Operation and Maintenance Manual Inca 8MB430

MB430L Mirrlees
Instruction Manual Blackstone

SECTION 5
INDEX
STRESSED BOLT SCHEDULES AND TENSIONING EQUIPMENT
CHAPTER/SUBSECTION SUBJECT PAGE
CHAPTER 1 HYDRAULIC STUD AND BOLT

TENSIONING EQUIPMENT
1 Safety 1
2 Foreword 2
3 The Hydraulic Tensioning Equipment 3
4 Jack Operation 6
5 Slackening A Bolt Or Stud 9
6 Jack Maintenance 11
7 Fault Finding 12
CHAPTER 2 STRESSED BOLT SCHEDULE

1 List Of Schedules 1
2 Tightening Torques For Standard Nuts 5
And Bolts
3 Procedure For Tensioning Main Bearing 6
Cap Studs
4 Procedure For Tensioning No.1 (Lower) 12
Main Bearing Cap Studs
5 Procedure For Tensioning Thrust Cap Studs 18
6 Procedure For Tensioning Large End 21
Bearing Housing
7 Procedure For Tensioning Connecting 26
Rod Palm End Studs
Last Issued 27.1.03 Page No. 1 Mirrlees Blackstone

MB430L Mirrlees
SECTION 5
CHAPTER 2 TENSIONING IMPORTANT BOLTS

AND STUDS ETC.
8 Direct Reading Micrometer Gauges 28
9 Procedure For Tensioning Cylinder 33
Head Studs
10 Procedure For Tensioning Balance 36
Weight Studs
11 Procedure For Tensioning Cylinder 40
Casing To Crankcase Studs
12 Procedure For Tensioning 43
The Flywheel Coupling
13 Procedure For Tensioning 46
Damper/Free End Drive Stud Bolts

MB430L Mirrlees
SECTION 5 CHAPTER 1
CHAPTER INDEX
HYDRAULIC STUD AND BOLT TENSIONING EQUIPMENT
SUBJECT PAGE PARAGRAPH
Safety 1 1
Foreword 2 2
The Hydraulic Tensioning Equipment 3 3

Applications 3 3.1
Intensifier Unit 3 3.2 a)
Master Gauge 5 3.2 b)
The hydraulic jack 5 3.2 c)
The connecting hoses 5 3.2 d)
Jack Operation 6 4
Closing The Jack 6 4.1
Jack Separation 6 4.2
Additional Notes 7 4.9
Slackening A Bolt Or Stud 9 5
Jack Maintenance 11 6
Changing Jack Seals 11 6.1
Fault Finding 12 7
ILLUSTRATIONS FIGURE
Hydraulic Intensifier 1
Checking Intensifier against the Master Gauge 1a
Intensifier System Diagram 2
Cross Section Of A Typical Hydraulic Jack 3

MB430L Mirrlees
SECTION 5 CHAPTER 1
CHAPTER INDEX
HYDRAULIC STUD AND BOLT TENSIONING EQUIPMENT
Hydraulic Tightening Equipment 4
Fitting Facing Rings In Hydraulic Jacks 5
Typical Hydraulic Jack Unit Fitted With Shamban Seals 6
Cross Section Of Jack L6187 7

MB430L Mirrlees
SECTION 5 CHAPTER 1
TENSIONING STRESSED BOLTS AND STUDS
1. Safety
When using the hydraulic equipment the main consideration from a safety aspect is that
very high pressures are applied within the intensifier the piping and in the jack systems.
Therefore it is essential that the equipment is in good condition prior to use.
Generally ensure that:---
1.1 Hoses and their couplings are in a satisfactory condition.
1.2 Jack sealing rings are good and remain pressure tight in use. Renew the sealing rings at
the first sign of any leakage occurring.
1.3 Take care to ensure that all threads are in good condition, particularly those subject to the
intense hydraulic pressures. Renew any component that has a damaged tapped or
screwed thread.
1.4 When pressurising a system stand clear until the correct pressure is attained and is held
constant. Observe any leakage that may be occurring from a safe distance. Release the
pressure before making any correction to cure any fault or leakage.
1.5 When turning the component nuts do not place your face unnecessarily close to jacks or
pipes, while they are pressurised.
1.6 Always ensure that the intensifier pump is stopped at the required pressure and this is not
exceeded. If the pump cannot be stopped for any reason, opening the pressure release
valve will prevent a dangerously higher pressure build up.
1.7 Always ensure that quick release coupling outer rings are fully down and locked before
pressurising a system.
1.8 Only the correct jack spacers as provided are to be used, the jack must be screwed on to
the extended thread of the stud or bolt so that it has adequate length of thread
engagement. No additional packing or incorrect spacers that would reduce the length of
thread engagement must be used or the thread could be pulled out of the jack.
1.9 Never leave a system unattended when it is under pressure.

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SECTION 5 CHAPTER 1
1.10 Store the equipment in a good location where it is unlikely to be disturbed and cover to
keep clean. Cover all ends and tapped holes of fittings to avoid the ingress or dirt.
2. Foreword
2.1 Maintenance Engineers should be familiar with the hydraulic tensioning equipment and
methods of operational use as described in Section 5 Chapter 1 before they commence
work on the release or tensioning of bolts or studs listed in chapter 2.
2.2 The equipment must then be used strictly in accordance with the instructions described in
each assembly in Section 5 Chapter 2.
2.3 Close attention must be observed to ensure that only correct specified pressures are
applied to release or tension the particular component described. To help ensure the
correct hydraulic pressures are applied, a Master gauge is supplied by MAN B&W Diesel
Ltd. This gauge is used to check the integrity of the intensifiers pressure gauge. See
section 3.2 for method of checking the intensifier gauge. The Master gauge should be wall
mounted close to a 5.5 to 7 bar air supply, but preferably well away from engine vibration.
2.4 Where bolt/stud stretched length figures are given for tensioned components ensure that
the stretch is within the stipulated limits, by using the micrometers or gauges provided.
2.5 Where multiple tensioning is applied check that each of the nuts winds up a similar amount
while the jacks are held at the specified pressure. When there is a large abnormality wind
back the nuts and release the pressure.
Nip the nuts up again and re---pressurise the jacks, recheck the wind up of the nuts while
maintaining the pressure. Ensure there is no continuing abnormality.
The first pressurising will have established good joint face closure and the second
pressurising should result in generally equal nut movement. Investigate any stud/bolt, nut
or jack where any continuing abnormality persists.

MB430L Mirrlees
SECTION 5 CHAPTER 1
3. The Hydraulic Tensioning Equipment
3.1 Applications
The bolts or studs of the following assemblies are precisely tightened/tensioned to the
required loading using Hydraulic equipment:---
a ) Crankshaft main bearing cap studs --- vertical;
b ) Crankshaft main bearing cap studs --- side;
c ) Large end bearing housing bolts;
d ) Connecting rod palm end to large end bearing housing studs;
e ) Cylinder head studs;
f) Balance weight studs.
g ) Cylinder casing studs;
h ) Damper studs;
i) Flywheel studs;
The equipment comprises an ‘Intensifier Unit’ to produce a high hydraulic pressure when
operated by low pressure air, and used in conjunction with multiple ‘Hollow Jacks’
internally threaded to suit the bolts or studs to be tensioned or released.
3.2 General Description
a ) The Intensifier Unit

The unit comprises the items listed on fig 1.
i) Prior to use, the tank (2) should be filled or topped up with clean S.A.E. 30 lubricating
oil.
ii ) Always open the pressure release valve Item (8) prior to connecting the air supply.
The Intensifier must not be operated unless this valve is open, or unless it is
connected to a ‘Jack System’. The piping of the Intensifier unit has a very small
capacity and a few strokes of the pump would result in very high system pressure.
iii ) Connect a 5.5 to 7 bar air pressure supply to union (3) of Filter (4).
iv ) Adjust regulator (5), to show a gauge pressure of 5.5 to 7 bar see fig 1.

MB430L Mirrlees
SECTION 5 CHAPTER 1
v ) Recheck that pressure release valve, Item 8, is open. Then open air control valve (9).
The pneumatic cylinder (7), will then operate the hydraulic pump and oil will circulate
from the tank back to the tank. Observe that lubricator (4) dispenses one drop of oil
into the pneumatic system for approximately every 20 strokes of the pneumatic
cylinder by counting the cylinder exhaust pulses.
vi ) Close valve (9) to ‘stop’ the action, the Intensifier is now ready for use when a jack
system has been connected.
vii ) The oil output pressure obtainable from the Intensifier is dependant upon the air
operating pressure.
NOTE: For safety when the jacks are being pressurised the air pressure should be
reduced to a value commensurate with the oil output required.
viii ) When initially connected for a tensioning or slackening operation the air operating
pressure could be wound down to say 2.0 bar and the oil gauge pressure then noted.
The pneumatically operated hydraulic pump will ‘stop’ when air/hydraulic pressures
are balanced --- depending upon the piston areas ratio.
The desired oil output pressure is then achieved by gradually increasing the air input
pressure to the required value. Use of the intensifier at this lower set air operating
pressure will avoid the risk of over---pressurising the jack system.
ix ) The pressure gauge, Item (12), must always be in a satisfactory condition when the
intensifier is in use. All bolts must be tensioned by applying a specific hydraulic
pressure, it is therefore essential that this gauge is accurate. Prior to use check the
gauge against the master gauge at the pressures that are going to be applied in use.
x ) To check the intensifier gauge, couple a suitable length hose between the intensifier
and the master gauge, see fig.5a. Reduce the intensifier air supply to ZERO, open
the start valve, then raise the air pressure slowly until the correct hydraulic pressure
required is achieved. Repeat the process on other pressures to be used or at 4 or
5 points in the gauge range.
xi ) If the gauge is found to be inaccurate log the pointer readings.
xii ) When the intensifier is used apply pointer readings commensurate with the tester
values and thus compensate for any gauge inaccuracy.
NOTE: A gauge that has more than + ---2% error or is erratic by giving varied readings
at the same repetitive test pressures must be discarded.
NOTE: Gauge errors are most commonly caused by opening the pressure release
to quickly. It is essential for maximum gauge life and accuracy, that the hydraulic
pressure is released at a slow controlled rate.

MB430L Mirrlees
SECTION 5 CHAPTER 1
b ) The Master Gauge.

i) The Master gauge is provided as a check against the intensifier gauge. The master
gauge can be damaged or loose calibration as well as the intensifier gauge. For this
reason the master gauge should itself be checked against a dead weight tester at
least on an annual basis, or if a Zero error has become evident. ie. The pointer is not
resting on the zero stop at zero pressure. To protect the master gauge DO NOT open
the pressure release valve quickly when checking the intensifier gauge.
c ) The Hydraulic Jack (Figs. 2 and 3)
Each jack comprises the items listed, assembled as shown in the illustration.
i) The nut body (5) has an internal thread to match the bolt or stud to be tensioned. The
body slips into nut base (3) and the pressure chamber is sealed by rings (15&16)
specifically designed for long trouble free service. Each jack is used in conjunction
with a spacer (1), which fits over the end of the bolt or stud to be tensioned.
ii ) If only one stud or bolt is to be tensioned, the jack is fitted with a quick release high
pressure coupling (8) and a vent (6 & 7). If more than one stud or bolt is to be
tensioned, the jacks are connected in series by hoses; interconnected jacks are
fitted with two quick release couplings. The last jack in the series has one quick
release coupling and a vent.
iii ) The nut (17) is run down the thread of the stud or bolt before the jack is fitted. The
spacer (1) is fitted over the end of the stud or bolt and then the jack is screwed onto
the extended thread. When hydraulic pressure is applied, the two parts of the jack
are forced apart thus stretching the stud or bolt. The nut is nipped by using a tommy
bar (2) inserted through the slot in the spacer.
iv ) When a jack is dismantled care must be taken to avoid any bruising or scratching
of the piston diameter (5), or the cylinder bore (3). The seal rings must be in perfect
condition and devoid of any nicks or pinch cutting damage. When in use and fully
pressurised the jacks must not show any continuous leakage or the stud or bolt to
which the jack is fitted (in a multiple system) will not be satisfactorily tensioned.
d ) The Connecting Hoses

The flexible hoses are of special material, design and construction to withstand the intense
hydraulic pressures. The end of each hose is fitted with a swivel adaptor which is
push---snap connected to the couplings in the jacks and intensifier. Applied pressure
maintains leak---proof tightness and all internal pressure must be dissipated before the
hose can be disconnected.

MB430L Mirrlees
SECTION 5 CHAPTER 1
4. Jack Operation
4.1 Closing The Jack
Prior to a bolt tensioning operation the two halves of the jack must be fully closed together.
To close a jack, fit the jack and its spacer to the component bolt it is designed to tension.
Couple a hose between the jack and the hydraulic intensifier fluid return coupling, or vent
the jack manually. Winding the jack down the component bolt and against the jack spacer
using a tommy bar will close the two parts of the jack together. The operation to close the
jack units should be undertaken as an integral part of a bolt tensioning operation, each
jack unit being closed as it is fitted to the bolt or stud to be tensioned..
Main Bearing cap jack L6187 has an internal spring mechanism which will automatically
close the jack after use.
TENSIONING OPERATION
FROM INTENSIFIER VENT PLUG OR

OR NEXT JACK TO NEXT JACK
JACK CLOSED
BEFORE
PRESSURISING
AFTER
Component Face PRESSURISING Component Face
4.2 Jack Separation
When the seals are leaking stand the jack in a tray or can (to contain escaping oil), and
use the intensifier to pump the jack apart as far as possible. Then pull apart, if necessary
use levers or a hammer and taper drift to complete the separation. Re---assemble the jack
with new seals from the spares supplied.
4.3 When a bolt has been fitted in position, ensure the thread is still clean, apply clean oil to the
thread. Fit each nut the correct way up to suit the slot position of spacer (1), spin the nut
down the thread and nip with a tommy bar (2).
4.4 Fit the spacer (1) over the nut and position the slot in the spacer for easy access when
tightening the nut, using tommy bar (2) through the spacer slot.

