCHORING IN THE FRAME

15 II - 99.360.0000.05 PR 1005 L (from, Philadelphia resin
Corporation PRC).
To prevent the eventual fracture of the cylinder head holding studs resulting from the corrosion of their
anchor threads it’s necessary to inspect the condition of the protective packing in the supporting plate
and to restore it when necessary.
SEALING MASTIC
PR 1005 L is a synthetic rubber dissolution. The product vulcanizes at ambient temperature; it offers a
first rate resistance to hydrocarbons and water.
APPLICATION
The product shall be applied, the stud screwed up, so as to realize a packing between the stud base
shank and the supporting plate as shown Figure 1.
Operating process:
a) Surface preparation: to obtain a good adhesion, the concerned surfaces shall be cleaned with a
wire brush and degreased with a solvent.
b) The PR1005 L is applied by brush, in two or three layers giving the brush a rotative movement to
facilitate the penetration of the product. It’s necessary to let the layer dry for about 20 min, or
become firm, before applying a new one.
The vulcanization time depends on the ventilation and temperature. As the layers may be 0.05 mm
thick, they loose their surface adhesiveness in 20 min at 25 ℃ and have a sufficient adhesion and
solidness after 4 hours. After loss of surface adhesiveness the vulcanization may be sped up by hot air
circulation at 40 ℃.
192
S.X.D.- CHAPTER 2
No. E025-02-13/2
Checking:
Ascertain that the protective packing is smooth and even and free crack.
Figure 1 Protection against corrosion of stud anchoring
193
S.X.D.- MAINTENANCE MANUAL No. E025.03
S.E.M.T. FITTED OUT CYLINDER HEAD
CHAPTER 3
FITTED OUT CYLINDER HEAD
194
S.X.D.- CHAPTER 3
No. FIG.301
FIG.1 CYLINDER HEAD
FIG.II INTAKE VALVE
195
S.X.D.- CHAPTER 3
No. FIG.302
FIG.III EXHAUST VALVE WITH VALVE ROTATOR (NON-COOLED SEAT)
FIG.IV EXHAUST VALVE WITH VALVE ROTATOR (COOLED SEAT)
196
S.X.D.- CHAPTER 3
No. FIG.302
FIG. V EXHAUST VALVE WITH COOLED HEAD
197
S.X.D.- CHAPTER 3
No. FIG.303
FIG. VI STANDARD STARTING VALVE
FIG. VII QUICK OPENING STARTING VALVE
198
S.X.D.- CHAPTER 3
No. FIG.304
FIG. VIII SAFETY VALVE
FIG. IX VALVE GEAR TOP PART

199
S.X.D.- CHAPTER 3
No. FIG.305
FIG. X CASING
200
S.X.D.- CHAPTER 3
No. E025.03.00-1
1- DESCRIPTION
CYLINDER HEAD (Figure 1)
The cylinder head is made of cast-iron; its general outer shape is that of an octagonal prism. It’s
clamed against the cylinder liner through a gasket by means of eight studs anchored in the frame and
passing through the water jacket.
The head is fitted with:
- Two exhaust valves,

- Two intake valves,
- One injection nozzle,
- One indicator cock,
- One starting valve for B bank of V-engine and one stopper for A bank of V-engine.
- One safety valve for marine propulsion engine or eventually one stopper for land engine.
INTAKE VALVES (Figure II)
Each intake valve spindle slides in a cast-iron body (2) held on the cylinder by three studs and nuts.
The body includes two guide bushes (7 and 8).
Two return springs (3 and 4) rest against the body (2) and a spring collar (5) keyed on the valve spindle
by a two-piece taper key (6).
The tightness between the cylinder head and the valve body if realized by one ring (9).
A tappet transmits the push of the rocker arm.
Intake valve seats are directly machined in the cylinder head.
EXHAUST VALVES WITH VALVE ROTATORS (Figure III and IV):
These valves are of heat resisting steel with protected head. Each exhaust valve spindle slides in a
cast-iron body of cast iron and cooled by water circulation in series with the cylinder head. Water
passage between head and valve body are realized by two bushes (219) fitted with O-ring.
201
S.X.D.- CHAPTER 3
No. E025.03.00-2
There are two types of valve seat:

- One non-cooled one, in two-piece made of a cast-iron body as upper part and of a heat-resisting
seat at the lower part (Figure III).
- One cooled one, in one piece of cast steel or iron with the lower part of cast steel (Figure IV).
The assembly is held on the cylinder head by three long studs and nuts and spacing tubes to increase
the elasticity and balance cage thermal expansion.
An O-ring (28) ensures the tightness between the head and the valve body.
The two springs (22 and 23) rest on the valve body and on the other hand on an assembly including a
bush (37) a spring collar (41) and a valve rotator (740). The assembly is held on the spindle by a
two-piece taper key (39).
EXHAUST VALVES WITH COOLED HEAD (Figure V):
That arrangement includes a valve made of several but non-disassemblable pieces. The clack and the
shank are groove.
The cooling water is by-passed from cylinder head circuit through two calibrated nipples ensuring the
passage of given water flow in the valve.
The spring collar (58) allows the water flow to the valve spindle.
Connection between nipples (45) and spring collar (58) is by flexible hose (52).
STANDARD STARTING VALVES (Figure VI):
As the engines are compressed-air started, a number of cylinder head are fitted with an air-starting
valve the cast-iron body (51 of which is held in a taper seat in the cylinder head by two studs and nuts.
This valve (52) pressed against it seat by spring (54) opens under the pressure of the compressed air
supplied by the air distributor.
NOTE:
As a rule, air starting valves are fitted on the cylinder heads of the B bank of V engine; the
starting through one bank being possible in almost all engines.
In such a case, a stopper replaces the starting valve on A bank cylinder head.
202
S.X.D.- CHAPTER 3
No. E025.03.00-3
QUICK OPENING STARTING VALVE (Figure VII):
This valve is fitted in engines with air braking system. The top part of the valve is made by a piston (13)
and a (cylinder). The piston is fed through its hollow rod with air from the distributor. The multiplication
of the force thus obtained allows to speed up the valve opening.
SAFETY VALVE (Figure VIII):
This valve includes a cast-iron body (109) held in a taper seating in the cylinder head by studs and
nuts.
This valve (117) includes a steel rod and a cast-iron needle pinned to the spindle. It’s pressed against
its seat by a spring (115) the lower part of which rests against a bronze guide bush (118) with
intermediate spacing washer (217) allowing spring calibration.
The spindle end, the accessibility to which is ensured by unscrewing plug (126) from the top flange
(122) acting as spring bearing piece, is slotted and thread to allow a loosening or an eventual lapping
by means of a screw driver.
In case of overpressure in the cylinder, the valve open and gases escape outside through a drilling in
the cylinder head. On cylinder heads non-fitted with safety valves the corresponding wells are fitted
with stoppers.
VALVE GEAR TOP SYSTEM (Figure IX):
Rocker-arm bracket is held on the cylinder head by four studs and nuts.
The system includes a short fulcrum pin supporting a Y rocker-arm (164) controlling the exhaust valves,
and a longer fulcrum pin supporting the two rocking levers (158 and 161) controlling the intake valves.
The rocker arms are controlled by push rods transmitting the displacements of the roller tappets
controlled by the cams of the camshafts.
The push rods are fitted into protection tubes.

The valve tappet clearance is adjusted by screws (373) with ball-ended tappet (174) locked by a lock
nut.
The lubrification of the assembly is by separate circuit.
203
S.X.D.- CHAPTER 3
No. E025.03.00-4
VALVE GEAR CASING (Figure X):
The casing (1) of light alloy surrounds the valve gear closed by a cover (2) of light alloy also including a
buckler (105) allowing to inspect all the components located in the casing: injection-nozzle, valves
etc…without removal of the cover.
2- WEIGHTS

Cylinder head assembly with inspection door
I all (not including starting valv, safety 320
valve,injector,rockerarm mechanism and cover etc)
Cylinder head complete in working order 510
II all Intake valve complete 20
III all Exhaust valve complete 40
VI all Starting valve complete 7-8
VIII all Safety valve complete 13.3
IX all Rock arm bracket 25
X 105 Buckler 3.5
2 Cover 15
1 Casing 40
204
S.X.D.- CHAPTER 3
No. E025.03.00-5
3 – SUMMARY OF MAINTENANCE OPERATIONS
ENGINES RUN ON HEAVY FUEL OILS AND FITTED WITH NON COOLED
EXHAUST VALVES
PERIOD OPERATIONS PAGE N°

First - Removal of exhaust valves E025.03.03
3 000 hrs - Disassembling and reassembling of exhaust E025.03.04
(b) valves
- Inspection of exhaust valves E025.03.05
3 000 hrs - Checking of valve tappet clearance E025.03.01
First On two cylinders (see chapter 2)
6 000 hrs - Removal of cylinder heads E025.03.02
(b) - Removal of intake valves E025.03.07
- Inspection of intake valves E025.03.08
- Inspection of cylinder head fouling and hydraulic E025.03.15
test
6 000 hrs - Removal of starting valves E025.03.11
- Disassembling and reassembling of starting E025.03.12
valves
- Removal of exhaust valves E025.03.03
- Disassembling and reassembling of exhaust E025.03.04
valves
- Inspection and reconditioning of exhaust valves E025.03.05
First As for the first 6 000hrs but on two other cylinders
9 000 hrs (see chapter 2).
12 000 hrs (a) - Removal of cylinder heads E025.030.02
- Inspection and reconditioning of valve gears E025.030.10
- Removal of intake valves E025.030.07
- Inspection and reconditioning of intake valves E025.030.08
24 000 hrs (a) - Removal of safety valves E025.03.11
- Inspection and calibration of safety valves E025.03.14
205
S.X.D.- CHAPTER 3
No. E025.03.00-6
NOTE:
(a) The real period of every assembly will be settle from the wears read during 6 000 and 9 000 hours
inspection. It may be 12 000, 15 000, 18 000, 21 000, or 24 000 hours.
(b) This inspection will allow to settle period of exhaust valves.
OPERATIONS PAGE N°
- Replacement of intake valve springs without cylinder head E025.03.16
removal
- Reconditioning of cylinder-head gasket seating E025.03.18
206
S.X.D.- CHAPTER 3
No. E025.03.00-7
ENGINES RUN ON HEAVY FUEL OIL AND FITTED WITH COOLED EXHAUST VALVES

3 000 hrs Checking of valve tappet clearance
(b) - Removal of intake valves E025.03.07
- Inspection of cylinder head fouling and hydraulic E025.03.05
test
- Removal of starting valves E025.03.11
6 000 hrs - Disassembling and reassembling of starting valves E025.03.12
- Removal of exhaust valves
- Disassembling and reassembling of exhaust valves E025.03.03
- Inspection and reconditioning of exhaust valves E025.03.04
E025.03.05
First As for the first 6 000hrs but on two other cylinders (see
9 000 hrs chapter 2).
(a) - Inspection and reconditioning of valve gears E025.03.10
- Removal and reconditioning of exhaust valve E025.03.17
cooling flexible
24 000hrs - Removal of safety valves E025.03.11
(a) - Inspection and calibration of safety valves E025.03.14
207
S.X.D.- CHAPTER 3
No. E025.03.00-8
NOTE:
OPERATIONS PAGE N°
removal
208
S.X.D.- CHAPTER 3
No. E025.03.00-9
ENGINES RUN ON GAS-OIL AND FITTED WITH NON-COOLED EXHAUST VALVES

3 000 hrs Checking of valve tappet clearance
6 000 h - Removal of cylinder-heads E025.03.02
- Removal of exhaust valves E025.03.03
- Removal of intake valves
- Inspection of exhaust valves E025.03.08
- Inspection of cylinder-head fouling and hydraulic E025.03.05
test E025.03.15
6 000 h - Removal of starting valves E025.03.11
- Inspection and reconditioning of starting valves E025.03.12
First As for the first 6 000hrs but on two other cylinders (see
9 000 hrs chapter 2).
12 000 hrs - Removal of cylinder-heads E025.030.02
(a) - Removal of exhaust valves E025.030.03
- Inspection and reconditioning of exhaust valves
- Inspection and reconditioning of valve gear E025.030.05
E025.030.08
24 000hrs - Removal of safety valves E025.03.11
(a) - Inspection and calibration of safety valves E025.03.14
209
S.X.D.- CHAPTER 3
No. E025.03.00-10
NOTE:
OPERATIONS PAGE N°
removal
210
S.X.D.- CHAPTER 3
No. E025.03.01-1
OPERATIONS
3 000 hrs VALVE TAPPET CLEARANCE ADJUSTMENT
SPECIAL TOOLS

SM 99.530.6146.01 A 1 Dial gauge for clearance adjustment
SL 99.530.6146.02 A 1 Magnetic base for dial gauge
A 02.640.9040.00 A 1 Special support for magnetic base

Not applicable
- Remove cover (X-2).
- Rotate crankshaft up to TDC combustion ±30°crankshaft circle.
OPERATIONS
- Install tools item SM, SL and A (Figure 1).
- Loosen lock nuts (IX-74) and unscrew adjusting screws.
Intake rocking levers

- Apply dial gauge contact point above the push rod end ball (IX-71).
- Tighten one of the adjusting screw to zero the clearance but without pressing against valve
spindle. Set dial needle to zero and then back to 1 mm.
- Holding the adjusting screw (IX-373) tighten up nut (IX-74).
- Approach the screw of the second tappet up to the dial needle quivers. Should the needle
overstep the graduation it was stopped on, turn the adjustment back, and repeat the operation.
- Tighten up the second lock nut while holding the adjusting screw (IX-373).
- Check the adjustment by operating rocker-arm by hand.
211
S.X.D.- CHAPTER 3
No. E025.03.01-2
Exhaust rocker-arm
- Apply dial gauge contact point above the push rod end ball (IX-71).
- Approach simultaneously both adjusting screws to zero the clearance above valve spindle.
Adjust the dial needle on zero.
- Unscrew simultaneously both adjusting screws to obtain 1 mm clearance.
- Tighten up the lock nuts while holding the adjusting screws.
- Check the adjustment by operating rocker-arm by hand.
Figure 1 Positioning of dial gauge for valve tappet clearance adjustment
212
S.X.D.- CHAPTER 3
No. E025.03.02-1
OPERATIONS
12 000 hrs REMOVAL OF A CYLINDER-HEAD
SPECIAL TOOLS

SA As per specification A 1 Hydraulic pump
SN 04.640.0022.00 A 3 Flexible
A 02.640.9115.00 A 1 Hydraulic tool for nut tightening
B 99.250.50.008.2 A 1 Tommy bar
C 02.640.9073.00 A 1 Cylinder-head handling tool
D 02.640.0028 A 8 Stud protecting tubes

11 1 chapter 2 1 02.008.0011.00 Cylinder-head gasket
1 400.128.022 Gasket exhaust flange
1 03.019.0014.00 Gasket indicator cock
1 02.125.0024.00 Gasket intake manifold
3 × 1 02.022.0003 Gasket cover
3 03.040.0002.00 Gasket gas exhaust
1 00.652.34.53.77 O-ring water nozzle
2 00.652.29.53.77 Sleeve O-ring seal
2 00.687.090.21.2 Joint O-ring seal
15 × 1 00.653.486.66.3 O-ring valve gear casing
2 00.652.38.53.77 O-ring push rod protection tube
213
S.X.D.- CHAPTER 3
No. E025.03.02-2
- Drain cylinder-head water.
- Removal of the corresponding section of the intake manifold.
- Removal of injection pump fuel delivery pipe (see E025.04.01).
- Disconnect fuel leak return pipes (normal leaks of delivery pipe and injection nozzle).
- Removal of lubricating pipes of valve gear.
- Removal of starting air pipe, if any.
- Removal of screws on cylinder-head water outlet nozzle.
- Removal of water passage between cylinder and head.
- Removal of indicator cock.
OPERATIONS
Removal of cylinder head
- Take off the injection nozzle.
- Take off injection nozzle cooling pipe holding screw.
- Remove rock arm bracket (E025.03.10).
- Remove push rods.
- Take off valve gear casing (X-1).
- Take off push rod protection tubes.
- Unscrew and take off exhaust flange holding screws on the cylinder head.
- Place the spacing tubes (see figure 1-2) of item A in the holes for cover holding.
- Fit the safety plate (1-3) on the spacing tubes (1-2) holding it in high position by means of pins
(1-7).
- Install tool item A.
- Fit the 8 jacks on the 8 nuts.
- Connect the tool to the hydraulic pump item SA.
- Tighten up the gripping devices on the studs.
- Loosen the gripping devices by one rotation.
- Lower safety plate in low position locking it with pins (1-7).
214
S.X.D.- CHAPTER 3
No. E025.03.02-3
- Build up the pressure (see tightening table). In case a jack is damage refer to page E025.00.06.
- By means of tommy bar, 8 mm dia. (item B) loosen the nuts by 6 holes.
- Relieve the pressure.
- Take off the tool.
- Screw out the nuts.
- Fit cylinder head handling tool item C.
- Fit stud protecting tubes item D.
- Sling, lift and rest the cylinder head on a wooden piece or stand to avoid to damage
gasket-seating face, see E025.03.07.
NOTE:
When it’s difficult to detach the cylinder-head from the water-jacket/liner assembly, it may be
necessary to loosen it in three point by means of a thinned end bar inserted between the head
and the water-jacket.
Fitting of the cylinder-head:

- Fit the valve gear casing onto the cylinder head.
- Fit a new cylinder-head gasket on the liner and replace the gas exhaust gasket.
- Install tools item C on the cylinder head.
- Align the cylinder-head exhaust face with the neighboring ones.
- Tighten crosswise, progressively and alternatively the holding screws of exhaust and intake
manifolds.
- Remove tools item C and install 4 studs of the tools item A.
- Screw home every cylinder-head nut.
- Fit the protection plate on the studs and fit tools item A.
- Screw home all gripping devices.
- Build up the pressure (see tightening table).
- Screw home all nuts by means of tools item B.
- Relieve the pressure and disconnect the pump.
- Take off the tools item A.
- Achieve fitting in removal reverse order.
- Adjust valve tappet clearance (E025.03.01).
215
S.X.D.- CHAPTER 3
No. E025.03.02-4
Figure 1 protection for hydraulic tool
Figure 2 tool for hydraulic tightening of cylinder-head stud nuts
216
S.X.D.- CHAPTER 3
No. E025.03.02-5
Figure 3 tool for handling cylinder-head
217
S.X.D.- CHAPTER 3
No. E025.03.03-1
OPERATIONS
6 000 hrs REMOVAL AND REFITTING OF AN EXHAUST VALVES.
SPECIAL TOOLS

A 02.240.0090.00 A 1 Tools for exhaust valve loosening
B 02.640.9023.00 A 1 Tools for cage seat reconditioning
C* - - 1 Wire brush 140 dia.
D* 99.250.90.15.04 - 1 Flex hone GBD5 ”1/2 20SC
E - - 1 A 500-1000W 400-1000 rpm electric drill
*: These tools shall have handle long enough to allow cleaning without dismantling neither the valve
gear casing nor the valve assembly and rocker-arms bracket holding studs (Item C, D, and E are not to
be supplied by engine manufacturer.)
LIST OF SEALS AND EXPENDIBLE MWTERIALS

20 III 1 00.653.115.50.68 O-ring
28 III 4 00.652.18.35.68 O-ring
- Remove rocker-arms (E025.03.10).
- Partly drain the engine (cylinder-head emptied).
OPERATIONS
Removal of an exhaust valve assembly:
- Removal holding nuts (I-229).

- Take off spring (V-68) in the case of cooled valves.
- Fit the tools item A and then tighten alternatively both extraction screws (see Figure 1).
- Sling the valve.
IN THE CASE OF COOLED VALVES DON’T USE OF THE FLEXIBLES AS SLINGS.
218
S.X.D.- CHAPTER 3
No. E025.03.03-2
Fitting of an exhaust valve assembly:

Clean valve well:
- Place the bucket (Figure 2) into the valve well.
- Try the wire brush and the electric drill (item D and E).
- Insert the brush by some centimeter into the valve well prior to starting the drill running.
- Clean by moving the brush alternatively down and upwards to clean the well up to the bucket.
- Check the quantity of carbon in the bucket. Take out and empty the bucket when 3/4 filled.
- Check valve well cleanness. Repeat the operation so long as the well is still dirty.
- As soon as there is no more carbon deposit on the well wall take off the bucket.
- Repeat cleaning operation with brush (item C), to clean the part of the well wall which was hidden
by the bucket. A small quantity of carbon will then drop into the cylinder (with no detrimental
effect).
- Ascertain well wall cleanness. And then position tools item B (Figure 3) to trim and lap valve cage
seating.
- General visual inspection.
- Grease O-rings.
- Position valve assembly.
- Fasten the valve by alternative tightening up of the nuts of the holding 3 studs.
- Loosen the nuts.
- Tighten then anew by means of a torque spanner (see tightening table).
- In case of water-cooled exhaust valves position spring (V-68).
- Adjust tappet clearance (see E025.03.01).
NOTE:
Make sure that blind nub don’t abutt against stud end when tightening them and that the spacers really
rest in counter bores in the valve body (Figure 4).
219
S.X.D.- CHAPTER 3
No. E025.03.03-3
Figure 1 tool item A for valve loosening
Figure 2 cleaning of valve well
220
S.X.D.- CHAPTER 3
No. E025.03.03-4
Fig. 3 – Tool item B for cage seat reconditioning
Fig. 4 – Checking of the correct fitting of spacer and blind nut
221
S.X.D.- CHAPTER 3
No. E025.03.04A -1
DISASSEMBLING AND REASSEMBLING OF EXHAUST VALVES
SPECIAL TOOLS

SH 02.640.900600 A 1 Valve spring compression tool.
A 02.640.912500 A 1 Exhaust valve support tool.

28 III 1 00.653.115.5.68 O-ring MS29513/115
20 III 6 00.652.18.35.68 O-ring AN18
Removal of an exhaust valve （E 025. 030 .03）
OPERATIONS
Valve disassembling：
- Remove the two water passage bushes （III-219）.
- Set valve on support tool assembly A（Figure 2）.
- Remove springs：
-Screw the fixing columns（1-7） of the SH tool assembly into the 2 holes M16 of the valve body.
-Compress valve springs by tightening jack screw (1-4), to free semi-circular keys (III-39).
-Extract semi-circular keys.
-Loosen jackscrew until springs are released.
-Remove SH tool.
- Remove:
-Valve rotator.
-Springs.
-Valve.
222
S.X.D.- CHAPTER 3
No. E025.03.04A -2
Refitting Valve:
- Oil valve spindle with engine oil.
- Fit：
-Valve
-Springs
- Valve rotator.
- Place valve on support tool A (Figure 2).
- Fit SH tool (Figure 1).
- Compress springs and place semi-circular key (III-39) making sure that they are properly engaged
in the valve stem groove.
- Loosen jackscrew and remove tool assembly.
- Replace O-rings (III-20).
- Fit water passage bushes (III-219).
- Equip body with a new O-ring (III-28).
Fig.1 – Valve spring compression tool
223
CHAPTER 3
S.X.D.- S.E.M.T. FITTED OUT CYLINDER HEAD
NO. E 025.03.04A-3
Fig.2 – Exhaust valve supporting tool.
224
CHAPTER 3
NO. E 025.03.04B-1
OPERATION
6000hrs DISASSEMBLING AND REASSEMLING OF COOLED EXHAUST VALVAS.
SPECIAL TOOLS

A 02.640.912500 A 1 Exhaust valve support tool.

28 III 1 00.653.115.5.68 O-ring MS29513/115
20 III 6 00.652.18.35.68 O-ring AN18
Removal of an exhaust valve （E 025. 030 .03）
OPERATIONS
Valve disassembling：
- Remove the two water passage bushes （V-219）.
- Set valve on supporting tool A（Figure 2）.
- Remove flexibles (V-52)
- Remove water passages (V-45)
- Remove springs：
-Screw the fixing columns（1-7） of the SH tool assembly into the 2 holes M16 of the valve body.
-Compress valve springs by tightening jack screw (1-4), to free semi-circular keys (V-39).
-Extract semi-circular keys.
-Loosen jackscrew until springs are released.
-Remove SH tool.
225
CHAPTER 3
NO. E 025.03.04B-2
- Remove:
-Spring collar.
-Springs.
- Valve.
Refitting Valve:
- Oil valve spindle with engine oil.
- Fit：
-Valve, positioning water inlet and outlet ports in a parallel direction to spring collar ones.
-Springs
-Spring collar (fitted with new O-ring) as per Figure 2
- Position valve on supporting tool A （Figure 3）- Fit tool SH （Figure 1）
- Compress valve springs and position semi-circular key (V-39) ensuring that they are correctly
engaged in the valve spindle groove.
- Loosen jackscrew and remove tool assembly.
- Replace O-rings.
- Fit water passage (V-45).
- Fit flexibles (V-52)
- Fit water passage bushes (V-219)
- Fit a new O-ring (V-28)
Fig.1 – Valve spring compression tool
226
CHAPTER 3
NO. E 025.03.04B-3
Fig.2 – Diagram of spring collar mark position with respect to water inlets and outlets.
Fig.3 – Exhaust valve supporting tool

227
CHAPTER 3
NO. E 025.03.05-1
OPERATION
INSPECTION AND RECONDITIONING OF EXHAUST VALVES.
SPECIAL TOOLS

1 8 1 99.526.012.001 Retainer body
2 8 1 99.526.012.002 Seating collar
3 8 1 99.526.004.004 Spring washer
4 8 1 99.526.003.005 Retaining ring
5 8 7 99.526.003.006 Spring
6 8 7 99.526.003.007 Ball
7 8 7 99.526.003.008 Spacer
（Valve rotator part no. 99.525.550012）

- Exhaust valve assembly dismounting (see E025.03.03).