MB430L Mirrlees
SECTION 5 CHAPTER 1
4.5 Screw a closed jack of the correct thread size down the bolt thread and up to the spacer.
Nip the jack down on to the spacer using the tommy bar (4). Ensure that the spacer is
sitting square on the component face and not fouling the adjacent nut. If only one bolt is to
be tightened, ensure the jack is fitted with vent a (6 & 7).
NOTE: Never use a single jack with only quick release couplings fitted.
4.6 If more than one bolt is to be tensioned at the same time, fit the spacers and jacks to the
remaining bolts as described in Paras 4.4 and 4.5. Ensure that the last jack in the system
(i.e. the farthest from the intensifier) has a vent fitted.
4.7 Use the correct length hoses for each application. With the pressure release (8) on the
intensifier open, coupling the intensifier to the first jack, and couple connecting hoses
between the other jacks. Make sure the hydraulic hoses are not kinked or trapped. Always
ensure that the outer ring of each quick release hose coupling is fully down and locked
before pressurising the system.
4.8 Close the pressure release valve on the intensifier. Slacken the vent plug on the last jack.
Start the pump in the intensifier and bleed the system via the vent plug. Stop the pump and
tighten the vent plug.
4.9 Additional Notes
a ) Check the intensifier pressure gauge against the master gauge before starting a bolt
tensioning operation. See section 3.2 (b)
b ) It is only necessary to bleed the jacks once to fill the system. On subsequent tightening
operations the system will be full.
c ) Oil leakage from tell---tale holes in the circumference of a jack unit, indicates that the
quick release couplings or vent plugs are not pressure tight at the cone seating at the
bottom of the tapped hole. A vent discharges at the tell tale hole when opened to fill the
jacks.
4.10 Reduce the air pressure at the intensifier pressure regulator to zero. Open valve (9) on the
intensifier, wind up the air regulator to start the pump and pressurise the system at a
controlled slow rate until the pressure on gauge (12) is at the correct pressure quoted for
the particular stud or bolt being tensioned. The stop/start valve (9) can be left open until the

MB430L Mirrlees
SECTION 5 CHAPTER 1
bolts have been tightened maintaining the system pressure against any slight leakage.
Due allowance should have been made for any known gauge inaccuracy.
4.11 Using the tommy bar (2) through the spacer slot nip the nut (17) down on each bolt. Check
that all nuts rotate approximately the same distance. Count the tommy bar movements as
a check. Observe that the pressure has held at the correct value until the last nut has been
tightened. If the pressure has reduced restore to the correct value and re---nip each nut up
finally.
4.12 When all the nuts are nipped up, close valve (9) to stop the pump, then open the pressure
release valve slowly (8) and when the pressure has dissipated disconnect the hoses from
the jacks.
4.13 Using a tommy bar at the top of each jack slacken and remove the jacks from each bolt. If
the jacks cannot be slackened the pressure may not be fully released. Vent the jack by
depressing the end of the quick release hose coupling.
4.14 It should never be necessary to use abnormal force to remove the jacks, although two
tommy bars could be used at the top of the jack to double the unwinding torque. Strip and
examine any jack that is difficult to remove and fit new rings before it is re---used. The jacks
can be pumped apart if it is too difficult to separate Items 5 and 3 by hand.
NOTE: Only apply the quoted pressure that is required to tension the particular stud
or bolt. Inadvertently applying a pressure that is more than 5% in excess of the
quoted pressure could over ---stress the stud or bolt. New studs or bolts must be fitted
and the original items scrapped in all instances when an extreme pressure has been
applied.
4.15 Close the jacks before applying the jacks to tension the next set of studs or bolts ,to (a) stay
within the stroke of the jack and, (b) to maintain the maximum thead engagement.

MB430L Mirrlees
SECTION 5 CHAPTER 1
5. Slackening A Bolt Or Stud
5.1 When releasing the hydraulically applied end load the bolt shortens in length. To allow for
this contraction each jack should be pumped open to provide a 3mm gap between the two
halves before being fitted on to a bolt. Alternatively the jack may be fully closed, and a 3mm
gap left between the spacer and the engine component face.
SLACKENING OPERATION
3mm BEFORE
PRESSURISING
Component Face
GAP REDUCES BY AMOUNT

BOLT CONTRACTS AFTER
NUT IS SLACKENED & HYDRAULIC
PRESSURE IS RELEASED.
3mm BEFORE
PRESSURISING

MB430L Mirrlees
SECTION 5 CHAPTER 1
5.2 Fit the spacers and jacks to the bolts to be slackened. Couple the intensifier to the first jack
and couple connecting hoses between the other jacks. Ensure the hose connections are
locked correctly to each jack connection.
5.3 Close the pressure release valve on the intensifier and slacken the vent plug on the last
jack. Start the pump of the intensifier and bleed the system via the vent plug. Stop the
pump and tighten the vent plug.
5.4 Reduce the air pressure at the intensifier pressure regulator to zero. Open valve (9) on the
intensifier, wind up the air regulator to start the pump and pressurise the system at a
controlled slow rate until the pressure on gauge (12) is at the correct pressure quoted for
the particular stud or bolt being slackened. The stop/start valve (9) can be left open until
the bolts have been slackened, maintaining the system pressure against any slight
leakage. Due allowance should have been made for any known gauge inaccuracy.In
practice a lower pressure will release the load from the nuts so check the nuts with a
tommy bar as the system is being pressurised until the nut will turn. Turn the nuts back
approximately 5 tommy bar holes to allow for the bolt shortening.
WARNING: NEVER OVER PRESSURISE THE SYSTEM

5.5 Open the pressure relief valve slowly to release the hydraulic pressure and check that the
nuts are still free. If not, re---pressurise the system and turn the nuts back a little more.
5.6 After slackening the nuts, remove the jacks and spacers from the bolts.
5.7 Before continuing to slacken other bolts restore the 3mm gap by:---
a ) pumping the jacks open to provide 3mm between the two parts of the jack;
OR
b ) closing the jacks and fitting them to bolts with a 3mm gap between the jack spacer and
the engine component face.
OR
c ) assessing the existing gap in the jack and making up the differences in the actual gap
and the required gap by adjusting the jack and spacer position on the bolt to give 3mm
overall.

MB430L Mirrlees
SECTION 5 CHAPTER 1
6. Jack Maintenance
6.1 Changing Jack Seals
In the event of oil leakage across the jack seal rings, fit new rings as follows:---
a ) Connect the leaking jack to the intensifier. Using a tray to catch the large amounts of
escaping oil, pump the jack apart and drain the oil from the jack. Slide the two halves of
the jack apart and remove the rings. To remove the rings it will be necessary to cut
through the PTFE outer ring with a sharp knife.
b ) Clean and dry both parts of the jack and place the bottom of the jack in a vice. Grip
lightly as excessive tightening of the vice will distort the casing.
c ) Lightly grease the new seal rings and position them in the bottom half of the jack. Lightly
grease the new seal rings and position them in the groove of the top section of the jack
(see Fig.4).
d ) Carefully enter the top section (5) into the bottom section (3) and close the two sections
together by hand.
NOTE: On larger jacks it may be necessary to compress the male diameter ring using
a jubilee clip, before trying to press the jack halves together. The operation to fit the
PTFE outer ring can result in stretching the ring to the point of preventing the seal
entering the lower half of the jack. Compressing the seal for a few minutes removes
the problem.
e ) Vent the jack by depressing the ends of the quick release coupling and, at the same
time, close the jack together.
NOTE: It is important to vent the jack otherwise the trapped air will prevent the two
halves closing.

MB430L Mirrlees
SECTION 5 CHAPTER 1
7. Fault Finding.
FAULT CAUSE REMEDY
Failure to attain Tank on intensifier Fill tank with SAE30 oil

sufficient hydraulic empty.
pressure Pressure release Close pressure release valve
valve open.
Jack leaking past Change seal rings
seal rings.
Air pressure Adjust regulator
to pump too low.
Jack leaking at Tighten connections
tell---tale hole.
Hoses leaking. Tighten connections
or replace hoses
Hoses not Connect correctly
connected properly.
Jacks not lifting Air lock in system. Vent jacks

equally Tight jack. Change jack or investigate
Leakage on one See previous remedies
jack or hose.
Jack not nipped Close and refit
down to spacer.
Sudden loss of Jack pumped beyond Change seal rings

pressure acceptable travel.
Fractured hose. Change hose
Hose not connected Re---connect hose
properly.
Failure of pump unit Contact MAN B&W Diesel Ltd..,
Service Department.

MB430L Mirrlees
SECTION 5 CHAPTER 1
8. Fault Finding.
FAULT CAUSE REMEDY
Failure to hold Leakage in system Rectify leaks

pressure when or pump unit.
attained
Nut will not turn Tight thread Investigate, insufficient

(damage or clearance between threads
distorted thread).
Spacer touching nut. Slacken nut and reposition
spacer
Insufficient hydraulic Check gauge
pressure.
Nut touching Investigate
bottom of jack.
Nut slack following Stud or bolt Check hydraulic pressure

tightening procedure over---stretched. Change stud or bolt
Check jack type
Check bolt length for
permanent stretch
If in doubt consult
MAN B&W Dielsel Ltd.
Service Department.
Hose not coupled Reconnect and re---pressurise
properly.

MB430L Mirrlees
SECTION 5 CHAPTER 1
9. Fault Finding.
FAULT CAUSE REMEDY
Failure to remove Hydraulic pressure Open quick release valve/jack jack

from bolt trapped in. vent
Distorted thread. Change bolt or stud

No allowance Re---tension bolt, tighten nuts
made for bolt release hydraulic pressure
contraction during restore jack gap, and slacken
bolt slackening
operation.
Breakdown with If this situation arises, the

hydraulic pressure jack cannot be released or
trapped in the the hoses removed with the
system or individual pressure trapped
jack unit/s Slacken the vent plug or a
quick release coupling to
release the pressure.

MB430L
Instruction Manual
Mirrlees
SECTION 5 CHAPTER 1 FIGURE 1 Blackstone
Title: Date: Man.No:

HYDRAULIC INTENSIFIER 4/96 3185
MB430L
Instruction Manual
Mirrlees
SECTION 5 CHAPTER 1 FIGURE 1A Blackstone

CHECKING INTENSIFIER GAUGE AGAINST MASTER 4/96 3186
GAUGE
MB430L
Instruction Manual
Mirrlees

INTENSIFIER SYSTEM DIAGRAM 8/90 1901
MB430L
Instruction Manual
Mirrlees

CROSS SECTION OF TYPICAL HYDRAULIC JACK 5/91 2723
MB430L
Instruction Manual
Mirrlees
1. Spacer piece 10. Adaptor

2&4 Tommy bars 11/13 Adaptor
3. Nut base 12. Hose
5. Nut body 14. ‘O’ ring & Glyd seal ring
6&7 Vent plug 15. ‘O’ ring and stepped seal ring
8. Coupling (female) 16. Nut
9. Coupling (male)

HYDRAULIC TENSIONING EQUIPMENT (TYPICAL JACK 8/90 2724
ASSEMBLY)
MB430L
Instruction Manual
Mirrlees

FITTING FACING RINGS IN HYDRAULIC JACKS 8/90 1904
MB430L
Instruction Manual
Mirrlees

TYPICAL HYDRAULIC JACK UNIT FITTED WITH 8/90 2220
SHAMBAN SEALS
MB430L
Instruction Manual
Mirrlees
213 OPEN
203 CLOSED
152 DIA
TECHNICAL DATA
HYDRAULIC PRESSURE AREA = 15.251 in ?(98.394cm ?) 113 DIA
MAX PISTON EXTENSION = 7 mm
MINIMUM STUD PROTRUSION
ABOVE JOINT FACE = 215 mm
MK 1 OPERATING PRESSURE REQUIRED TO INDUCE AN INITIAL BOLT

LOAD OF 187.8 tonf (1871 kN) = 27580 psi (1902 bar)
11
MK2 OPERATING PRESSURE REQUIRED TO INDUCE AN INITIAL BOLT
4
LOAD OF 204.4 tonf (2037 kN) = 30020 psi (2070 bar)
80
APPROX. COMPONENT WEIGHT 3

HEAD ASSEMBLY = 6.79 kg
9 12
BRIDGE = 4.54 kg
REACTION NUT = 3.38 kg 10
DETAILS OF JACK TAKEN FROM HYDRATIGHT

207
DRG. No. HTDF1550100C ISS. A DATED 3/6/99 7
6
84.5
ONE SET OF TIGHTENING EQUIPMENT COMPRISES 8

ITEM DESCRIPTION QTY MATERIAL HYDRATIGHT DRG No. M.B. LTD DRG No.
5
1 REACTION NUT 1 STEEL HTRN1550101D
2 RAM 1 STEEL HTRN1550102D 1
3 BODY 1 STEEL HTRN1550103D
4 BRIDGE 1 STEEL HTRN1550104D
5 SPRING RETAINING COLLAR 1 STEEL HTRN1550105D
6 INNER SEAL ASSEMBLY 1 OILON SLSTPOID0857L L6199
7 OUTER SEAL ASSEMBLY 1 OILON SLSTPOOD1410L L6200
8 MODIFIED DISC SPRING^I 5 STEEL SPDI1400--0970--0038
9 1/4” BSP x 9/16” UNF ADAPTOR 1 S. S. ADMMBCDC2275 L2797
M72 x 5
10 SNAP NIPPLE 1 STEEL QDCJN1252000 L2799
11 SPRING LOADED INDEX BOLT 2 STEEL SLIBM10P 155 DIA
12 BRIDGE SCREW 3 STEEL HLOOBS000000

MAIN BEARING JACK UNIT ( L6187 ) 4.7.02 L6187
MB430L Mirrlees
SECTION 5 CHAPTER 2
CHAPTER INDEX
STRESSED BOLT SCHEDULES AND TENSIONING EQUIPMENT
Stressed Bolt Schedule 1 1
Tightening Torques For Standard Nuts And Bolts 5 2

Guidance Notes 5 2.1
Procedure For Tensioning Main Bearing Cap Studs 6 3

Hydraulic Equipment Required 6 3.1
Slackening Procedure --- Side Studs 6 3.2
Slackening Procedure --- Vertical Studs 7 3.3
Tensioning Procedure --- Side Studs 8 3.4
Tensioning Procedure --- Vertical Studs 8 3.5
Tensioning Procedure --- Side Studs Stage II 8 3.6
Procedure For Tensioning No.1 (Lower) 12 4

Main Bearing Cap Studs
Slackening Procedure --- Side Studs 12 4.2
Slackening Procedure --- Vertical Studs 13 4.3
Tensioning Procedure --- Side Studs Stage I 13 4.4
Tensioning Procedure --- Vertical Studs 14 4.5
Tensioning Procedure --- Side Studs Stage II 14 4.6
Procedure For Tensioning Thrust Cap Studs 18 5

Slackening Procedure 18 5.2
Tensioning Procedure 18 5.3

MB430L Mirrlees
SECTION 5 CHAPTER 2
Procedure For Tensioning Large End Bearing Housing

Bolts 21 6
Procedure For Tensioning Connecting Rod Palm

End Studs 26 7
Pre---tensioning Procedure 27 7.3
Now Tension The Studs To The Following Procedure 28 7.4
Direct Reading Micrometer Gauges 28 8

Contents Of The Box 28 8.1
Zeroing The Gauge 29 8.2
Correcting Large Errors 29 8.3
Procedure For Tensioning Cylinder Head Studs 33 10