- Exhaust valve assembly disassembling (see E025.03.04).
OPERATIONS
Exhaust valve failure may entail severe injuries of pistons, cylinder heads, and turbo-chargers. That’s
why the new parts have been subject to rigorous inspections. For an equivalent reliability the
reconditioned require strict conformation with the following prescriptions.
228
CHAPTER 3
NO. E 025.03.05-2
PARTS INSPECTION
VALVES
Normal appearance:
The valve head face facing the combustion chamber is subject to corrosion and presents an orange
peel aspect. This corrosion may propagate under the facing (Figure 1).
After a few hundreds working hours, the facing is mottled and apparently uneven, it may show local
indents.
In engines run on heavy fuel oil, facing is coated with a thin vitrified deposit. Valve spindle may show
scratches at lower guide level.
After a working time (the length of which depends essentially on the burnt fuel vanadium content and
engine operation) the valve facing may show burns inspections.
After cleaning, proceed to the following inspections:

- Visually inspect the facing (see reference photos, Figure 2).
-Any burn trace, however small it may be entails valve rejection.
- Any indent the major dimension of which is larger than 5 mm entails re-machining.
-Seating surfaces showing numerous indents shall be re-machined. For exhaust valves made of
“NIMO”, it is normal for it to have numerous indents after initial running. But no gas leakage shall
be entailed therefrom.
- Subject facing to penetrate flaw detection. Any crack entails valve rejection.
- Check the valve head corrosion rate. Reject valves where it reaches the limits shown figure 1.
- Hone out valve spindle scratches and check spindle diameter as requested in wear reading sheet.
Reject valves when the wear reaches “LA” limit.
- Check the valve head corrosion rate. Reject valves where it reaches the limits shown figure 1.
- Hone out valve spindle scratches and check spindle diameter as requested in wear reading sheet.
Reject valves when the wear reaches “LA” limit.
- Measure valve head facing thickness.
- Reject the valve when the thickness is equal to or thinner than 0.5 mm (Figure 3).
- With regard to one-piece valve disk, it shall be rejected when the thickness of the valve disk is less
than 8mm due to wear and remachining.
- Inspect visually the groove for semi-circular keys to make sure it is free from hammering or fretting
trace. Hone out scratches; reject the valves when the scratches are too deep.
229
CHAPTER 3
NO. E 025.03.05-3
- Inspect visually the spindle end subject to tappet action. Should it show impact traces, the valves
shuts lazily or even remains open due to gumming or seizing in the guides.
-Make sure the lube-oil is of the required quality and regularly changed.
-Hone the shallow indentations; reject the parts showing deep ones.
-Measure rocker-arm retaining ring wear (see 025.03.10).
- Check valve spindle straightness fitting it in a new cage with new guides. The valve must slide
freely, if not reject it.
- Check valve head warping fitting the valve in a new cage with new guides. A 0.04 mm feeler gauge
shall not be possibly inserted between the cage and valve facing from the outside. If not the defect
shall be eliminated by machining the valve facing surface, insofar as the valve condition is
otherwise satisfactory.
- Visual inspection of spindle coating at lower guide bush level. If the coating begins to work lose,
the valve shall be reconditioned in a specialize workshop.
- Check water flow rate which shall be 4l/mm under 500mmHg pressure. The test shall be made the
spring collar and both standard flexible fitted.
Caution:
When the valve facing shows a notable warping or the valve spindle a deflection, it may results from
the impact of the valve against the piston due to:
- A foreign body introduced into the combustion chamber after an injury. Ascertain that the valve
gear parts are not damaged.
- Engine overspeeding. Check the overspeed safety device works properly.
VALVE GAGES
Normal appearance:
The part housed in the cylinder-head exhaust well is covered with crumbly black carbon or with a black
viscous deposit when the engine has been idling for a long time before being stopped. Depending on
the fuel burnt and lube-oil used greenish yellow and whitish deposits may be found.
230
CHAPTER 3
NO. E 025.03.05-4
The seat surface is not notably carbonized and bright. Some local indentations may be observed.
After cleaning, proceed to the following inspections:

- Inspect visually the seating surface.
-Any burn trace, however small it may be, entails part rejection.
-Any indentation the major diameter of which is larger than 5 mm entails seat re-machining.
- Inspect visually the bearing surface with cylinder head. Any burn trace from gas blowby entails part
rejection.
- Subject cage lower part bearing surfaces and seating to penetrate flow detection. Any crack
indication entails part rejection.
- Measure seat metal remaining thickness. Reject parts when that thickness is equal to or smaller
than 1.5 mm (Figure 5). For cooled cage seat check water flow rate and perform and hydraulic test
to detect cracks, porosities and scaling.
- Flow rate test:
The flow rate shall be within 60 and 85 l/min under a 0.5 bar pressure (Pressure gauge see figure
12).
Hydraulic test pressure, 10 bar.
Descale by forced circulation up to there is not longer emulsion at part outlet, repeating the
operation several times (descaling products, see appendix 25).
- The washing with a neutralizing compound (2-3% sodium carbonate solution) is recommended
after cleaning.
231
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NO. E 025.03.05-5
Exhaust valve cage truing

Truing shall be performed for the same reasons as the valve.
Seats are often ground not because they are poor condition, but because a clearance is observed
when cold between the seat and face along the seating periphery.
This clearance results from a creeping difference in cage legs caused by temperature differences in
exhaust duct. However, as soon as the engine run, the difference in expansion of the cage legs
balances that seating unevenness. Consequently, the seats shall be trued only when the clearance in a
valve otherwise in good condition exceeds 0.4 mm.
VALVE ROTATORS (Figure 8)

Reject valve rotators the rotation speed of which has stepped down below 1 rpm.
HALF CONES (III-39)

Inspect visually their condition. Reject parts showing fretting or deep scores.
SPRINGS
Inspect visually their aspect. Reject springs the wire of which is deeply injured.
WATER SLEEVES
Make sure that the sleeves show no fretting trace on both sides of the gasket grooves.
Reject sleeves with freeting trace.
VALVE AND CAGE RECONDITIONING

Any building up of valve and cage is forbidden (take engine builders` advice).
The re-machining of the seats, as well on valve as on the cage, shall be undertaken only in case of
warping or marking.
Within a few hour hundreds, seat surfaces are mottled and apparently uneven. This aspect stabilizes. It
is not a defect indication and therefore entails no part reconditioning.
232
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NO. E 025.03.05-6
It’s illusory to try to machine out burns, even when slight. As a matter of fact burn cause metal structure
deteriorations which will entail further damage shortly afterwards.
An angular difference between valve and cage seats makes the seating slightly preponderant on the
outsides:
- Respect tolerances on angles on angles when reconditioning the parts.
- Do not lap strongly the valves against cage seating as this would eliminate interference angle.
VALVES
The facing is susceptible to thermal shocks.
A sudden heating will cause micro-cracks non-perceptible to the eye, which will lead, in service, to an
untimely destruction by burning.
A number of precautions have therefore to be taken when reconditioning the seat:
- Grinding shall be carried out in specialized workshops having suitable machines and more
specially grinding machines in which the part and the wheel are fully lubricated.
- Use cutting tools with built up tungsten carbide tip (see figure 6).
-Sharpening angle: 15°.
-Clearance angle: 6°
- Select a cutting speed between 10 and 15 m/mm i.e. a valve rotation speed of 30-45 rpm.
- Depth of cut: 0.15 mm.
- Feed: 0.15 mm per rotation.
- Abundant soluble oil cooling.
- Cut from larger to smaller diameter.
233
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NO. E 025.03.05-7
Valve fitting on the machines:

- Do not use center hole if any.
- Do not drill or re-drill, center hole.
- Machine valve and seat according to figure 7 indications.
After reconditioning:
The plating shall be subject to penetrate flow detection. As far as possible this test will be carried out
several day after machining so as to allow stress relieving. Reject valves showing crack indications.
Fit the valve in a new cage.
- Make sure a 0.05 mm feeler does not enter the seat joint from the outer side. When some wraping
remains, centering properly the valve on the machine.
- Check that the thickness of the remaining plating is 0.5 mm at the least (Figure 3).
Marking:
At each reconditioning, mark the valve as shown figure 7 by means of an electrical engraver.
VALVE CAGE
GUIDE REPLACEMENT
Grind off the nitrited layer of the guide to be replaced.

- Weld a round bar inside the guide.
- Drive out the guide using a bronze rod and stricking on the welded round.
- Press fit the new guide.
SEAT RECONDITIONDING
a) Non cooled seats
Cage seat also is susceptible to thermal shock. It’s therefore recommended to use cutting process as
for valve facings.
The cage being removed fit it in its centring bridge (figure 9).
234
CHAPTER 3
NO. E 025.03.05-8
Ascertain the concentricity of the conical bearing face on the cylinder head. Cut off a minimum amount
of metal from this surface and without removing the cage from the lathe, machine the valve seat, using
the same tools, feed, cutting speed, cooling and taking the same precautions as for valve facings.
b) Cooled seats
Cooled seats may be machined as non-cooled ones or ground. Therefore, provided that precautions
are taken, the seat reconditioning may be dry performed, by grinding, by means of a portable grinder of
the “CHRIS-MARINE” type, centering in the guides (figure 10). The machine shall obligatorily include a
feeding attachment (figure 11), the grinding of the whole seat width being to prohibit because of the
grinding crack the excessive heating causes.
After reconditioning:
The cage seat shall be subject to penetrate flow detection. As far as possible this test will be carried
out several day after reconditioning so as to allow stress relieving. Reject cages showing crack
indications.
Check that the thickness of the remaining plating is 0.5 mm at the least (Figure 5).
Marking:
At each reconditioning mark the cage as shown figure 5.
Valve rotator reconditioning:

- Remove retaining ring (8-4) and disassemble the parts.
- Clean the part dipping them into gas-oil.
- Replace parts showing wear scores or ball traces (8-1) (8-2) (8-3).
- Replace balls (8-5) when showing spalling or squaring traces.
- When reassembling take care to place the balls in the oblique part of the housing and to press
home the springs in place prior to fit spring washer (8-3).
235
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NO. E 025.03.05-9
Use of reconditioned valves and cages:
The use of reconditioned valves and cages shall be subject to the following precautions:
- Check the free sliding of the valve in the guides (oil the spindle).
- Press the valve head against the cage and check that a 0.05mm feeler cannot be inserted in the
outside of the joint. If the feeler can be insert check the parts and recondition anew the faulty one.
- Carry out a blue mark test of the cage and valve seating. This seating shall be on an outside
peripherical band 1 to 2 mm wide and may be achieved when necessary through a slight lapping
all along the periphery.
236
CHAPTER 3
NO. E 025.03.05-12,10
Fig.1 – Valve head corrosion limit
Fig.3 – Valve facing material minimum thickness
237
CHAPTER 3
NO. E 025.03.05-13
Fig.5 – Measure of the remaining facing material thickness after valve machining
Fig.6 – Tool for valve seat reconditioning
238
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NO. E 025.03.05-14
Fig.7 –Reconditioning of exhaust valve cage seat
239
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NO. E 025.03.05-15
Fig.8 – valve rotator
240
CHAPTER 3
NO. E 025.03.05-16
Fig.9 – Centering bridge for exhaust valve cage
241
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NO. E 025.03.05-17
Fig.10 – Grinding tool for exhaust valve cage seat reconditioning
242
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NO. E 025.03.05-18
Fig.11 – Redo machining on the connecting faces
243
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NO. E 025.03.05-19
Fig.12 – Water flow rate test for cooled cage seat
244
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NO. E 025.03.07-1
OPERATIONS
12000hrs REMOVAL AND FITTING OF INTAKE VALVES
SPECIAL TOOLS

SH 02.640.9006.00 A 1 Spring fitting tool.
LIST OF SEALS AND


20 11 1 00.652.32.53.77 O-ring
Remove cylinder-head (see E 025.03.02)
OPERATIONS
Valve removing:
- Set cylinder head on its edge or on work stand (figure 2).
- Remove the 3 valve body holding nuts on cylinder head.
- Screw the two spacers and fit tool assembly SH (figure 1).
- Compress valve springs by tightening compression screw.
- Extract semi-circular keys (I-39).
- Loosen screw jack until springs are released.
- Remove tool SH.
- Remove:
-Spring collar.
-Springs.
-Valve body (if necessary use the 2 freeing holes M16).
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NO. E 025.03.07-2
Valve fitting:
- Replace O-ring (II-29) and oil it.
- Fit:
-Valve body.
-Valve (oil system with engine oil)
-Springs
-Spring collar.
- Position spring compression tool (Figure 1).
- Compress springs.
- Position semi-circular keys (II-39) ensuring that they are correctly located in the valve stem groove.
- Loosen screw jack and remove tool assembly.
- Fit the 3 valve body holding nuts.
Fig.1 Valve spring compression tool
246
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NO. E 025.03.07-3
Fig.2 Working stand for cylinder head
247
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NO. E 025.03.08-1
OPERATIONS
INSPECTION AND RECONDITIONING OF INTAKE VALVES

A 02.640.9203.00 A 1 Valve facing truing tool.
Not applicable.
Inlet valve dismounting (E 025.03.07).
OPERATIONS
Burns of intake valve facing result, generally, from the presence of water in the charge air (see
operating instructions). They mainly occur in the vicinity of the air-coolers. In such a case, it shall be
ascertained that:
- The charge air temperature control system works satisfactorily.
- The air dryers fitted at air-cooler outlet are in good condition and that the collected water is properly
drained.
- There is no water leakage in the air cooler.
- There is no crack in the cylinder-head opening in the intake valve well.
- Make eventually the suitable repairs.
Part inspection:
Because of the cylinder-head bottom deformation resulting from temperature differences during
operation the seating of the cold intake valve in used cylinder head is not continuous, a misseating as
shown figure 1 is observed.
It does not exist in new or reconditioned parts, but appears after some working time. It is not a defect
as the continuous seating being effective when the parts are warm.
248
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NO. E 025.03.08-2
After dismantling and cleaning, check as follows:
VALVE
- Inspect visually the facing
-The facing is normally mottled and show some indents (figure 2).
-Any burn trace however small it may be entails valve rejection.
-Any indent the major dimension or which is larger than 5 mm entails facing reconditioning.
- Subject facing to penetrate flow detection – any crack entails valve rejection.
- Measure plating thickness – valve with plating thinner than 0.5 mm shall be reject （figure 3）.
- Inspect visually valve spindle – reject valves showing plating spalling traces （figure 4）.
- Subject spindle to penetrate flow detection - any crack entails valve rejection.
- Measure spindle wear, as per wear measurement sheet, reject valves the wear of which exceeds
“LA” limit.
- Check valve spindle straightness fitting it in an “as new” cylinder head fitted with a cage with “as
new” guides. The valve shall slide freely. If not reject it.
- Check facing warping, the valve being pressed against the “as new” seat.
- The 0.05 mm feeler shall not enter the outside joint.
- Warped valve heads may be reconditioned by facing machining.
Caution:
- When the valve facing shows a notable warping or the valve spindle a deflection, it may result from
the impact of the valve against the piston.
- A foreign body introduced into the combustion chamber after an injury. Ascertain that the valve
gear parts are not damaged.
- The spindle deflection may also result from the wear of the pad fitted onto tappet clearance
adjusting screw. Inspect the pads and replace worn ones, as well as rocker-arm bushes (see
E025.03.10).
249
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NO. E 025.03.08-3
- Inspect visually the groove for semi-circular keys to make sure it is free from hammering or fretting
trace.
- Inspect visually the spindle end subject to tappet action. It must be smooth and free from impact or
seizure trace. Hone out eventual traces.
GUIDES
Measure guide wear in conformity with wear measurement sheet. Guides the wear of which exceeds
“LA” limit shall be replaced.
CYLINDER-HEAD SEAT
- When cleaned, the seat shall appear bright. Some local indents are permissible.
- Seats showing numerous indents or indents larger than 5 mm, or burns, shall be reconditioned.
- When the reconditioning limit is reached an insert may be fitted.
SEMI-CIRCULAR KEYS
Inspect visually the keys. Reject those showing fretting trace or deep marks.
SPRINGS
Inspect visually their aspect. Reject springs the wire of which is deeply injured.
VALVE AND CYLINDER-HEAD SEAT RECONDITIONING
Any valve building up is to be forbidden (take engine builder’s advise).
The valve seat reconditioning shall be undertaken only in case of deep marking or warping.
After a few hundreds of operation hours seating surfaces are mottled and of uneven appearance. This
aspect stabilizes, it does not constitute a defect and therefore no reconditioning in needed.
250
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NO. E 025.03.08-4
An interference angle of valve facing and cylinder head seat make the seating slightly preponderant on
the outer side.
- Respect tolerances on angles when reconditioning the parts.
- Don’t lap the valve against cylinder-head seat as it would eliminate interference angle.
VALVES
Valve facing material consists in a nickel base alloy the Vickers hardness number of which is 220.
缺句
The reconditioning may be carried out:

- Either by grinding in a specialized workshop fitted with suitable machine and more specially with
grinding machines in which part and wheel are fully lubricated.
- Or by lathing, using the tool available on the site but preferably cutting tools with built up tungsten
carbide tip.
Cutting conditions are as follows:

-cutting angles 15°
-clearance angle 6°
- Select a cutting speed between 15 and 25 m/min, i.e. a rotation speed of 25-40 rpm.
- Depth of cut: 0.15 mm.
- Feed: 0.15 mm per rotation.
- Abundant cooling with soluble oil solution.
- Cuts from larger to smaller diameter.
Valve fitting on the machine:

- Don’t use center hole, if any.
- Don’t drill or re-drill center hole.
- Fit the valve centering its spindle bearings with the machining axis.
- Don’t rest an alignment telescope at right angle with coated guiding zones.
- Machine in conformity with figure 5 indications.
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NO. E 025.03.08-5
Checks after reconditioning:

- The facing shall be subject to penetrate flow detection. Reject any valve showing crack indications.
- Fit and press the valve in an “as new”guides.
·The valve shall enter and slide freely, if not reject it.
·Make sure a 0.05 mm feeler does not enter the seat joint from the outer side. When some
wrapping remains, the facing shall be machined anew, centering properly the valve on the
machine.
- Marking
At each reconditioning mark the valve as shown figure 5 by means of an electrical engraver.
Worn guides replacement：

Grind off the nitrited layer of the guide to be replaced.
- Weld a round bar inside the guide.
- Drive out the guide using a bronze rod and striking on the welded round.
- Press fit the new guide inserting a spacer to push the guide home in its housing.
SEAT RECONDITIONING
Machine in compliance with figure 6 indications, using tool item A.
Checks after reconditioning:
Subject the seat to penetrate flow detection. Should crack indications be observed the cylinder head
would be either repaired by means of a valve seat insert or rejected.
VALVE SEAT INSERT FITTING
This repair shall be carried out when the cylinder-head has reached the reconditioning limit dimension
or is severely damaged (seat burn, crack …).
In case of seat cracking it is necessary prior to any repair, to make sure the head has no other injury
impeding its use. For that the whole of the cylinder-head intake duct shall be subject to visual
inspection and a penetrate flow detection, as well as to a hydraulic test. Should other crack be found,
the cylinder head will be rejected.
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NO. E 025.03.08-6
Cylinder head reconditioning:

- Counter bore in conformity with figure 7 indications.
- By penetrate flow detection, make sure there is no more crack in the machined zone.
Insert fitting-in:
Valve seat inserts are chilled into liquid nitrogen prior their insertion. Refer to the technical note about
nitrogen fittings.
Post fitting check:

- Fit a valve holder fitted with new guides.
- Install and press a new valve against the seat insert and make sure a 0.05 mm feeler does not
enter the joint. Should it do the seat insert will be adjusted in the same way as the cylinder-head
seat.
Maintenance of cylinder heads fitted with valve seat insert:
The maintenance is the same as for normal cylinder head.
253
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NO. E 025.03.08-7,8
Fig1 – Cold valve misseating
Fig3 – Valve facing minimum thickness
254
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NO. E 025.03.08-10
Fig5– Valve facing reconditioning
255
CHAPTER 3
NO. E 025.03.08-11
Fig6 –Cylinder head reconditioning
Fig7 –Cylinder head machining for seat insert fitting
256
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NO. E 025.03.10-1
OPERATIONS
12000hrs REMOVAL INSPECTION AND RECONDITIONING OF VALVE GEAR
SPECIAL TOOLS
Not applicable.
- Rotate engine to injection TDC of the concerned cylinder.
- Remove cover (x-2).
OPERATIONS
Removal of rocker-arm bracket:
- Remove nuts (IX-166-167-238-239).
- Screw an M16 lifting eye in bar (IX-56) of rocker-arm bracket.
- Sling and place bracket on a work stand.
- Make a previous check of the clearance of the exhaust valve rocker-arm on its pin.
- Do not dismantle unless this clearance is greater than 0.2 mm in a vertical direction.
Removal of intake valve fulcrum pin:

- Unlock and loosen screws (IX-85).
- Remove single rocker (IX-161).
- Remove pin with double rocker (IX-158).
- Record dimensions of pin and rings and replace parts if wear table figure (see E025.00.04) have
been reached.
Note:
The forked rocker pin is shrunk fitted. A press is required to dismantle it and it must be shrunk in liquid
nitrogen for fitting.
Removal of exhaust valve rocker-arm
257
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NO. E 025.03.10-2
- Remove the two screws (IX-19).

- Remove the two pins (IX-52).
- Drift off shaft.
- Take dimensions of shaft and of rocker-arm ring and change parts if the figures shown in the wear
table (see E 025.00.04) have been reached.
Note:
If fulcrum pin bush of the exhaust rocker is changed the 8 mm dia. Hole, 2% taper shall be reamed.
The pin must be correctly located in its support.
Inspection of parts:
- After cleaning parts, check by blowing compressed air that oil ducts are not obstructed (rocker-arm,
pins bracket).
- Examine condition of balls on the push rod side and valve side (remove lock ring (IX-175) and
bush (IX-174). If any traces of wear or seizing are observed parts must be replaced.
Fitting:
- Before fitting oil pins, socket and balls with motor oil.
- Proceed in reverse disassembling sequence.
Note:
1) When fitting rocker-arm bracket onto the head make sure that the locating pins (IX-153) are fitted.
2) After the rocker-arm bracket is fitted on the cylinder head, make sure that the upper spring collars
(II-05) of the intake valve spring don’t interfere with the bracket, more specially after intake valve
seat reconditioning.
When necessary, grind the bracket as per Figure 3.
258
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NO. E 025.03.10-3
Fig.1 – Intake rocking levers
Fig.2 – Exhaust rocker arm fulcrum pin
259
CHAPTER 3
NO. E 025.03.10-4
Fig.3 – Grinding of the rocker arm bracket
260
CHAPTER 3
NO. E 025.03.11-1
OPERATIONS
REMOVAL OF STARTING VALVES (6000hrs)
REMOVAL OF SAFETY VALVES (24000hrs)
SPECIAL TOOLS

A 02.640.9081.00 A 1 Extractor for starting and safety valve
B - A 1 Lapping tool for starting valve seating.
C - A 1 Lapping tool for starting valve seat.
D - A 1 Lapping tool for starting valve seating.
E - A 1 Lapping tool for starting valve seat.

58 VI 2 00.655.064.2.63 O-ring MS29513/145
III VIII 1 00.655.064.2.63 Q/SC362
Not applicable.
OPERATIONS
Removal:
- Remove the 2 holding nuts on cylinder head.
- Fit tool A (figure 1) on cylinder head and screw home threaded rod into valve plug.
- Use upper nut to “loosen” the valve.
- Remove the valve.
261
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NO. E 025.03.11-2
Fitting:
- Clean and lap valve seating with a fine-grained lapping paste using tool B (figure 2) for starting
valve and tool D (figure 4) for safety valve.
- Clean and lap the seat of valves using fine-grained lapping paste with assembly C (figure 3) for
starting valve and tool E (figure 5) for safety valve.
- Ensure that valve is fitted with new seals.
- Fit valve in cylinder head.
- Fit the 2 holding nuts.
Fig.1 –Extractor for starting and safety valve
262
CHAPTER 3
NO. E 025.03.11-3
Fig.2 – Lapping tool for air starting valve seat
263
CHAPTER 3
NO. E 025.03.11-4
Fig3 – Lapping tool for air starting valve seating.
264
CHAPTER 3
NO. E 025.03.11-5
Fig.4 – Lapping tool for air safety valve seat
265
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NO. E 025.03.11-6
Fig. 5 – Lapping tool for safety valve seating.
266
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NO. E 025.03.12-1
OPERATIONS
6000hrs INSPECTION OF STARTING VALVES
SPECIAL TOOLS
Not applicable.
LIST OF SEALS AND


57 VI 1 00.652.29.53.63 O-ring Mn29 Q/SC361
58 VI 2 00.652.064.2.63 O-ring MS29513/145 Q/SC362
59 VI 1 06.666.039.1.69 O-ring JFN028A Q/SC362
60 VI 1 00.210.04.036.3 Pin
61 VI 2 00.140.12.01.10 Washer 12 GB854
Removal of starting valve (E 025.03.11)
OPERATIONS
Disassembling:
- Unlock screws (VI-56).
- Remove screws (VI-56) and cover (VI-55).
- Use a screwdriver in the slit at the end of the valve to align pin (VI-60) with the radial holes of the
valve body.
- Drive out pin (VI-60).
- Position valve stem so that a flat spanner can be placed on the valve stem flats (VI-52) when
passed through the air inlet hole.
- Remove nut (VI-61) holding valve stem.
- Drive out (VI-52), piston (VI-53) and spring (VI-54).
Reconditioning:
- Clean parts to ensure that valve and piston slide freely in the body.
- Lap valve seating. Check tightness with gas-oil.
- Fill piston grooves (VI-53) with molybdenum disulphide grease.
267
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NO. E 025.03.12-2
- Replace all seals.

- Check and adjust travel of valve (VI-52) to 7 mm.
Refitting:
- Proceed in reverse dismantling sequence.
268
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NO. E 025.03.14-1
OPERATIONS
24000hrs INSPECTION AND CALIBRATION OF SAFETY VALVES
SPECIAL TOOLS

A 02.640.0634 A 1 Sleeve for calibration of safety valve
B 400.240.300ZP A 1 Injector calibration pipe.

111 VIII 1 00.652.064.2.63 O-ringMS29513/145Q/SC362
112 VIII 1 00.652.29.53.63 O-ring Mn29 Q/SC361
113 VIII 1 00.651.30.38.40 Copper
114 VIII - 00.145.10.00.12 gasket30x38x1.5Q/SC135
Locking wire ￠2
Removal of safety valve (E 025.03.11)
OPERATIONS
Checking calibration of valve:
- Place valve on tool assembly A (Figure 1).
- Tighten holding nuts.
- Connect base of tool assembly to hydraulic pump using injector calibration tube reference B
(Figure 2).
- Build up the pressure.
Valve should be tight at 145 bar and open between 145 and 150 bar.
Should the operation be faulty, inspect the valve.
269
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NO. E 025.03.14-2
Dismantling:
With the valve held by the tool A:
- Unlock cap and screws.
- Remove cap (VIII-126).
- Loosen screws (VIII-110) progressively in a crosswise manner until the spring (VIII-115) is
completely freed.
- Remove screws (VIII-110), plug (VIII-122), valve (VIII-117) with spring (VIII-115) and spacer
(VIII-217).
Reconditioning, calibration and refitting:

- Clean parts and ensure that valve needle slides freely in the body.
- Lap valve needle on its seat.
- Coat sliding parts with molybdenum disulphide grease and refit them.
- Position spacer (VIII-217) and spring (VIII-115).
- Position plug (VIII-122) with a new O-ring (VIII-112) and screws (VIII-119).
- Tighten screws (VIII-110) progressively and crosswise to compress spring.
- Check valve calibration using hydraulic pump.
(Opening 145-150 bar) and tightness at 145 bar.
- If faulty in operation, dismantle and re-examine valve.
- Operating pressure is adjusted by adjusting the thickness of the spacer (VIII-217).
A thicker one increases pressure.
- Fit a thicker spacer or grind the existing one to correct opening pressure.
- Refit valve. Check its calibration and tightness.
- Fit plug (VIII-126) with a new seal (VIII-113).
- Lock the 2 screws (VIII-110) with locking wire with the cap (VIII-126).
- Remove valve tool assembly.
- Fit a new O-ring (VIII-111).
270
CHAPTER 3
NO. E 025.03.14-3
Fig.1 – Sleeve item A for safety valve calibration
Fig.2 – Injector calibration pipe
271
CHAPTER 3
NO. E 025.03.15-1
OPERATIONS
INSPECTION OF CYLINDER-HEAD FOULIND AND HYDRAULIC TEST.
SPECIAL TOOLS

A 02.640.907500 B 1 Tool for cylinder head hydraulic testing.

3 1 4 00.686.076.21.1 Gasket ∮(δ)=1
13 1 4 00.689.076.21.1 Gasket ∮(δ)=1
20 1 1 00.651.20.26.40 O-ring 20x 26x 1.5 Q/SC135
22 1 6 00.651.09.14.40 O-ring 9x 14x 1 Q/SC134
24 1 3 00.651.45.55.40 O-ring 45x 55x 2Q/SC135
47 1 1 02.010.004700 Gasket
51 1 2 00.651.36.45.40 O-ring 36x 44x 1.5 Q/SC135
110 1 - 99.350.08.0000 Freinage/Locking compound
OPERATIONS
The cylinder head being removed:
- Inspect, as far as possible, by means of an endoscope, through the water inlet and outlet ports, the
fouling degree of the cooling water gallery.
Any visually appreciable deposit, more than 0.2 to 0.3 mm thick (scale, grease…) entails the cleaning
of the engine cooling water circuit.
- Check that the cooling water treatment is in conformity with the specifications given in (chapter 1-3)
of the operating instructions.
- Descale by forced circulation up to no emulsion is observed at outlet repeating the operation
several times (descaling products, see appendix 25).
After rinsing and neutralizing treatment (2-3% sodium carbonate solution) is recommended.
272
CHAPTER 3
NO. E 025.03.15-2
After cleaning of the cylinder head proceed to hydraulic test:

- Fit the various flanges of tools item A (Figure 1).
- Connect the tool to a compressed air service supply (about 6bar) and dip the cylinder head for 5
mm into a liquid (preferably water or gas-oil).
- Look particularly at air and gas ducts, cleaning plugs and head top.
- Replace the cylinder head when leaking.
Fig.1 – Tool for cylinder-head hydraulic test
273
CHAPTER 3
NO. E 025.03.16-1
OPERATIONS
EXCEPT.
REPLACEMENT OF INTAKE VALVE SPRINGS WITHOUT CYLINDER-HEAD REMOVAL.
SPECIAL TOOLS

Not applicable.
- Valve gear dismantling (E 025.03.10).

- Removal of the exhaust valve the closest to the intake valve to be repaired.
OPERATIONS
- Insert a 35 mm thick wooden wedge through the exhaust valve well.