Procedure For Tensioning Balance Weight Studs 36 11


MB430L Mirrlees
SECTION 5 CHAPTER 2
Procedure For Tensioning Cylinder Casing To

Crankcase Studs 40 12
Procedure For Tensioning The Flywheel Coupling 43 13

Procedure For Tensioning Damper/Free End Drive

Stud Bolts 46 14
ILLUSTRATIONS PAGE
Hydraulic Tensioning Of Main Bearing Side---Studs 10
Hydraulic Tensioning Main Bearing Cap 11
Studs Vertical
Hydraulic Tensioning Main Bearing Side---Studs 16
Hydraulic Tensioning Main Bearing Cap 17
Studs Vertical
Hydraulic Tensioning No.1 Main Bearing Cap 20
Hydraulic Tensioning Large End Bolts 24
Stretch Gauge For Large End Housing Bolts 25
Hydraulic Tensioning Palm End Studs 30

MB430L Mirrlees
SECTION 5 CHAPTER 2
ILLUSTRATIONS PAGE
Length Gauge For Connecting Rod Studs 31
Stretch Gauge For Connecting Rod Palm End Studs 32
Hydraulic Tensioning Cylinder Head Studs 35
Hydraulic Tensioning Balance Weight Studs 39
Hydraulic Tensioning Cylinder Casing Studs 42
Hydraulic Tensioning Flywheel Bolts 45
Hydraulic Tensioning Damper Bolts 48

MB430L Mirrlees
SECTION 5 CHAPTER 2
STRESSED BOLT SCHEDULE
1. List Of Schedules
Component Method Tensioned Tensioning Instructions

Main bearing cap. Hydraulically See pages 6 to 9
No. 1 Main bearing Hydraulically See pages 12 to 15

cap.
Thrust cap. Hydraulically See pages 18 to 19
Large end bearing Hydraulically See pages 21 to 23
housing bolts.
Connecting rod palm Hydraulically See pages 26 to 29
end to L.E. bearing
housing stud bolts.
Cylinder head studs Hydraulically See pages 33 to 34
Balance weight stud Hydraulically See pages 36 to 38
nuts.
Cylinder casing to Hydraulically See pages 40 to 41
crankcase studs
Flywheel coupling Hydraulically See pages 43 to 44
Tensioning damper/free Hydraulically See pages 46 to 47
end drive stud bolts
Pinch bolts of air Mechanically Lubricate threads with
rocker lever. clean engine oil. Then
use a torque wrench set
to 340 Nm.
Rocker bracket studs Mechanically Lubricate threads with
nuts. clean engine oil. Then
to 475 Nm.

MB430L Mirrlees
SECTION 5 CHAPTER 2
.Component Method Tensioned Tensioning Instructions

Injector tube nut. Mechanically Lubricate thread with
clean engine oil. Then
to 542 Nm.
Exhaust valve cage Mechanically Lubricate threads with
studs. clean engine oil. Then
to 475 Nm. Tighten
progressively all three
studs to full torque.
Relief valve/air start Mechanically Lubricate threads with
valve. clean oil. Tighten
progressively to a torque
of 163 Nm.
Injector clamp stud Mechanically Lubricate threads with
nuts. clean engine oil. Then
to 163 Nm and tighten
nuts evenly.
Piston crown stud Mechanically 1. Lubricate threads with
nuts (KS Piston) molycote paste GN.
2. Tighten studs into crown
applying a torque of 80Nm
3. After fitting crown to skirt
tighten nuts to a torque of
145Nm.
4. Release nuts and then
re---tighten in a diagonal
sequence to a torque of
20Nm.
5. Then tighten each nut an
additional 120 degrees.

MB430L Mirrlees
SECTION 5 CHAPTER 2

Bolt for crankshaft Mechanically Lubricate threads with
gear halves clean engine oil. Fit gear
halves to crankshaft with
ring bolts and nuts in situ
but not tightened.
Tighten bolts across
halves of gear
progressively to a final
torque of 340Nm.
Ring of bolts for Mechanically Lubricate threads with
crankshaft gear clean engine oil.
to crankshaft. Progressively and
diagonally tighten to a
final torque of 540Nm.
Bolts securing Mechanically Lubricate threads with
camshaft bearing caps. clean engine oil. First
tighten bolts at tang side
of bearing shells to a
torque of 80 Nm. Then
tighten opposite side
bolts to a final torque of
339Nm. Then tighten
tang side bolts to a final
torque of 339Nm.
Injector nozzle Mechanically Hand tighten running nut
holder nut. down and at same time
ensure transfer block
dowels are correctly
engaged.Tighten to a
torque of 1000---1100Nm.

MB430L Mirrlees
SECTION 5 CHAPTER 2

Fuel pump Mechanically Lubricate threads with
bolts for clean engine oil. First
delivery valve. tighten nuts to a torque
of 10 Nm. Then
diagonally and
progressively tighten to 30
Nm. Then to a final
torque of 90±3Nm.
Fuel pump base studs Mechanically Lubricate threads, with
clean engine oil.
Progressively tighten
diagonally to a final
torque of 434Nm.
Fuel pump Holding down bolts Mechanically Lubricate threads, with
clean engine oil.
Progressively tighten
diagonally to a final
torque of 339Nm.
Exhaust Branch to Mechanically Lubricate threads with
cylinder head threadguard. Tighten
progressively to a torque
of 475Nm.
NOTE: It is most important that only the lubricant specified is used on the threads
and nut faces prior to tightening to the torque quoted.
NOTE: The inadvertent use of ‘Copaslip’ or ‘Molycote’ except where quoted could
result in over ---tightening and excessive stresses in bolts or studs etc., where engine
lubricating oil is the specified lubricant.

MB430L Mirrlees
SECTION 5 CHAPTER 2
2. Tightening Torques For Standard Nuts And Bolts
2.1 Guidance Notes
Where bolts are pulling together metal to metal faces:---
Thread Size (mm) Hexagon Size Tightening Torque

Diameter Pitch A/F (mm) Nm
24 3.0 36 540
20 2.5 30 340
16 2.0 24 175
12 1.75 19 70
10 1.5 17 40
8 1.25 13 20
6 1.0 10 8
Common bolts can generally be tightened so as to impose a shank stretch of 0.0l5 to 0.20
mm per 100 mm of shank length. Bolts made of high tensile steel can generally be
tightened so as to impose a shank stretch of 0.25 to 0.30 mm per 100 mm of shank length.
Providing the shank is the same diameter or is less in diameter than the thread size and
where the shank length is taken as the bolt head underface to nut underfacei.e. the
thickness of the components being pulled together.
Thread Pitch Nut Tightening Angle/100mm Of Thread
Common Bolts High Tensile Steel Bolts
3.0 18 to 240 30 to 360
2.5 22 to 290 36 to 430
2.0 27 to 360 45 to 540
1.75 31 to 410 51 to 620

1.5 36 to 480 60 to 720
1.25 43 to 580 72 to 860
1.0 54 to 720 90 to 1080

MB430L Mirrlees
SECTION 5 CHAPTER 2
Reduce or increase the nut tightening angle for the actual bolt shank length relative to the
angle given for a shank length of 100 mm.
NOTE: All bolts, setscrews and studs must be adequately tensioned.
3. Procedure For Tensioning Main Bearing Cap Studs
3.1 Hydraulic Equipment Required
Part No. Description Quantity

L4179 Power pack (Intensifier unit) 1
For Side Studs
L4293 Jack 2
L2795 Hose (500 mm) 2
L2796 Hose (5000 mm) 2
For Vertical Studs
L6187 Jack 2
L2794 Hose (1500 mm) 2
L2796 Hose (5000 mm) 1
L2795 Hose (500 mm) 2
USE EQUIPMENT AS DESCRIBED IN CHAPTER 1

3.2 Slackening Procedure --- Side Studs
a ) Fit the spacers and hydraulic jack units to the four side studs arranged as shown on
Page 10. Ensure the jacks are 6mm open or that a space of 6mm is left between the
spacer and the main frame.
b ) Close the intensifier pressure release valve, open the vent in the end jack of the
sequence. Start the intensifier pump and fill the system. When oil free of air issues from
the vent, stop the intensifier pump and close the vent on the jack.
c ) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the
system pressure is 1034 bar, then stop the pump. Turn the nuts back using the tommy
bar.

MB430L Mirrlees
SECTION 5 CHAPTER 2
d ) Release the hydraulic pressure and check that the nuts are still free. If not
re---pressurise and turn the nuts back a little more.
e ) Remove the hoses, jacks and spacers from the studs.
f) Do not slacken any further or remove the nuts at this stage.
NOTE: If the tightening pressure is exceeded by 5% or more, advice should be sought

from MAN B&W Diesels Ltd, as to whether the component which has been
overloaded should be scrapped.
3.3 Slackening Procedure ---Vertical Studs
a ) Fit the spacers and hydraulic jack units to the two vertical studs arranged as shown on
spacer and the bearing cap.
b ) Close the intensifier pressure release valve, open the vents in the end jack of the
the vents, stop the intensifier pump and close the vent on the jacks.
system pressure is 1907bar, then stop the pump. Turn the nuts back using the tommy
bar.
d ) Release the hydraulic pressure and check that the nuts are still free. If not re---pressurise
and turn the nuts back a little more.
NOTE: If the tightening pressure is exceeded by 5% or more,advice should be sought

overloaded should be scrapped. See Section 6 Chapter 6 for lowering the main
bearing cap.

MB430L Mirrlees
SECTION 5 CHAPTER 2
3.4 Tensioning Procedure --- Side Studs (Also see section 6 chapter 6)
a ) After satisfactory assembly and positioning of the cap clean the stud threads and apply
oil, then run the round nuts down to the side of the main frame. At this stage there
should be an even gap at the butts of the cap to the main frame of 1.0 to 1.5 mm.
b ) Torque tighten one top side stud into the cap to 340 Nm --- this stud to be the one at ’B’
bank side on a vee engine.
3.5 Tensioning Procedure --- Vertical Studs
a ) Fit the two spacers and closed hydraulic jack units to the studs as arranged on Page 11.
Connect the jacks with 500mm and 1500mm length hoses and a tee piece. Connect the
tee to the intensifier with 5000mm length of hose. Ensure that the second jack has a vent
fitted. Ensure that the slots of the spacers are at convenient positions.
b ) Close the intensifier pressure release valve. Open the vent in the second jack, start the
intensifier pump and fill the system. When oil issues from the vent of the second jack
stop the intensifier pump and close the vent on the jack.
system pressure is 1907bar --- stop the pump. Nip the nuts down using the tommy bar
through the spacer slots. Ensure that 1907bar pressure is maintained until both nuts
have been nipped down. If the pressure has reduced restore it to 1907bar while the nuts
are finally nipped down. Allow for any known gauge inaccuracy.
d ) Release the intensifier pressure and remove the hoses, jacks and spacers.
NOTE: If the tightening pressure is exceeded by 5% or more, advice should be

sought from MAN B&W Diesels Ltd, as to whether the component which has been
3.6 Tensioning Procedure --- Side Studs Stage II
a ) Fit the spacers and hydraulic jack units to all four side studs. Arrange the four jacks and
hoses etc., as shown on Page 10.

MB430L Mirrlees
SECTION 5 CHAPTER 2
sequence, start the intensifier pump and fill the system. When oil, free of air, issues from
the vent, stop the intensifier pump and close the vent in the jack.
c ) Start the intensifier pump and pressurise the jacks at a slow controlled rate of 1034 bar,
then stop the pump. Nip the nuts down using a tommy bar through the slots of the
spacers.
d ) Ensure that 1034 bar pressure is maintained until all four nuts have been nipped down.
If the pressure has reduced restore it to 1034 bar while the nuts are finally nipped down.
Allow for any known gauge inaccuracy.
e ) Release the intensifier pressure and remove the hoses, jacks and spacers.


MB430L
Instruction Manual
Mirrlees
SECTION 5 CHAPTER 2 PAGE 10 Blackstone

HYDRULIC TENSIONING OF MAINBEARING SIDE STUDS 7/93 2231
MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF MAIN BEARING CAP STUDS 7/93 2237/1
(VERTICAL)
MB430L Mirrlees
SECTION 5 CHAPTER 2
4. Procedure For Tensioning No.1 (Lower) Main Bearing Cap Studs

L4179 Power pack (intensifier unit) 1
For Side Studs
L4293 Jack 2
L4292 Jack (Short) 2
L2795 Hose (500 mm) 2
L2796 Hose (5000 mm) 2
For Vertical Studs
L4293 Jack 2
L2794 Hose (1500 mm) 1
L2796 Hose (5000 mm) 1
4.2 Slackening Procedure --- Side Studs
a ) Fit the spacers, and hydraulic jack units to the four side studs arranged as shown on
Page 10. Ensure the jacks are 6 mm open or that a space of 6 mm is left between the
spacer and the main frame.
bar.

MB430L Mirrlees
SECTION 5 CHAPTER 2

4.3 Slackening Procedure --- Vertical Studs
a ) Fit the spacers and hydraulic jack units to the two vertical studs arranged as shown on
spacer and the bearing cap.
bar.
d ) Release the hydraulic pressure and check that the nuts are still free. If not

4.4 Tensioning Procedure --- Side Studs Stage I
(See section 6 chapter 6 for refitting main bearing caps)

a ) After satisfactory assembly and positioning of the cap clean the stud threads and apply
oil then run the round nuts down to the side of the main frame and or pedestal mounting
bracket. At this stage there should be an even gap at the butts of the cap to the main
frame of 1.0 to l.5mm.
b ) Torque tighten one top side stud into the cap to 340 Nm --- this stud to be the one at ’B’
bank side on a vee engine.

MB430L Mirrlees
SECTION 5 CHAPTER 2
4.5 Tensioning Procedure --- Vertical Studs
a ) Fit the two spacers and closed hydraulic jack units to the studs as arranged on Page 11.
Connect the jacks with 1500 mm length hose. Connect the first jack to the intensifier with
5000mm length of hose. Ensure that the second jack has a vent fitted. Ensure that the
slots of the spacers are at convenient positions.
b ) Close the intensifier pressure release valve, open the vent in the second jack, start the
system pressure is 1345 bar --- stop the pump. Nip the nuts down using the tommy bar
through the spacer slots. Ensure that 1345 bar pressure is maintained until both nuts
have been nipped down. If the pressure has reduced restore it to 1345 bar while the nuts
are finally nipped down. Allow for any known gauge inaccuracy.
d ) Release the intensifier pressure and remove the hoses, jacks and spacers.

4.6 Tensioning Procedure --- Side Studs Stage II
a ) Fit the spacers and hydraulic jack units to all four side studs. Arrange the four jacks and
hoses etc., as shown on Page 10.
sequence, start the intensifier pump and fill the system. When oil free of air issues from
the vent, stop the intensifier pump and close the vent in the jack.
c ) Start the intensifier pump and pressurise the jacks at a slow controlled rate to 1034 bar,
then stop the pump. Nip the nuts down using a tommy bar through the slots of the
spacers.
d ) Ensure that 1034 bar pressure is maintained until all four nuts have been nipped down.
If the pressure has reduced restore it to 1034 bar while the nuts are finally nipped down.