- Place it between the cylinder and the intake valve.
CAUTION:
THE ENGINE SHALL NO MORE BE ROTATED FROM THE VERY MOMENT THE WEDGE IS
FITTED. SHOULD THE REASSEMBLING BE POSPOND TAKE OFF THE EDGE.
- Install tool SH on the valve.
- Compress the springs pressing the handle.
- Take off semi-circular keys.
- Release the springs.
- Take off top spring collar.
- Replace the springs.
- Reassemble in reverse operation order.
274
CHAPTER 3
NO. E 025.03.17-1
OPERATIONS
1200hrs REMOVAL AND RECONDITIONING OF EXHAUST VALVE COOLING FLEXIBLES
SPECIAL TOOLS
Not applicable.
LIST OF SEALS AND

“HB” flexible tubing of the 5173 TM type 8 mm dia. Supplied by length.
OPERATIONS
Recovery of flexible coupling parts.
- Grip the clamp (1-3) in hard wood hand vice (Figure2).

- Loosen and take off nipple (1-1) by means of a spanner.
- Screw the flexible out of the clamp.
- Carefully clean clamp thread from rubber particles.
- Thoroughly clean the so recovered coupling parts.
Assembling of a flexible:
- Cut a 250 mm length of flexible tubing.

The cut shall be clear, straight and square.
- Screw the tubing dry in one of the clamps (1-3).
- Grip the clamp without deforming it in the hand vice (Figure2).
- Slightly tallow or grease the nipple.
- Insert a mandrel made of a 5.9 mm metal rod (Figure3) in the tubing in order to guide the nipple
end and prevent the rubber to bead.
- Drive in the nipple (1-1) taper part.
- Engage the thread pushing and turning with a screwdriver.
- Go on screwing up to the nipple shoulder rests against the clamp.
275
CHAPTER 3
NO. E 025.03.17-2
Note:
In case the tubing diameter would be larger than 21 mm, a slight grinding of the rubber is allowed to
facilitate the fitting of the clamp. (Use then an “as new” wheel the surface of which is well trued. (Grind
only the part entering the camp. In no case the fabric sheathes shall be damaged.).
Storing of flexible:
- Nipples and clamps shall be kept clean and protected against oxidation.
- The hose shall be talc smeared and stored in a cool, dark and dry place.
- Fit the flexible ends with plastic hoods.
Flexible inspection and testing:

It’s necessary to perform every 2000 hours a visual inspection of the flexibles. Attention must
specially be paid to rubber ageing the state of which is revealed by cracking appearing generally at
clamp level first.
- Flow rate test (Figure 5)
Fit in parallel the flexible to be tested and an “as new” flexible compare the flow rates in both
flexibles, they must remain identical (reject for a flow rate lower than 5%).
- Pressure test.
Plug one end tight and play the 10 bar test pressure.
276
CHAPTER 3
NO. E 025.03.17-3
Fig. 1 – Flexible
Fig.2 –Hand vice
Fig.3 – Mandrel
277
CHAPTER 3
NO. E 025.03.17-4
Fig.4– Flow rate test
278
CHAPTER 3
NO. E 025.03.18-1
OPERATIONS
EXCEPT. RECONDITIONING OF CYLINDER-HEAD GASKET SEATING.
SPECIAL TOOLS

A 02.640.035100 A 1 Lapping tool
B - C 1 “CHRIS-Marine” grinding machine type LP
Both contact surfaces, that on the cylinder-head and that on the liner may show traces of incipient
blowly or other marks which should be eliminated by means of tool item A (Figure 1).
On the cylinder-head tool reconditioning is allowed up to a 0.5 mm depth, maximum.
In case the bearing face should be cut by more than 0.5 mm, take engine builder`s advice, who would
consider the repair to be made. When the liner has not been removed from the engine, the gasket
seating can be ground by means of a portable grinder of the “CHRIS-Marine” type, item B, (Figure 2)
centring in the liner.
That tool allows also the reconditioning of the gasket seat on the cylinder head.
- Remove the injection nozzle (see E025.04.02).
- Dismantle the cylinder head (see E025.03.02).
OPERATIONS
Reconditioning with lapping tool of gasket seat on cylinder-head (Figure 1):
- The removal of the valves is not necessary.
- Protect the various parts.
- Lap the gasket seat using lapping paste grained 80 to 120.
- After lapping clean the circular groove of triangular profile machined in gasket seat for tightness
improvement.
Reconditioning with lapping tool of gasket seat on liner:
- Liner removal is necessary.
- Turn the lapping tool disk over.
- Lap the gasket seat using a lapping paste grained 80 to 120.
- Clean the seat.
279
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NO. E 025.03.18-2
Reconditioning of gasket seat on cylinder-head with grinder:

- The dismantling of valve gear and valves (E 025.03.04 and E025.03.07) is necessary.
- Turn over the cylinder head.
- Fasten the grinder centering stand in the injection nozzle well (see figure 2a).
- Ascertain that the wheel race is parallel to the seat plane. For that rotate the contact point of a dial
gauge along the joint plane to be ground, and adjust.
- Adjust the wheel height above the joint plane a 0.05 mm.
- Grind then clean the cylinder head.
NOTE:
In case of a reconditioning of the cylinder head deeper than 0.3 mm, re-machine the gasket
groove as shown figure 3.
Reconditioning of gasket seat on liner with grinder:
- The removal of the liner is not necessary.
- Protect the exhaust manifold flange and all the pipe opening against grindings projections.
- Position the supporting plate separating the movable stands (see figure 2b).
- Screw the lateral screw to hold the plate.
- Fold up the stands.
- Fit the grinder.
It may be necessary to slightly separate the studs to allow grinder rotation. In such a case insert
wooden wedges between studs and water-jacket bores (see figure 2).
- Ascertain that the wheel race is parallel to the seat plane by rotating the contact point of a dial
gauge along the joint plane to grind. Adjust when need.
- Adjust the wheel height above the joint plane a 0.05 mm.
- Grind then clean the liner and other parts.
280
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NO. E 025.03.18-3
Fig. 1 – Lapping tool item A for cylinder-head gasket seat
281
CHAPTER 3
NO. E 025.03.18-4
Fig. 2a – Reconditioning Fig. 2b – Reconditioning

of cylinder-head gasket seat of liner gasket seat
Fig. 3 – Remachining of gasket groove
282
CHAPTER 4
NO. E 025.04-04-00
CHAPTER 4
FUEL INJECTION SYSTEM
283
CHAPTER 4
S.X.D.- S.E.M.T. FUEL INJECTION SYSTEM
NO. PLATE 401
Fig. 1 –INJECTION NOZZLE
284
CHAPTER 4
NO. PLATE 402
Fig. Ⅱ - INJECTION PUMP DISCHARGE PIPE
285
CHAPTER 4
NO. PLATE 403
Fig. Ⅲ - INJECTION PUMP
286
CHAPTER 4
NO. PLATE 404
Fig. Ⅳ - INJECTION PUMP CONTRL MECHANISM

287
CHAPTER 4
NO. E 025.04-00-01
1 – DESCRIPTION
INJECTION NOZZLE (Figure 1)
The spray nozzle (260) is held against the holder body (210) by assembly nut (8). A locating pin (120)
determines its angular position.
The needle is returned against its seat by pressure spring (10) acting on pressure pin (113).
Injection nozzle opening pressure is adjusted by means of adjusting screw (7).
The injection nozzle is held on the cylinder head by two studs.
A mild steel gasket (6) realizes the tightness between the injector and the cylinder head.
The tightness between the spray nozzle and the holder body is ensured by metal-to-metal contact.
Fuel leaks flow through the clearance around the needle in the spray nozzle. These leaks are normal,
and are collected in the guide and spring housing then return outside through the cylinder head. May
be eventually added casual leakages cause by a faulty tightness between spray nozzle and holder
body.
The injection nozzle is water cooled by a separate cooling circuit.
A faulty tightness between spray nozzle and holder body may entail fuel-in-water.
INJECTION PUMP DISCHARGE PIPE (Fig. Ⅱ)
The injection pump to nozzle connection is realized by means of a straight-drilled pipe, crossing the
cylinder head wall and fixed in the injection nozzle, the other end being directly connected to the
injection pump.
A tight system including a flange (2) a sleeve (7) and a nut (9) allow to collect fuel leaks.
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NO. E 025.04-00-02
INJECTION PUMP（Fig. Ⅲ）
The injection pumps (one per cylinder) are controlled by the camshaft (see chapter 5). They are of
the helix plunger type.
In a cast-iron housing (1) are fitted:

- The barrel （12）plunger （13）assembly.
- The control rack （26）and sector gear （27）controlling plunger angular position to control the
injected quantity.
A spring （62）applies the plunger against the roller tappet (see chapter 5) through the tappet （63）.
- Tappet（63） is fitted with 4 flap valves （65） fastened by a flap valve box（64）.
- A safety valve（68） is fitted on the housing（1）.
- The four flap valves are used to raise the pump plungers in case of overspeed (see chapter 10).
- The safety valve prevents the pressure to build up in the housing. A retaiting ring （22）prevents the
roller tappet to go out when the pump is taken off.
- The pump head includes a delivery valve（8）, a spring（9）, a thrust piece （10）, a seat（5）
and a delivery valve holder（3）. The assembly is held by 6 screw（7）. Fuel supply and return are
through two pipes（51 and 52）flanged on the housing and facing barrel parts.
2 – WEIGHTS

Ⅰ All Injection nozzle(complete) 10.5
Ⅲ All Injection pump 58.5
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NO. E 025.04-00-3
3 – MAINTENANCE OPERATION REMINDER
Engine run on heavy fuel oil.

4500hrs* - Removal and fitting of discharge pipes. E 025.04.01
- Removal and fitting of injection nozzles. E 025.04.02
- Testing of injection nozzle calibration, E 025.04.03
atomization and tightness.
12000hrs - Inspection of injection pump head. E 025.04.05
24000hrs - Wear and injection pump inspection. E 025.04.07
*Needle holders shall be reject two inspections.
Engine run on diesel-oil.

6000hrs* - Removal and fitting of discharge pipes. E 025.04.01
- Removal and fitting of injection nozzles, E 025.04.02
replacement.
- Inspection of injection pump head E 025.04.03
calibration, atomization and tightness.
12000hrs - Inspection of injection pump head. E 025.04.05
24000hrs - Wear and injection pump inspection. E 025.04.07
Operations Page n°
- Reconditioning of injection nozzles. E 025.04.04
That operation shall be realized only in specialized shops.
290
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NO. E 025.04-01-1
OPERATIONS
6 000hrs REMOVAL AND FITTING OF DISCHARGE PIPE.
SPECIAL TOOLS
Not applicable.
LIST OF SEALS AND


5 Ⅱ 1 00.652.25.35.63 O-ring seal
6 Ⅱ 2 00.652.22.35.63 O-ring seal
8 Ⅱ 1 00.653.044.3.63 O-ring seal
OPERATIONS
Removal
- Shut the valves of discharge and feed pipes or the shut off valve of the concerned cylinder bank.
- Take off the delivery valve holder cover.
- Take off fastener（Ⅱ-11）and slide sleeve（Ⅱ-7）through flange（Ⅱ-2）.
- Loosen screws（Ⅲ-7）holding the delivery valve holder on the pump.
- Loosen nut（Ⅱ-9）holding the pipe（Ⅱ-1）by its hexagon part.
- Take off the delivery valve holder（Ⅲ-3）by one rotation around pump axis.
- Loosen and take off pipe（Ⅱ-1）.
- Stop discharge pipe and delivery valve holder（Ⅲ-3）openings for protection.
Note:
Spare discharge pipes shall be full up with anticorrosion oil and their openings stopped with plastic
plugs. Take care to protect delivery valve holder threads and cones against corrosion and shocks.
Fitting
The injection nozzle being in position in the cylinder head, BUT NOT TIGHTENED.
- Replace O-rings (Ⅱ-5,6and 8).
- Loosen the flange（Ⅱ-2）.
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NO. E 025.04-01-2
- Slide the discharge pipe with nut and sleeve through the flange（Ⅱ-2）.
- Screw and tighten the discharge pipe in the injection nozzle at the torque prescribed in the
tightening table (see E025.00.08).
- Rotate the delivery valve holder （Ⅲ-3）to bring it in contact with discharge pipe.
- Screw home nut（Ⅱ-8）on pump connection.
- Screw home delivery valve holder holding screws（Ⅲ-7）.
- Tight nut（Ⅱ-8）at the torque prescribed in the tightening table (see E025.00.08).
- Tighten up holding screws（Ⅲ-7）after at torque after tightening as prescribed in the tightening table
(see E025.00.08), or in the instruction plate attached to valve gear casing.
- Place sleeve（Ⅱ-7）on the nut and fastener（Ⅱ-11）.
- Tighten up screws（Ⅱ-4）.
- Open the valves on feed and discharge pipes of the shut off valves of the concerned cylinder bank.
292
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NO. E 025.04-02-1
OPERATIONS
REMOVAL AND FITTING OF INJECTION NOZZLES.
SPECIAL TOOLS
A 02.640.9009 A 1 Injection nozzle extractor.
B 02.640.9133.00 A 1 Cleaning tool for gasket seat in cylinder head
C 02.640.9133.00 A 1 Lapping tools
D 02.640.9065 A 1 Spray nozzle gasket fitting tool.
LIST OF SEALS AND


6 Ⅰ 1 02.016.0006 Mild steel gasket
12 Ⅰ 2 00.652.11.34.53.63 O-ring seal
13 Ⅰ 6 00.652.11.26.63 O-ring seal
16 1 00.141.10.01.10 Tab-washer
Ⅰ
- Take off discharge pipe (see E 025.04.01).
- Drain injection-nozzle cooling circuit.
OPERATIONS
Removal of an injection nozzle
- Screw out both injection nozzle holding screws.
- Place tools injection nozzle extractor item A (figure 1).
- Screw nut (1-2) to pull out the injection nozzle.
- Stop the injection nozzle well to prevent falling of any foreign material into the cylinder.
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NO. E 025.04-02-2
Fitting of an injection nozzle:

- Prior to injection nozzle fitting make sure it has been satisfactorily tested (see E 025.04.03).
- Take off the stopper from the cylinder head opening.
- Using tools item B, clean injection nozzle seat in the cylinder head (figure 2).
- By means of tools item C, lap injection nozzle seat in the cylinder head (figure 3).
- Replace O-ring (1-12). Use tools item D (figure 4) to place mild steel gasket (1-6).
- Replace O-ring (1-113) at water bushes.
- Position the injection nozzle without tightening the holding nuts.
- FIT THE DISCHARGE PIPE (see E 025.04.01).
- Tighten holding nuts at the torque indicated in tightening table (see E 025.04.08).
Fig.1 –Injection nozzle extractor item A
294
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NO. E 025.04-02-3
Fig.2 – Cleaning of injection nozzle seat in cylinder head – Tools item B
295
CHAPTER 4
NO. E 025.04-02-4
Fig.3 – Lapping of injection nozzle seat in cylinder head – Tools item C
Fig.4 – Tools item D for mild steel gasket insertion
296
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NO. E 025.04-03-1
OPERATIONS
TESTING OF INJECTION NOZZLE CALIBRATION, ATOMIZATION AND TIGHTNESS.
SPECIAL TOOLS

A 02.640.9009 A 1 Tools for injector calibration complete with
pump.
B 02.640.9133.00 A 1 Cleaning tools for spray nozzle holes.
LIST OF SEALS AND

Not applicable.
- Remove discharge pipes (E 025.04.01).
- Drain injection nozzle cooling circuit.
- Take off injection nozzle (E 025.04.02).
OPERATIONS
THERE IS NO REASON TO READJUST OR TO DISMANTLE AN INJECTION NOZZLE WORKING

SATISFACTORILY
- Tests are run by means of calibration tools item A (figure 1).

- It’s` recommended to make the modifications shown figure 2 to improve reading accuracy.
- Use CLEAN and FILTERED gas-oil.
- Clean nozzle tip with a brass wire brush.
- Fit the injection nozzle on calibration bench.
- Check the pump in properly filled.
- Blow off the air by operating pump lever by short strokes up to atomization begins.
- Operate them the lever slowly with a constant force and full stroke.
TESTING OF CALIBRATION PRESSURE
- The pressure shall be 300kg/cm2. When the pressure has dropped down to 250 kg/cm2 but that
atomization tests yield satisfactory results, the pressure shall be adjusted.
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NO. E 025.04-03-2
TESTING OF THE ATOMIZATION

- The injection nozzle shall produce a “clack”.
- The jets shall be equal and produce an oil mist appearance.
- Should the jets be of unequal length, clean the nozzle holes with needles of tool B (figure 3).
- Adjust the calibration pressure when the atomization occurs under a 300kg/cm3 pressure.
- When there is no atomization, or no clear stop in the atomization, or when there is a fuel oozing at
nozzle tip or a leak at fuel inlet gasket, or when fuel flows out by cooling ducts, send the injection
nozzle for reconditioning in a specialized shops.
TESTING OF TIGHTNESS
- Maintain the pressure above 100kg/cm3 without injection for 10 seconds. No droplet shall form at
nozzle tip.
Note:
Don’t mistake the oozing resulting from a faulty tightness between needle and seat occurring
between two injections and the formation of one or two droplets at test end which result from
the dead space between the needle and the nozzle holes causing, the gas oil to flow by gravity
what’s normal.
ADJUSTMENT OF NEEDLE LIFT PRESSURE
- Take off locking pin (Ⅰ-5)

- Unscrew adjusting screw (Ⅰ-7) by two rotations.
- Operate twice the pump lever to clean injection nozzle inside.
- Build up the pressure while screwing the adjusting screw so as to obtain a 300kg/cm3 atomizing
pressure and that screw head groove correspond to one pin hole.
- Test lifting pressure, adjust when necessary and fit the pin.
STORAGE OF INJECTION NOZZLES
Spare injection nozzles shall be protected against rust, corrosion and dust. All openings shall be
stopped.
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NO. E 025.04-03-3
When the injection nozzles are supplied under special anti-moisture packages with “Silicagel”
protection they should be kept in perfect condition to be efficient. In any case spare injection nozzles
shall be carefully protected against moisture more especially in tropical weathers.
Fig.1 – Injection nozzle calibration tools item A
299
CHAPTER 4
NO. E 025.04-03-4
Fig.2 – Pump arrangement
Fig 3 – Tool item C for nozzle hole cleaning
300
CHAPTER 4
NO. E 025.04.04-1
OPERATIONS
EXCEPT. RECONDITIONING OF INJECTION NOZZLES.
SPECIAL TOOLS

A 02.640.9083 A 1 Tools for injection nozzle disassembly.
B 02.640.9133.00 B 1 Kit, type PC2-M21 for injection nozzle
reconditioning.
C 02.640.9065.00 A 1 Tools for discharge pipe gasket
replacement.
LIST OF SEALS AND


- - 1 02.016.001400 Monel gasket for holder body.
- Dismantling of the injection nozzle (see E 025.04.02).
OPERATIONS
- Unlock and loosen adjusting screw (Ⅰ-7).

- Place the injection nozzle in tools item A (Figure 1) and loosen assembly nut by means of spanner
(Ⅰ-5). Then remove the injection nozzle from the tools.
- When difficulties arise to take out the needle, dip the parts in clean and filtered gas-oil and gently
manipulate the needle up to it frees.
CAUTION
DON’T MIX THE NEEDLES NOR THE NOZZLES THEY ARE MATED.
301
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NO. E 025.04.04-2
Needle lapping (Figure 2), Tools item B:

- Screw mandrel (4-12) on shaft (4-1).
- Screw shaft (4-1) in cutter support (4-15) and adjust it by means of adjusting screw (4-5) up to the
mandrel (4-12) contacts cutter (4-13).
- Tighten locking nut (4-3). Only the mandrel wear shall be taken up.
- Take off shaft.
- Screw out mandrel (12) and screw it on shaft （19）。
- Insert the needle in guide (20).
- Fit needle and guide in support (21).
- Slightly tighten nut (22).
- Smear mandrel inside with fine-grained lapping paste.
- Insert mandrel assembly in guide (21) and polish by hand.
Needle seat lapping, tools item B (Figure 3).
- Screw mandrel (5-11) on shaft (5-1).

- Screw shaft (5-1) in support (5-10) and adjust it by means of adjusting screw (5-5) up to mandrel
(5-11) contact hard metal plate (5-8).
- Tighten nut (5-3). Only the mandrel wear shall be taken up.
- Remove shaft (5-1).
- Unscrew mandrel (5-11).
- Insert shaft (17) in guide (16) and screw the mandrel (11).
- Smear mandrel inside with fine-grained lapping paste.
- Insert the assembly into the spray nozzle and polish by hand.
IN NO CASE THE NEEDLE WILL BE LAPPED IN ITS SEAT AS IT WILL ELIMINATE THE
INTERFERENCE ANGLE.
- Needle taper: 91°+-10`

- Seat taper: 90°+-10`
- Needle lift: 0.8+-0.05 mm.
NOTE
Figures 4 and 5 regard reconditioning of needle and needle seat lapping mandrels.
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CHAPTER 4
NO. E 025.04.04-3
RECONDITIONING OF JOINTING FACES
In case of damage of spray nozzle holder body jointing faces lap them with a very fine-grained lapping
paste, chromium based, clean and largely wash with gas-oil. Two surface plates are supplied, one is
grooved for lapping (Figure 7), the other is smooth and is used as reference plate (Figure 8).
Periodically surface these plates by rubbing them against each other. After reconditioning a 0.002 mm
convexities on holder body and spray nozzle faces is permissible (eventually check by means of an
interferometer).
REPLACEMENT OF DISCHARGE PIPE GASKET
THIS OPERATION SHALL BE CARRIED OUT ON STRIPED HOLDER BODY, NEVER ON

ASSEMBLED INJECTION NOZZLE BECAUSE OF THE RISK OF INTRODUCTION OF METAL
PARTICLES.
- Use of tools item C (Figure 6).

- Screw home jig bushing (5) in holder body taper.
- Adjust stops (6) for drills (8 and 7) inserting these into the extreme opening of block (1), a part
allowing making sure they properly rest on the reference face.
- Cut the gasket through the 4 jig bushing opening, first a taper nose then a flat nose drills.
- Take off drills and gasket fragments.
- Clean.
- Inspect monel gasket seat in the holder body.
- Place a new gasket setting it in by screwing home tool part (2).
Reassembly the injection nozzle
- TAKE ALL PRECAUTIONS REQUIRED BY HIGH PRECISION MECHANISMS.

- Before reassembly clean the parts by means of clean and filtered gas-oil.
- Dip the needle in gas-oil to fit it in the spray nozzle.
- Smear “Molykote” paste on threads of nut (Ⅰ-8) .
- Place locating pin (Ⅰ-120).
- Screw by hand assembly nut (Ⅰ-8) on holder body (Ⅰ-210).
- Clamp the injection nozzle in tools item A (Figure 1).
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NO. E 025.04.04-4
CAUTION
THE FAILURE TO REALIZE THAT OPERATION RISKS TO ENTAIL THE SHEARING OF THE
LOCATING PIN BETWEEN THE SPRAY NOZZLE AND THE HOLDER BODY AND THE INJURY OF
BOTH PARTS.
- Tighten assembly nut (Ⅰ-8) at the prescribed torque (see tightening torque table).
- Insert pressure pin (Ⅰ-113), spring (Ⅰ-10) and adjusting screw (Ⅰ-7).
- Calibrate the injection nozzle at calibration bench (see E 025.04.03).
STORAGE OF INJECTION NOZZLES: SEE E 025.04.03-2.
304
CHAPTER 4
NO. E 025.04.04-5
Fig.1 – Tools item A support for assembly and disassembly of injection nozzles
Fig.2 – Needle lapping tools Fig.3 – Needle seat lapping tools
305
CHAPTER 4
NO. E 025.04.04-6
Fig.4 – Tools for Fig. 5 - Tools for

reconditioning needle lapping tool reconditioning needle seat lapping tool
Fig.6 – Tools item C for discharge pipe gasket replacement
306
CHAPTER 4
NO. E 025.04.04-7
Fig.7 – Grooved surface plate for lapping joint faces (Kit item B)
Fig.8- Smooth surface plate for reference surface (Kit item B).
307
CHAPTER 4
NO. E 025.04.05-1
OPERATIONS
12000hrs. INSPECTION OF INJECTION PUMP HEAD.
SPECIAL TOOLS
SG - A 6 Screw plugs
A 99.250.1.2.012.1 A 1 Key for fuel valve.
B 04.640.915800 A 1 Tools for reconditioning spherical
end-pieces of feed and return pipes.
LIST OF SEALS AND


6 Ⅲ 1 00.652.35.53.68 O-ring seal.
- Dismantling of discharge pipe (E 025.04.01).
OPERATIONS
Disassembly
- Re-tighten screw (Ⅲ-7).
- Open feed and discharge pipe valves, or failing, the shut off valves of the considered cylinder.
- Should fuel leak through the delivery valve holder, it will be because of a defectiveness of the valve
(the fuel comes then from the day tank).
- Shut the cocks or valves.
NOTE
In such a case and when the engine shall be operated, it’s necessary to remove feed and discharge
pipes.
Screw plugs SG (Figure 1), put the injection pump out of service and open shut off valve.
308
CHAPTER 4
NO. E 025.04.05-2
- Take off screws (Ⅲ-7).

- Remove delivery valve holder (Ⅲ-3) with flange (Ⅲ-4).
- Dismount thrust piece (Ⅲ-10), spring (Ⅲ-9), valve (Ⅲ-8) and seat (Ⅲ-5).
- When the delivery valve has been found leaking, lap it slightly on its seat using a polishing solution
(of the “MIROR” type).
PROSCRIBE PASTE LAPPING WHATHOW FINE THE PASTE MAY BE.
Reassembly
- Clean the parts.
- Replace O-ring (Ⅲ-6).
- Tighten flange (Ⅲ-4) and delivery valve holder screwing the screw in the sequence and at the
torque indicated in the tightening table.
- Open feed and discharge pipe valves (or fit the feed and discharge pipes, then open shut off
valves).
Note
When fitting the feed and discharge pipes inspect the spherical end-piece condition. Eventually
recondition them with tool item B (Figure 2) if the seating surface is defectuous.
IF THERE IS NO FUEL LEAK, check that there remains fuel in the gravity tank, level it up if necessary
if there is still no fuel leakage, shut the cocks or valves and fit the delivery pipe (see E 025.04.01)
IF A FUEL LEAKAGE IS OBSERVED, shut the cocks or valves and dismount anew the pump head to
replace valve (Ⅲ-8) and seat (Ⅲ-5).
309
CHAPTER 4
NO. E 025.04.05-3
NOTE
In case of rupture of delivery valve spring, it’s necessary to observe, at reassembling, the
indications given in the hereafter table.
1st CASE 2nd CASE

Injection pump fitted with spring Injection pump fitted with spring
ORIGINAL Code 02.030.005300 Code 02.030.000900
PARTS And thrust piece And thrust piece
02.030.003300 02.030.001000
Spring code 02.030.000900 Either spring code 02.030.000900
TO BE
And thrust piece Alone or plus And thrust piece
REPLACED BY
02.030.001000 02.030.001000
310
CHAPTER 4
NO. E 025.04-05-4
Fig.1 – Plug item SG
Fig.2 – Tool item B for reconditioning of spherical end – pieces.
311
CHAPTER 4
NO. E 025.04-07-1
OPERATIONS
24000hrs. WEAR AND INJECTION PUMP INSPECTION
SPECIAL TOOLS

SG - A 6 Plugs
A 99.250.12.012.1 A 1 Key for cocks
LIST OF SEALS AND


6 Ⅲ 1 00.652.35.53.68 O-ring seal.
11 Ⅲ - 99.570.5841.02 “Molykote” paste
14 Ⅲ 1 00.652.35.53.68 O-ring seal.
28 - 99.340.08.0000 Locking compound
Ⅲ
29 1 00.145.10.00.37 Locking wire
30 Ⅲ - 00.651.12.17.40 Gasket
56 Ⅲ 2 00.651.16.22.50 Gasket
69 Ⅲ 1 00.660.17.24.61 BS ring (JB982)
- Take off the intake manifold section at concerned cylinder.