MB430L Mirrlees
SECTION 5 CHAPTER 2


MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF MAIN BEARING SIDE 7/93 2231
STUDS
MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF NO 1 MAIN BEARING CAP 7/93 2237
STUDS (VERTICAL)
MB430L Mirrlees
SECTION 5 CHAPTER 2
5. Procedure For Tensioning Thrust Cap Studs

L4284 Jack 2
L2794 Hose (1500 mm) 1
L2796 Hose (5000 mm) 1
USE THE EQUIPMENT AS DESCRIBED IN CHAPTER 1
5.2 Slackening Procedure
a ) Fit two spacers and 3 mm open hydraulic jacks --- to diagonally opposite bolts. Connect
the jacks with the 1500 mm length hose. Connect the first jack to the intensifier with the
5000 mm length hose. Ensure that the second jack has a vent fitted. Ensure that the
c ) Pressurise the jacks to 1655 bar at a slow controlled rate. Turn the nuts back using the
tommy bar.
e ) Remove the hoses, jacks and spacers from the bolts. Do not remove the nuts from the
bolts at this stage.
f) Repeat the procedure on the other two bolts.
5.3 Tensioning Procedure
a ) After fitting the thrust cap to the lower half of No.1 main bearing, (as detailed in Section
6, Chapter 6), tension the bolts to the following procedure.

MB430L Mirrlees
SECTION 5 CHAPTER 2
b ) Fit two spacers and closed hydraulic jacks --- to diagonally opposite bolts. Connect the
jacks with the 1500 mm length hose. Connect the first jack to the intensifier with the 5000
mm length hose. Ensure that the second jack has a vent fitted. Ensure that the slots of
the spacers are at convenient positions.
c ) Close the intensifier pressure release valve, open the vent in the second jack, start the
d ) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the
system pressure is 1655 bar --- stop the pump. Nip the nuts down by using the tommy
bar through the spacer slots. The number of tommy bar movements at each nut should
be generally equal. Ensure that 1655 bar pressure is maintained until both nuts have
been nipped down. If the pressure has reduced restore it to 1655 bar while the nuts are
finally nipped down. Allow for any known gauge inaccuracy.


MB430L
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HYDRAULIC TENSIONING OF NO1 BEARING CAP 7/93 2236
MB430L Mirrlees
SECTION 5 CHAPTER 2
6. Procedure For Tensioning Large End Bearing Housing Bolts

L4298 Jack 2
L2794 Hose (1500 mm) 1
L2796 Hose (5000 mm) 1
Other Equipment
See Page 25 Micrometer for measuring 1
the free length of bolts.
a ) Fit two spacers and 3mm open hydraulic jacks --- to diagonally opposite bolts. Connect
the jacks with the 1500 mm length hose. Connect the first jack to the intensifier with the
5000mm length hose. Ensure that the second jack has a vent fitted. Ensure that the
intensifier pump and fill the system. When oil issues from the vent of the second jack,
c ) Pressurise the jacks to 1689bar at a slow controlled rate. Turn the nuts back using the
tommy bar.
e ) Remove the hoses, jacks and spacers from the bolts. Do not remove the nuts from the
bolts at this stage.
f) Repeat the procedure on the other two bolts.
g ) Prior to re---use check the bolt lengths in the free state. Discard any bolt that is 0.38mm
over length.

MB430L Mirrlees
SECTION 5 CHAPTER 2
NOTE: In the event of a serious engine overspeed incident, new bolts would normally
be fitted throughout the engine large end bearing housings.
a ) After fitting the large end bearing housing assembly to the crankpin as detailed in
Section 6 Chapter 5, tension the bolts to the following procedure:---
b ) Fit two spacers and ‘closed’ hydraulic jacks to diagonally opposed bolt. Connect the
system pressure is 1689bar, stop the pump. Nip the nuts down by using the tommy bar
through the spacer slots. The number of tommy bar movements at each nut should be
generally equal.
f) Remove the slave nuts and fit the round nuts to the other bolts, then tension these bolts
to procedure b), c), d) and e).
g ) Check the length of each bolt using the micrometer.
Prior to fitting the length of each bolt should have been checked in the free state. The bolts
are manufactured to a gauge length of 675mm plus or minus .025mm. After setting the
micrometer to zero to the gauge bar, check each bolt is not more than 675mm plus
0.38mm long. After use the bolts may retain an extended length (permanent set) but this
must not exceed the 0.38mm. Bolts showing permanent set in excess of this amount must
be discarded.
After tensioning all four bolts, they should have extended within a tolerance band of
1.685mm to 1.935mm, taking account of the original length of each bolt. If the extensions
do not comply with this stipulation release the nuts fully and recheck each bolt length in
the free state. If the ends of bolts sustain any damage they must not be extensively dressed

MB430L Mirrlees
SECTION 5 CHAPTER 2
off so that their length has been reduced, but any light bruising or burrs may be removed
using a fine hand honing stone, so as to avoid the possibility of false micrometer readings
being obtained.

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Instruction Manual
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HYDRAULIC TENSIONING OF LARGE END BOLTS 7/93 2235
MB430L
Instruction Manual
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STRETCH GAUGE FOR LARGE END HOUSING BOLTS 7/93 1656
MB430L Mirrlees
SECTION 5 CHAPTER 2
7. Procedure For Tensioning Connecting Rod Palm End Studs

L4187 Jack 2
L2796 Hose (5000mm) 1
L2794 Hose (1500mm) 1
Page 31 Palm end stud length gauge 1
Page 32 Palm end stud micrometer 1
a ) Fit two spacers and 3 mm open hydraulic jacks --- to diagonally opposite studs. Ensure
that the slots of the spacers are at convenient positions.
b ) Use high pressure angle blocks at the ends of the hoses connected to the jacks.
Connect the two jacks together using 1500 mm hose, and couple to the intensifier with a
5000 mm hose.
c ) Close the intensifier pressure release valve, start intensifier pump, stop pump and close
vent when oil issues from jack vent free of air.
system pressure is 1689bar. Turn the nuts back using the tommy bar.
e ) Release the hydraulic pressure and check that the nuts are still free. If not re---pressurise
f) Remove the hoses, jacks and spacers from the studs.
g ) Repeat the procedure on the other two studs.
h ) After removing the connecting rod remove the studs from the L.E. housing. Prior to
re---use check their length in the free state. Discard any stud that is 0.25 mm over length
and will not freely enter the gauge see page 28.

MB430L Mirrlees
SECTION 5 CHAPTER 2
i) The studs are manufactured to a length of 322 mm plus or minus 0.025 mm they must
not retain an extended length (permanent set) so that they exceed a length of 322.275
mm.
NOTE: In the event of a serious engine overspeed incident --- new studs would normally
be fitted throughout the engine for connecting rod palm ends to L.E. bearing housing
7.3 Pre---tensioning Procedure
a ) After assembling the compression shim and connecting rod palm end to the large end
housing fit the component studs, the studs must be ‘felt’ to nip against the bottom of the
tapped hole. They must not become thread bound before bottoming. Fit the round nuts
and nip them down. Use a 0.04 mm feeler to check that the palm end and shim are
closed together at the L.E. housing face. The feeler should not enter.
b ) Fit two spacers and closed hydraulic jacks to diagonally opposite studs. Ensure that
the slots of the spacers are at convenient positions. Connect and vent the jacks as
described in Paragraph 7.2 b ) and 7.2 c ).
system pressure is 800 bar --- stop the pump but DO NOT nip down the nuts.
d ) Release the pressure at a slow controlled rate then remove the two jacks.
e ) Nip down the nuts.
f) Apply the ‘Tube and Micrometer Tool’ over each of the four studs in turn and measure
and record the ’stud stand---out‘ micrometer reading of each of the four studs. The
micrometer reading should be marked on the palm end using a felt tip pen adjacent to
the stud to which it applies. Other recording means could be used providing the stud
location and its particular stand out micrometer reading are logged correctly. Hold the
tube down and wind down the micrometer lightly to the top of the stud to avoid lifting the
tube face from the connecting rod, to obtain a correct stand---out reading. Pre---closing
the assembly by applying c ) results in settling the contact faces and shim so that
accurate initial stud stand---out measurements are obtained.

MB430L Mirrlees
SECTION 5 CHAPTER 2
7.4 Now Tension The Studs To The Following Procedure
a ) Fit two spacers and closed hydraulic jacks --- to diagonally opposite studs. Ensure that
the slots of the spacers are at convenient positions. Connect and vent the jacks as
described previously.
b ) Start intensifier pump and pressurise the jacks at a slow controlled rate until the system
pressure is 1689bar then stop the pump. Nip the nuts down by using the tommy bar
through the spacer slot. The number of tommy bar movements at each nut should be
generally equal.
Ensure that 1689bar pressure is maintained until both nuts have been nipped down. If the
pressure has reduced restore it to 1689bar while the nuts are finally nipped down. Allow
for any known gauge inaccuracy.
c ) Release the intensifier pressure and remove the hoses, jacks and spacers.
d ) Repeat a ) b ) and c ) on the other two studs.
e ) Apply the tube and micrometer tool over each of the four studs in turn and record the
stud stand---out micrometer reading. Subtract the individual initial reading and
determine that each of the four studs has now stretched a nominal 0.62 mm and all four
studs are stretched within a tolerance band of 0.530 mm to 0.708 mm. In practice the
readings may be marginally higher if the palm end stud and L.E. housing were not in full
metallic contact.
8. Direct Reading Micrometer Gauges
8.1 Contents Of The Box
a ) Micrometer assembly for the large---end bolts, including the direct reading micrometer
head.
b ) Setting gauge bar 675mm for large end bolts.
c ) Adjustment tools for the micrometer, including ‘C’ spanner and Allen key.
d ) Instructions for zero adjustment of the micrometer.

MB430L Mirrlees
SECTION 5 CHAPTER 2
NOTE: In use treat the micrometer and gauge bar with care and correctly replace them
in the fitted box to store them safely until they are required for use on future occasions.
8.2 Zeroing The Gauge
a ) Place the appropriate gauge bar in the micrometer (Fig.1).
b ) Check the micrometer reads zero when adjusted to the length of the gauge bar.
c ) If there is a small error, the zero can be corrected by rotating the adjustable sleeve to the
required position using the large end of the special spanner (See Fig.lA).
8.3 Correcting Large Errors
Large errors can be corrected as follows:---

a ) Firmly and carefully lock the spindle of the micrometer and remove the outer thimble
using the Allen key supplied (See Fig.1B).
b ) Using the same key, release the setscrew at the end of the direct reading element (see
Fig.1C). With the measuring face of the micrometer in contact with the gauge bar and
the spindle locked and with the Allen key in the setscrew, turn the direct reading element
to zero the digits. Ensure that the pointer line on the bevel edge is correctly aligned with
the zero line of the sleeve.
c ) Tighten the setscrew. Replace the outer thimble and tighten with the fingers.
d ) Unlock the spindle and withdraw a few turns. Re---lock the spindle then tighten the outer
thimble with the Allen key.
e ) Repeat the check described in Para 1b and if necessary complete the final adjustment
as in paragraph 8.3 c ).

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HYDRAULIC TENSIONING OF PALM END STUDS 7/93 2229
MB430L
Instruction Manual
Mirrlees

LENGTH GAUGE FOR CONNECTING ROD STUDS 7/93 1922
MB430L
Instruction Manual
Mirrlees

STRETCH GAUGE FOR CONNECTING ROD PALM END 7/93 1180
STUDS
MB430L Mirrlees
SECTION 5 CHAPTER 2
9. Procedure For Tensioning Cylinder Head Studs

L4182 Jack 6
L2795 Hose (500 mm) 5
L2796 Hose (1500 mm) 1
a ) Fit the six spacers and 3 mm open hydraulic jacks --- one to each stud. Connect the
jacks with the 500 mm length hoses (5 off). Connect the first jack to the intensifier with
the 5000 mm length hose. Ensure that the last jack has a vent fitted. Ensure that the slots
of the spacers are at convenient positions.
b ) Close the intensifier pressure release valve, open the vent in the last jack, start the
intensifier pump and fill the system. When oil issues from the vent of the last jack stop
the intensifier pump and close the vent on the jack.
system pressure is 1724 bar --- stop the pump. Turn the nuts back using a tommy bar.

sought from MAN B&W Diesel Ltd, as to whether the component which has been
a ) After satisfactory assembly and positioning of the cylinder head, clean the stud threads
and apply ’Copaslip’, then fit the nuts and lightly nip.

MB430L Mirrlees
SECTION 5 CHAPTER 2
b ) Fit the six spacers and closed hydraulic jacks --- one to each stud. Connect the jacks
with the 500 mm length hoses (5 off). Connect the first jack to the intensifier with the
5000 mm length hose. Ensure that the last jack has a vent fitted. Ensure that the slots of
c ) Close the intensifier pressure release valve, open the vent in the last jack, start the
intensifier pump and fill the system. When oil issues from the vent of the last jack stop
the intensifier pump and close the vent on the jack.
bar through the spacer slot. The number of tommy bar movements at each nut should
be generally equal.
Ensure that the 1724 bar pressure is maintained until six nuts have been nipped down. If
the pressure has reduced restore it to 1724 bar while the nuts are finally nipped down.
e ) Release the intensifier pressure.
f) Re---apply the tightening pressure of 1724 bar and re---nip the cylinder head nuts. The
initial tightening operation settles the head and liner joints, the second restores the
correct pre---load into the head studs.
g ) Release the intensifier pressure and remove the hoses, jacks and spacers.


MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF CYLINDER HEAD STUDS 7/93 2228
MB430L Mirrlees
SECTION 5 CHAPTER 2
10. Procedure For Tensioning Balance Weight Studs

L4293 Jack 2
L2794 Hose (1500 mm) 1
L1427 Hose (5000 mm) 1
a ) Fit one 3mm open hydraulic jack and a spacer to the centre stud. Connect the jack to
the intensifier using a 5000 mm length hose. Ensure that the jack has a vent fitted.
Ensure that the slot of the spacer is in a convenient position.
b ) Close the intensifier pressure release valve, open the vent in the jack, start the intensifier
pump and fill the system. When oil issues from the vent stop the intensifier pump and
close the vent.
c ) Start the intensifier pump and pressurise the jack at a slow controlled rate until the
system pressure is 1689 bar --- stop the pump. Turn the nut back using a tommy bar.
d ) Release the hydraulic pressure and check that the nut is still free. If not re---pressurise
and turn the nut back a little more.
e ) Remove the hose, jack and spacer from the stud.
f) Remove the nut from the stud.
g ) Fit two 3 mm open hydraulic jacks and spacers to the two outer studs. Connect the two
jacks, using a 1500 mm hose. Connect the first jack to the intensifier using a 5000 mm
hose. Ensure the second jack has a vent fitted. Ensure the spacer slots are conveniently
positioned.
h ) Pressurise the jacks and wind back the nuts following procedures b ) to e ).