- Loosen the connection of the discharge pipe (see E 025.04.01).
- Rotate the delivery valve holder forwards.
- Take off leak return pipe.
- Take out spring dowel sleeves a control rack ends (see chapter 10).
- Remove springs holding the protective cover of cocks on feed and discharge pipes.
OPERATIONS
Pump removal
- Test delivery valve tightness (see E 025.04.05).
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CHAPTER 4
NO. E 025.04-07-2
- Shut cocks on feed and discharge headers.

On engines with no cocks fit plugs item SG after screwing out the pipes.
- Take off discharge and feed pipes together with protection sheath.
- Screw out pump holding nuts.
- Place the pump on a working bends.
Pump disassembly
- Take off delivery valve holder (see E 025.04.05).
- Remove inspection plate (Ⅲ-70).
- Insert a wooden lever through the inspection door and compress spring (Ⅲ-19) by lifting tappet (Ⅲ
-21).
- Disengage and take off retaining ring (Ⅲ-22).
- Slowly release tappet (Ⅲ-21).
- Take off plunger (Ⅲ-13).
- Take off spring (Ⅲ-19).
- Remove spring collars (Ⅲ-20 and Ⅲ-18).
- Take off sector gear (Ⅲ-27).

- Remove control rack (Ⅲ-26).
- Screw out full dog point screw (Ⅲ-31).
- Take out barrel (Ⅲ-12).
- Take off feed and discharge flanges (Ⅲ-51 and Ⅲ-52) .
PART INSPECTION
Each pump part will be subject to a visual inspection.
Inspection of plunger-barrel assembly
- Plungers and barrels are mated, don’t invert them.

- Erosion traces are normally found on plunger head between the top and the helix as well as in the
barrel between spill ports and on the edges of these ports. Any deep erosion trace entails the
rejection of the plunger barrel assembly.
- Any seizure trace at any place entails the rejection of the assembly.
Inspection of pump delivery valve (see E 025.04.05).
Pump reassembly
- Wash the part clean with gas-oil.
DON’T WIPE THEM DRY.
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CHAPTER 4
NO. E 025.04-07-2
- Fit a new O-ring (Ⅲ-14) on barrel (Ⅲ-12) and insert it its housing.
- Fit full dog point screw (Ⅲ-31) with a new gasket (Ⅲ-30) and locking compound class 8.
- Fit the control rack (Ⅲ-26) and the sector gear (Ⅲ-27) so that the marked rack-tooth engaged the
marked sector gear gash (Figure 1).
- Fit spring collar (Ⅲ-18).

- Insert spring (Ⅲ-19).
- Fit plunger (Ⅲ-13).and spring collar (Ⅲ-20).
- Fit tappet (Ⅲ-21).Smearing it with “Molykote”.
- Compress the spring and fit retaining ring (Ⅲ-22).
- Refit delivery valve holder (see E 025.04.05), the final tightening of screws (Ⅲ-7) shall be realized
only after fitting and tightening of discharge pipe.
Pump installation
- Check stud anchoring (see E 025.00.08).
- Position the pump.
- Rotate the engine so that the injection cam does not push the roller tappet.
- Adjust the pump exactly an its former seating.
- Tighten holding nuts at the torque prescribed in E 025.00.08.
- Refit dowel sleeve at control rack end (see chapter 10).
THE INJECTION ADVANCE SHALL BE ADJUSTED IN ANY CASE OF REPLACEMENT OF PUMP,

PLUNGER-BARREL ASSEMBLY OR PUMP CONTROL MECHANISM.
Adjustment of injection advance:

(The injection pump is tightened, feed and discharge flanges and the inspection plate are not fitted).
- Prior to adjustment tightened, tighten injection pump delivery valve holder.

- Inspection plate (Ⅲ-70).
- Rotate the engine in its normal running direction (or the direction the reversing gear is engaged)
and stop it at 13+-1/2° before the injection TDC of the considered cylinder.
314
CHAPTER 4
NO. E 025.04-07-3
Loosen advance adjusting screw locking screw (Figure 2).

- Place a light facing one of the feed or discharge parts and a mirror facing the other (Figure 2).
315
CHAPTER 4
NO. E 025.04-07-4
- Should the light be visible in the mirror, raise the tappet by unscrewing the adjusting screw up to
the light vanishes.
- Should the light be not visible in the mirror, lower the tappet by screwing the adjusting screw up to
the light appears, and then unscrewing in up to the light vanishes.
- Tighten the locking screw of the adjusting screw.
- In the case of reversible engine, test the advance in the other running direction, the permissible
deviation is +-2°.
- Achieve pump fitting.
In service replacement of a plunger-barrel assembly when the pump is not calibrated:
In case of service replacement of an assembly, the new one may be among more or less worn
elements. It’s therefore possible to have for a same injected quantities, deviations in control rack
position which may reacts up to 3 mm at full load.
At fitting adjust the injection pump for the original advance and at the same control rack position as
other pumps.
Test the maximum firing pressure and if a difference is observed with the other cylinders adjust the
control rack position along a maximum 3 mm stroke.
The influence of a control rack adjustment on the maximum firing pressure is not as substantial as the
adjustment of the advance but such an adjustment for a cylinder shall be proscribed.
The temperature of the cylinder fitted with the “as new” assembly shall therefore be adjusted at the
value found before the supersession, or given in the typical test sheet at the considered cylinder of the
other bank when both banks are well balanced of the temperature standpoint.
- Make sure that the temperature sensor at the concerned cylinder outlet is in good condition.
- In the case of exhaust pipes grouping several cylinders and when the flow rates are balanced, the
temperature sensor indications may reveal temperature differences reacting +-35℃ with respect
to the averaged exhaust temperatures of the engine.
316
CHAPTER 4
NO. E 025.04-07-5
Final operations
- Fit the inspection plate (Ⅲ-70) with a new gasket (Ⅲ-71).
- Make sure the bushes in flanges (Ⅲ-51 and Ⅲ-52) are not eroded, if they are, replace them.
- Replace systematically all seats and gaskets.
- Fit flanges (Ⅲ-51 and Ⅲ-52) and lock the screws.
- Fit the feed and discharge pipes.
NOTE: When fitting the feed and discharge pipes inspect the spherical end-pieces. Recondition
them eventually with tool item B (Figure 3) when the seating surface is damaged.
- Open header cocks and ascertain delivery valve tightness (see E 025.04.05).
- Fit discharge pipe (see E 025.04.01).
317
CHAPTER 4
NO. E 025.04-07-6
Fig.1 – Fitting the control rack
Fig.2 – Adjustment of injection advance
318
CHAPTER 4
NO. E 025.04-07-7
Fig.3 – Tool item B for reconditioning of spherical end-pieces.
319
CHAPTER 5
S.X.D.- S.E.M.T. MAINTENANCE MANUAL
NO. E 025.05-00
CHAPTER 5
CAMSHAFT – VALVE AND INJECTION PUMP CONTROL
320
CHAPTER5
S.X.D.- S.E.M.T. CAMSHAFT-VALVE AND INJERCTION NO. PLATE501
PUMP CONTROL
Fig.Ⅰ – CAMSHAFT FOR NON-REVERSIBLE ENGINES
321
CHAPTER5
PUMP CONTROL
Fig.Ⅱ – CAMSHAFT FOR REVERSIBLE ENGINES
322
CHAPTER5
PUMP CONTROL
Fig.Ⅲ – VALVE CONTROL MECHANISM
323
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Fig.Ⅳ –INJECTION PUMP CONTROL – CAMSHAFT BEARINGS
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Fig.Ⅴ – CAMSHAFT CASING COVER
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Fig.Ⅵ – CAM FOR NON-REVERSIBLE ENGINE
Fig.Ⅶ – CAM FOR REVERSIBLE ENGINE
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Fig.Ⅷ – ADDITIONAL BEARING – B BANK – TIMING GEAR END
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Fig.Ⅸ –ADDITIONAL BEARING – A BANK – TIMING GEAR END
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Fig.Ⅹ – CAMSHAFT THRUST BEARING FOR NON-REVERSIBLE ENGINE
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FIG. Ⅺ INJECTION PUMP CONTROL WITH TREATED CAM BACK
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S.X.D.- S.E.M.T. CAMSHAFT-VALVE AND INJERCTION NO. E025.05.00-1
PUMP CONTROL
1. DESCRIPTION
CAMSHAFT (FigureⅠandⅡ):
Each cylinder bank is fitted with a camshaft.
The timing gear mounting on the output of the crankshaft drives the camshaft. The intake, exhaust and
injection cams are of case hardened steel and fitted on the shaft. The inlet、outlet valves and the
injection pumps are driven though the follower guides.
These cams are either of monoblock construction in which case they are hot shrunk onto the shaft or
in-two pieces and assembled by screws. The latter type is mainly used for repair after cutting away a
damaged monoblock cam.
NOTE:
Two-piece exhaust and intake cams for reversible engines are made to be used only as emergency
repair to allow the ship to wait up to her next technical docking to replace the two-piece cams by
standard solid ones.
In installation fitted with two-piece cams however the condition of these cams, and more specially of
the holding screws, shall be ascertained after 500, 1000 and 3000 operation hours.
Reversible engines are fitted with two profile cams for intake and exhaust valves (one profile for
forwards operation the other for reverse operation); both profiles being connected by slide ramps. The
camshaft translation controlled by a pressure cylinder achieves reversing. Because of the lateral stress
during translation, the cams are locked onto the shaft by a pin (Ⅶ-6) for screw (Ⅶ-3) for fuel injection
cam.
VALVE CONTROL MECHANISM (Figure Ⅲ):

Cast-iron cam follower guides (304) slide inside the cast-iron box (301) fastened to the frame roof
plate.
The transmission of the movement to the valve push-rods is realized by means of treated ball pins
(311), acting as seat to push rods. A spring (310) takes up the lash at rocker-arm holding the push rod
against the rocker-arm tappet. The push-rod protection tubes (356) are socketed in the roller tappet
body.
INJECTION PUMP CONTROL (Figure Ⅳ):

The injection pump control mechanism is located in a cast-iron body (4) held on the frame supporting
plate by four screws (23).
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The cam follower guide (11) slides inside of a fixed bush (8) centered in the body.
A spring (19) applies the roller against the cam. The tappet body (17) is fastened on the cam follower
guide top part. It includes the adjusting screw (18) the bearing face of which is treated. This screw
allows adjusting the injection advance it’s locked by screw (21).
CAMSHAFT BEARINGS (Figure Ⅳ):
Camshaft is supported by one-piece bearings (1) located on both sides of the injection cam. These
bearings rest against the underpart of the injection pump control body and are held by studs (7) which
hold also the injection pump. Two centering rings (5) position the bearings on the control body. The
bearings are fitted with thin wall half-bearings (2 and 3) fixed by a stop screw (24).
An additional bearing supports the shaft on the timing gear end for bank B (Figure Ⅷ) and the opposite
side for bank A(Figure Ⅸ).
A thrust bearing (for non-reversible engines),(Figure Ⅹ), or a swivel joint (for reversible engines) holds
the shaft longitudinally.
LUBRICATION OF THE VALVE AND INJECTION PUMP CONTROL MECHANISMS:
Lubrication is through a duct drilled in the casings and fed from one end of each engine bank. The
casings are connected together by tubes held in position by spring rings.
The camshaft bearings are fed through a tie bolt clearance hole (Figure Ⅳ).
Drillings in the housing distribute oil to the valve and injection pump tappets.
CAMSHAFT CASING COVER (Figure Ⅴ):

The camshafts are positioned laterally into their casings which are integral with the frame. The casing
is closed by covers (1-2-3-4) fixed to the frame and connected together by plates (5) set inside the
casing.
An inspection door (22) faces the cam of each cylinder.
On each bank two doors are equipped with an explosion relief valve.
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2、WEIGHTS
Ⅰ － Striped camshaft:
-right hand 6 cylinders 450
-left hand 6 cylinders 480
Ⅱ － Intake cam: reversible engine 11
Exhaust cam: reversible engine 11.35
Injection cam: reversible engine 13.6
Ⅲ － Intake cam: non reversible engine 5
Exhaust cam: non reversible engine 5
Injection cam: non reversible engine 12
Ⅳ － Camshaft bearing and injection pump control
22
mechanism
3、MAINTENANCE OPERATIONS REMINDER
PERIOD OPERATIONS PAGE No.

3000 hrs -Visual inspection of cams and rollers E025.05.01
24000 hrs -Inspection of guides and rollers and dimensional E025.05.02

inspection
-Inspection of camshafts bearing E025.05.04
OPERATIONS PAGE No.

-Replacement of a damaged one piece cam by two-piece one E025.05.06
-Removal and fitting of a camshaft E025.05.10
-Replacement of oil passage gaskets E025.05.02
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OPERATIONS
3000 hrs VISUAL INSPECTION OF CAMS AND ROLLERS
SPECIAL TOOLS
Not applicable

TRAFUL (see appendix 7), impregnation product
OPERATIONS
－Rotate engine by means of the turning gear.
－Make a visual inspection of each cam and cam follower.
CAM FOLLOWER
－Make sure that each roller rotates freely.
－Examine roller race and edges (particularly in the case of reversible engines.).
－Normal appear is a bright surface over the whole width of the roller which is in contact with the cam.
If the roller is not bearing correctly against the cam overhaul the complete tappet gear (roller, pin,
tappet and key).
－Bright surfaces on the edges of intake、exhaust and injection tappet rollers of reversible engines are
due to the translation movement when reversing. However, this is permissible.
－if the tappet roller shows pitting, spalling or seizure traces on the traces on the roller race or edges it
should be replaced.
CAM
－Check the condition of races as for tappet rollers.
Slight pitting located normal to the blending radius with the tappet roller race is permissible.
Certain areas of the roller race may appear brighter than others because of the heavy pressure of the
roller on the cam.
－If the cam shows any signs of pitting, spalling, seizing or recessing on the roller race, it should be
replaced (see E025.05.06).
－Feel that there zones have no trace of recessing.
－In the case of reversible engines, make a visual and tactile inspection of the race blending slopes of
intake, exhaust and injection cams.
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Any trace of injury of roller and cam must be repaired:

If a depression of the hardened case may be felt on the blending radius of the slope with the nose of
the cam (Figure 1) this zone must be subject to penetrant flow detection. If cracks appear replace the
cam (see E 025.05.06).
Bright traces are permissible outside the zones specified above, whether or not slaved in, and there is
no necessary to proceed to penetrant flow detection.
Slight scoring which can be removed by honing will not entail rejection of the part. Hone and coat with
‘TRAFUL’ product (see appendix 7).
Figure 1 Cam ramp to nose blending zones
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OPERATIONS
24000 hrs VISUAL AND DIMENSIONAL INSPECTION OF GUIDES AND ROLLER
SPECIAL TOOLS
Not applicable.
LIST OF SEALS AND EXPENNDIBLE MATERIALS
9 Ⅳ 1 01.032.002700 Gasket
36 Ⅳ - 99.360.0000.06 Sealing compound
30 Ⅳ - 00.145.10.00.39 Locking wire
14 4 00.140.22.02.10 Right angle tab washer
Ⅲ
168 4/cyl. 00.652.20.35.63 O-ring
Ⅳ
－Remove valve gear covers.
－Remove rocker-arms and push rods.
－Remove valve gear casings.
－Remove push-rod protection tubes.
－Remove injection pumps. (See E 025.04.07).
－Remove camshaft casing inspection doors.
OPERATIONS
Disassembling of guides and valve roller tappets:
－Take one of the retaining ring out of its groove and slide it on the tube.
－Slide the sleeve inside the guide body by means of a flat iron (Figure 1).
－The associated body id therefore disconnected. It’s then possible to replace the O-ring of the free
end then the other by disengaging the other sleeve end.
－Eventually remove the end nipple held by a ring type nipple and hollow screw (Figure 1).
－Unlock and take of guide box holding screws (Ⅲ-312-14).
－Remove the box together with the roller guides, then take off the roller guides.
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－Take out locating pins (Ⅲ-354).

－Drive out pins (Ⅲ-7) and remove rollers (Ⅲ-5).
－Drive out bushes (Ⅲ-6).
Part inspection:
－Inspect visually the condition of the guide friction surfaces, pin and slide, and roller bush.
Reject deeply scored parts.
－Ascertain that the bush enters and rotates freely in the roller.
－Ascertain the condition of the ball pin(Ⅲ-311), a few metal tear off are permissible.
－Record the dimensions of the parts and compare with wear table values. Reject parts reaching ‘LA’
limit.
Reassembling guides and rollers of valve control mechanism:
－By means of compressed air blow clean the oil ducts of the roller pin and guide.
－Oil parts with engine oil.
－At nitrogen shrinkage fit make sure that the pin slide faces are parallel to bush way ones.
If not adjust pin position (Figure 2).
－Reassemble box and roller guides, position it with pin (Ⅲ-354).
－Fit the screws and angle tab washers (Ⅲ-312-14).
Disassembling of the injection pump control mechanism:
－Measure of the clearance between cam and roller.
NOTE:
An alternative arrangement exists where the cam follower is always resting on the cam (see
figure Ⅺ). In such a case the cam back is treated. These fuel cams are identified by a circular
groove in each side face.
－Take off spring collar (Ⅳ-20) and spring (Ⅳ-19).
－Unlock and take off spring seat (Ⅳ-16) and roller guide body (Ⅳ-17) holding screws (Ⅳ-10).
－Collect the adjusting washer (Ⅳ-15).
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NOTE:
That washer is mated with the roller guide. Care to fit it again with two screws (Ⅳ-10) to prevent the
risk to exchange it for another.
Unlock and take off the fixed socket (Ⅳ-8) holding screws(Ⅳ-4).
Take off the fixed socket and the roller guide(Ⅳ-11)
Part inspection:
Inspect visually the condition of the friction surfaces of the roller guide, roller pin and its slide, bush and
roller. Hone off slight defects.
Make sure that bush (Ⅳ-13) enters and rotates freely in the roller and on its pin.
Inspect the surface condition of the thrust face of jack screw (Ⅳ-18).
Record the dimensions of the parts and compare with wear table values. Reject parts reaching ‘LA’ limit
(exception to the rule). When the clearance between roller and cam is smaller than 0.1 mm, inspect the
race condition and replace parts as necessary.
Reassembling injection pump control mechanism:

Replace segments (Ⅳ-37) when broken.
Fit the pin by nitrogen shrinkage and the roller in the guide (Ⅳ-11). Fit the roller guide in the pin slide
with the bush way (Figure 2).
Fit the fixed socket with a new gasket (Ⅳ-9) on the body (Ⅳ-4). Lock screws (Ⅳ-10).
Fit the adjusting washer (Ⅳ-15), spring seat (Ⅳ-16) and roller guide body (Ⅳ-17). Don’t lock screws
(Ⅳ-10).
Check the clearance between the roller and the cylindrical part of the cam. It shall be within 0.1 and 0.2
mm. When this clearance is smaller than 0.1 mm replace washer (Ⅳ-15) when larger than 0.2 mm
adjust that washer.
Lock screws (Ⅳ-10).
Fit spring (Ⅳ-19) and spring collar (Ⅳ-20).
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NOTE:
It’s essential to ascertain the proper working of the oil circuit after any intervention on valve and
injection pump control mechanism and before refitting the covers.
Figure 1 Disconnecting the oil sleeves
Figure 2 Pin slide lash in bush way
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OPERATIONS
24000 hrs CAMSHAFT BEARING INSPECTION
SPECIAL TOOLS
Provide for two M8 screws, 60 mm long about.

27 Ⅳ 1 per bearing 00.140.16.01.10 Tab washer
14 Ⅷ 1 00.140.16.02.10 Right angle tab washer
206 Ⅸ 1 02.096.0206.00 Gasket,
207 Ⅸ 1 00.683.195.11.1 Gasket,
14 Ⅸ 8 00.140.16.02.10 Right angle tab washer
Remove camshaft casing inspection door the nearest to the bearing to be inspected.
1) STANDARD CAMSHAFT BEARING
OPERATIONS
－Check half-bearing radial clearance, should the ‘LR’ limit be reached (see wear and clearance table
E 025.00.04), replace half-bearings.
－Unlock and take off half-bearing clamping screws (Ⅳ-24).
－By means of two M8 screws take out both half-bearings.
－Hone off the possible scratches by means of a fine abrasive cloth.
－Clean the parts, oil camshaft journal.
－Fit new half-bearings (Ⅳ-2 and 3) the joint screw hole facing the clamping screw (Ⅳ-24).
－Fit screw (Ⅳ-24) with a new right angle tab washer (Ⅳ-27) and lock.
2) ADDITIONAL BEARING ON TIMING GEAR END OF RIGHT BANK
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OPERATIONS
－Check half-bearing radial clearance. Should the ‘LR’ limit be reached (see wear and clearance table
E 025.00.04), replace half-bearings.
－Unlock and take off screw (Ⅷ-13).
－Remove retaining ring (Ⅷ-17) and remove oil pocket (Ⅷ-5) through M6 hole.
－For reversible engines: Insert two spacers between the cam and half-bearings. Translate between to
drive out half-bearings (Ⅷ-7 and 9), (Figure 1).
－For non reversible engines: take off the ball thrust bearing of the right hand bank (Ⅹ-401) at timing
gear end (see E 025.05.03), the valve gear (see E 025.03.10) and raise injection pump plunger.
－Sling the camshaft and let it slides (42 mm maxi) towards the timing gear.
－Insert two shims (2-2) and (2-3) of 15 mm width between the tooth wheel and the half-bearings of the
additional bearing (Figure2).
－Let the camshaft slide towards the engine free end to drive out the half-bearings (Ⅷ-7 and 9).
－Repeat the operation using two additional shims.
－Ascertain the good condition of bush (Ⅷ-4).
－Oil half-bearings insides with engine oil, the outer faces (back and sides) shall be dry.
－Refit the half-bearings caring of the oil pocket (Ⅷ-5) housing hole.
－Fit the oil pocket (Ⅷ-5) and its retaining ring (Ⅷ-17).
－Fit and tighten screw (Ⅷ-13) at the torque prescribed in tightening table.
－Lock the screw with a new tab washer (Ⅷ-14).
－Check the total clearance after fitting (Figure 3).
－Make sure the oil reaches the bearing.
NOTE:
Applicable to non-reversible engines. To tighten eventually anew bolts (Ⅷ-15) and nuts (Ⅷ-10,11) it’s
necessary to remove timing gear idler. Unlock screws and bolts. Use a tubular spanner inserted
through one of the four holes of the camshaft wheel.
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3) ADDITIONAL BEARING AT FREE END OF LEFT BANK

OPERATIONS
－Screw out the oil at the top of bearing (Ⅸ-501).
－Unlock and take off screws (Ⅸ-211).
－Remove protection box (Ⅸ-203).
－Check bush (Ⅸ-208) radial clearance.
－Should the ‘LR’ limit be reached (see wear and clearance table E 025.00.04) replace the bush:
－Unlock and take off screws (Ⅸ-210).
－Take out the bearing (Ⅸ-501) together with the bush (Ⅸ-208) and two pins (Ⅸ-212).
－Replace the bush and lock screw (Ⅸ-202) by punch marks.
－Hone off the possible scratches by means of a fine abrasive cloth.
－Oil the bush inside with engine oil.
－Fit the bearing and its bush on the shaft with a new gasket (Ⅸ-206) and pin (Ⅸ-212).
－Place and tighten screws (Ⅸ-210) and lock them with new tab washers (Ⅸ-14).
－Fit protection box (Ⅸ-203) with a new gasket (Ⅸ-207).
－Fit and tighten screws (Ⅸ-211). Lock them with new tab washers (Ⅸ-213).
－Refit oil nipple at bearing top.
－Make sure the oil reaches the bearing.
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Figure 1 Dismantling of half-bearing from an additional camshaft bearing of turning gear and of RH
bank-reversible engines
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Figure 2 Dismantling of half-bearings from an additional camshaft bearing of turning gear end of RH
bank-Non-reversible engines
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Figure 3 Checking total clearance after assembly
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OPERATIONS
REPLACEMENT OF DAMMAGED ONE-PIECE CAM BY A TWO PIECE ONE
SPECIAL TOOLS
For cutting process

A － A 1 Cutting tools including:
-1 cutting of wheel (electric or pneumatic)
minimum capacity 1.5 HP for 180 mm dia.
wheel rotation speed 6-8000 rpm fitted with
adjustable cutting depth limiter.
Select preferably a light tool.
-3 cutting off wheels, 180 mm dis.,
thickness 3.2 mm special for hard steels
V.N. 670-760 (e.g. NORTON type BDA 32).
-3 high carbon steel chisels 200 long, 14
thick.
B 02.640.044000 -Socket for tightening two-piece cam
clamping screws.
For drilling process.

NOTE:
Drilling process cannot apply to reversible intake and exhaust valves.
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SPECIAL TOOLS:
C 02.640.904100 B 1 Tools for reversible one-piece fuel cams.

D 02.640.904200 B 1 Tools for non-reversible one –piece cams.
B 02.640.044000 A 1 Socket for tightening two-piece cam clamping
screws.
LIST OF SEALS AND ENPENDIBLE MATERIALS
For reversible fuel cams.

4 Ⅶ － 99.350.08.0000 Locking compound class 08
9 5 － 99.570.5841.02 ‘Molykote’ G paste
REMARK:
The supersession of first one-piece intake cam by a two-piece repair cam cannot be realized the same
way in 8-12 and 16 PC2-5 rotating clockwise.
It’s necessary:
1) Either to replace it by a one-piece one after dismantling of the camshaft (see E 025.05.10).
2) Or to cut off the spacing sleeve (Ⅷ-4), (for V engine length 144.5 mm becomes 102.5 mm and for L
engine, length 207 mm becomes 165 mm) in order to be able to fit a two-piece cam.
OPERATIONS:
Cutting of a damaged one-piece cam
－Remove the cover plates of camshaft casing up to the cam to be cut is fully cleared.
－Take off lateral cam clamping screws (Ⅶ-3) (reversible fuel cam only) or the lateral cam locking pin
(Ⅶ-6) (reversible intake and exhaust cams only).
－Clean the camshaft casing zone where the cam stays. In that zone stopped the clearances at
bearings, tappet and roller.
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－By means of plastic sheets and adhesive tape (no rag nor paper) protect the camshaft bearings,
tappets and rollers in order to prevent any penetration of grindings therein (when the roller shall be
replaced remove the roller tappet assembly). So far as possible use 0.8 mm thick plates as protection
inserted between the cams. They shall allow camshaft rotation.
Cutting off (Figure 1):

－Draw a line on the cam in the plane of the key.
－Cut off the cam along that line up to the key (a 3 mm deep cut in the key is permissible). Care for not
damaging the neighbouring cam or bearings: should a little zone remain non-cut, break it forcing
chisels into the cut.
－Rotate camshaft by 180°and draw a line opposite to the key.
－Cut off the cam along this line up to a 0.5-1 mm distance from the shaft (Figure 1).
DON’T GRIND THE SHAFT. Use of the adjustable cutting depth limiter.
－Drive the chisels in the cut up to fracture.
－Remove cam fragments.
－Remove protections and clean camshaft casing.
－Impede any penetration of cleaning products into the timing gear casing and torsional vibration
damper.
－Apply the engine oil pressure to wash out the eventual dirt penetrations in moving mechanisms.
Drilling:
－Determine the zone of drilling by positioning tools C for reversible fuel cams and tools D for non
reversible cams keeping it loose (Figure 2).
－Draw a line on the drilling zone determined with the tools.
－Grind the 2 mm hardened layer.
－Position tools C (Figure 3) or D (Figure 4) against the cam, the adjustment screws loose as per
phrase 1.
－Lock the clamping collar.
－Adjust the drill penetration depth by means of the jig bushing and the stop screwed on the tool.
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－Drill a first row of holes.

－Loosen the clamping collar, screw home the adjusting screw, tighten again the clamping collar and
drill another hole row, secant to the first one.
－Rotate the camshaft by 180°and drilled the cam opposite side the same way.
－Remove the tools.
－Drive chisels in the drillings up to cam fracture.
－Take off cam fragments.
－Remove protections and clean camshaft casing.
Impede any penetration of cleaning products into the timing gear casing and torsional vibration
damper.
－Apply engine oil pressure to wash out eventual dirt penetrations in moving mechanisms.
Fitting of two-piece cams:

－For reversible engine intake and exhaust cams, place the locating pin in its housing in the key (Ⅶ-6).
－For reversible engine fuel cams, place the locating pin (Ⅶ-3) locking it (Ⅶ-4) in the housing
machined in the camshaft.
NOTE:
The type of two-piece cam shall be selected from the hereafter table to take into account the
existing two types (see E 025.05.02).
1st arrangement 2nd arrangement
With clearance between cam With no clearance between cam

and follower and follower
Reversible Non-reversible Reversible Non-reversible
engine engine engine engine
Code n° Code n° Code n° Code n°
Original 02.024.011500 02.024.005500 02.024.011500 02.024.005500
cam 02.424.002600 02.424.002300
or or 02.024.005500 02.024.005400
Spare cam 02.424.005500 02.024.005400
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－In any case the new cam shall be placed in the same position as the former one (refer to the
neighbouring cylinder).
－Smear the cone and thread of the screws (6-8) of the reversible engine intake and exhaust cams
with ‘Molykote’ past (6-9).
－For all other cam types oil screw seats and threads.
－Place clamping screws (6-8) for reversible engine intake and exhaust cams (5-7 and 6-7) for all other
cam types.
－Tighten the screws at torque (see tightening table) by means of the spanner socket item B.
－Perform 3 successive loosenings and tightenings.
－Hone flush the cam joint.
－Make sure that the clearance between cam and follower is within 0.1~0.2 mm (see E 025.05.02).
－Start the engine and ascertain that the tightening remains unchanged. Should a retightening be
necessary run again the engine for 15 minutes and check one more the tightening.
After the tightening is stable:

－Weld the locking rods (5-25,6-25 and 6-10) see figures 5,6 and 7.
－Fit the camshaft casing cover plates.
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Figure 2 determination of the drilling zone
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Figure 3 Tool item C to drill fuel cams of reversible engines
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Figure 4 Tool item D to drill fuel cams of non-reversible engines
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Figure 5 Cam of non-reversible engine
Figure 7: Locking of two-piece cam clamping screws
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OTHER OPERATIONS
REMOVING AND FITTING OF A CAMSHAFT
SPECIAL TOOLS
Not applicable.
NON-REVERSIBLE ENGINE
16 Ⅷ 16 per engine 00.140.14.01.10 Right angle tab washer
317 Ⅹ 16 per engine 00.140.18.02.10 Tab washer
314 Ⅹ 2 per engine 00.652.62.70.63 O-ring
429 2 per engine 00.210.08.090.3 Split pin
Ⅹ
ALL ENGINES
34 Ⅶ 4 per cyl. 00.652.29.53.63 O-ring
33 Ⅳ 4 per cyl. 00.652.16.35.63 O-ring
16 Ⅷ 3 00.140.14.02.10 Tab washer
12 4 00.210.03.035.3 Split pin
Ⅷ
－Take off valve gear covers.
－Take off rocker-arms and push-rods.
－Remove valve gear casings and push-rod protection tubes.
－Take off injection pump (E 025.04.07).
－Remove camshaft casing inspection doors.
－Remove timing gear casing lateral plate eventually together with the auxiliaries attached to.
OPERATIONS
Camshaft removal
－Take off valve and injection pump controls.
－Take off the reversing lever (see chapter 9) of reversible engine or camshaft thrust bearing of
non-reversible engines (E 025.05.03).
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－Take off air distributor and its control system.

－Remove idler gear driving the camshaft (E 025.06.05).
－When the camshaft is on the right hand side, let it slide towards the timing gear to clear the
additional bearing.
－Take off additional bearing holding screws (Ⅷ-15) and bolts (Ⅷ-10-11).
－Support the camshafts with wooden pieces.
－Take off bearing holding studs ( Ⅳ-7).
－Lower the camshaft by removing wooden supports.

－Roll the camshaft outside the engine so as to be able to sling it first at engine free end, then at timing
gear end.
－Take off the camshaft.
Camshaft fitting
－Clean the parts.
－Eventually fit the camshaft tooth wheel.
－Replace O-ring (Ⅳ-34) of bearing rings(Ⅳ-6).
－Replace O-ring (Ⅳ-33) of studs (Ⅳ-7).
－Make sure all bearings are fitted with bushes (Ⅳ-5).
－Sling and lift the camshaft to place it in its casing on wooden pieces.
－Raise it progressively adding new wooden pieces up to the bearings cam remain in normal position
(several men are required to hold the bearings).
－When the camshaft is right hand fitted, it’s necessary to try it with a forwards offset to fit the
additional bearing then to slide it backwards.
－Fit studs (Ⅳ-7) and rings (Ⅳ-6) and spacers (Ⅳ-40).
NOTE:
When the pump control is not fitted with spacers (Ⅳ-40) make sure that the projection of bushes (Ⅳ-5)
in ht body is correct for every bearing. For that measure dimension ‘X’ which shall be within 72 and 74
mm (Figure 1) or fit spacer (Ⅳ-40) code number 02.032.006300 when reassembling.
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－Tighten the studs at the torque indicated in tightening table.

－Set timing (see chapter6).
－Fit the valve gear lubrication pump and its drive or the camshaft external bearing.
－Fit the air distributor and its drive (see chapter 7).
－Fit the thrust bearing (E 025.05.03) or the reversing gear (see chapter 9).
Figure 1 Fitting of bushes in the pump body
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S.X.D.- S.E.M.T. PC2-5 MAINTENANCE MANUAL NO. E025.0600
CHAPTER 6
TIMING AND TURNING GEARS
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CHAPTER 6
S.X.D.- S.E.M.T. TIMING AND TURNING GEARS
NO. Figure 601
Figure Ⅰ TIMING GEARS
359
CHAPTER 6
NO. Figure 602
Figure Ⅰa TIMING GEARS (Ф315)
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CHAPTER 6
NO. Figure 603
Figure Ⅱ TURNING GEAR, REDUCTION GEAR
Figure Ⅲ TURNING GEAR-INSPECTION DOORS-CASINGS
361
CHAPTER 6
NO. Figure 604
Figure Ⅳ TURNING GEAR: PINIONS
362
CHAPTER 6
NO. Figure 605
Figure Ⅴ TURNING GEARS HOUSING
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NO. E025.06.00-1
1. DESCRIPTION
TIMING GEARING (Figure 1)
Timing gear is locating in the output of the engine, transforms the rotation from crankshaft to camshaft
with the drive ratio 1/2, and makes the crankshaft and the camshaft running on the spur time.
The primary herringbone gear (2) is centered on the crankshaft. This gear may be a single- piece or
2-piece unit. It meshes with intermediate gears (4) which rotate freely on their stationary shaft (8).
These intermediate gears have an inserted hub (7) in which is hobbed the pinion driving elastic gears
(25), mounted on the timing shafts.
These elastic gears consist of a hub (23) keyed on the timing shaft, and a straight-tooth rim gear (25).
The rim gear is centered on the hub by means of 8 copper-lead plates (24).
The elements are linked by annular springs housed in seats machined in the two parts.
The unit’s axial immobilization is provided by half-plates (26).
TURNING GEAR (Figure Ⅲ and Ⅳ ).
The turning gear consists of a ring gear (Ⅳ-22), integral either with a disk or with a vibration damper,
mounted at the crankshaft end opposite the timing gear, and a train of pinions terminated by a square
shaft end.
This square may be driven by a reduction gear with tangent gear (Ⅱ-203) and worm (Ⅱ-345), itself
driven by an electric motor (Ⅱ-226).
It may also be driven by any other device fitted with a 35 mm square female receptacle:
Socked wrench.
Hand drill and tooling, item C.
The pinion train is mounted in a casing (Figure Ⅲ).
The pinion (Ⅳ-24) driving gear wheel (Ⅳ-22) may be declutched.
Introduction of the sliding-gear operating wrench (Ⅳ-48) disables the engine starting air control.
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NO. E025.06.00-2
Optionally, the control system may be fitted with a unit (see Figure Ⅳ) which prevents insertion of the
operating wrench when the motor is in operation.
Cylinder TDC markings are engraved on ring gear (Ⅳ-22) opposite a pointer.
2. WEIGHTS

Ⅰor Ⅰa 2 Primary gear 240
Ⅰor Ⅰa 4 Intermediate gear 96
Ⅰor Ⅰa 7 Intermediate pinion 35
Ⅰor Ⅰa 8 or 10 Intermediate shaft 32
－ Camshaft gear 82
Ⅱ－Ⅳ Assembly 350
Ⅲ Casing 181
3. REVIEW OF MAINTENANCE OPERATIONS

6000 hrs Visual inspection of timing gears. E 025.06.01
12000 hrs Check of camshaft elastic-gear springs and side-flange E 025.06.04
fastening screws.
12000 hrs Removal and replacement of timing-gear side casings. E 025.06.02
Measurement of timing –gear backlash and clearance. E 025.06.03
Operations Page n°
Removal and replacement of timing gears:
Removal and replacement of intermediate gear and timing E 025.06.05
adjustment E 025.06.07
Removal and replacement of crankshaft gear E 025.06.08
Check of timing adjustment E 025.06.09
Complete disassembly of turning gear
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NO. E025.06.01-1
OPERATIONS
6000 hrs VISUAL INSPECTION OF TIMING GEAR
SPECLAL TOOL
Not applicable.
Not applicable.
The check of timing gear condition recommended in the operating guide (C 00-652-6.8.3) during
monthly inspection will result in rapid detection of any abnormal situation. Such abnormal
situations are often the result of abnormal torsional vibration of the shaft line, caused by:
－Shaft-line design error. In this case, abnormal conditions appear during the first several
thousand hours following commissioning of the engine.
－Damage to the elastic coupling.
－Damage to the torsional vibration damper.
－Abnormal combustion in one or more cylinders,
Etc…
During monthly inspection tours, visual access to gearing is obtained by removal of the inspection
hatches installed on the gear casing.
Visual inspection is made of:
1) Gear tooth flanks, for any sign of impact or excessive pressure.
2) Bottom lands, for any sign of fatigue.
Normal appearance.
Due to torsional vibration, it is normal to encounter signs of contact on both tooth flancs, even if the
engine is not reversible.
WEAR
A polished appearance of tooth flancs is the sign of normal wear. Rapid polishing, particularly, is
normal and indicates a running-in of mating profiles. Subsequent uniform tooth wear remaining within
the limits indicated by the wear table is not dangerous, but may lead to increased noise.
Wear should appear over the entire width of the tooth.
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NO. E025.06.02-1
OPERATIONS
12000 hrs REMOVAL AND REPLACEMENT OF TIMING-GEAR SIDE CASINGS
SPECIAL TOOLS
Not applicable.
ITEM DRAWING NO. QUANTITY CODE DESCRIPTIONS
62 Ⅴ — 99.350.000008 Lock, class 8 (locking

compound 350)
63 Ⅴ 45 00.651.16.22.40 Seal
365 Ⅴ — 99.360.040000 Seal, class 04 (locking
compound 300)
368 Ⅴ 32 00.651121740 Seal
In the case of coupled water pump, drain engine and uncoupled water inlet and outlet flanges.
In the case of a coupled oil pump, drain engine and uncouple oil inlet and outlet flanges.
OPERATIONS
Removal.
－Remove side-casing fastening screws ( Ⅴ-59 and 61)
－Sling side casings (Ⅴ-401or 402).
－Release casings, using the M 12 tapped holes.
－Remove casings.
－Extract pins (Ⅴ-366).
Replacement.
Clean all seal surfaces, then coat with a sealing compound.
－Install casings and retain in place by means of several screws.
－Install pins (Ⅴ-366).
－Tighten down fastening screws, using locking material (Ⅴ-62).
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NO. E025.06.03-1
OPERATIONS
12000 hrs MEASUREMENT OF DISTRIBUTION GEAR BACKLASH
SPECIAL TOOLS
Not applicable.
Remove timing-gear side casings (E 025.06.02).
OPERATIONS
The backlash values indicated in the table are measured perpendicularly to the tooth flancs (see
Figure1).
In practice, there are a number of methods of measurement of gear backlash:
－Dial gauge.
－Lead foil.
－Thickness gauge.
These methods do not yield identical results, due to bearing play, and interpretation of measurements
may be inconclusive because it is not always known which element of backlash has been taken up or
which gear is the driving unit within a gear train.
Backlash measurement by crushing of a strip of lead due to its simplicity, reproducibility and ease of
interpretation.
It is important that measurements always be carried out under identical conditions:
－Direction of rotation (use the engine’s normal direction of rotation, if reversible, the direction
corresponding to forward travel).
－Lead foil dimensions.
－The gear train should be complete.
To ensure that measurements are comparable and take various reactions into tappets against cams),
the engine must be placed in an identical position prior to each measurement. The simplest approach
is to place the engine at cylinder 1 TDC.
Lead-foil backlash measurement method for spur gears.
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NO. E025.06.03-2
－Use a sheet of lead, thickness 0.5 mm, width 100mm, length 140 mm (Figure 2).
－Turn the engine until the sheet has passed between the mating gears, taking the following
precautions:
·Gear rotation must be at a uniform speed while the lead sheet is passing between the gear teeth.
·Any irregular motion or interruption in lead-sheet travel voids the operation, as the crushing effect is
thereby increased.
－Recover the crushed lead sheet and saw it in two, making a clean cut (Figure 3).
－Measure the minimum thickness of the sheet at the two crushed sides of the U.
Tooth backlash is equal to the sum (A1+A2) of these two thickness (Figure 4).
－Repeat this measurement four times for each pair of mating gears (at 90°intervals on large gears)
and average the measured values.
－If limit backlash values ‘LA’ are exceeded, proceed to replace the faulty gear trains.
Lead-foil measurement method for herringbone gears.

－Place a sheet of lead on both parts of the toothing.
－Measure the minimum thickness of the 4 crushed sides, divide the sum of the measured values by
two to obtain the value of backlash.
－Repeat this measurement four times for each pair of mating gears (at 90°intervals on large gears)
and average the measured values.
－If limit backlash values ‘LA’ are exceeded, proceed to replace the faulty gear trains.
NOTE:
If lead sheet is not available, backlash can be measured using a diameter 2 mm lead wire (see a
Figure 5).
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NO. E025.06.03-3
Figure 1 Measurement of backlash perpendicular to tooth flancs
Figure 2 Placement of lead sheet
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NO. E025.06.03-4
Figure 3 Lead-sheet cut locations for correct measurement
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NO. E025.06.03-5
Figure 4 measurement of two thickness indicating backlash
Figure 5 Placement of lead wire
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NO. E025.06.04-1
OPERATIONS
12000 hrs CKECK OF CAMSHAFT ELASTIC GEAR SPRINGS
SPECIAL TOOLS
Not applicable.

41 1 - 00.145.10.00.39 Lock wire
－Remove side casings (E 025.06.02).
－In the case of reversible engines, place the camshaft gears in the position pushed toward the
cylinder.
－Turn the engine in order to place the half-flange cross-sectional plane parallel with the external face
of the engine frame.
OPERATIONS
－Loosen the fastening screws (Ⅰ-30) of a half-flange (Ⅰ-26).
－Withdraw the springs and keys from their seats, marking their respective positions.
－Replace defective parts: keys (Ⅰ-51), spring (Ⅰ-50).
－Liberally oil springs and keys, and replace.
－Replace the flange, locking its fastening screws (Ⅰ-30)(see Figure 1).
－Turn the engine by one half-turn of the camshaft gear.
－Proceed in the same manner to check the remaining four springs.
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NO. E025.06.04-2
Figure 1 Screw with lock wire
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NO. E025.06.05B-1
OPERATIONS
EXCEPT. REMOVAL OF INTERMEDIATE GEARS OF V-BLOCK ENGINES-TIMING ADJUSTMENT
SPECIAL TOOLS

A 02.640.907200 A 1 Yoke for gear handling.
B 02.240.002900 A 1 Taper bush extractor.
44 Ⅰ Ⅰ 00.652.31.53.63 O-ring.
43 Ⅰ Ⅰ 00.652.46.53.63 O-ring
11 Ⅰ － 99.360.00.00.04 Seal Grade 04
56 Ⅰ － 99.350.08.0000 Lock Grade 8
57 Ⅰ － 99.570.58.41.02 ‘Molykote’ compound
PRELIMINARY OPERAIONS
－Remove the timing gear side casings (E 025.06.02).
－Check gear markings.
－Intermediate shafts may be removed from the cylinder side, except in the case of eccentric gear
mounting.
OPERATIONS
Removal of intermediate pinion.
－Remove the lubrication piping at the end of the intermediate shaft.
－Unlock, loosen and remove nuts (Ⅰ-47).
－Sling the gear, using yoke item A (Figure 1).
－Block the gear, using a board.
－Extract bush (Ⅰ-13), using two M 10 screws.
－Extract taper bush (Ⅰ-34), by screwing extractor item B (Figure 2).
－Unlock and remove screws (Ⅰ-53).
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NO. E025.06.05B-2
－Release the shaft by screwing 2 M 16 screws in flange.

－Drive out the shaft and withdraw it, together with the flange.
－Remove the wooden shims and withdraw the gear.
Installation of intermediate pinion.

－Turn over the crankshaft to bring cylinder A1 to TDC.
－Position the gear on the left-hand camshaft, lining up the gear marking (cylinder A1 valves open)
with the face of the frame (see Figure 3).
－Sling the intermediate gear (Figure 1) and position it against the primary gear so that the tooth
having a line mark meshes with the two teeth marked ‘left V and L’ of the primary gear. It may be
necessary to rotate the gear on the timing shaft slightly, due to the double mesh required.
－Install a new seal (Ⅰ-44) on the shaft.
－Coat the flange (Ⅰ-9) and frame bearing surfaces with class 04 sealing compound (Ⅰ-11).(See
appendix 28).
－Insert shaft (Ⅰ-8) and its flange (Ⅰ-9) in the gear.
－Make sure that all markings are correctly aligned (Figure 4).
－Install screws (Ⅰ-53), with the class 8 locking compound (appendix 27) and new copper gaskets (Ⅰ
-54).
－Coat taper bushes (Ⅰ-35 and Ⅰ-34) with ‘Molykote’ G compound.
－Install bush (Ⅰ-35), then male bush (Ⅰ-34), with their sections opposing.
－Install a new seal on the seal ring (Ⅰ-13), and install seal ring.
－Install and tighten down the nut to the torque indicated in the torque table in E 025.00.08.
－Lock the nut.
－Replace the piping at the end of the intermediate shaft.
NOTE:
Certain shafts are fitted with eccentric intermediate shafts as of rebuilding in order to account
for gear backlash. In this case, it is necessary to observe the angular position of the flange
(Figure 5) during gear replacement.
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NO. E025.06.05B-3
Figure 2 Extractor item B
Figure 3
Marking on camshaft pinion
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NO. E025.06.05B-4
Figure 4 timing adjustment
Figure 5 Location of pin
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NO. E025.06.07-1
OPERATIONS
EXCEPT. REMOVAL AND REPLACEMENT OF CRANKSHAFT GEAR
SPECIAL TOOLS
Not applicable.
－Remove intermediate gear wheels (E 025.06.05B)
－Remove the external bearing block.
－Remove the spacer disk (or coupling).
OPERATIONS
Gear removal.
－Unlock and loosen gear fastening nuts (Ⅰ-57).
－Remove screws (Ⅰ-49).
－Install at least two guide dowels (dia. 23) in the screw holes (Ⅰ-49).
－Release the gear using 3M16 screws and slide it on the dowel until it can be slung.
Gear replacement.
－Place the n°cylinder crankpin in the upward vertical position.
－Present the gear, on at least two dia. 23 dowels used during removal, so that the marked rim tooth is
also in the top vertical position.
－Install the gear and tighten bolts down to the torque indicated in the torque table (see E 025.00.08).
These are fitted bolts: in case of gear replacement, rebore the holes and install larger bolts.
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NO. E025.06.08-1
OPERATIONS
EXCEPT. CHECK OF TIMING SETTING
SPECIAL TOOLS
SM 99.530.6146.01 A 1 Dial gauge for valve lift adjustment.

SL 99.530.6146.02 A 1 Magnetic base for dial gauge
A 02.640.9040.00 A 1 Special mount for magnetic base.

Not applicable.
Remove the valve cover and adjust the valve clearance (E025.03.01).
OPERATIONS
Ⅰ－Intake and exhaust measurement
Rocker-arm measurement (Figure 1).
－Install mounting equipment item B.
－Mount to dial gauge A on top of the rocker-arm tips (chapter 3-Ⅷ-33), one on the intake rocker, and
other on the exhaust rocker.
－Set the dial gauges to zero with feeler in lowest position.
－If a long-travel dial gauge is not available, insert a 20mm shim and set to zero.
－Turn the crankshaft to place the n°1 cylinder crankpin at TDC scavenging position and check lifts:
·Intake 10.2±0.5mm(M.P.C)22±0.5mm(I.M.P)
·Intake 20.8±0.5mm(M.P.C)20±0.5mm(I.M.P)
Ⅱ－INJECTION MEASUREMENT.
(1) Without removal of injection pump (Figure3).
－Remove the injection-pump blanking flange.
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NO. E025.06.08-2
－Loosen screw(3-21).
－Insert a metal bar (see Figure 3).
－Tighten screw (3-21).
－Place the dial-gauge sealer on the bar.
－Adjust dial gauge to zero.
－Turn over the crankshaft to bring n°1 cylinder to TDC injection.
－The lift indicated by the dial gauge should be between 16.15~17.30(M.P.C) or 19~20(I.M.P)
(2) With the injection pump removed (Figure 2)

Same method as above, but with the dial gauge feeler placed against the cylinder screw.
Ⅲ－INTERPRETATION OF MEASUREMENTS.
－If the specified values have not been obtained, one of the setting markings is not correctly
positioned.
－First check the n°1 cylinder TDC mark:
a) Using the pointer on the turning-gear disk.
b) Observing absence of position travel at top of cylinder (if cylinder heads are in place, insert a feeler
gauge through the injector orifice).
－Remove the intermediate gear (E 025.05.05B).
－Correct the position of the timing-shaft gear marking, making use of the measurements indicated
above.
－Replace the intermediate gear(E025.06.05B).
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NO. E025.06.08-3
Figure 1 dial gauge mounting on rocker arms
Figure 2 Dial gauge mounting on cylinder screw
382
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NO. E025.06.08-4
Figure 3 Dial gauge mounting without injection-pump removal
383
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NO. E025.06.09-1
OPERATIONS
EXCEPT. COMPLETE DISASSEMBLY OF TURNING GEAR
SPECIAL TOOLS
Not applicable.

18 Ⅲ 1 00.684.880.11.1 Seal
20 Ⅲ 1 00.684.360.11.1 Seal
30 Ⅳ 2 00.681.102.01.1 Seal
40 Ⅳ 1 01.075.0082.00 Seal
54 Ⅲ 1 00.681.0950.11.1 Seal
68 Ⅳ － 99.350.0800.00 Locking material
70 Ⅳ － 99.360.0000.03 Seal
88 Ⅳ 4 99.510.2.32.025 Bush
89 Ⅳ 2 99.510.3.50.032 Bush
91 Ⅳ 1 00.652.29.53.63 O-ring seal
94 Ⅳ 1 00.140.1202.10 Tab –type lock washer
95 Ⅳ － 99.570.5841.02 ‘Molykote’
96 Ⅳ 1 00.652.18.35.73 O-ring seal
207 Ⅱ 1 99.602.00.085.1 Seal ring
210 Ⅱ 2 00.652.66.70.60 Seal ring
－Bleed and disconnect the air piping terminating at the turning-gear control and safety housing (Ⅳ
-81).
－If applicable, disconnect the input oil piping at the safety unit.
Place the turning-gear control in the disengaged position.
OPERATIONS
Inspection of pinions
－Remove pins (Ⅲ-72), screwing nuts (Ⅲ-93).
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NO. E025.06.09-2
－Remove fastening screws (Ⅳ-36) from bearing-block plate (Ⅳ-37).

－Remove the plate and inspect the pinions.
－Replace parts showing excessive wear.
NOTE:
Peening of the teeth of the sliding pinion and ring gear, at the end of the teeth mating at the beginning
of the slide-pinions disengagement travel is a sign of incorrect operation of the safety system
preventing the shaft line from turning unless the slide pinion is in the ‘released’ position.
Removal of turning-gear reduction pinions.

－Remove the motor-reduction gear unit (Figure Ⅱ), by unlocking and withdrawing screws (Ⅱ-237 or
238).
－With the slide pinion(Ⅳ-24)released, position the pinion (Ⅳ-33) for removal of set-screw(Ⅳ-61).
－Using a mallet, drive the pinion (Ⅳ-33) against the shoulder on its shaft.
－Remove fastening screws (Ⅳ-63) for housing (Ⅳ-34).
－Withdraw shaft (Ⅳ-32) towards the rear, and recover housing (Ⅳ-34), withdraw the shaft to the side.
－Remove fastening screws (Ⅳ-63) for housing (Ⅳ-57).
－Withdraw the shaft (Ⅳ-25) towards the rear, and recover housing (Ⅳ--37), withdraw the shaft to the
side.
－Drive out pin (Ⅳ-90).
－Remove drive block (Ⅳ-36).
－Remove pin(Ⅳ-76) and pinion (Ⅳ-35).
Removal of turning-gear casing:

－If applicable, remove accessories mounted on the casing or piping likely to interfere with removal.
－Sling the casing.
－Extract the locating pins(Ⅲ-80).
－Remove screws (Ⅲ-63).
－Release the casing, using three fastening screws installed in the tappings provided for this purpose.
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NO. E025.06.09-3
－Remove the casing, taking care not to strike the turning-gear disk or vibration damper.
Starting-air safety unit.
－Remove plug (Ⅳ-79).
－Withdraw spring (Ⅳ-44) and slide valve (Ⅳ-58).
－Clean parts.
－Replace the slide valve, coating with molybdenum bisulfate compound, and check for free sliding
travel.
Safety unit for locking during engine operation (optional).

－Unlock and remove fastening screws (Ⅳ-97) for cylinder (Ⅳ-93) and withdraw the assembly.
－Remove spring (Ⅳ-95) and piston (Ⅳ-94).
－Clean parts, check for absence of scoring in cylinder and on piston, if scored, replace parts.
－Replace seal (Ⅳ-96).
－Reassemble in inverse order.
Disassembly of motor-reduction gear.

－Drain oil from motor-reduction gear by removing plugs(233).
－Unlock and remove screws (Ⅱ-235), lift the stop plate (Ⅱ-219) and withdraw the positioning housing
(Ⅱ-208).
－Unlock and remove screws (Ⅱ-235), remove cover (Ⅱ-205) and its bush (Ⅱ-207).
－Withdraw gear (Ⅱ-203) and shaft (Ⅱ-204).
Replacement.
Reassembly of motor-reduction gear.
－Clean parts and seal contract surfaces.
－Reassemble in the reverse order of disassembly, replacing seal (Ⅱ-210) and bushes (Ⅱ-207).
－Coat seal contact surfaces with a class C compound (see appendix 27).
Reassembly of turning gear.

－Clean parts and seal contact surfaces.
－Reassemble in the reverse order of disassembly, observing the positioning of housings (Ⅳ-34 and
Ⅳ-57 ), whose lube holes should be positioned upward.
－Coat seal contact surfaces with a class C compound (see appendix 27).
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S.X.D.- S.E.M.T. PC2-5 MAINTENANCE MANUAL NO. E025.07.00
CHAPTER 7
STARTING
387
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S.X.D.- S.E.M.T. STARTING
NO. Figure 701
FIG.Ⅰ-MAIN STARTING VALVE
388
CHAPTER 7
NO. Figure 702
FIG.Ⅱ-MAIN STARTING VALVE WITH IN-BUILT PRESSURE RECTUCING VALVE
389
CHAPTER 7
NO. Figure 703
FIG.Ⅲ-STARTING AIR DISTRIBUTOR
390
CHAPTER 7
NO. Figure 704
FIG.Ⅳ-AIR DISTRIBUTOR DRIVING GEAR (REVERSIBLE ENGINE)

(PODITION FOR CCW ROTATION)
391
CHAPTER 7
NO. E025.07.00-1
1. -- DESCRIPTION
The engine is started by supplying compressed air at 30 bar pressure into the cylinders.
The main valve controls the air inlet to the starting valves located in the cylinder heads.
An offtake conveys air to the distributor fitted at the end of the camshaft. This distributor controls the
opening of each of the air starting valves during the piston power stroke.
MAIN STARTING VALVE (Figure Ⅰ).