MB430L Mirrlees
SECTION 5 CHAPTER 2

i) Affix and eye bolt to the balance weight and use a crane and sling to lift the weight out of
the crankcase.
a ) After satisfactory assembly and positioning of the balance weight clean the stud
threads and apply clean engine oil. Fit the load spreader plates and then run the round
nuts down and nip them up using a tommy bar.
b ) Fit two closed hydraulic jacks and spacers to the two outer studs. Connect the jacks
using a 1500 mm length hose. Connect the first jack to the intensifier using a 5000 mm
length hose. Ensure the second jack has a vent fitted. Ensure that the spacer slots are
conveniently positioned.
system pressure is 1689 bar --- stop the pump. Nip the nuts down by using a tommy bar
through the spacer slots. The number of tommy bar movements at each nut should be
generally equal.
Ensure that 1689 bar pressure is maintained until both nuts have been nipped down. If the
pressure has reduced restore it to 1689 bar while the nuts are finally nipped down. Allow
for any known gauge inaccuracy.
f) If the balance weight is attached using a third central stud fit a closed jack with a vent to
this stud. Connect the jack to the intensifier using a 5000 mm length hose.
g ) Pressurise this third stud following procedures b ) to e ).

MB430L Mirrlees
SECTION 5 CHAPTER 2


MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF BALANCE WEIGHT STUDS 7/93 2238
MB430L Mirrlees
SECTION 5 CHAPTER 2
11. Procedure For Tensioning Cylinder Casing To Crankcase Studs

L4179 Hydraulic intensifier unit 1
L4283 Hydraulic jack units 2
L2796 Flexible hose (5000 mm) 1
L2794 Flexible hose (1500 mm) 1
a ) After satisfactory assembly and positioning of the cylinder casing clean the stud
threads, and apply anti---seize compound. Clean the nuts and apply anti---seize
compound to the threads. Fit and wind the nuts down to the cylinder casing top face,
and nip them down using a tommy bar. Tension the studs in the numbered sequence
illustrated and in pair working from the centre of the cylinder casing towards the end.
b ) Fit the two spacers and closed hydraulic jacks --- to the first pair of studs. Connect the
system pressure is 1620bar --- stop the pump. Nip the nuts down by using the tommy
be generally equal. Ensure that 1620bar pressure is maintained until both nuts have
been nipped down. If the pressure has reduced restore it to 1620bar while the nuts are
finally nipped down. Allow for any known gauge inaccuracy.

MB430L Mirrlees
SECTION 5 CHAPTER 2
f) Tension the next pair of studs repeating b ) to e ), until all the studs have been
tensioned to the illustrated sequence.

from MAN B&W Diesel Ltd, as to whether the component which has been overloaded
should be scrapped.
a ) Fit the spacers, hydraulic jack units and hoses as described in 11.2 b ) except that a 10
mm gap must be left between the two halves of the jack or between the jack spacer and
the cylinder casing top face. Fill and vent the jacks as in 11.2 c ).
b ) Pressurise the jacks to 1620bar at a slow controlled rate. Turn the nuts back using the
tommy bar.
c ) Release the hydraulic pressure and check that the nuts are still free. If not
d ) Remove the hoses, jacks and spacers from the studs.
e ) Repeat until all the nuts have been released. The sequence in which they are released is
not important.

The studs are tightened into the column to a torque of 500 lb.ft.

MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF CYLINDER CASING STUDS 7/93 2232
MB430L Mirrlees
SECTION 5 CHAPTER 2
12. Procedure For Tensioning The Flywheel Coupling

L4182 Jack 2
L2794 Hose (1500 mm) 1
L2796 Hose (5000 mm) 1
a ) Fit the spacer and 3 mm open hydraulic jacks --- to diagonally opposite bolts. Connect
the jacks with the 1500 mm length hose. Connect the first hose with the 5000 mm length
hose. Ensure that the last jack has a vent fitted. Ensure that the slots of the spacers are at
convenient positions.
close the vent.
system pressure is 1724bar, then stop the pump. Turn the nuts back using the tommy
bar.

should be scrapped.
a ) Clean the stud threads and smear anti---seize compound. Tap the studs into the bolt
holes so that there is sufficient thread to fit the nuts to the back of the studs.

MB430L Mirrlees
SECTION 5 CHAPTER 2
b ) Fit the nuts to the front of the bolts and nip down with a tommy bar.
c ) Fit the spacers and closed hydraulic jacks --- to diagonally opposite studs. Connect the
jacks with 1500 mm length hoses and connect the first jack to the intensifier with the
5000 mm length hose. Ensure that the last jack has a vent fitted. Ensure that the slots of
d ) Close the intensifier pressure release valve, open the vent in the second jack. Start the
e ) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the
system pressure is 1724bar--- stop the pump. Nip the nuts down by using the tommy
be generally equal.
Ensure that the 1724bar pressure is maintained until both nuts have been nipped down.
If the pressure has reduced, restore it to 1724bar while the nuts are finally nipped down.
f) Release the intensifier pressure and remove the hoses, jacks and spacers.
g ) Repeat the procedure until all eight bolts are tightened.

should be scrapped.

MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF FLYWHEEL BOLTS 7/93 2223
MB430L Mirrlees
SECTION 5 CHAPTER 2
13. Procedure For Tensioning Damper/Free End Drive Stud Bolts

L4182 Jack 2
L2794 Hose (1500 mm) 1
L2796 Hose (5000 mm) 1
NOTE: The oil pump drive gear has to be removed for access, before fitting the
hydraulic tightening equipment.
a ) Fit the spacer and 3 mm open hydraulic jacks --- to diagonally opposite bolts. Connect
the jacks with the 1500 mm length hose. Connect the first hose with the 5000 mm length
hose. Ensure that the last jack has a vent fitted. Ensure that the slots of the spacers are at
convenient positions.
close the vent.
bar.

should be scrapped.

MB430L Mirrlees
SECTION 5 CHAPTER 2
a ) Clean the stud threads and smear anti---seize compound. Tap the studs into the bolt
holes so that there is sufficient thread to fit the nuts to the back of the studs.
b ) Fit the nuts to the front of the bolts and nip down with a tommy bar.
c ) Fit the spacers and closed hydraulic jacks --- to diagonally opposite studs. Connect the
jacks with 1500 mm length hoses and connect the first jack to the intensifier with the
5000 mm length hose. Ensure the last jack has a vent fitted. Ensure that the slots of the
spacers are at convenient positions.
d ) Close the intensifier pressure release valve, open the vent in the second jack. Start the
e ) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the
bar through the spacer slot. The number of tommy bar movements of each nut should
be generally equal.
Ensure that the 1724 bar pressure is maintained until both nuts have been nipped down.
If the pressure has reduced, restore it to 1724 bar while the nuts are finally nipped down.
f) Release the intensifier pressure and remove the hoses, jacks and spacers.
g) Repeat the procedure until all eight bolts are tightened.

should be scrapped.

MB430L
Instruction Manual
Mirrlees

HYDRAULIC TENSIONING OF DAMPER BOLTS 7/93
MB430L Mirrlees
SECTION INDEX
SECTION NUMBER SUBJECT
SECTION 1 INTRODUCTION AND GENERAL DATA

Introduction
Engine Construction
Technical Data
Health And Safety
The Working Cycle
Inspection On Arrival At Site
Industrial Engine Foundations
Crankshaft Alignment
SECTION 2 ENGINE SYSTEMS
Lubricating Oil Systems
Cooling Water Systems
Fuel Oil Systems
Charge Air System Exhaust System
and the Starting Air System
SECTION 3 ENGINE OPERATION
Preparation And Initial Starting Of New Or
Overhauled Engines
Running---in
Notes On Running
Governors
Normal Engine Start
Stopping The Engine
SECTION 4 INSPECTION AND MAINTENANCE
Inspection And Maintenance Routines
Standby Duty Engines
General Fault Location And Remedies
Last Issued 1/6/00 Page No. 1 Mirrlees Blackstone

MB430L Mirrlees
SECTION INDEX
SECTION NUMBER SUBJECT
Engine Performance Data Chart

Interim Cleaning Of Turbochargers
SECTION 5 STRESSED BOLT SCHEDULES AND TENSIONING
EQUIPMENT
Hydraulic Stud And Bolt Tensioning Equipment
Stressed Bolt Schedule
SECTION 6 DETAILED MAINTENANCE PROCEDURES
Engine Data
Cylinder Head Valves And Rocker Gear
Maintenance Of Pistons And Connecting Rods
Cylinder Liners
Large End Bearings
Crankshaft And Main Bearings --- Maintenance
Crankcase Extractor Fan And Oil Mist Coalescer
Fuel Injector And Nozzle
Fuel Injection Pumps
Engine Mounted Service Pumps
Camshafts And Timing
Engine Stop Gear
Flywheel And Turning Gear
Governor And Governor Drive
Starting Air System
Air And Exhaust Manifolds
SECTION 7 TOOLS AND MAINTENANCE EQUIPMENT
SECTION 8 PNEUMATIC ENGINE CONTROL
Pneumatic Control System Operation
Control System Setting Procedure

MB430L Mirrlees
SECTION 1 CHAPTER 1
SECTION INDEX
INTRODUCTION AND GENERAL DATA
CHAPTER 1 INTRODUCTION
1 Engine data 1
2 Power output 1
CHAPTER 2 ENGINE CONSTRUCTION

1 Crankcase 1
2 Crankshaft 1
3 Cylinder casing and liners 2
4 Connecting rods 2
5 Pistons 3
6 Cylinder head 3
7 Camshaft & camfollower gear 4
CHAPTER 3 TECHNICAL DATA

1 Cylinders 1
2 Air and exhaust systems 1
3 Water systems 4
4 Lubricating oil system 4
5 Fuel systems 5
CHAPTER 4 HEALTH AND SAFETY

1 Engine 1
2 Supporting Systems 1
3 Viton Flourelastomer 2
CHAPTER 5 THE WORKING CYCLE

1 Description 1
CHAPTER 6 INSPECTION ON ARRIVAL AT SITE

MB430L Mirrlees
SECTION 1 CHAPTER 1
CHAPTER 7 INDUSTRIAL ENGINE FOUNDATIONS

1 Introduction 1
2 Preliminary Examination Of The 2
Concrete Base
3 Protection Of The Foundation 2
From Spillage
4 Positioning Of The Engine On 3
The Foundations
5 General Installation Instructions 3
Industrial And Marine
6 Marine Installations 4
CHAPTER 8 CRANKSHAFT ALIGNMENT

1 Installation 1

MB430L Mirrlees
SECTION 1 CHAPTER 1
INTRODUCTION
The Mirrlees Blackstone MB430 engine is a single acting, four stroke cycle, compression ignition
oil engine. High air pressure turbocharging and cooling of the charge---air before it is admitted to
the engine cylinders enables a high specific output to be obtained from the engine. An efficient
thermodynamic cycle with high cylinder combustion pressure results in the engine having a low,
economical, fuel consumption.
The engine is designed to operate using light fuels and residual or blended heavy fuel oils, of
approved specification.
14. Engine Data
Cylinder bore 430 mm
Piston stroke 560 mm
Number of Cylinders 6, 8 & 9
Speed 500 --- 514 RPM
15. Power Output
Brake
100 % Rating B.M.E.P kWs
Speed 500 RPM 500 RPM
8 Cyl. 23 Bar 6240
The rating listed is for continuous operation.

For industrial engines a 10% overload output is permissible for up to one hour within a 12 hour
period. Overload must not be applied more frequently than at 12 hour intervals or for periods
exceeding one hour.
Overload should be regarded as an undesirable imposition on the engine which should be
avoided whenever possible.

MB430L
INSTRUCTION MANUAL Mirrlees
Title: Date: Man. No

MB430L CROSS SECTION 6/00
MB430L
Instruction Manual
Mirrlees

LONGITUDINAL ARRANGEMENT (8 CYL ENGINE) 6/00 L4439
MB430L Mirrlees
SECTION 1 CHAPTER 2
CHAPTER INDEX
ENGINE CONSTRUCTION
Crankcase 1 1
Crankshaft 1 2
Cylinder Casing And Liners 2 3
Connecting Rods 2 4
Pistons 3 5
Cylinder Head 3 6
Camshaft And Camfollower Gear 4 7

MB430L Mirrlees
SECTION 1 CHAPTER 2
ENGINE CONSTRUCTION
The engine is a single---acting, four stroke cycle compression ignition oil engine, turbocharged
with charge air cooler, and designed to operate on light and heavy fuel oils. The engine is
comprised of the following main components.
1. Crankcase
The crankcase is an underslung design, made of high quality grey cast iron. The main bearing
caps, are secured by two vertical studs and four cross studs, located through a shim plate on one
side of the cap. The studs are hydraulically tensioned to ensure correct loading on the cap. If
the engine is ever totally dismantled, the bearing caps must NOT be interchanged. Each cap and
associated shim must be retained to its original position so that the accuracy of bearing size and
alignment is maintained. Dowel pins in the cap butt face to main frame ensure the components
are correctly fitted.
Large inspection doors on both sides of the crankcase, permit easy access to the running gear.
The crankcase doors on both sides of the crankcase contain a relief valve and gauze flame trap.
The relief valves afford protection against high crankcase pressures if an explosion results due
to any local overheating condition within the engine. The valves open against the spring by any
pressure in excess of 0.05 bar. A gauze flame trap over the valve and within the crankcase is
constantly oil wetted and this absorbs the flame. A cowl over the valve deflects any hot oil vapour
or smoke discharge downwards to avoid wider distribution and limit any possible fire hazard.
When the crankcase pressure has dissipated the spring closes the valve to prevent the ingress
of any air that could promote conditions for a secondary explosion.
An extractor fan connected to the crankcase withdraws any fumes and discharges to the open
atmosphere. The internal pressure is adjusted to be slightly less than atmospheric, discouraging
any tendency for oil laden vapour to escape from the engine to foul the station or engine room
atmosphere and/or fan cooled electrical equipment.
The oil supply is delivered via an external pipe running the length of the crankcase, feeding
lubricating oil to each of the crankshaft main bearings. Drillings from the main journals to the
crankpins convey lubricating oil, from the main bearings, to the crankpin large end bearing and
via the connecting rods to the small end bearings, then via the piston pin to the cooling chamber
of the piston crown before finally passing down, through the centre of the piston to be drained into
the sump.
2. Crankshaft
The crankshaft is a one piece forging made of toughened alloy steel. After forging it is machined
all over. The large main journals and crankpins overlap and enable a narrow crankweb
construction to still retain high torsional rigidity whilst allowing close cylinder centres for a short
compact engine. Additional rotational mass in the form of balance weights bolted to the
crankwebs improve main bearing loading and lubricating oil film conditions within the bearings.
A split gearwheel is fitted to the crankshaft at the flywheel end, driving the camshaft gear train.