The main starting valve is accomplished by a pneumatic control (12~30kg/cm2) or manual control
operation.
The main starting valve consists of a steel body (1) with a bronze liner (4), a valve seat (5), a valve (14),
a spring (15) and an air leakage plant on the top.
The valve opens under the effect of the pressure difference on the two faces when the space is rapidly
emptied on the spring side.
When the valve (210) is closed this space communicates with the air intake by means of a hole bored
in the valve.
MAIN STARTING VALVE WITH IN-BUILT PRESSURE REDUCING VALVE (Figure Ⅱ).
The pressure reducing valve allows starting the engine with a maxi 70 bar compressed air from the
plant.
The air pressure is reduced to 30 bar downstream the main starting valve by acting on cover (Ⅱ-41)
which thus calibrate spring (Ⅱ-15) to obtain the pressure reduction.
The starting valve mechanism remains unchanged and is housed in a steel body together with the
pressure reducing valve.
STARTING AIR DISTRIBUTOR (Figure Ⅲ)
The starting air distributor fitted on the frame consists of a disk (32) mounted on a spindle, which is
driven by the camshaft. Compressed air pushes this disk onto the finely ground surface of the body
thus forming a seal.
The disk is drilled with a hole through which compressed air can travel to the corresponding starting
valves according to the position of the inlet holes drilled in the body.
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NO. E025.07.00-2
The disk can be set for right hand or left hand rotation of the engine. In the case of a reversible engine
the longitudinal movement of the crankshaft alters the rotation of the disk so that the engine can be
started in either direction.
An oilier is fitted up stream the distributor the filling of which must be made when the oil level is only 30
mm in the bowl (range: 450 startings) (see operating instructions).
In order to protect the distributor, a filter is fitted before it.
2. – WEIGHTS
Figure Item Description Weights in kg

Ⅰ All Main valve (assembly). 35
Ⅱ All Distributor. 31
NOTES ON MAINTENANCE OF STARTING SYSTEM.

The compressed air starting system may be considered as a safety device; it is necessary to maintain
it in good working order to ensure that the engine will never fail to start. For certain marine application
the starting mechanism is an essential component for the maneuverings of the vessel.
Most faults and failures of the starting system are caused by the presence of humidity in the air used.
Methods of water removal are provided in the installation; make a regular check to ensure that they
operate correctly.
If the filter on the input side of the air distributor is clogged, this is a sign that the water removal
apparatus is not functioning correctly.
To prevent any injuries during dismantling operations, keep the engine air inlet valve closed whenever
work is in progress.
3. – REVIEW OF MAINTENANCE OPERATIONS

6000 Inspection of main starting valve E
hrs Inspection of main starting valve with in-built pressure reducing 025.07.01A
valve E
Inspection of air distributor disk 025.07.01B
Inspection of air distributor assembly and seal ring replacement
E 025.07.02
E 025.07.03
Operations Page n°
－Inspection of air distributor control E 025.07.04
－Checking distributor timing E 025.07.05
－Inspection and reconditioning of air distributors. E 025.07.07
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NO. E025.07.01A-1
OPERATIONS
6000 hrs INSPECTION OF MAIN STARTING AIR VALVE.
SPECLAL TOOLS
Not applicable.

26 Ⅰ 1 00.661.87.99.01 Copper gasket
27 Ⅰ 1 00.661.76.83.01 Copper gasket
128 Ⅰ 1 00.140.18.02.10 Tab washer
31 Ⅰ 1 00.651.10.15.40 Copper gasket
33 Ⅰ 8 00.140.20.02.10 Tab washer
134 Ⅰ 2 00.140.12.02.10 Tab washer
135 Ⅰ 1 00.652.15.35.63 O-ring seal
136 — 1 00.652.05.17.63 O-ring seal
*51 Ⅰ 1 00.651.14.19.40 Copper gasket
— — — 99.570.5841.01 ′Molykote ′paste
* In case there is no control pipe at ON 138.
—Shut the hand operated air inlet valve.
—Disconnect control air pipe.
—Blow off main valve by the manual control lever.
OPERATIONS
Disassembly
—Unlock and remove screws (Ⅰ-30) on cover.
—Remove cover (Ⅰ-107).
—Remove spring (Ⅰ-15).
—Extract piston (Ⅰ-14) (if necessary use a threaded rod screwed into hole M10 at piston bottom).
—Unlock and remove draining block holding screws (Ⅰ-129).
—Remove draining block (Ⅰ-109).
394
CHAPTER 7
NO. E025.07.01A-2
—Extract piston (Ⅰ-111) and tappet (Ⅰ-112).

—Compress spring collar (Ⅰ-116) and withdraw semicircular key (Ⅰ-118).
—Remove spring collar (Ⅰ-119) and spring (Ⅰ-116).
—Extract the assembly seat-blow off valve from the cover (Ⅰ-107).
—Extract blow off valve (Ⅰ-210) from its seat (Ⅰ-121).
—Clean parts.
Reassembly.
—Lap piston (Ⅰ-14) on its seat (Ⅰ-5) for a seating surface of 70 and 80%.
—Lap blow off valve (Ⅰ-210) on its seat (Ⅰ-121) to get a clearance between 0.01 and 0.015 mm.
—Change all seals.
—Coat sliding parts (Ⅰ-14, Ⅰ-210, Ⅰ-111 and Ⅰ-112) with ′Molykote ′paste.
—Reverse disassembly procedure.
—Lock screws (Ⅰ-30 and Ⅰ-29)
395
CHAPTER 7
No. E025.07.01B-1
OPERATIONS
6000 hrs INSPECTION OF MAIN STARTING VALVE WITH IN-BUILT PRESSURE REDUCING
VALVE.
SPECIAL TOOLS
Not applicable.
Item Figure Code Description

47 Ⅱ 00.652.37.53.84 O-ring seal
47 Ⅱ 00.652.40.53.84 O-ring seal
— Shut the hand operated air inlet valve.
— Disconnect control air pipe.
— Blow off main starting valve operating hand control lever.
OPERATIONS
— By means of a spanner test the free rotation of piston (Ⅱ-39).
— Screw out screw (Ⅱ-32) and replace it by a lubricator threaded at M 10 dia.
— Grease.
— Remove the lubricator and re-fit screw (Ⅱ-32) with gasket (Ⅱ-31).
Disassembly:
CAUTION: The disassembly of the pressure reducing valve shall take place only in case of
severe breakdown.
— Remove adjusting cover (Ⅱ-41) and spring (Ⅱ-15).
— Unlock screws (Ⅱ-46) and take off pins (Ⅱ-42).
— Remove nut (Ⅱ-55), spring collar (Ⅱ-40), guide (Ⅱ-38) and piston (Ⅱ-39).
Reassembly:
— Replace O-rings seal (Ⅱ-47 and Ⅱ-48).
— Smear piston (Ⅱ-39) tight prior to lock them by punch mark.
— Reverse disassembly procedure.
— Tighten the screw (Ⅱ-46) with punch mark.
396
CHAPTER 7
No. E025.07.01B-2
Calibration:
— The calibration of the pressure reducing valve shall be realized on the engine in running order.
— Take off 18×1.5 screw on the air header connecting flange at the farthest cylinder from the
reducing valve, and replace it by a pressure gauge.
— Operate the valve and adjust the pressure reducing valve by screwing of unscrewing cover (Ⅱ-41)
to obtain a 15 bar pressure about at header end.
— Tighten lock nut (Ⅱ-45).
397
CHAPTER 7
No. E025.07.02-1
OPERATIONS
6000 hrs INSPECTION OF AIR DISTRIBUTOR DISC.
SPECIAL TOOLS

A 03.640.9740.00 A 1 Extractor

— — — 99.570.5841.01 ′Molykote ′paste
200 Ⅲ — 99.360.08.000 Locking compound (class 08)
— Close main starting valve air inlet valve.
— Remove distributor air feed pipe ( on cover Ⅲ-45).
OPERATIONS
— Remove holding screws (Ⅲ-64).
— Remove cover (Ⅲ-50) and housing (Ⅲ-45) using the 2 M 12 holes.
— Measure angular (Figure 1) and radial (Figure 2) clearances of disk (see wear and clearance table
E 025.00.04).
– A 1.5 mm angular clearance demands distributor control inspection (E 025.07.04).
– A 1 mm radial clearance demands distributor body examination and ring and shaft inspection
for wear (E 025.07.03).
— Remove disk locking nut (Ⅲ-58) and full dog point screw (Ⅲ-1).
— Free disk cone by means of extractor item A (Figure 3).
398
CHAPTER 7
No. E025.07.02-2
— Remove disk (Ⅲ-32), taking care not to scratch it.

— Clean parts.
— Inspect friction faces and recondition eventually complying with recommendations in E 025.07.07.
NOTE
The presence of soot in the air distributor is an indication that it is not closing correctly, or that one or
more starting valves on the cylinder heads are seizing in the open position. If necessary check that
they are operating correctly.
Reassembly.
— Reverse disassembly procedure, fitting the disk with ′Molykote ′ and locking it (Ⅲ-200) on
shaft cone (Ⅲ-48).
— Tighten nut (Ⅲ-58) at the torque indicated in tightening table.
NOTE
When fitting an 〞as new 〞disk, adjust and lock the disk on the cone counter drilled for fitting
screw(Ⅲ-1). REMARKS:
In case the disk radial clearance would cause such an air leak that it would be impossible to start the
engine, it’s possible, temporary and until a complete overhaul of the distributor, to remedy it by fitting 2
M 10 plugs (4-2), 10 mm length, code number 03.025.01000 (Figure 4).
Fouling by rust and carbon deposit due to water in starting air and to starting valve leakages may also
cause starting failures.
399
CHAPTER 7
No. E025.07.02-3
Fig.1-Measure of distributor disk angular clearance
Fig.2-Measure of distributor disk radial clearance
400
CHAPTER 7
No. E025.07.02-4
Fig.3-Extractor item A
Fig.4-Plugs to remedy important leakage
401
CHAPTER 7
No. E025.07.03-1
OPERATIONS
6000 hrs INSPECTION OF AIR DISTRIBUTOR ASSEMBLY AND SEAL RING REPLACEMENT.
SPECIAL TOOLS
Not applicable.

56 Ⅲ 1 99.060.025.042 Seal ring
84 Ⅲ — 00.145.10.00.12 Locking wire
— Take off distributor disk (E 025.07.02).
— Take off air rubes to starting valves in cylinder heads.
OPERATIONS
Disassembly.
— Unlock and screw out screws (Ⅲ-63).
— Take off distributor body (Ⅲ-225) with shaft (Ⅲ-48).
— Take off shaft (Ⅲ-48).
— Clean the parts, blow air and oil parts.
— Replace bushes (Ⅲ-55).
— Replace seal ring (Ⅲ-56).
Reassembly.
The position of driving lug is controlled by a locating pin (Ⅳ-314).
— Oil with engine lube-oil.
402
CHAPTER 7
N0. E025.07.04-1
OPERATIONS
EXCEPT. INSPCTION OF AIR DISTRIBUTOR CONTROL
(REVERSIBLE ENGINE).
SPECIAL TOOLS
Not applicable.

317 Ⅳ 1 00.652.73.70.63 O-ring seal
318 Ⅳ — 00.145.10.00.37 Locking wire
319 Ⅳ 1 00.652.50.53.63 O-ring seal
— Take off air distributor casing and test disk angular clearance (E 025.07.02).
— Take off air distributor.
— For reversible engines, place camshafts for clockwise rotation.
OPERATIONS
Disassembly.
— Take off screw (Ⅳ-336) and tenon piece (Ⅳ-305) rotating the assembly clockwise.
— Unlock and take off screws (Ⅳ-309).
— Take off bearing (Ⅳ-331).
— Unlock and take off screws (Ⅳ-338).
— Pull out sleeve (Ⅳ-332).
— Clean the parts.
— Check screw and nut lask. It must be within 0.1 and 0.2 mm. Replace them when necessary.
— Measure clearance between screw collar (Ⅳ-336) and the air distributor body (Ⅳ-225). The
clearance shall be within 0.04 and 0.15 mm.
Reassembly.
— replace O-rings seal (Ⅳ--317 and Ⅳ-319).
Should the tenon piece has been taken off, take care to direct the pin (Ⅳ-314) properly.
403
CHAPTER 7
No. E025.07.05-1
OPERATIONS
EXECEPT. CHECKING AIR DISTRIBUTOR TIMING.
SPECIAL TOOLS
Not applicable.
LIST OF SEALS AND ECPENDIBLE MATERIALS
Not applicable.
— Close main starting valve air inlet valve.
— Remove air distributor cover (E 025.07.02).
OPERATIONS
— Rotate engine to TDC injection of cylinder 1 for in line engines and B1 for V-engines.
— Check that position mark is correctly aligned with mark on body.
(See Figure 1 for the different positions).
404
CHAPTER 7
No. E025.07.05-2
Fig.1-Distributor disk timing (V engines)
405
CHAPTER 7
No. E025.07.05-3
Fig.1 Distributor disk timing (in-line engines)
406
CHAPTER 7
No. E025.07.07-1
OPERATIONS
EXCEPT. INSPECTION AND RECONDITIONING OF AIR DISTRIBUTORS
Distributor disks are of bronze and coated with an anti-friction metal layer.
After some working time a mating of the friction faces occurs entailing local wear of the anti-friction
layer. That wear is by no way a cause for refection, nor for reconditioning.
The edges of the disk ports and body holes shall be sharp to ensure the precision of opening and
closing of engine valves.
The presence of deep scratches (> 0.1 mm) in the friction faces entails part replacement.
A reconditioning permissible as emergency repair.

It consists in turning the friction faces of disk and body to restore their original surface texture (Figure
1).
NOTE:
Before any reconditioning, check for the prescribed limit dimensions (Figure 1) and reject any
part for which they are reached. After each machining engrave a mark at the prescribed place.
No machining (Figure 1) shall be made at relief groove level (Ⅲ-32) nor in the box (Ⅲ-45). Should in
these places disk and cover friction marks be observed, the distributor body will be removed and the
bushes and shaft inspected. Recondition these parts, replace the disk (Ⅲ-32), the box (Ⅲ-45) and
bushes (Ⅲ-55).
(See E 025.07.03).
407
CHAPTER 7
No. E025.07.07-2
Fig.1- Friction face reconditioning
408
CHAPTER 8
S.X.D.- S.E.M.T. TURBOCHARGING M.P.C
No. E025.07.08.00
CHAPTER 8
TURBOCHARGING
M.P.C
409
CHAPTER 8
No. Figure 801
ENGINE TYPE BBC TURBOCHARGERS

6 PC2-5L 1×400H ou 1×321
TABLE.Ⅰ Turbochargers used on PC2-5 engines
ENGINE TYPE CRANKSHAFT ANGULAR FIRE ORDER
6 PC2-5L 1-2-4-6-5-3
TABLE.ⅡFire order
410
CHAPTER 8
No. Figure 802
A-A
Fig.Ⅱ -EXHAUST MANIFOLD SYSTEM (MPC CHARGING AIR)
411
CHAPTER 8
No. Figure 807
FIG.Ⅶ-CONNECTION BETWEEN TURBOCHARGER AND AIR COOLER

(TC ON DISTRIBUTION SIDE)
FIG.Ⅷ-CONNECTION BETWEEN TURBOCHARGER AND AIR COOLER

(TC ON OPPOSITE DISTRIBUTION)
412
CHAPTER 8
No. Figure 806
FIG.Ⅵ-INTAKE MANIFOLD
413
CHAPTER 8
No. E025.08.00-1
1 — DESCRIPTION
PC2-5 engines are supercharged by turbochargers, driven by engine exhaust gasses. Supercharging
air is cooled between the supercharging compressor outlet and engine air inlet.
The turbocharger types used on PC2-5 engines are indicated in the table (figureⅠ). They are mounted
at the extremities of the engine, on the timing gear side or the opposite side, on a welded-steel mount
bolted to the engine frame.
The air cooler type used for 6PC2-5 is: KLZ205.
The two 12,14,16 and 18 cylinder engine banks are completely independent insofar as their
turbocharging is concerned.
It is therefore possible to operate with one bank normally turbocharged and the other employing
natural air intake, permitting maximum power to be developed in case of damage to a turbocharger.
EXHAUST MANIFOLD
Exhaust manifold is mounting between the outlet cylinder and the turbocharger, and you have to select
the connection method in order to achieve an optimum conditions both theoretically and practically.
Exhaust manifolds are made of steel. Expansion joints (Ⅳ-6) are installed between manifold sections,
and between sections and diffusers. They are fastened by means of stainless steel, strap-type tapered
clamps.
Manifold sections and diffusers have an integral insulating lagging for protection, furthermore, in order
to prevent air leakage.
INTAKE MANIFOLD (figure Ⅵ)
The engine is fitted with one intake manifold per cylinder bank, installed laterally above the timing shaft
on the outside of the V.
Each manifold consists of cylindrical, cast aluminum alloy sections in lengths equal to cylinder spacing
414
CHAPTER 8
No. E025.08.00-2
Each manifold has a sleeve with fastening flange and gasket for mounting on the head. O-ring seals
(Ⅵ-314), clamped by a strap, provide leak proof joints between sections.
At each of its ends, the manifold is connected to the air cooler, mounted on the turbocharger discharge,
by means of a sleeve which can be equipped with an air dryer.
This air dryer intercepts condensation water droplets on fins situated in the airflow. Water collected in
the bottom of the sleeve is drained to the outside by means of an automatic bleed valve.
The other end of the manifold is blocked by a cast aluminum alloy cover (Ⅵ-46), or (for sheet metal
intake manifolds) a sheet metal end cover.
2 －WEIGHT.
FIGURE PART NO. DESIGNATIONS WEIGHT kg

BBC、VTR400H TURBOCHARHER 1180
BBC、VTR321 TURBOCHARHER 870
BBC、VTR401 TURBOCHARHER 1420
AIR COOLER
3 — REVIEW OF MAINTENANCE OPERATIONS
Period Operations N°
12000 hrs Replacement of TC junction bellows L engine E 025.08.07
24000 hrs Replacement of expansion joints (1) and inspection of E 025.08.01
exhaust manifold
For operations on turbochargers and air coolers, refer to the corresponding manuals.
(1) Under specific pressure and temperature conditions, expansion joints can undergo a limited
number of cycles only. After a number of star-stop cycles, therefore, expansion-joint rupture is
inevitable.
415
CHAPTER 8
No. E025.08.00-3
The operating time elapsing before rupture depends on engine operating conditions, and especially the
number of engine stops per thousand operating hours. Regardless of installation type, systematic
replacement of expansion joints every 24000 hours is recommended. In the case of installations
operating with frequent stops (1 to 2 daily), certain expansion joints might require more frequent
replacement.
NOTE NO JOINTS SUBJECTED TO HIGH TEMPERATURES

The bolts of joints raised to high temperatures tend to creep. The result is a loss of tightness noticeable
after a certain operating period. As the assembly has been designed to prevent gas leakage in spite of
this loss of tightness, it is not necessary to perform any leak tightening.
On the other hand, the low screw tension resulting form this loss of tightness might lead to complete
loosening of nuts due to vibration is these nuts are not locked. To avoid accidents of this kind, the
following steps should be taken:
— Screws and studs are in creep-resistant refractory steel construction. They must be procured from
the engine manufacturer. As a distinguishing feature, screws and studs normally used for
high-temperature applications have collars or flanges (Figure 1).
— Nuts must be carbon steel types. They are extra-long, projecting beyond the screw end, in order to
facilitate removal.
— Adhesion between the screw and nut materials under high-temperature conditions is adequate to
lock them together. High-temperature grease must not be applied, as it will eliminate this adhesive
effect and may lead to total loosening of nuts.
— If a high-temperature grease is used, the nut must be locked to the screw with a weld spot.
If difficulties are encountered in unscrewing nuts during disassembly, the screws should be cut.
416
CHAPTER 8
No. E025.08.00-4
Fig.1- High-temperature bolts and studs
417
CHAPTER 8
No. E025.08.01-1
OPERATIONS
12000 hrs REPLACEMENT OF T.C.JUNCTION BELLOWS
L ENGINE
SPECIAL TOOLS
Not applicable

28 Ⅶ 1 00.683.305.21.3 Gasket
1 Ⅷ 1
OPERATIONS
Engine with T.C. on timing-gear side
— loosen and remove the two clamps(Ⅶ-20) and the protective strips (Ⅶ-19).
— Loosen and withdraw bolts (Ⅶ-40-49) for fastening elbow(Ⅶ-9) to elbow(Ⅶ-8).
— Withdraw elbow (Ⅶ--9) and the junction bellow(Ⅶ-18).
— Reassemble in the reverse order of disassembly, using a new gasket (Ⅶ-28), and making sure that
sleeves (Ⅶ-9 and 10) are correctly aligned, with a maximum eccentricity of 1.5mm.
Engine with T.C. on side opposite timing gear
— Loosen and remove the four clamps (Ⅷ-47) and the protective strips (Ⅷ-46).
— Loosen and withdraw bolts (Ⅷ-2-8) for fastening elbow (Ⅷ-41) to elbow (Ⅷ-37).
— Withdraw elbow (Ⅷ-41) and junction bellows (Ⅷ-45).
— Reassemble in the reverse order of disassembly, using a new gasket (Ⅷ-1), replacing the four
clamps (Ⅷ-47) code 02.147.004700,with two clamps (Ⅶ-20) code 99.670.4040.01.
Make sure that sleeves (Ⅷ-41 and 42) are correctly aligned, with a maximum eccentricity of 1.5mm.
418
CHAPTER 8
No. E025.08.01-6
Fig.1 - Use of wrenches items A and B
Fig.2 - Use of nut cutter item C for cutting accessible seized nuts
419
CHAPTER 8
No. E025.08.01-7
Fig.3 - Chisel item D for bolt cutting
Fig.4 - Required dimensions for correct expansion-joint installation
420
CHAPTER 8
No. E025.08.02-1
OPERATIONS
24000 hrs REPLACEMENT OF EXPANSION JOINTS
SPECIAL TOOLS

A 02.240.084400 B 1 Special elbow wrench, 19mm
B 02.240.084500 B 1 Special symmetrical elbow wrench, 19mm
C 02.640.907900 A 1 Bolt cuter
D 99.250.67.022.1 B 1 Chisel
Item Fig Code description

7 Ⅲ 400.528.001 expansion joints
16 Ⅲ 400.128.022 Gasket
12 Ⅲ 400.128.021 Gasket
9 Ⅲ 400.128.014 Gasket
— Remove lagging for access to the expansion joints.
— If necessary, withdraw temperature sensors from collector using item F (Fig.8).
OPERATIONS
－ Remove the nuts (Ⅲ-41) fastening exhaust manifold.
Removal of an expansion joint:
— Spray nuts and bolts to be removed with a penetrating product one hour prior to disassembly.
— Unscrew bolts (Ⅲ-4、5), using special tools A and B (Fig.1).
— Remove accessible seized nuts, using bolt cutter item C (Fig.2).
421
CHAPTER 8
No. E025.08.02-2
－Item D (FIG. 3) and hammer must be used to breakdown the screws when the nuts are hardly taken
off but flange damage should be avoided.
－Remove the expansion joints (Ⅲ-7).
－Remove the screws and nuts (Ⅲ-13、14) between exhaust manifold (Ⅲ-1) and (Ⅲ-11).
－Remove exhaust manifold (Ⅲ-1) and the gasket (Ⅲ-12).
－Remove the bolts (Ⅲ-17) and gasket (Ⅲ-16) between cylinder head and exhaust manifold.
Exhaust manifold checking:
－Check if the exhaust manifold is clogged or not, local carbon deposit is not allowed. Thickness of
local carbon deposit thickness over than 3mm should be cleaned immediately. Bad burning causes the
reason of the thick carbon deposit.
－Running the fuel with high content asphalt at low load (Follow the statement on the operation
manual)
－Heavy oil preheat is not correct.
NOTE: If the exhaust manifold is severely clogged, it should be noticed that any liquid while
cleaning couldn’t penetrate the isolation lagging.
Scraping and brushing are adopted to clean, while flushing and dipping are not allowed.
－Check if the exhaust manifold is corrosion or not, thickness reduced 1.5~2mm in local manifold
should be replaced.
Expansion joints replacement:

NOTE: most of the early ruptures occurred on the expansion due to incorrect mounting.
－Flange transverse moving.
422
CHAPTER 8
No. E025.08.02-3
－Elbow is impacted.
－Friction is occurred on the neighboring parts of the elbow.
－Cylinder bank is not aligned.
Attentions while assembling:
－Check the head alignment and concentricity (fig.4) among exhaust manifolds.
－A tool with two flanges and one section expansion manifold can achieve connection alignment
(figure 5). After the section is aligned and assembled, then withdraw the tool.
－Check the plane linearity of the manifolds among cylinder heads. The linearity between two cylinders
cannot over 1mm (figure 3)
REFIT
－Reverse disassembly procedure.
－Replace new gasket (Ⅲ-12)(Ⅲ-16) new expansion joints(Ⅲ-7).
NOTE
－When the expansion manifold is assembling, the direction of guide flow pipe inside the expansion
joints should conform to the airflow direction, cannot be assembled reversed.
－Tighten bolts (Ⅲ-17) as per the tightening table.
423
CHAPTER 8
No. E025.08.01-8/5
Fig.5 – use of dummy expansion joint for alignment of sections
Fig.3 – head alignment
424
CHAPTER 8
No. E025.08.01-8
Gas flow
Fig.6- Expansion joint assembly
425
PC-5 ENGINES
S.X.D.- S.E.M.T. MAINTAINANCE MANUAL
No. E025.10.00
CHAPTER 10
GOVERNING – CONTROLE – LINKAGE
426
CHAPTER 10
S.X.D.- S.E.M.T. GOVERNING – CONTROLE – LINKAGE
No. FIG. 1004
Fig. IV Speed regulating linkage
427
CHAPTER 10
No. FIG. 1015
Fig. IV Engine control system
428
CHAPTER 10
No. FIG. 1016(1/3)
Fig. X VI (1/3) Auxiliary speed regulating apparatus
429
CHAPTER 10
No. FIG. 1016(2/3)
Fig. X VI (2/3) Linkage
430
CHAPTER 10
No. FIG. 1016(3/3)
Fig. X VI (3/3) Linkage
431
CHAPTER 10
No. FIG. 1017
Fig. X VII Auxiliary starting and breakdown device
432
CHAPTER 10
No. E025.10.00-1
I. – General
The control system perform the following functions:
- Engine starting.
- Load regulating.
- Load distribution between multiple engines operating in parallel.
- Reversal of rotary direction in the case of reversible engine.
- Motor shutdown.
In normal operation, commands are remotely controlled from a control station (refer to the notice
concerning the remote control system). Manual controls are provided for standby operation.
The governor acts on the regulating linkage, establishing a fuel rate (quantity of fuel injected in each
cycle) – speed ratio, i.e., a torque – speed ratio. This ratio may be varied by acting on the speed and
offset setpoint adjustment.
Governor mechanisms shut down the engine in case of overspeed.
Other safety systems automatically bring the engine to idling speed under certain circumstances.
II. Speed regulation
1. Governor
A “Woodward” governor is used. It may be installed on the right-hand or left-hand side of the engine on
the timing-gear side.
For a description of this governor, its operation, adjustment and maintenance, refer to manufacturer’s
notice:
- Speed governor with booster.
Speed setpoint control is provided pneumatically, by the action of variable air pressure.
2. Governor and tachometer control (Figure X IV)
This control consists of a shaft(16) driving the governor gearshaft(25) by means of a 90°bevel gear. A
tachogenerator is driven by the governor gearshaft (25).
The governor’s rotary speed is 1.867 times that of the engine.
433
CHAPTER 10
No. E025.10.00-2
3. Linkage (Figure IV)

The governor controls the injection pumps by means of linkages.
The transverse shaft-governor connection is provided by an elastic link which enables the linkages to
be moved to the ‘stop’ position regardless of governor action, either by means of the hand ‘stop’ lever
or by one of the cylinders in the auxiliary speed regulation apparatus.
The injection pump racks are driven by interconnected link rods (1).
In case of blocking of a pump rack, an elastic link system permits setting of the other pump racks to the
minimum position. The linkages of each cylinder bank are placed under continuous tension toward the
O-flow position by two return springs mounted between the two final pumps of the individual cylinder
bank.
III. Overspeed stop mechanisms
An electronic overspeed limiter is available over the control-station and the tachogenerator sends
signals to it. The safety shutdown system stops the engine in case of an engine rotary speed of 598±8
rpm.
434
CHAPTER 10
No. E025.10.00-3
IV. Auxiliary control apparatus

1. Overspeed-trip stop is performed by an electronic overspeed-trip stop.
2. Auxiliary starting and stopping apparatus (Figure X VII)
This system consists of two cylinders – one hydraulic, the other air-operated – acting upon the
governing linkages downstream form the elastic link between the governor and the linkages to cancel
or correct governor action.
1) Auxiliary starting and stop apparatus
It is controlled by the control-station or the level beside the engine. It is also possible to be controlled
by the safety-system circuits (thermal switches, pressure switches). This system consists of a cylinder
(controlled by the control air from the fuel supply limiter) and a piston (5), forming a double-acting
cylinder. The piston rod contains an orifice in which a shaft fastened to a connecting rod of the
injection-pump control linkage is allowed to slide freely. A screw (49) and nut (50) at the end of this
orifice limits shaft travel.
When the control-station lever is set to ‘start’, air is sent to the rod side of the piston, and the screw (49)
pushes the injection-pump control linkage to a position corresponding to the fuel flow required for
correct engine starting.
The other piston face, driven by safety circuit air, pushes the injection-pump linkage toward the ‘zero
flow’ position. In normal operation, both spaces are empty and the piston is free.
435
CHAPTER 10
No. E025.10.00-4
2) Fuel-limiting and overspeed-trip stop cylinder

This system is generally installed only on non-declutching marine engines. This is a system installed
on the control linkage to limit fuel injection. The servo-system is capable of limiting injection regardless
of the position of the governor lever thanks to the flexible link controlling lever.
When the regulating air enters via the entrance, the piston (407) moves to the left until it has reached a
balance with springs (413, 414). Meanwhile, slide valve (15) also moves to the left. The hole on the
sleeve (14) is opened and the lubrication oil runs out. The servo piston (12), under the action of spring
(13), moves to the left, until the hole on the sleeve (14) is closed.
When the regulating air pressure decreases, piston (407) moves to the right, under the action of
springs (413, 414). The servo slide valve (15) is caused to move to the right and the hole on the sleeve
(14) is opened. The pressure oil enters the servo oil cylinder and the servo piston (12) is pushed to the
right. The position of the servo piston (12) always corresponds to that of the servo slide valve (15).
The sleeve (14) passes through the central partition (11). The extension of the sleeve, which crosses
the central partition, forms a pushrod which abuts the second piston (10). The end of this piston,
holding an adjustable end fitting (25) with nut (40), passes through the cover (303) and butts against
the injection control linkage, driving it toward shutoff or limiting its travel, depending on the position of
piston (12) pushing piston (10).
436
CHAPTER 10
No. E025.10.00-5
V. Engine control system (Fig. XV)

Engines are controlled by an air-operated or electric-air remote control system. This section deals only
with the air-operated portion, installed immediately in front of the engine. Refer to the notice on the
remote control system.
The entire control air circuit is fed with compressed air at 12-30 bar.
Engine reversal
With the engine rotating in a given direction, reversal takes place as follows:
- Setting of speed-regulating linkages to stop.
- Camshaft shift.
- Reducing speed (or compressed air braking)
- Restart in the reverse direction of rotation.
Speed-regulating linkages are placed in the stop position by a:
- Safety stop.
- Logic stop.
- Stop prior to starting.
Declutching engine
Test of engine readiness for forward or reverse operation.
- Camshaft blocked in position matching selected rotary direction:
Yes: - starting is enabled.
437
CHAPTER 10
No. E025.10.00-6
No. – starting is not enabled.

- Turning gear declutched.
Yes, - starting is enabled and the starting fuel limiting cylinder is energized.
No, - starting is not enabled.
Starting
The starting control is unlocked by a logic stop command. See notice on remote control system.
Starting takes place by:
- Issue of a speed setpoint to the governor.
- Performance of the test for motor readiness in the selected rotary direction.
- Transmission of a start command which admits air into the engine-starting air intake valve opening
control system. Air is then admitted to the cylinders by the 30 bar compressed-air starting circuit.
Braking
- Compressed air braking
The control system permits compressed air feed to the starting circuit while the engine is not rotating in
the direction matching the positions of the camshaft. This results in a braking effect on the engine and
shaft line. This effect is detectable only above a certain speed which depends upon the starting system
installed on the engine.
438
CHAPTER 10
No. E025.10.02
REVIEW OF MAINTENANCE OPERATIONS
Interval Operations Page

Once weekly - Electronic overspeed test E 025.10.05
24000/hr - Inspection of auxiliary speed-regulating system E 250.10.14
Operations Page
- Complete adjustment of speed-regulating linkage E 025.10.05
- Adjustment of injection pump rack E 025.10.05
- Removal of pump control link rod E 025.10.07
- Removal and replacement of governor E 025.10.08
- Governor control inspection E 025.10.13
- Governor inspection See manufacturer’s
notice
439
CHAPTER 10
No. E025.10.02-1
MECHANICAL OVERSPEED CHECK (Once weekly)

SPECIAL TOOLS
Not applicable
SEALS AND EXPENDIBLE MATERIALS
Not applicable
The test of the electronic overspeed stop system includes a check of the stop mechanism for correct
operation and a check of the trip speed.
These systems are equipped with a test circuit which enables testing to be performed at one-half of the
actual trip speed (see manufacturer’s notice). The test is performed with engine running.
Overspeed test
- Using the ‘test’ pushbutton, place the system in the test position.
Tripping should take place within the following speed ranges, depending on the nominal speed:
Nominal speed (rpm) 500 514 520

Trip range (test), rpm 280/287 287/295 291/299
Trip adjustment range (rpm) 560/575 575/590 582/592
The indicator lam adjacent to the test pushbutton should light if the system is operating correctly.
To prevent engine shutdown, action of the overspeed relay contact and the self-energization of this
relay are inhibited by other contacts in the ‘test’ pushbutton.
In case o fault, seek out the operating malfunction.
440
CHAPTER 10
No. E025.10.05-1
EXCEPTIONAL OPERATION
1. COMPLETE ADJUSTMENT OF SPEED-REGULATING LINKAGE
SPECIAL TOOLS
Not applicable
ITEM FIGURE QUANTITY CODE DESCRIPTION

225 1 2 00.035.04.035.1 ‘Mecanindus’ pin
422 1 1 00.210.23.032.3 Pin
423 1 1 00.140.14.02.10 Lock washer
421 1 1 00.235.08.030.1 ‘Mecanindus” pin
OPERATIONS
1) Adjustment of pumps A1 and B1
- With lever (1-1) not mounted on the governor shaft, place lever (1-2) in the vertical position (median
position). With the linkage in this position, and using the stops, adjust the pump racks to division
26 from shut-off (or zero injection).
- Return the linkage to division 6 behind pump shutoff (travel 26+6=32 toward zero flow).
- Rotate the governor shaft to the minimum fuel stops (servomotor stop in its cylinder), then install
and lock bush (1-5) and adjustable lever (1-1) on the governor shaft. Set the inside link rod (1-6) to
theoretical position R = 93 mm for a PG40L governor, or R = 118 mm for a PG58 governor, relative
to the governor shaft.
- Check that total travel (37°43′for UG40L or 29°31′for PG58) on the governor results in a 65
mm linkage travel, if not, act on adjustable lever (1-1) by changing radius R.
- Ascertain that the stop of the auxiliary regulating components permit full linkage travel (65 mm) in
the median or retracted positions of these components.
- Install braking elements (1-225), (1-422), (1-423) and (1-421).
441
CHAPTER 10
No. E025.10.05-2
2) Adjustment of other fuel pumps.

In order to compensate for operating expansions between the frame and linkrods, the pumps must be
offset, while cold, relative to A1 and B1.
The amount of offset increases with distance of the pump in question from pumps A1 and B1.
With pumps A1 and B1 set to fuel setting 0 (linkage in stop position), establish the following settings for
the other pumps, acting on nut (2-4), in the following order starting from pumps A1 and B1.
A2: +0.4
A3: +0.8
A4: +1.2
A5: +1.6
A6: +2.0
442
CHAPTER 10
No. E025.10.05-3
Fig. 1 Adjustment of speed-regulating linkage
Fig. 2 adjusting nut
443
CHAPTER 10
No. E025.10.06-1
ADJUSTMENT OF INJECTION RACK
SPECIAL TOOLS
Not applicable

89 1 1/cyl. 00.210.04.045.3 V pin
- Remove the intake manifold section for the cylinder in question.
OPERATIONS
- Unlock locknut (1-87).
- Loosen locknut (1-87).
- Remove V pin (1-89).
- Turn adjusting nut (1-85) at a rate of one turn per 1.5 mm of rack graduation.
- Turn clockwise to increase the rack setting.
- Turn counter-clockwise to decrease rack setting.
- Stop turning when the desired values have been reached, with the pin hole aligned with nut slots.
- Install a new V pin (1-89).
- Tighten the locknut, holding the adjusting nut in position.
Fig. 1 Pump control link rod
444
CHAPTER 10
No. E025.10.07-1
REMOVAL OF PUMP CONTROL LINK ROD
SPECIAL TOOLS
ITEM CODE CLASS QUANTITY DESCRIPTION

A 02.640.9099.00 A 1 Pin extractor

- - - 99.570.5841.02 ‘Molykote’ Gn component
- Extract pins (117), using tool Item A (Figure 1).
- Remove pump (E 025.04.07).
OPERATIONS
Disassembly (see Figure 2).
- Extract the complete adjusting rod (2-70).
- Remove spring (2-90).
REASSEMBLY.
- Proceed in the reverse order of disassembly.
- Install pins (2-4), washers (2-7) and nuts (2-6). Tighten.
Adjust rack at the time of pump replacement on the engine (see E 025.10.06).
445
CHAPTER 10
No. E025.10.07-2
Fig. 1 Tool item A in pin installation position Fig. 2 Pump control link rod
446
CHAPTER 10
No. E025.10.08-1
REMOVAL AND REPLACEMENT OF GOVERNOR
SPECIAL TOOLS
NOT APPLICABLE

5 1 1 01.062.0005.00 Seal
4 1 1 00.140.12.02.10 Lock washer
- Disconnect piping terminating at governor.
- If applicable, disconnect the governor remote control system.
OPERATIONS
Removal of governor (Figure 1).
- Remove the hinge shaft (1-145) of the link rod on the governor output level (1-240).
Note:
The governor lever is fixed in an angular position on the splined bush by means of a pin (1-431).
Do not separate this lever from the governor.
- Unlock and remove governor-pedestal mounting screws (1-13).
- Sling the governor and withdraw vertically.
Installation of governor (Figure 1).
- Install seal (1-5) beneath the governor pedestal.
- If the governor has been replaced, reject the regulating linkage (E 025 10.05).
- Install hinge shaft (1-145) of the link rod.
447
CHAPTER 10
No. E025.10.08-2
Figure 1 Governor installation
448
CHAPTER 10
No. E025.10.13-1
SPECIAL TOOLS
LIST OF SEAL AND EXPENDIBLE MATERIALS

30 X VI 1 02.060.0030.00 Seal
51 X VI - 00/140.16.02.10 Lock tab
49 X VI - 00.210.04.036.3 Pin
16 X VI 4 01.057.0016.00 Seal
46 X VI 10 00.140.12.02.10 Lock tab
39 X VI 1 01.060.0051.00 Lock tab
29 X VI 1 01.060.0029.00 Seal
28 X VI 1 00.653.176.3.63 O-ring seal
5 X VI 2 99.060.022.040 Bush
PRELIMINARY OPERATIONS:
- Remove governor
- Remove tachogenerator and its mounting (not indicated in the drawing).
- Remove tachogenerator
- Remove lube piping.
- Remove rocker arm lube oil pump.
- Remove actuator and its mounting.
OPERATIONS
- Support the control assembly, using a sling.
- Loosen screws (Fig. X VI-50) and bolts (Fig. X VI-47-48), and sling control assembly.
449
CHAPTER 10
No. E025.10.13-2
Disassembly of control unit

- Remove housing and cover of the tachogenerator control. (Extract using 2 M12 screws,
approximate length 50).
- Remove shaft.
- Unlock and remove fastening screws (Fig. X VI-45) of the support (Fig. X VI-11).
- Extract support, using three M12 screws, approximate length 50 (Fig.X VI-11).
- Remove support bearing block (Fig. X VI-1) with pinion (Fig. X VI) and shaft (Fig. X VI-16),
separate parts.
- Remove helical pinion on the bevel pinion in support. . Measure the clearance between bevel
pinions and bearing insert. Replace bearing insert if axial clearance exceeds 0.12 mm.
- Measure the clearance between bevel pinion (Fig. X VI-22) and bearing inset (Fig. X VI-17)
Replace the insert if axial tolerance exceeds 0.12 mm.
- Measure the clearance between bevel pinions (Fig. X VI-21) and bearing insert (Fig. X VI-17).
If axial clearance exceeds 0.15 mm, replace the insert.
- Loosen and remove fastening screw (Fig. X VI-40) pinion (Fig. X VI-22).
- Separate bevel pinion for helical pinion.
- Examine bearing insert (see appendix 1) and pinions (see appendix 2).
In case of replacement of inset of support bearing block (Fig. X VI-16), do not forget to keep
shim (Fig. X VI-1), which has been factory-fitted for correct pinion positioning.
Use a press to replace inserts, observing the positioning of lube orifices.
Reassembly of control unit

- Replace shaft (Fig. XVI-16) and pinion (Fig. XVI-21) in support bearing block (Fig. XVI-1).
- Replace the overspeed hub and screws (M18×40), replace pinion (Fig. XVI-21), if clearance
exceeds 0.15 mm.
- Reinstall the assembly with a new seal (Fig.XVI-29).
- Assemble helical pinion on the bevel pinion in support.
- Assemble bevel pinion (Fig. XVI-21) and helical pinion (Fig. XVI-25) in support (Fig. XVI-11)
450
CHAPTER 10
No. E025.10.13-3
- Present the assembled support\, without its O-ring seal but with adjusting shim.
- Tighten screws without knocking, checking to make sure that the control unit rotates freely. If the
unit jams, install a new adjusting shim.
- Measure backlash, adjust shim to obtain a backlash between 0.07 and 0.15mm.
- Install the support, using a new O-ring seal.
- Replace the seal rings of housing.
- Replace housing and cover on the side opposite the tachngenerator, using two new seals and
positioning the lube orifice opposite the inlet pipe.
- Fill the governor control unit with oil.
- Assemble the tachogenerator and support.
- Assemble tachogenerator.
- Assemble rocker arm lube pump.
- Assemble the drive on engine.
- Assemble actuator in housing.
- Fill the governor control unit with oil.
451
CHAPTER 10
No. E025.10.14-1
OPERATIONS
24 000 HRS INSPECTION OF AUXILIARY SPEED REGULATION APPARATUS
SPECIAL TOOLS
NOT APPLICABLE

52 X VIII 16 00.140.12.02.10 Lock washer
24 X VIII 2 00.685.090.11.1 Seal
37 X VIII 1 02.103.0037.00 Bush
38 X VIII 1 00.652.23.35.76 Bush
29 X VIII 2 00.651.12.17.40 Bush
35 X VIII 1 02.103.0035.00 Seal
36 X VIII 1 00.652.35.53.76 Seal
OPERATIONS
Disassembly.
- Disconnect oil and air piping and remove the link between the fuel setting limiter and its control
unit.
- Unlock nut (Fig. X VII-40) spanner or a dowel placed in the small piston (Fig. X VII-10) drill-hole.
- Withdraw the auxiliary speed-regulating apparatus, removing screws (Fig. X VII-43) and pin (Fig. X
VII-40).
- Withdraw screws (Fig. X VII-44) and lid (Fig. X VII-53), extract small piston (Fig. X VII-5).
452
CHAPTER 10
No. E025.10.14-2
Disassemble of fuel setting limiter and trip

- Loosen nuts (Fig. X VII-46) and remove adjusting screws (Fig. X VII-415).
- Remove screw (Fig. X VII-417) and bush (Fig. X VII-418) and cover (Fig. X VII-405). Withdraw
internal/external spring (Fig. X VII-413.414) and upper/lower spring seat (Fig. X VII –411 412) and
thrust needle bearing (Fig. X VII-410).
- Remove diagraph piston (Fig. X VII-406, 407, 408). Disassembly provides access to end cover (Fig.
X VII-401), piston (Fig. X VII-12), slide (Fig. X VII-14) and spring (Fig. X VII-10).
- Remove screws (Fig. X VII-77) and cover (Fig. X VII-303). This disassembly provides access to
piston (Fig. X VII-10).
- Remove fingers (Fig. X VII-26) and disassemble partition (Fig. X VII-11).
CLEAN AND INSPECT ALL PARTS.

REPLACE ALL JOINTS.
Reassembly of fuel apparatus.

- Soak front seals (Fig. X VII-35, 37) with molybdenum bisulfate oil.
- Reassemble all parts in the reverse order of disassembly.
Reassembly of fuel setting limiter and trip stop apparatus.

- Reassemble all parts in reverse order of disassembly.
- Lock screw (Fig. X VII-25), using a pin-face spanner and a dowel placed in the small hole on piston
(Fig. X VII-10).
Installation on engine.
- Replace the auxiliary speed-regulating apparatus on its support and reconnect piping.
Adjustment.
- Set the control linkage to the “Stop” position (abutting the internal governor stop).
- Place the air and oil cylinder pistons of the auxiliary speed-regulating apparatus
- Make sure that the clearance between air and oil cylinder adjusting screws (Fig. X VII-25) and the
linkage shaft lies between 0.5 and 1 mm, if not, adjust.
453
PC2-5 ENGINES
No. E025.11.00
CHAPTER 11
ON-ENGINE CIRCUIT
454
CHAPTER 11
S.X.D.- S.E.M.T. ON-ENGINE CIRCUITS-PUMPS
No. E025.11.00-1
1. DESCRIPTION
LUBRICATING OIL CIRCUIT (dry sump operation).
The engine lubricating oil is contained in a duty tank situated at a level beneath the oil sump.
This tank is divided into two compartments, one for return oil, the other for purified oil. The tank is
gravity-fed from the sump.
The oil sump may be an engine-coupled pump or an independent electric motor-operated pump. In
both cases, the circuit includes an independent prelubricating and standby pump.
The oil pump discharges via the oil cooler and filters to the main engine distribution manifold. This
manifold is situated in the camshaft housing, above the inspection opening.
The pressure regulating valve is shunt-connected between the oil cooler and filter. This valve
discharges excess flow directly into the duty oil tank (purified oil compartment).
From the distribution manifold, oil is sent to each main bearing and enters the crankshaft. It flows
into the crankpins, past the bearing insets and, passing through a longitudinal piston-rod drillhole,
lubricates the small ends and wristpins, passes into the piston cooling chambers and drops back
into the sump.
An external branch of the main manifold on the biming-gear side provides parallel feed to the
intermediate timing-gear shafts, gear spray nozzles, external crankshaft bearings,
speed-regulating system control, camshaft bearings and end supports, hydraulic
direction-reversing system and auxiliary speed-regulating system.
Two branch circuits feed the camshaft lubricating manifolds, bearings, injection-pump push-rods
and coolers and valves.
The ‘BROWN-BOVER1’ turbochargers have an independent lubricating system.
ROCKER-ARM LUBRICATING OIL CIRCUIT

Rocker arms are lubricated by an independent module feeding a manifold on each cylinder head,
with a second manifold returning oil to the tank.
COOLING WATER CIRCUIT.

Engines are cooled by a closed-circuit fresh water system for all installations. Water inlets for
individual cylinders are situated in the camshaft housing. Water circulates between the jacket and
cylinder liner, then through the head and outlet manifold.
455
CHAPTER 10
No. E025.11.00-2
Exhaust valves are cooled by a branch circuit in the head. A circulation type places each valve in
communication with the water jacket.
Individual circuits are degassed:
a) Between jacket and liner, by a drillhole in the block-head centering stud.
b) Between head and outlet manifold, by a pipe-line capping the high point of the head.
Turbocharger bodies are cooled by a branch circuit, tapping the end of the engine water inlet
manifold.
The engine and turbocharger water outlets are brought together and pass through a heat
exchanger fed with raw water.
The water circulating through the air and oil coolers belongs to an independent circuit at a
temperature lower than that of the imagined circuit. It may be tapped from the ‘raw water-fresh
water’ heat exchanger circuit, or directly from the raw water supply (which may be sea-water).
INJECTOR COOLING CIRCUIT.
Injectors are cooled by an independent module feeding a manifold on each block. A second parallel
manifold joins the individual water outlets, fitted with flow monitoring indicators. These indicators
should be cleaned when visibility is impaired.
In the case of installations running on heavy fuel oil, this water circuit is also used for injector
heating prior to engine starting.
FUEL CIRCUIT.
Fuel is delivered from the auxiliary tanks to the injection-pump feed manifolds by a gear pump
coupled to the engine, or an electric pump discharging through a double or automatic filter.
The feed manifolds are mounted above the camshaft housings, and include as many branches as
there are injection pumps.
A bleed valve is provided for bleeding during filling. A second ‘discharge manifold’ is installed
parallel to the feed manifold, and also includes one branch per pump. This manifold returns fuel to
the auxiliary tanks.
The feed and return systems of each injection pump are in constant communication via a pump
body chamber.
Fuel feed pressure is adjusted by a diaphragm and valve parallel with the discharge manifold
outlet.
Two other filters with 20 to 40 micron filtration are installed at the inlets of the two feed manifolds.
456
CHAPTER 10
No. E025.11.00-3
- Engines up to 12 cylinders are fitted with a ‘S.E.M.T.’ gear pump. For engines of 14 and more
cylinders, a ‘LEISTRIZ’ type LB 16-40 screw pump is installed.
- It should be noted that, during installation of this circuit on an engine, connections to the feed and
return manifolds should be made in oppositions, i.e., fuel arriving from the filter should enter the
feed manifold at one end of the engine, and return to the auxiliary tanks via the other end, so that
circulation is uniformly distributed among all injection pumps. For marine installations, moreover,
the vessel’s trim shall be taken into account insofar as possible, with the fuel inlet connected at the
rear of the engine, at the low point of the feed manifold.
In the case of installations running on heavy fuel oil, a steam circuit is installed adjacent to the feed
and discharge manifolds to heat the fuel and bring it to the desired viscosity.
For these installations, refer to the section on heavy fuel oils in the operating guide.
COMPRESSED-AIR CIRCUIT (Pressure 30 to 12 bar).

This circuit includes:
- Starting power circuit.
a) A pipeline passing through a filter and an oilier and terminating at the rotary control valve.
b) Piping between the control valve and the starting valves, mounted on the heads.
- Control piping (see chapter 10).
This compressed-air piping connects:
The turning-gear safety unit to the bleed valve mounted on the main starting valve.
The turning-gear safety unit to the rotary direction detector (left-hand or right-hand).
- Direction-reversing piping (see chapters 9 and 10)
This double auxiliary piping (air at 30-12 bar) connects the distributing valve to the two air-oil
direction-reversing control cumulators.
This distributor valve is mounted on the cover of the direction-reversing unit.
457
PC2-5 ENGINES
No. E025.12.00
CHAPTER 12
SPECIAL EQUIPMENTS
458
CHAPTER 12
S.X.D.- S.E.M.T. SPECIAL EQUIPMENTS
No. FIGURE 1201
FIGURE Ⅰ Torsional vibration damper
459
CHAPTER 12
No. FIGURE 1205
FIGURE Ⅴ Special external stop
460
CHAPTER 12
No. E025.12.00-1
1. DESCRIPTION
‘Pielstick’ torsional vibration damper (Figure 1):
The damper is mounted on the crankshaft disk on the side opposite the coupling. The damper is
mounted by means of bolts (3-4) positioned and held in place by cotter pins.
The damper consists of a primary hub (1) on which the secondary ring (14) is centered by means
of copper-lead pins crimped in the hub. Parts are held together in rotation by resilient studs formed
by circular-leaf springs (11) and keys (12).
The assembly is held together by flanges (15) fastened to the secondary ring by screws (18). Oil
feed is provided by a calibrated orifice in plug (29) mounted at the crankshaft end. Oil is channeled
to the resilient studs by means of radial drillholes.
‘Geislinger’ resilient coupling (see manufacturer manual)
Special external stop (Figure V):
For certain (particular land-based) installations, it is necessary to install a special external stop in
order to take up high axial loading.
The special external stop is installed on the distribution side between the crankshaft disk and the
driven-machine disk.
Oil feed is provided from both sides of the stop by means of an exterior piping connected to the
external bearing oil supply.
In this case, the external bearing is mounted with special, increased-clearance bearing shells.
2. SUMMARY OF MAINTENANCE OPERATIONS
Periodicity Operations Page n

24000 hrs - Inspection of torque vibration damper springs E 025.12.04
- Inspection of special external stop half-flanges and E 025.12.05
replacement as required
Operations
Removal and replacement of vibration damper. E025.12.03
461
CHAPTER 12
No. E025.12.01.1
OPERATIONS
24 000 hrs INSPECTION OF VIBRATION DAMPER SPRINGS
SPECIAL TOOS
Not applicable

116 1 14 02.215.0116.00 Nut brake
- Remove all piping installed in front of the turning-wheel cover plate on the side opposite the
distribution.
- Remove the cover plate on the side opposite the distribution.
OPERATIONS
- Unlock and remove the flange fastening screws (Fig. I-18).
- Withdraw the flange (Fig. I-15)
- Withdraw the resilient studs from their recesses, identifying their respective positions.
- Replace effective parts: keys (Fig. 1-12), springs (Fig. I-11).
- Withdraw the resilient studs form their recesses, identifying their respective positions.
- Replace effective parts: keys (Fig. 1-12), springs (Fig. I-11).
Notes:
Systematic spring breakage is an indication of abnormal torsional vibration. Consult the engine
manufacturer for determination of exact cause of damages, and take remedial action.
- Oil and replace the resilient studs.
- Replace the flange (Fig. I-15).
- Replace and lock the screws (Fig. I-18) using retainers (Fig. I-116).
462
CHAPTER 12
No. E025.12.03-1
REMOVAL AND REPLACEMENT OF TORSINAL VIBRATION DAMPER
SPECIAL TOOLS

A 02.240.0019.00 A 1 Special wrench

10 1 4 00.210.08.100.03 Pin
8 1 5 00.140.20.02.10 Retainer
- Remove reduction-gear pinions and turning-wheel housing (see E 025.06.09).
- Remove the crankcase inspection hatch nearest to the turning-wheel housing to obtain access to
the screw head (Fig. I-3) on the bearing side.
OPERATIONS
Damper removal:
- Withdraw pins (Fig. I-10).
- Loosen nuts (Fig. I-4), using special wrench, item A (Fig. I-14).
- Withdraw nuts (Fig. I-3, 4).
- Withdraw plate (Fig. I-5).
- Screw two M20 x 50 screws in the tapped holes, in place of screws (Fig. I-9) in order to release the
damper.
- Withdraw the damper.
Damper replacement:
- Proceed in the reverse order of removal.
463
CHAPTER 12
No. E025.12.03-2
Fig. 1 Special wrench for vibration damper bolts
464
CHAPTER 12
No. E025.12.05-1
OPERATIONS
24 000 hrs INSPECTION OF SPECIAL EXTERNAL STOP HALF-FLANGES, AND REPLACEMENT
IF APPLICABLE
SPECIAL TOOLS
Not applicable