MB430L Mirrlees
SECTION 1 CHAPTER 2
The standard direction of the crankshaft rotation is clockwise looking on the flywheel end of the
engine. The main drive is normally taken from the flywheel end of the engine, but a power take---off
shaft may be supplied to enable full engine power to be transmitted from the free end.
Driven machinery is usually direct coupled to the crankshaft secured by bolts through the
crankshaft coupling flange, flywheel and driven coupling. No.1 main bearing being close to the
flywheel supports a high load and usually enables an alternator to be coupled without the need
for the alternator to have a bearing at its own coupling end. For machinery coupled using a flexible
coupling, the No.1 bearing supports the overhung flywheel and engine part of the flexible
coupling, usually without the need for an additional external bearing.
A Geislinger torsional vibration damper secured to the free end of the crankshaft limits oscillatory
stresses set up in the crankshaft.
Engine driven pumps (if fitted) are driven from the free end of the crankshaft via an extension shaft
and gearwheel.
3. Cylinder Casing and Liners
A separate cast iron cylinder casing is provided secured to the crankcase by through studs. The
casing incorporates a camshaft and camfollower gear with inspection doors to allow for easy
access. On the exhaust side, jacket water manifolds are integral with the casing, allowing water
to be directed through elbows in the top face to an intensive cooling collar around the top part
of the liner and then in to the cylinder head.
The fuel pumps are mounted on the air side of the cylinder casing operating directly from the
camshaft. These pumps are positive displacement types, with fuel circulation through each pump
to ensure an even temperature distribution.
Dry type cylinder liners are fitted in the cylinder casing. These are manufactured of high grade cast
iron. The top of the cylinder liner sealed by a copper joint under the flange and secured by the
cylinder head. The lower end of each cylinder liner is fitted with rubber rings to allow downward
expansion. The top of the liner has a recessed which contains a fire ring.
The top of the liner has a deep flange, around which is fitted a cast iron collar this is sealed top
and bottom by ‘O’ rings. This collar forms with the liner an intensively cooled chamber around the
part of the liner that is exposed to the highest combustion temperatures. The cast collar contains
four water transfer points allowing water from the cylinder casing internal manifold into the cylinder
heads. The collar is self centred on the liner by the ‘O’ ring seals.
4. Connecting Rods
The connecting rods are machined from high grade steel forgings and have a palm end which
attaches to the large end housing using four high tensile steel studs. Detachment at the palm end
enables the piston and connecting rod to be removed or fitted to the cylinder from the top of the
engine. The small end steel/Cu.Sn.Pb bearing bush is an interference fit, but is easily fitted by
pre---freezing the bush before inserting into the connecting rod bore. The connecting rod is axially
located at the small end rather than the large end. The large end “block” bearing housing is fitted
with thin wall shell half bearings and the top and bottom halves of the housing are secured by four
high tensile steel bolts precisely tensioned. The piston and connecting rod are removed without
opening up the large end bearing.

MB430L Mirrlees
SECTION 1 CHAPTER 2
When required the piston and connecting rod can be supported by support pieces fitted from the
base of the cylinder liner. The large end bearing housing can then be opened for inspection
without further dismantling of engine components.
The large end bearing housing and connecting rod have drilled through oilways to pressure
lubricate the top end bearings and supply cooling oil to the piston crown chamber.
5. Pistons
Each piston comprises a forged steel crown bolted to a cast iron skirt. Three ring grooves in the
crown and one at the top of the skirt accommodate piston rings.
The second and third rings are taper faced which in running, beds from the bottom diameter of
the face to full face width.
The fourth ring down is the slotted oil control ring and has a backing spring to impose a high wall
face pressure. The rails of this ring are chrome faced.
The piston crown is oil cooled, oil enters the crown chamber via drillings in the piston pin bosses,
the oil being supplied via the connecting rod and piston pin. After cooling the ring belt chamber
of the piston crown, the oil then discharges back to the sump via a central hole at the top of the
piston skirt.
6. Cylinder Head
The cylinder heads are made of special close grain cast iron and are of the four valve type. The
flame plate has a network of drilled passageways which intensifies cooling of the flame plate and
ensures water circulation round the more vital surfaces.
The air inlet valves operate in renewable guides pressed into the head and are seated with a face
to seat angle of 30o to the valve head underface. Pairs of springs, hold the valves on their seats.
Worn cylinder head seats can be restored by fitting new seat inserts.
The exhaust valves are assembled in removable water---cooled cages and fitted in the cylinder
head as complete assemblies. The valves operate in renewable guides pressed into the cages,
seated with a face to seat angle of 30o to the valve head underface. Valve rotators form the spring
carriers and are attached to the valve spindles by split collets. The valve is rotated in operation.
This action assists in preventing the build---up of carbon on the valve seat and helps to maintain
uniform temperatures throughout the valve head.
The starting valve consisting of a stainless steel body and spring---loaded valve fittted into a hole
in the cylinder head, it is sealed by a copper washer and secured by a clamp and two studs. The
valve operates automatically when start air pressure is recieved from the starting air timer in the
fuel pump base.
The pressure indicator valve fits as an assembly on the front of the head below the air inlet facing.
The fuel injector, which is fuel cooled in engines operating with residual fuels is inserted in a tube
pressed into the cylinder head. A clamping flange prevents the tube being withdrawn when
removing the injector. The injector is external to the cylinder head ’covers’, thus improving
accessibility for maintenance and preventing any fuel leakage contaminating the lubricating oil
via the cylinder head.

MB430L Mirrlees
SECTION 1 CHAPTER 2
7. Camshaft and Camfollower Gear
The camshafts are driven from the crankshaft via two compound gears. Having two compound
gears in the train results in the camshafts rotating in the opposite direction to the crankshaft, a
point that should be noted if adjustments to camshaft timing are undertaken.
The camshaft gearwheel has an accurately machined tapered bore and is hydraulically mounted
onto the taper at the FWE of the camshaft.
The whole camshaft assembly is positioned to one side of the cylinder casings and secured in
position by underslung bearing caps.
The camfollowers are an aluminium piston design carrying hardened steel rollers and steel
pushrod pads. The follower pistons run in cast iron guides bolted to the top of the cylinder casings.
The fuel pump camfollower is of similar design to the air and exhaust camfollowers, but is
contained within the fuel pump base assembly, which incorporates an individual camfollower
spring, to maintain constant contact between the roller and fuel cam.
All the gears in the timing train are specially heat treated and hardened to promote long service
life. The clearance between each gearwheel is pre---determined and inbuilt by the support pin
positions in the crankcase.
The cams and camshafts are made from high quality steels. The cams themselves are specially
heat treated and hardened. They are also subjected to a special final finishing process, which
creates a virtually perfect surface finish. This in turn helps to maintain an oil film between the cams
and the camfollower rollers, promoting low wear rates. The cams are secured to the camshaft by
taper cotter pins.
On some installations the camshaft can be fitted with the addition of tuning masses.

MB430L Mirrlees
SECTION 1 CHAPTER 3
CHAPTER INDEX
TECHNICAL DATA
Cylinders 1 1
Size and capacity 1 1.1
Maximum pressures and compression 1 1.2
pressures
Firing order 1 1.3
Air and Exhaust Systems 1 2

Air Manifold Temperature 1 2.1
Exhaust Temperatures 2 2.2
Effects of Changing Conditions on Engine 2 2.3
Performance
Starting Air 3 2.4
Valve Tappet Clearances 3 2.5
Water Systems 4 3
Lubricating Oil System 4 4
Fuel Systems 5 5
Light Fuels 5 5.1

MB430L Mirrlees
SECTION 1 CHAPTER 3
TECHNICAL DATA
1. Cylinders
1.1 Size and capacity
Cylinder bore 430 mm

Stroke 560 mm
Displacement per cylinder 81.3 litres
Compression ratio 14.4 : l : I
1.2 Pressures
For the maximum cylinder pressures (on full load usually 180 bar) see works test sheet the
maximum allowable difference between cylinders is 14 bar.
1.3 Firing Order
The cylinders are numbered from the flywheel end.
The cylinder firing orders are as follows for clockwise rotation of engines viewed from flywheel end.
6 cylinder engines
1---3---5---6---4---2
8 cylinder engines
1---3---2---5---8---6---7---4
9 cylinder engines
1---5---9---3---6---8---2---4---7
2. Air and Exhaust Systems
Maximum exhaust gas back 500 rev/min engine
pressure at turbocharger outlet. 300 mm H2O
If the air is ducted to the turbocharger inlet the maximum depression in the ducting close to the
turbocharger must not exceed 152 mm H2O.
2.1 Air Manifold Temperatures
Air manifold temperature 450 to 500C --- Under conditions of high humidity the air manifold
temperature should be maintained at approx. 150C above the ambient temperature to avoid
excessive condensation in the manifold and in the charge air cooler, however the temperature
should be no more than 650C maximum.
Generally endeavour to maintain the air manifold temperature above 400C minimum. This should
be observed particularly when cold ambient conditions occur or when operating over long periods
at low power outputs.

MB430L Mirrlees
SECTION 1 CHAPTER 3
2.2 Exhaust Temperatures
a) Exhaust temperatures --- cylinder head outlets. The maximum acceptable temperature
difference between cylinders in an engine is 500C.
b) The maximum temperature inlet to the turbocharger must not be exceeded. See the
turbocharger instruction manual in volume 2. This will generally limit any cylinder outlet
temperature to 5400C maximum.
See the engine works test sheet for the level of exhaust temperatures appertaining to the power
being developed by the engine
2.3 Effects of Changing Conditions on Engine Performance
High ambient temperature of the charge air will result in an increase of cylinder outlet exhaust
temperatures. Also a high air pressure loss across a fouled air cooler, a reduction of turbocharger
performance or an excessively fouled air intake filter will have a similar effect.
Effects of:---
a) High ambient temperature --- air intake (atmospheric pressure l.0l5 bar)
At l50C 1 kg of air occupies approximately 0.8l6 m3.
At 400C 1 kg of air occupies approximately 0.883 m3.

At the 400C temperature the volume of air to be inducted by the turbocharger has increased by
approximately 8%. If the same weight of air is to be inducted as at an ambient temperature of 150C
the turbocharger has to run marginally faster, to induce the increased volume of air and compress
it to the same gauge pressure as at an ambient temperature of 150C.
The turbocharger obtains its drive energy from the exhaust system and this is marginally
increased if the cylinder outlet exhaust temperature increases.
b) Higher air manifold temperature
Suppose at l50C ambient air temperature, the air manifold pressure is 1.8 bar and the manifold
air temperature is at 500C if the ambient air temperature is 350C the air manifold temp might be
600C.
If the pressure is still 1.8 bars the higher air temperature would result in a reduced quantity of air
flow. For an increase from 50 to 600C the loss would be approximately 3.l0%. The cylinders would
therefore be charged with a reduced weight of air. The same or a marginally increased quantity
of fuel injected into a reduced quantity of air would result in increased temperatures to produce
the cylinder pressures to enable the engine to develop the same power. In consequence the
cylinder outlet exhaust temperatures would also increase.

MB430L Mirrlees
SECTION 1 CHAPTER 3
c) Lower atmospheric pressure
This would have a similar effect as a higher ambient temperature see subsection a ).
For a reduction in ambient air pressure from 1.015 bar to 0.975 bar, the same weight of air would
be contained in approximately 4.l% more volume.
Engines which are to be installed at high altitude sites are usually fitted with a turbocharger that
has a compensated build so that a similar quantity (weight) of air is inducted as for the same
engine operating at 0---150m above sea level. An engine fitted with an altitude compensated
turbocharger would have an excessive air supply if reinstalled at a site 0---150m above sea level.
Consequently, the specific fuel consumption would be marginally increased and the engine would
operate at a reduced economy and thermal efficiency.
d) Summarizing
The following aspiration factors, therefore, have an effect on engine performance:---

i) Increase or decrease of air manifold pressure.
ii ) Increase or decrease of air manifold temperature.
iii ) Increase or decrease of ambient temperature at the engine air intake.
iv ) Increased ambient temperature of air to radiator fan and reduction of charge air
cooling.
v) Increased air pressure loss across the radiator due to fouling.
vi ) Reduced turbocharger performance due to mechanical defect or fouling.
The conditions underlined which cause derating of the engine performance, are usually partially
compensated for by increased cylinder outlet exhaust temperatures, which in turn increases the
energy input to the turbocharger. The cylinder outlet exhaust temperatures would increase
considerably if this partial compensation did not occur.
The maximum turbocharger speed and the maximum exhaust temperature at the inlet to the
turbocharger must not be exceeded.
See turbocharger rating plate and Instruction Manual.
2.4 Starting Air
Air receiver capacity 1700 Litres

Charge air pressure 27.6 bar
2.5 Valve Tappet Clearance (Cold)
Air inlet valves 0.635 mm

Exhaust valves 1.778 mm

MB430L Mirrlees
SECTION 1 CHAPTER 3
3. Water Systems
Pressure of fresh water at engine inlet is approximately 2.1 bar.
Temperature of fresh water systems are:---
i) at inlet to engine 860C;
ii ) at outlet from engine 950C max.
The maximum water flow rates apply, assuming a system back pressure of 22 m H2O (maximum
--- fresh water).
PUMP ENGINE
Cylinders 500 rev/min
Fresh Water 8 80 m3 / hour
4. Lubricating Oil System

Maximum lubricating oil flow rate:---
CYLINDERS 500 REV/MIN
8 191.2 m3 / hour
Pump pressure relief valve

Pressure not to exceed 9.0 bar
Reseating on falling pressure 6.2 bar
Pressure regulating valve at engine inlet (using SAE 40 oil at 100C)
Pressure not to exceed 5.5 bar
Reseating on falling pressure 4.l bar
Inlet to engine from cooler 55 to 610C
Outlet from sump to cooler 700C max
Engine sump capacity (6 Cyl) 2997 litres
NOTE: The capacity of the radiator, piping etc must be added to these figures.

MB430L Mirrlees
SECTION 1 CHAPTER 3
5. Fuel Systems
The fuel supply to the engine mounted fuel pumps is generally 1.5 to 2.0 times the engine usage
rate at full power. This ensures the engine fuel injection pumps have through flow at their supply
chambers.
Fuel supply pump delivery pressure 7 bar max
Fuel supply pump duty 7.1 m /hr
Fuel nozzle setting pressure 450 bar
5.1 Light Fuels
Distillate fuel oils approved for use in the MB430 range of engines comply with British Standards
Institution Specification 2869. Only class A2 or B1 fuel oils must be used.