24 V - 99.350.08.0000 Brake class 08
25 V - 99.360.0000.06 Seal class 06
- Using a dial gauge, measure longitudinal crankshaft play, pushing it as far as possible in both
directions by means of a jack.
- The half-flange must be replaced if axial play exceeds 1.2 mm.
- Engage the turning wheel.
- Remove the oil deflector (see E 025 01. 03A).
OPERATIONS
Removal:
- Remove the upper housing (Fig. V-2).
- Block the shaft longitudinally, using 2 small jacks placed on both sides of the coupling flywheel
(Fig.1) and distributing axial play between the 2 flanges.
- Remove the two upper half-flanges (Fig. V-5).
- Using a wooden mallet, release the 2 lower half-flanges (Fig. V-4) and rotate gently in order to
withdraw.
- Smooth any scratches in the surface of the thrust disk, (using a very fine grain India oil-stone or
grade 280 or 400 sandpaper).
Replacement:
- Replace in the opposite order of removal.
465
CHAPTER 12
No. E025.12.05-2
FIGURE Ⅰ Longtitudinal crankshaft blocking
466
PC-5 ENGINES
S.X.D.- S.E.M.T. MAINTAINANCE MANUAL No. 1
ATTACTCHMENT 1
BEARING SHELLS VISUAL INSPECTION
General points
The bearing shells on S.E.M.T. – Pielstick engines have undergone precision machining and no
additional repairing is necessary, especially on the thrust flange, bearing layer and the shell mating
surfaces, which may lead to damages.
2. 1 Stripes
Deep stripes, less than 10 mm away from the border of bearing shell, are allowed.
For other areas, the following stipulations apply:
- Not more than two stripes, with smooth edges and showing the bronze-lead layer (2 stripes spaced
less than 2 mm apart represent 1 stripe), are allowed.
- Some thin stripes even those that are close together, not exceeding the depth of the bearing layer,
are allowed.
Figure 1 Stripes allowed Figure 2 Stripes not allowed
467
PC-5 ENGINES
ATTACTCHMENT 1
Wear of bearing layer (white layer)

- Replace the bearing shells of the shafting, as soon as the babbit metal (white or cupro-lead metal)
appears on one third of the bearing shell surface.
- Replace the connecting rod shells, as soon as the babbit metal (white or cupro-lead metal appears.
Note: Defects indicated in 2.1 and 2.2 are allowed existing concurrently.
For the bearing shell with light defects, discard it only if they are the same as those indicated in 2.1 and
2.2
3.1 Foreign matters
3.1.1 On the side of bearing side: A single particle surrounded by luminous ring or a cluster of
particles which look dark. Remove the single particle, if necessary.
Discard the bearing if the area with slightly rough shadows exceeds one third of the shell surface.
3.1.2 On the back of the shell, foreign matters may cause bright zones due to friction.
3.2 Corrosion
Corrosions occur frequently with certain limits of babbit layer, especially in the none-load areas, where
the oil pressure may be a negative value in a cycle.
There won’t any danger if the corroded surface isn’t away from one third of the half-shell’s width and is
within 60°.
3. 3 Insufficient mounting pressure
The diameter at section of the non-stretched bearing shells is higher than the diameter of the bore
designed for their engagement, which compels to stretch them so as to place them. A bearing shell that
has already been used shall need a least mounting effort than when it was new, however, no effort
requirements at all would be abnormal.
Should this occur, the bearing shell will have to be discarded.
Preparation before mounting
- Check the crankshaft journal condition and oil it.
468
PC-5 ENGINES
ATTACTCHMENT 1
- Clean the bearing shell housings with use of diesel oil and air-dry them.
- Clean the bearing shells with diesel oil and air-dry them (cloth forbidden).
Most important:
The back must imperatively bear dry in the housings.
- See details in the maintenance notes.
469
PC-5 ENGINES
ATTACTCHMENT 2
TECHNICAL NOT ON THE VISUAL INSPECTION OF THE GEAR WHEELS
GENERAL POINTS
The visual inspections, recommended in the maintenance schedule, allow preventing possible failure.
An error in diagnostic might lead t a serious damage. Any abnormal aspect hereafter non-mentioned
shall be thoroughly examined by a specialist.
STANDARD CRITERIA
2. 1 Wear
Polished surface are the signs of a normal wear. A quick wear due to a high load or to an intensive use
is not destructive but may result in an increase in noise. See limits of the teeth clearance ‘LA’ and ‘LR’
given in the maintenance book.
2.2 Pitting
The small cavities (circumscribed diameter under 1 mm) appearing on the face of the teeth result from
the strains borne by the surface of the teeth and its under layer. They are not dangerous as long as
they do not develop in quantity or in diameter (scaling).
DISCARDING CRITERIA
3.1 Casual breaks
Before changing the gear, the reason shall be searched and all steps taken in order to avoid the
renewal of these incidents which may originate form:
- long overspeed running or sudden stop.
- foreign matters of sizes superior to the teeth clearance that have passed into the gears.
Check whether this break has not entailed a beginning of rupture on one of the other pinions of the
gear train.
3.2 Cracks
When dismantling the pinions as planned in the maintenance schedule, perform a dye penetration test
of the whole toothing and change the pinions showing a beginning of rupture.
Check the teeth clearance with flattened lead wires:
- Use smeltable lead wire, with a diameter at least twice of that indicated in the maintenance
manual.
- Measure the thickness of the flattened section, with a micrometer caliper or a vernier caliper. This
value shall be the teeth clearance of the pinions.
Note:
A lead wire of sufficient length shall be used, which can be held in a hand and therefore
won’t fall into the crankshaft box.
470
PC-5 ENGINES
ATTACTCHMENT3
TECHNICAL NOTS ON THE REPLACEMENT OF BALL BEARINGS

1. GENERALS POINTS
- The ball bearings will be systematically changed at the times indicated in the maintenance
schedule.
- New bearings will only be removed from their packing at the time of their mounting, and they will,
during handling, be kept in perfect condition of cleanliness. It is useless to remove the rust
preventing agent with which they are coated. However, if a ball bearing happens to be soiled, it will
be cleaned with white spirit or petrol and immediately coated with grease or engine lube-oil.
2.DISMANTING
Since ball bearings are systematically discarded, no particular measures of precaution will be taken for
their dismantling. However, in order to avoid to damage the other parts, in order to avoid to damage the
other parts, extractors or presses will be used at the maximum and will bear, as much as possible, on
the ring to be dismantled or on a fitting element itself bearing on it.
For bearings of small dimensions, a few sledge blows may be applied on the corresponding ring
through a bronze jet taking care to distribute them evenly around the periphery.
3. REFITTING
The elements of the lifting should be cleaned and deburred. The dimensions should also be checked
as well as the forms of the bearing faces of the shafts and housings. The operating will be correct only
if the prescribed adjustments are respected.
Directly blowing the ball bearing is forbidden.
The stress in fitting should in no case be transmitted by rolling elements.
The adjusting surfaces will be lightly oiled.
3.1 Ball bearings with cylindrical bore
Usually, fit first the ring which is the most tightly adjusted.
Ball bearings of small dimensions and slight tightening may be pressed on by small sledge blows
applied through a round or a soft steel tube all around the ring to avoid that the ball bearing be
engaged askew. The use of bushes makes it possible to exert a well centered fitting stress. One can
also use a mechanical or hydraulical press.
When a non-separable bearing has to be placed simultaneously on the shaft in the housing, it is
advised to place, between the blowing bush and the bearing a washer which distributes the fitting
stress on both rings. This system is also used to avoid the tilt, during fitting, of the outer bush of a
spherical roller bearing and its jamming in the housing.
471
PC-5 ENGINES
ATTACTCHMENT 3
The same result may be obtained by means of a blow bush showing two bearing surfaces placed on
the same plan resting on the two bearing rings.
The rings of a separable bearing may be placed independently from each other, which is particularly
interesting when they must be both fitted with a tight adjustment. However, some measures of
precaution have to be taken so that no relative tilt of the two rings entails. At the time of final
assembling, the damaging of the ball races.
The fitting of large bearings in cold condition would entail high stresses. For that reason, their
positioning is usually done after heating some elements of the assembly (the bearing itself or its inner
ring if it can be separate, hub).
The difference of temperature necessary between ring and receiving part depends upon the
adjustment and the size of the bearing. The bearings should not be heated beyond 120℃, for it would
entail a decrease in hardness. Overheating them locally should also be avoided.
The bearings may be heated in an oil bath or in a stove. If a heating plate is used, it is indispensable to
alternatively present one and the other face of the bearing in order to obtain a regular heating.
The bearings provided with flanges or gaskets, which are coated with grease, should not be mounted
hot.
3.2 Adjusting the clearance at the time of assembling
Bearings with one row of angular balls and bearings with one tow of tapered rollers are most often
fitted opposite each other depending on whether they are arranged in O or in X. They constitute a
special case since, for them, the clearance makes sense only after assembling.
The adjustment is based on the following principle: taking into account the temperature and the load
applied, the clearance during operation should be minimum in order to ensure the operation.
The result is that the bearings will be set with some clearance at the time of assembling if, during
operation, the dilatations are expected to entail a reduction in the initial. If on the contrary, these
dilatations correspond to an increase in clearance, the bearings will be set tightened. Remember that
for these types of bearings, there is an accurate ratio between radial clearance and axial clearance. It
is therefore sufficient to fix and check one of these two values, usually the axial clearance.
The adjustment is made, either by acting on a nut screwed on the shaft or in the housing, or by means
of calibrated washers.
472
PC-5 ENGINES
ATTACTCHMENT 3
The method of adjustment and the measuring process of the clearance or of the preliminary tightening
mostly depend on the number of adjustments to be done. As an example, the axial clearance may be
measured by means of a comparator.
In the case of tapered roller bearings. It is necessary to rotate the shaft or the housing by a few turns
when adjusting and before measuring in order that the rollers are properly in contact with the guiding
shoulders. Should this contact be not sufficient, the result of the measurements would be faulty.
4.Reference: “SKF product list”.
473
PC-5 ENGINES
ATTACTCHMENT 4
TECHNICAL NOTE ON THE VISUAL INSPECTION OF THE CAMS AND ROLLERS

Rollers
- Bar the engine and check that the rollers rotate properly and that they present no pitting, tearing
away or scaling.
- It is normal to note a bright aspect on the whole or on limited zones of the running surfaces.
2. Cams
2. 1. Cams for non-reversible engine
- A brighter aspect at the fillet radius or at the top of the cam is normal.
- Pittings hardly sensitive to the touch and placed at less than 1.5 mm from the raceway edge may
be accepted.
2.2 Cams for reversible engines
- Marks without metal tearing away, transverse or diagonal, are normal after several changes of
direction.
- Slight metal tearing away on the projected radii may be erased by grinding. After grinding carry out
a surface impregnation treatment with an oil stone.
474
PC-5 ENGINES
ATTACTCHMENT 5
TECHNICAL NOTE ON NITROGEN FITTING
This method will only be carried out at workshop or harbor (in case of marine engines) for assembling.
1. Use of liquid nitrogen
There aren’t any risks in using of liquid nitrogen and no complicated equipments are necessary.
However, the cooled part should not be handled. Gripping devices or insulating gloves should be used).
The part should be plunged in liquid nitrogen. At the beginning of the dipping, the boiling is moderate
then as the part temperature decreases the boiling becomes faster and we observe a large
recrudescence is equal to the liquid temperature (-198℃). At this time, the fitting is possible.
For simple assembling, the container used should have two jackets, between which glass fibers,
oebsto ropes, resin or sand is added for thermal insulation.
The formal assembling should be performed in a self-contained liquid nitrogen container with special
coating.
2. Nitrogen consumption
in normal conditions of use, provide for each kilogram of metal to be cooled down from +15℃ to －
196℃;
- 0.60 liter for steel,
- 0.96 liter for aluminum,
- 0.45 liter for bronze, copper and brass,
- 0.66 liter for cast-iron.
3. Reference: “L” Air Liquid.
475
PC-5 ENGINES
ATTACTCHMENT 6
TECHNICAL NOTE FOR THE FITTING OF “CYCLAM” SEAING RINGS
1. Fitting the sealing rings

1.1 Cleaning
Before fitting, make sure that the surface of the shaft on which the ring has to run is clean.
A cleaning with mineral petrol or degreasing agent is recommended.
Lubrication
In order to facilitate the fixation, slightly moisten the shaft and the inside of the ring with a solution of
10% Teepol solution in clean water. The use of any fat is absolutely forbidden.
1.3 Fitting
Present the ring concentrically on the inlet chamfer and push it up to its definitive position as I shown in
the following figures:
476
PC-5 ENGINES
ATTACTCHMENT 6
1.4 Orientation of “ER” ring (fig. 4)

Before fixation, check that the tabs of the spacer are centered between the two spring beams of the
ring.
During the fitting, the orientation of the ring has to be adjusted so that the engagement of the drive
system is correctly done in the groove (or notch) provided for.
fig. 4
2. Fitting the inner rings

a) Cleaning
As well as for the part of the shaft that receives the ring, the degreasing of the inner ring housing is
necessary in order to suppress any mark of faulty substance and impurity on the surfaces supposed to
be in contract with the inner ring.
b) Lubrication
Proceed the same way as for the ring by moistening slightly the outer diameter of the inner ring and the
bore of the housing by means of a solution made of 10 of Teepol solution in clean water.
c) Fitting
The countersinking diameter is provided to allow, in principle, a fitting by hand. It is nevertheless
preferable to push by means of a tube resting on the peripherical cut for this purpose.
477
PC-5 ENGINES
ATTACTCHMENT 6
See as a matter of example in the following figures:
Fig. 5 Inner ring of TAR (or TBR)

Fig. 6 Inner ring of OAR (or OBR)
Fig. 7 Inner ring of LAR (or LBR and LN)
After fitting, check that the inner ring is really in contract with the bearing face of the housing on all its
periphery.
3. Putting into operation
Check that the rubbing surfaces are perfectly clean. Failing that, clean them with mineral petrol.
In the case where the sealing liquid is in contact with the ring as soon as the shaft starts to rotate, the
fitting may be done dry without risk. If, on the contrary, this is not ascertained, it is recommended to
slightly grease the rubbing faces with a few drops of petroleum jelly. In any case, do not rotate the
assembled unit without having put he sealing product.
4. Reference: “Cyclam product list”.
478
PC-5 ENGINES
ATTACTCHMENT 7
TECHNICAL NOTE FOR THE APPLICATION OF “TRAFul 7u/s” SURFACE IMPREGNATION

PROCESS
1.Preparation of the surface of the material
The TRAFul adhesive coat is a crystal coat of determined shape. It is formed on the surface of the
material.
Consequently, this one shall be well cleaned and shall present no fouling that might prevent the
formation of this layer, otherwise irregular coats may form (stains in the surface of the attraction coat).
Moreover, such fouling may noticeably bother the catching of the pigment on the part to be treated.
The conscientious cleaning of the part or of the surface to be treated is therefore an integral part of the
process.
Rust, scale or other, may be removed as usual. The cleaning should, however, be followed by a
meticulous degreasing. For very fat parts, emulsion traps will be used. It is useful to perform the final
cleaning by brushing or meticulously cleaning with chlorothene. After complete evaporation of the later,
the surface of the part is ready for the next operation. In such a condition, the treatment of the part shall
be continued as quickly as possible and it will be protected from any new impurity (the sweat of the
hand may lead to the formation of stains).
2 Preparation of the adhesive coat
2.1 Preparation by immersion
Prepare the adhesive coat by means of the surface impregnating product TRAFul 7U/S SPEZIAL.
The tanks for the bath shall be made of plastic material (PVC). After having been cleaned and
degreased in accordance with the indication of paragraph1, the parts to be treated will be placed in a
bath.
The duration of impregnation in the bath depends upon the kind of material, as a rule, it lasts 15 to 20
minutes. Only highly alloyed steels require a duration of treatment longer by about 30 minutes. The
thickness of the completely formed adhesive coat is about 1 to 2 microns. The end of the treatment is
shown by the fact that there are no more bubbles on the surface of the part. After treatment the parts
will be rinsed with water and dried. Air blowing is recommended but the parts may be dried by means
of a fibreless cloth or a washing leather.
Note:
In order to accelerate the formation of the adhesive coat, it is recommended to heat the TRAFul7u/S
SpeZicaL impregnation bath at 70-90℃, particularly for highly alloyed steels.
2.2 Preparation of the parts that cannot be dipped
479
PC-5 ENGINES
ATTACTCHMENT 7
If the parts to be treated cannot be dipped into a bath, proceed the following way:
- Clean the part in accordance with the recommendation of paragraph 1.
- Cover the surface to be treated with an absorbent cloth.
- Soak the cloth until it is saturated with solution. Regularly renew the operation during the duration
of the treatment (for about 30 minutes).
- Remove the cloth and rub the surface with a fibreless cloth or a washing leather until it is dry.
2.3 Efficiency of the storing solution
If the adhesive layer on the surface of the part is no longer homogeneous, it is necessary to replace the
solution (simultaneously there is a decrease in the coming out of gas bubbles). It is advised against
adding to the worn solution a new solution to regenerate it. The TRAFul 7u/s SpeZical solution shall be
preserved only in closed containers, stored safe from bad whether and at a temperature lower than 30
℃.
3. Applying of the TRAFul3u pigment
The properly so-called pigment (molybdene bisulfide) may be applied with a brush, a sprayer, by
friction or immersion.
In order to bind this pigment closely to the adhesive coat, the particles will be sufficiently close to each
other. The attractive power necessary to a suitable adherence decrease as the particles go away.
In order to obtain a proper fixation, just rub the molybdene bisulphide coat with a washing leather to fix
it. This permits, at the same time to remove the pigment excess and to fix very solidly the remaining
pigment.
The molybdene bisulphide thus obtained is characterized by a very low roughness and a great loading
capacity. It shows a grey-blueish color with a mat aspect.
While operating this coat is also extremely resistant under very high pressure. Due to the pressure,
some smoothing through rolling or polishing by pressure occurs, the lapped coat showing the aspect of
a polished mirror.
The “trafulees” coat may be further mechanically compressed through by smoothing or polishing by
pressure, without the sliding properties of the coat formed decreasing.
In order to protect the surface of the material, it is recommended to slightly grease the part after having
applied the pigment with TRAFulllu grease.
4. Applying a second treatment
In case of polishing of faulty parts, for example, the previously use treatment should be carried out.
Suppliers:
TRAFOTHERM: Physikalische Werkstatten-Friedrich W. VHLMANN
1-BERLIN37-1-3 Seibtweg/kliostrasse (Deutsch land RFA)
480
PC-5 ENGINES
ATTACTCHMENT 25
CLEANING AND SOLVENT AGENTS
Component Product and suppliers

Whole engine:
Scale
removing:
During
operation
Cylinder-head “Complex RD 13″- DIA – PROSIM
and valve 107, rue Edith Carvell – 94400 VITRY (FRANCE)
cooled seat “Detartrant AL” plus neutralisant “NEUTRAX HX – CHIMIDEROUIL
descaling 1 a 5, rue Jean Gremillon – 93000 BOBIGNY (FRANCE)
Piston “STAHLNET” – CHIMIDEROUIL

Cleaning 1 a 5, rue Jean Gremillon – 93000 BOBIGNY (FRANCE)
Galoral “M” et IPRO “79 B” – CFPI
117, quai du Docteur Derraux -
Cooling “NORUS degreaser 99” – NORUS SALES COMPANY A. B. MORCH & Co

products Terrasevn 6 – Postboks 176 – 1321 Stabekk (NORVEGE)
Cleaning “Drew chemical ACC 9“ – DREW CHEMICAL CORPORATION
701 Jefferson Road - Parsippany – New Jersey 07054 (U.S.A.)
“Perolin” – Societe PEROLIN

84, Danbury road – Wilton – Connec 06897 (U.S.A.)
“NAFLEET 0940” – NALCO CHEMICAL COMPANY Marine Department
100 Morris Avenue – Springfield – New Jersey 07981 (U.S.A.)
- This list is not closed, it can be completed with “S.E.M.T.”s’ agreement.

- Instructions for use are available from the suppliers upon request.
481
PC-5 ENGINES
ATTACTCHMENT 26
TECHNICAL NOTE ON THE PAINTS

1. Preparation of the surface to be painted
- The surfaces will be degreased and eventually cleaned of the old unstuck or blistered paint.
- The painted surfaces contiguous to the areas to be repainted will be smoothed in order to obtain a
satisfactory adhesion.
- The rusted or carbonized surface will be brushed with a metallic brush (for the interior of frames, be
mindful that no metallic particles remains in the engine).
- To restore, protect the machined parts, sand the pieces, clean with caustic soda vapour.
2. Conditions of application on PC2-5 engines
1. Some parts on the engine shall be painted in order to prevent metallic corrosion and
achieve good appearance.
2. The surfaces to be painted, whichever their nature, are shot blasted (brushing, wheel
polishing…) if they show oxided parts.
However the surface to be painted of the parts protected by a metallical coating, steel
galvanized or electrozincked or that has been submitted to a chemical conversion
treatment will be simply degreased.
3. If the surfaces to be painted are not smooth, it is allowed to apply a layer of suitable putty.
When applying the next layer, if the original layer is damaged, the previous process should
be repeated for repairing, and then apply the next layer.
4. After the painted surfaces have been heat dried or air dried, they should be smooth, no
signs of dripping, cracks, blisters, wrinkles and other effects.
5. The various successive layers of paint should have reached the degree of dryness
“complete apparent” or “hard” before applying the next layer. Painted parts which haven’t
been dry aren’t allowed to be assembled. The last layer of the engine or engine set will be
delivered only after it has become completely dry.
6. The paints for external surfaces, internal surfaces and thermal-resistant paints should be
used for their own purposes. The colors for the surfaces shouldn’t be changed at random
482
PC-5 ENGINES
ATTACTCHMENT 26
Category of paint
(I) External layer
1. External primer
1 layer of C06-1, HG2-113-74 iron red alkyd primer
2 layers of C06-10HG2-594-74 second layer of alkyd primer
Paint code no: II
Painting criteria:
(1) A layer with brush or compressed air paint sprayer over the cleaned surfaces
(2) 1-2 layers of C06-1 primer, with suitable putty for leveling, then a second layer of C06-10
primer.
(3) Dry in air, prevent against dust within 30 minutes, to be dried within 4 hours, to be polished
within 6 hours.
(4) Recommended colors: “607” milky white or other light colors.
2. External finishing
C04-2 HG2-590-74 alkyd enamel
Paint code “II”, “IIA”, “IIB”, “IIC” for different colors
Painting criteria:
(1) A layer with brush or compressed air paint sprayer over the cleaned surfaces
(2) Dry in air, prevent against dust within 3-5 hours, to be dried within 5-7 hours, to be hardened
within 24 hours.
When applying paint on the cooling water system with a brush, it is recommended to dry in a
temperature between 60℃-70℃ to improving the water resistance of the layer.
Category of finishing paint
A. 909 apple green (for engine body and surfaces of other parts).
B. 406 light brown (for fuel piping)
483
PC-5 ENGINES
ATTACTCHMENT 26
C. 602 yellow (for lube-oil piping)

D. 707 light blue (for air piping)
E. 907 light green (for fresh water cooling system piping)
F. 902 dark green (for sea water cooling system piping)
G. 501 red (for alarming elements)
(II) Internal painting
1. Internal primer
H06-2 HG2-605-76 iron red, zinc yellow or sky blue epoxy resin primer.
Paint code no.: “III”, “IIIh” and “IIIr” for different colors
Painting criteria:
(1) Painting with a brush is recommended, it is also possible with a compressed air sprayer.
(2) Maturing period prior to application: 10 min. duration of the compound is 8 hours under 20℃.
(3) Painting to be performed ＞+8℃, relative humidity ＜90%
(4) Thickness of dry layer ＞0.50mm
(5) To be dry in air at 18℃, be free of dust within 30 minutes, dried within 3 hours, hardened
within 8 hours, interval between applying two layers is 12 hours minimum and 5 days maximum.
Color: H iron red 408 (for steel, iron surface)
K zinc yellow (for aluminum alloy surface)
2. Internal finishing
H04-1 Shan Q/B715-74 epoxy enamel
Paint code no.: “N”
484
PC-5 ENGINES
ATTACTCHMENT 26
Painting criteria:
(1) Thickness of two layers e≥0.60 mm
(2) Other requirements are the same as those for “III” for internal primer.
Color: 601 orange yellow or sky blue exposy paint
(III) Thermal-resistant paint:
W61-25 HG2-638-74 aluminum-power organic silicon thermal-resistant paint
Paint code no.: “V”
Painting criteria:
(1) Painting with a brush is recommended, it is also possible with a sprayer.
(2) Thickness of layer e≥0.050mm, but this value shouldn’t be too large.
(3) Take care when applying W61-25, for it has poor petrol-resistance.
(IV) Putty
1. Epoxy putty
H07-6 Shan Q/B721-74
Mainly used before applying the internal painting and between applying two layers
2. Alkyd putty
C07-5 HG2-595-74
Mainly used before applying the external painting and between applying two layers.
485
PC-5 ENGINES
ATTACTCHMENT 27
486
PC-5 ENGINES
ATTACTCHMENT 27
2. General utilization of locking agents

In a general way, the engineer will re-assemble the same components dismantled by him. However, if
he has lost self-locked nuts or if it was impossible for him to purchase the same locking products, he
should use one of the other solutions proposed in the class of the dismounted components.
3. Special conditions for the utilization of hardening products
- When dismantling, it is necessary to heat the pieces to 200℃, to “SOFTEN” the hardening
products.
- In any case, if traces of hardened product remain in the threads after the dismantling suppress
them by brushing. Eventually, heat the components to 200℃.
- Before any dismantling, provide the degreasing of all pieces. For re-assembling, apply the product
immediately before fitting the components, or comply with the special prescription if any.
4. Use of sealing agents
- After application of the product the surfaces will be cleaned, then re-assembled. There is no
solvent for the “Loctite” and the “Araldite”: remove the product with a non-cutting tool so as not to
damage the contract faces.
- If the components have been assembled with PRC 1005 L, clean them with “Methylethylcetone”.
- If the pieces have been fitted with “Deroson” no precaution is necessary, one, can even refit the
piece with its joint if this one has not been cut while removing.
487

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S.X.D. — S.E.M.T.

SHAANXI DIESEL HEAVY INDUSTRY CO., LTD.

The specified legal minimum age must be respected.

Responsibilities of the operating, maintenance and repair personnel must be specified.

Modifications made by the customer to the engine may affect safety.

Working clothes and protective equipment

Wear proper work clothing for all work.

Do not wear jewelers (e.g. rings, chains, etc.).

Lift the engine only with the lifting eyes provided.

Take note of the engine center of gravity.

The engine must only be transported in installation position.

Transportation of engine must be carried out according to requirements of manufacturer.

When the engine is running, always wear ear protector.

Ensure that the engine room is well ventilated.

Maintenance and repair

Compliance with maintenance and repair specification is an important safety factor.

Use only the proper, calibrated tools.

Take special care when draining hot fluids. → Risk of injury!

·Use lifting gear or seek assistance.

Welding operation on the engine or mounted plants is not permitted.

Hydraulic installation and removal

Do not attempt to bend or apply force to lines.

Working on electrical assemblies

Always tighten connectors with connector pliers.

Operation of electrical equipment

Adopt suitable measures to avoid the formation of lead dust!

Switch on fume extraction system.

After coming into with lead or lead-containing materials, wash hands!

Acids and alkaline solutions

Immediately remove clothing wetted by acids and alkalis!

Rinse injuries with plenty of clean water!

Rinse eyes immediately with eye drops or clean tap water.

Observe fire prevention regulation!

Used oil may contain health-threatening combustion residues.

Rub barrier cream into hands.

Wash hands after contact with used oil.

PLATE 204 1 One-piece nodular cast-iron piston

Oblique joint con-rod (315 mm

Removal and refitting of Main-bearing

Removal and refitting of piston-con-rod

Visual inspection of liner and wear

E025.02.04 3 1 Piston ring wear reading

E025.02.05 4 Liner roughening and ring replacement

E025.02.06 4 Piston-con-rod disassembling

E025.02.07 2 Con-rod and fulcrum pin inspection

E025.02.08B 2 Cast-iron piston inspection

E025.02.09 5 Cylinder removal, liner extraction

E025.02.10 2 O-ring replacement

Con-rod bearing inspection without

E025.02.12 2 1 Repair of the first two piston grooves

Protection of stud anchoring in the

Removal and refitting of an exhaust

E025.03.04 A 3 Disassembling of exhaust valve

E025.03.04B 3 Dissembling of cooled exhaust valve

E025.03.05 17 Reconditioning of exhaust valve

E025.03.07 3 Removal of intake valve

E025.03.08 8 Reconditioning of intake valve

Dismantling and inspection of valve

E025.03.12 2 Inspection of air starting valves

Inspection and calibration of safety

E025.03.17 4 Reconditioning of cooled valve flexible

Reconditioning of cylinder-head gasket