MB430L Mirrlees
SECTION 1 CHAPTER 4
CHAPTER INDEX
HEALTH AND SAFETY

Engine 1 1
Supporting Systems 1 2
Viton Fluorelastomer 2 3
Symptoms 3 3.1
Treatment 4 3.2
Dust From Grinding 5 3.3
Accidental Burning 5 3.4
Combustion Products Of Vulcanizate 5 3.5
Precautions In The Event Of Fire 5 3.6
High Temperature Service 5 3.7
Tests On Viton Fluorelastomer 6 3.8

MB430L Mirrlees
SECTION 1 CHAPTER 4
HEALTH AND SAFETY

1. Engine
1.1 The engine emits noise, which over long periods, may damage hearing. Operators and personnel
should wear ear protectors when in the area in which an engine is running.
1.2 Fuel or oil spillage can render platforms, ladders and the floor slippery.
1.3 No work should be carried out on the engine unless the start system is made inoperative. This is
particularly the case for an auto start set, which may otherwise turn without warning at any time.
1.4 There are many moving parts on an engine, the majority of which are guarded however it is not
practical to guard some slow moving parts such as control gear. Engine covers and guards should
not be removed while the engine is running unless necessary to facilitate maintenance work by a
trained engineer. Unqualified personnel should not be allowed on the engine while it is running.
1.5 Parts of the engine are hot and can cause burns, e.g. exhaust pipes, air ducts, engine structure.
1.6 Very high pressures are generated in the fuel injection system. Should a leak develop, do not
attempt to seal it while the engine is running. Shutdown the engine immediately and change the
component.
1.7 Fuel leaks must be dealt with immediately, since a fire hazard will exist, particularly in the vicinity of
hot exhaust pipes. The fire fighting equipment should be compatible with this type of hazard i.e.
dry--powder, foam or CO2 type extinguishers, not water. These will also give protection against
any electrical fires.
1.8 The majority of components on the engine are too heavy to lift manually. The correct lifting tackle
and a crane should always be used.
NOTE: Do not use fluids of any kind to facilitate starting the engine. The introduction of
starting fluids can cause a serious explosion, particularly in engines started by compressed
air.
2. Supporting Systems
2.1 The methods of maintenance and the schedules prescribed in this manual are part of the
insurance of safe working and should be implemented as directed.
2.2 Many of the above points apply equally to the supporting systems, e.g. hot surfaces, moving parts
(pumps), heavy lifts, automatic start.
2.3 Leaks in exhaust gas piping should be rectified at the earliest opportunity. Exhaust gas has
harmful constituents.

MB430L Mirrlees
SECTION 1 CHAPTER 4
2.4 A steam system may be installed for heating. Leaking steam is dangerous and pipes are hot.
2.5 If fuel or lubricating oil enters the eyes or ears or is swallowed obtain immediate first aid attention.
The Oil Companies issue information leaflets on the handling of their products.
2.6 When using materials, such as epoxy grout and sealants, care should be exercised and the
manufacturers handling instructions observed.
2.7 Interlocks, safety devices and alarms are provided in the systems for the engine. These must not
be interfered with, except for maintenance to check their function.
2.8 The generator and electrical control gear is handling high voltages and maintenance should be
carried out only by a competent electrical engineer conversant with the installation.
NOTE: If in doubt contact the service department.
MAN B&W Diesel Limited,
Mirrlees Blackstone
Bramhall Moor Lane,
Hazel Grove,
Stockport,
Cheshire
SK7 5AH.
Telephone No. 44 16l---483---l000

Telefax No. 44 161---483---1465
E Mail mirrlees.blackstone@manbwltd.com
HAZARDOUS MATERIALS ASSOCIATED WITH THE ENGINE
3. Viton Flourelastomer
Upon advice from the manufacturer the following has been prepared in respect to the safety
precautions required when this material is utilized on various seals gaskets and ‘O’ rings.
Viton, as used in manufacturing various seals, gaskets and ‘O’ rings fitted to the above range of
Mirrlees Blackstone engines is a Fluorelastomer, i.e. a synthetic, rubber---like material.
During normal use and under conditions for which they have been designed these seals are
perfectly safe and have an adequate service life. However, it has been noted that should such
seals be exposed to temperatures in excess of 3160C, (6000F) the material does not burn but goes
into a process of decomposition. One of the effects of this decomposition is the evolution of
Hydrogen fluoride and the formation of hydrofluoric acid if ANY water is present.
The level of water content needed to form hydrofluoric acid may vary from water present in the
atmosphere to the amount obtained from a major leak of a cooling system or to the ultimate the
volume of water required to extinguish a fire.
NOTE: THIS ACID IS HIGHLY CORROSIVE and extremely difficult to remove it is comes into
contact with the skin.

MB430L Mirrlees
SECTION 1 CHAPTER 4
Should it be necessary to dismantle any engine components that have been subjected to
temperatures in excess of 3150C (6000F) then the condition of the gaskets and ‘O’ rings should
be closely visually examined to determine if the seals have decomposed. If decomposition has
taken place the seals will be charred in appearance or may have changed to a black sticky mass.
NOTE: IN NO EVENT SHOULD ANY PART OF THE BODY, WHETHER PROTECTED OR NOT, BE
PERMITTED TO COME INTO CONTACT WITH SUCH DECOMPOSED MATERIAL.
If decomposed fluorelastomer seals are found then this condition should be approached as noted
in the section ‘Accidental Burning’ contained within this Section.
DO NOT:---touch any component until such procedures have been implemented and the area
considered safe.
It should be noted that all seals used in the engine are not exposed to high temperatures in normal
operation and may be expected to be found in harmless and satisfactory condition except where
abnormal temperature conditions have existed.
NOTE: Neither natural rubber or nitrile rubber seals present any such hazard and are,
therefore, not subject to the previous procedures. It is possible that the evolved acid may
be neutralized following contact with metallic components of the engine as the acid
strength will dissipate as it attacks the metal.
3.1 SYMPTOMS
a) Inhalation (Breathing) --- Immediate.
Coughing
Choking
Chills lasting 1---2 hours after exposure
b) Inhalation (Breathing) --- Delayed.
Fever
Cough
Chest Tightness
Pulmonary Edema (congestion)
Bronchial Pneumonia
c) Skin Contact
Symptoms may be apparent immediately, soon after contact or there may be considerably delay
after exposure. Do not assume that there has been no damage from a lack of immediate
symptoms; delays of minutes in treatment can have severe consequences:---
Dull throbbing ache.
Severe and persistent pain.

MB430L Mirrlees
SECTION 1 CHAPTER 4
Black discoloration under nails.

Skin swelling and redness.
Blistering.
Sometimes pain without visible change.
3.2 TREATMENT
a) Inhalation
Remove to fresh air and obtain medical supportive treatment immediately. Treat for pulmonary
edema. In the event of a fire occurring where quantities of fluorelastomer materials are stored it
is ESSENTIAL that fire---fighters are informed of the possibility of HIGHLY TOXIC fumes being
present and the precautions recommended.
b) Skin Contact
In the event of skin contact with hydrofluoric acid it is recommended to:---

i) Remove any contaminated clothing immediately.
ii ) Irrigate the affected areas with clean, running water for at least fifteen minutes.
iii ) Liberal applications of 2% Calcium Gluconate gel to be massaged into the effected
areas for at least fifteen minutes or until medical assistance becomes available.
iv ) Further applications of gel should be made if the symptoms re---occur, the application
should be continued until the pain subsides.
v) Refer the case to a hospital Calcium Gluconate gel can be obtained from:---
Industrial Pharmaceutical Service Ltd.,

Bridgewater Road,
Altrincham,
WA14 1NA
Cheshire.
NOTE; The product name is H---F antidote Gel and there is a minimum purchase of 12 off 25g
tubes
c) Eye Contact
Wash/irrigate eyes immediately with water followed by normal saline for 30---60 minutes. Obtain
immediate medical attention.
The manufacturer of viton has issued the following guidelines in respect to Viton and this is
repeated as follows.

MB430L Mirrlees
SECTION 1 CHAPTER 4
3.3 Dust From Grinding

Fine dust resulting from the grinding or abrading of raw VITON polymer or products made from
it can generate toxic decomposition products if burned. Operators engaged in grinding or
abrading vulcanizate of VITON should be cautioned to avoid contaminating smoking materials
with the fine dust. Smoking in such work areas should be prohibited. Workers should also be
advised to wash their hands thoroughly before smoking anywhere. Inhalation of dust particles
should be avoided. As with all grinding operations, respirators and safety goggles should be worn
and adequate ventilation should be used.
3.4 Accidental Burning
Intentional burning of VITON or its vulcanizate is not recommended, except in an approved
incineration process, because of the possible formation of toxic and corrosive combustion
products. However, in the event of an accidental fire involving VITON, fire---fighters should be
made aware of the possibility of toxic and corrosive vapors. The following information is proved
for guidance.
3.5 Combustion Products of Vulcanizate
Quantitative measurements of the combustion products of VITON E---60C and VITON B---910
have been made under good combustion conditions (excess of oxygen). The formulations tested
and the resulting combustion products have been measured. Note: These data are from a
one---time test and may not be representative of an actual fire situation. They are only for purposes
of information.
3.6 Precautions in the Event of a Fire
Highly toxic products of combustion, including hydrogen fluoride, carbonyl fluoride, carbon
monoxide and low molecular weight fluorocarbon fragments can be generated in a fire involving
VITON. Personnel fighting such a fire must wear face masks and self contained breathing
apparatus. All unprotected personnel must leave the area immediately. Anyone exposed to fumes
from the fire should be moved to fresh air at once and treated by a physician.
PLEASE NOTE: Anyone handling residues of VITON polymer or parts of VITON which have been
involved in a fire MUST wear Neoprene gloves to avoid skin contact with these possibly highly
corrosive residues which likely include hydrogen fluoride. (Polyvinylchloride, PVC, gloves may
be used if the temperature of the residue is below the melting point of the glove). Such residues
should be decontaminated by washing in lime---water (calcium hydroxide solution) and disposed
of in the same manner as VITON polymer. The gloves MUST be discarded after use.
3.7 High Temperature Service (above 2750C/5270F)
In most applications parts of VITON can be exposed to temperatures up to 2750C/5270F without
significant decomposition or health hazard. Above this temperature, small quantities of
decomposition products, including hydrogen fluoride, may be formed and precautions should be
taken to protect personnel from exposure.
Laboratory test evidence suggests that evolution of hydrogen fluoride (HF) from cured parts of
VITON is unlikely unless the vulcanizate is severely degraded. However, if operation at

MB430L Mirrlees
SECTION 1 CHAPTER 4
temperatures above 3160C (6000F) is required, or is possible through accident, the user should
assure himself that medical treatment is available for HF burns or other exposure which might
result from inhalation, contact with a decomposed part, or contact with HF condensate. If
condensate is suspected, equipment and parts should be washed well with lime---water (calcium
hydroxide solution). Neoprene or PVC gloves should be worn when handling the equipment and
parts for treatment, and then discarded.
3.8 Tests On Viton Flourelastomer
The laboratory tests mentioned above were run in an air atmosphere using very small quantities
of test specimens prepared from a standard vulcanizate of VITON E---600C. The results may not
be valid if other compounding materials or environments are present since their effect on
decomposition cannot be predicted. Therefore, the use or testing of vulcanizate of VITON above
the range of initial exotherm 310---3250C (590---6170F) or in other media, is not recommended
unless effective precautions are taken to protect personnel from exposure to the fumes. It is the
responsibility of the part manufacturer and the end user to determine whether a specific
application is safe, particularly at temperatures above 3160C (6000F).
NOTE: The foregoing applies only to parts made from conventual FKM type fluorelastomer.
It does not apply to parts made from Du ---Pont TEFLON fluorocarbon resin or KALREZ
perfluoroelastomer, which have different high temperature properties.

MB430L Mirrlees
SECTION 1 CHAPTER 5
THE WORKING CYCLE

1. Description
The engine makes two revolutions or four piston strokes to complete the cycle in the cylinder.
Figure 1.1 shows the valve timings assuming tappet clearances as quoted in Section 1, Chapter
3, Paragraph 8.
1.1 Induction
The air inlet stroke commences with the piston at the top of the cylinder and the air inlet valves
already open. As the piston moves downwards, air from the turbocharger enters the cylinder. To
ensure the cylinder is full y charged with air, the air inlet valves are still open when the piston
reaches the bottom of its stroke, as the air is still flowing into the cylinder at high velocity.
1.2 Compression
The compression stroke occurs on the up---stroke of the piston with the inlet and exhaust valves
closed. Air in the cylinder is compressed and the temperature rise is sufficient to ignite the diesel
fuel injected into the cylinder.
1.3 Combustion
The combustion of the fuel and the resultant expansion of the gases drives the piston downwards
on its power stroke. The exhaust valves open before the piston reaches the bottom of its stroke
so that exhaust may commence whilst the gas is still under pressure. The initially high cylinder
pressure and the turning torque due to the closing angle of the connecting rod to the crank have
considerably dissipated, but the relatively early opening of the exhaust valves releases energy to
adequately drive the turbocharger and enable high air pressure charging of the engine cylinders.
1.4 Exhaust
On its next stroke, the piston forces the exhaust gases out of the cylinder past the exhaust valves.
The air inlet valves open before the end of this exhaust stroke, and a period of cooling and
scavenging takes place before the exhaust valves close.

MB430L
14O

ENGINE TIMING DIAGRAM 6/00 2532
MB430L
40O 14O
40O
60O
30O

ENGINE TIMING DIAGRAM 6/00 2532
MB430L Mirrlees
SECTION 1 CHAPTER 6
INSPECTION ON ARRIVAL AT SITE

All parts should be unpacked and examined at the earliest opportunity commensurate to erection
needs to allow maximum time to obtain replacements for any parts found to be damaged or lost
in transit. All damages or losses should be reported at once, to facilitate immediate replacement
and to enable a claim to be made on the carrier. Take care when opening the cases not to damage
any of the contents.
Every endeavour is made to protect all parts against weather and exposure. Packing cases
should be stored under cover whenever possible.
During packing, some holes are blanked off with wood, metal or plastic plugs to keep out dirt. Care
should be taken that all these protection devices are removed, the holes washed out with clean
fuel (or paraffin) and the parts fitted in their respective assemblies as soon as possible after
cleaning.
The cast surfaces of the engine interior are painted with oil---resisting enamel paint to ensure clean
surfaces for oil draining. If this paint becomes chipped off in places, it must be repainted. This is
a special paint which we can supply: ordinary paint is unsuitable for the purpose.
When an engine is not supplied as a complete unit, the machined surfaces of all components are
coated with a preservative. This preservative must be removed with paraffin or white spirit, and
the surfaces thoroughly cleaned and coated with lubricating oil before final assembly.

MB430L Mirrlees
SECTION 1 CHAPTER 7
CHAPTER INDEX
INDUSTRIAL ENGINE FOUNDATIONS

Introduction 1 1
Engine Including Bearers 1 1.1
Generator 1 1.2
Turbocharger Support 1 1.3
Preliminary Examination Of The Concrete Base 2 2

Dimensions 2 2.1
Quality 2 2.2
Protection Of The Foundation From Spillage 2 3
Positioning Of The Engine On The Foundations 3 4
General Installation Instructions Industrial 3 5

And Marine Installations
Marine Installations 4 6
Typical Marine Installations 4 6.1

MB430L Mirrlees
SECTION 1 CHAPTER 7
INDUSTRIAL ENGINE FOUNDATIONS

1. Introduction
The engine foundation is the general term which describes the prepared base upon which the
engine is mounted.
The manufacture of the prepared base is not the direct responsibility of MAN B&W Diesel Limited,
Mirrlees Blackstone, but it is required to conform to a dimensional drawing and the specification
prepared by MAN B&W Diesel Limited, Mirrlees Blackstone.
The method used for mounting the engine/generator/turbocharger support is direct mounting to
a concrete foundation block
The generating machine has 3 parts each requiring a variation of mounting procedure.
1.1 Engine Including Bearers
The engine is mounted on steel bearers which extend from the crankcase to below the bottom
of the sump. The engine will be supplied to site with the engine to bearer junction fully secured
and the engine to bearer bolts fully tightened.
The steel bearers are directly attached to the foundation block by bolts, and a suitable grout is
interposed between the bottom of the bearers and the top of the block.
The Holding Down bolts for the bearers are through type bolts in steel tubes and must not be
grouted in.
The grout for the engine bearers is Veetagrout 71.
1.2 Generator
The generator stator is mounted on soleplates which are directly attached to the foundation block
by Holding Down bolts, with a suitable grout interposed between the soleplate and the block.
The Holding Down bolts are cast in free bolts in steel tubes, and must not be grouted in.
The generator rotor support bearing and exciter are mounted on a soleplate which is directly
attached to the foundation block by Holding Down bolts, with a suitable grout interposed between
soleplate and block.
The Holding Down bolts are through type bolts in steel tubes and must not be grouted in.
The grout for the stator soleplate and the bearing soleplate is Conbex Grout.
1.3 Turbocharger Support
The turbocharger and intercoolers are mounted on a support which is directly attached to the
foundation block by Holding Down bolts, with a suitable grout interposed between the support
feet and block.
The Holding Down bolts are set in pre cast pockets and grouted in using Veetagrout 71. The grout
for the support feet is Veetagrout 71.

MB430L Mirrlees
SECTION 1 CHAPTER 7
As the concrete base is not the direct responsibility of MAN B&W Diesel Limited, Mirrlees
Blackstone, it is of the utmost importance that careful checks are carried out by the installation
engineer before attempting to erect the engine upon it.
The results of these preliminary checks have a direct bearing on the methods to be adopted to
carry out the grouting operation.
The datum by which an engine is positioned is the crankshaft centre line and this datum should
normally be in the correct relationship to the building to ensure the correct assembly of all
inter---related equipment.
The concrete base upon which the engine is mounted is designed to position the crankshaft
datum in the correct stated relationship and also to provide a gap of approximately 20mm between
the upper surface of the concrete and the underside of the engine bearers to provide space for
grouting.
NOTE: If the gap exceeds 25mm the grout must be applied in two pours.
2. Preliminary Examination Of The Concrete Base
2.1 Dimensions
Carry out dimensional check against the foundation drawing, i.e. check datum height, block
dimensions, number and positions of cored holes and foundation bolts.
2.2 Quality
Check the condition of the concrete for evidence of cracks, crumbling and surface powdering.
If serious discrepancies are noted, advice should be requested.
NOTE: Serious discrepancies are defined as major dimensional errors such as bolt holes
seriously out of position; concrete upper surface too high or too low to enable the required
datum to be established; poor quality concrete with evidence of crumbling over large areas.
If discrepancies are localised such as a few low areas dispersed along the length of the concrete
or small areas of surface crumbling are noted, the main structure being considered satisfactory,
the block could generally be regarded as being satisfactory. If any doubt arises, the installation
engineer is recommended to compile a report including a sketch with plotted discrepancies or
numerical tabulated dimensions as stated positions that could be interpreted, and then request
advice.
3. Protection Of The Foundation From Spillage
The concrete foundation will absorb any oil spillage and will eventually rot if not protected by
treating either with Silicate of Soda after the grout has set, or with proprietary sealing paints.
To use Silicate of Soda, thoroughly mix gallon (2 litre) with 2 gallons (9 litre) of cold water, which
should be sufficient for the complete treatment of 200 square feet (19 square metre). Apply by
watering can and brush.
Repeat the operation at intervals as each coat dries, until the concrete absorbs no more of the
solution. Three coats are usually sufficient.

MB430L Mirrlees
SECTION 1 CHAPTER 7
This treatment can be used with advantage on engine---room floors and will help to reduce the
formation of dust.
4. Positioning Of The Engine On The Foundations
The engine complete with its steel bearers, or in some cases the crankcase assembly complete
with bearers, should be positioned on to the foundation to datums.
The engine should be levelled using the jacking screws in the base of the bearers.
NOTE: Due to the underslung design of the crankcase and the inherent stiffness of the unit,
it is unlikely that the levelling operation will affect the crankshaft web deflections.
NOTE: The top faces of the crankcase feet should be used to determine the engine level.
Once the engine is levelled and positioned correctly the driven machinery should be positioned
and aligned to the engine. (See Section 1 Chapter 8 for web deflections).
As the turbochargers and intercoolers are mounted off the engine on a separate support frame,
the frame must also be levelled and aligned to the engine.
When the engine, driven machinery and turbocharger support frame are set correctly grouting can
be undertaken.
5. General Installation Instructions Industrial And Marine Installations
Locate the ancillary equipment so that all piping is as short as possible consistent with ease of
operation, and good accessibility for maintenance.
Ensure that distant reading gauges and alarms are clearly visible to the plant operators.
NOTE: Ensure that the bores of all pipes are perfectly clean, particularly the lubricating oil
pipe between the filter and the engine.
Piping to be accessible to facilitate inspection and repair when necessary.
The jacket water make---up tank to be above the highest point of the cooling circulating system.
The fuel piping must not pass over or close to exhaust piping. The possibility of any overflowing
or leaking fuel coming into contact with hot surfaces must be avoided to prevent fire risk.
The light fuel service tank should be mounted high enough to ensure that there is sufficient head
to maintain a supply to the engine in the event of a failure of the pressurising pump. A standby
pump may be required if the head is inadequate.
Protect the engine and ancillary equipment from damage while work is proceeding in the vicinity.
Install a crane, capable of lifting the heaviest engine component. The capacity required depends
upon the size of engine.

MB430L Mirrlees
SECTION 1 CHAPTER 7
6. Marine Installations
The following drawings, necessary for installation are usually supplied with each contract:---
a) Seating arrangement;
b) Arrangement of all terminal connections on engine;
c) Piping diagrams for water, lubricating oil, fuel and compressed air systems.
6.1 Typical Marine Installations

Assuming the engine is despatched as a complete unit proceed as follows:---
a) Line up thrust block and/or gearbox and propeller shaft;
b) Check the engine seats;
c) Lower the engine on to the seats;
d) Fit the flywheel to the crankshaft coupling flange by setscrews;
e) Align the coupling face of the flywheel with gearbox or thrust shaft coupling
flange;
f) Adjust the height of the engine by the bedplate levelling screws;
g) Drill the seating from the engine bedplate;
h) Check the crankshaft alignment and deflections and if satisfactory fit chocking
blocks;
i) Insert several holding down bolts and tighten down;
j) Fit all remaining bolts including the flywheel coupling bolts;
k) Record the final crankshaft deflection readings.

MB430L Mirrlees
SECTION 1 CHAPTER 8
CRANKSHAFT ALIGNMENT
1. Installation
Check the alignment of the crankcase and driven machinery by measuring crankweb deflections
with the alignment indicator, Tool K59703 Section 7. Adjust the tool so that its length exceeds the
distance between the crankwebs by approximately 3mm (1/8 inch). Insert the ends in the ‘pop’
mark in each crankweb.
Starting at No.1, turn the shaft to bring the crankpin to the nearest position to bottom which would
allow the indicator to be inserted. Insert the indicator and set to zero. Turn the shaft and record
the readings at the front, top and back crankpin positions. On a new or reconditioned engine,
no two opposite readings on a crankweb, front to back, or top to bottom, should exceed 0.0015
inch (0.038mm). The instrument is graduated in 0.001 inch and marked + on one side of zero and
--- on the other. The plus sign means that the distance between the webs has increased and minus
decreased, hence plus 0.001 inch at the front and minus 0.001 inch at the back makes a difference
of 0.002 inch and would be unsatisfactory.
Due to the rigidity of the crankcase assembly, it is not uncommon to obtain a zero reading on the
alignment indicator in all crank positions.
When checking the flywheel end web reading in conjunction with alignment of driven machinery,
the aim should be to arrive at a web reading plus 1/4 to 1/2 above the original web reading, to allow
for possible settling of the driven machine, and also to allow for the crankshaft lifting on the oil film
when running.
1.1 Alignment Checks
At the intervals specified in Section 4.1, recheck the alignment as above and compare the
readings obtained originally. Any increase in deflection indicates deterioration of support due to
settlement, or bearing wear. Difference in crankweb readings must not exceed 0.004 inch
(.10mm).

MB430L Mirrlees
SECTION 2 INDEX
ENGINE SYSTEMS INDEX
CHAPTER 1 LUBRICATING OIL SYSTEMS

1 General 1
2 Engine Lubrication Details 1
3 Lubricating Oil Filter 2
(Simplex type)
4 Main Bearing Line Filters 5
5 Lubricating Oil condition Monitoring 6
6 Maintenance and Control of the
Lubricating Oil 6
7 Approved Lubricants 7
For The Engine
8 Candidate Lubricants 8
For The Engine
9 Approved Lubricants For The 9
Governor And Turbocharger
10 Approved High Pressure Water---resistant 10
And Non---creep Lubricants For The Engine
11 Approved Anti---seize Compounds 11
12 Engine Shutdown Due To Low 12
Lubricating Oil Pressure
13 Lubricating Oil Treatment 13
CHAPTER 2 COOLING WATER SYSTEMS

1 Engine Jacket Water System 1
2 Secondary Water System 1
CHAPTER 3 FUEL OIL SYSTEMS

1 Light Fuel System 1
2 Heavy Fuel System 1
3 Fuel Forwarding System 3

MB430L Mirrlees
SECTION 2 INDEX
CHAPTER 4 CHARGE AIR SYSTEM EXHAUST SYSTEM

AND THE STARTING AIR SYSTEM
1 General 1
2 Charge Air Induction System 1
3 Charge Air Cooling 1
4 Exhaust System 1
5 Compressed Air System 1

MB430L Mirrlees
SECTION 2 CHAPTER 1
CHAPTER INDEX
LUBRICATING OIL SYSTEMS

General 1 1
Engine Lubrication Details 1 2
Lubricating Oil Filter Simplex Type (Multi ---Canister) 2 3
General 2 3.1
Description 2 3.2
Filter Maintenance 2 3.3
Changing Over Filters In Use 3 3.4
Cartridge Renewal 3 3.5
Main Bearing Line Filters 5 4
LUBRICATING OIL CONDITION MONITORING 5 5
Maintenance and Control of the Lubricating Oil 6 6
Viscosity 6 6.1
Flash Point 6 6.2
Water Content 6 6.3
TBN 6 6.4
Insoluble 6 6.5
Changing Oil 7 6.6
Approved Lubricating Oils For The Engine 8 7
Candidate Lubricating Oils For The Engine 9 8
Approved Lubricating Oils For The Hydraulic Governor 10 9
And Turbocharger
Approved High Pressure Water Resistant And Non Creep 11 10
Lubricants For The Engine
Approved Anti ---seize Compounds 12 11

MB430L Mirrlees
SECTION 2 CHAPTER 1
Engine Shutdown Due To Low Lubricating Oil Pressure 13 12

Check 13 12.1
Lubricating Oil Treatment 14 13
Typical Vokes Lubricating Oil Filter 1
Vokes Multi Cartridge Insert Assembly 2
Schematic Engine Lubricating Oil System 3
Main Bearing Line Filters 4
Lubricating Oil Systems 5

MB430L Mirrlees
SECTION 2 CHAPTER 1
LUBRICATING OIL SYSTEMS

1. General
Engine driven pumps draw oil from the bottom of the sump through a perforated suction strainer,
and passes it to an oil cooler and a thermostatically operated by---pass valve. In a water cooled
system, the cooler is a heat exchanger in which the oil is cooled by raw water.
A relief valve, set to relieve at 7 bar, are fitted from the delivery to the suction pipes of the engine
driven lubricating oil pump. A regulating valve set at 4.2 bar controls the pressure of oil entering
the engine.
On all installations the system is primed by a motor driven pump.
2. Engine Lubrication Details
Pressure gauges mounted on the control panel indicate the pressure of the oil entering the
manifold. A temperature gauge on the same panel measures the temperature from the engine
driven lubricating oil pumps at the outlet.
Oil at the regulated pressure in the manifold, is supplied to the main bearings (except No.1)
through drillings in the main frame. From the main bearings, oil enters the crankshaft and is
distributed to No.1 main bearing, the large end bearings, and the Geislinger damper. From the
large end bearings, oil is fed through oblique drillings in the connecting rods to the small end
bearings, then via the piston pin to the piston crown for cooling purposes. After circulating through
the crown, oil drains over the connecting rod back to the sump.
Lubricating oil is also fed off from a number of points to feed the following:---
a) Oil from both ends the gallery is fed through the crankcase to an internal
manifold from which pipes feed the camshaft bearings, fuel pump bases and air
and exhaust camfollower tappet blocks.
b) A full flow tapping supplies oil to the cylinder head rocker gear. The return oil
from this feed plus the spill back from the valve guide lubrication system falls
back down the push rod tubes via the air/exhaust tappet blocks providing
additional lubrication to this area.
The exhaust valve lubrication system takes its feed from the flywheel end of the oil gallery via a
shut---off valve. This valve is operated by governor oil pressure, which means the system only
operates when the engine is running i.e. governor operating. The oil is fed from the shut---off valve
to a ‘Hillier’ valve which is operated by air manifold pressure. The effect of the Hillier valve is to
allow increasing oil pressure to the exhaust valve guides as the air manifold pressure increases
with increased engine load, thus ensuring adequate lubrication at all load states.
Tappings at the flywheel end of the gallery feed the lubricating oil trip, the outboard camshaft
bearings and the engine governor and drive.
On some installations there is a separate system suppling oil to the air valve seats, see Section
6 Chapter 16 for details.

MB430L Mirrlees
SECTION 2 CHAPTER 1
3. Lubricating Oil Filter Simplex Type (Multi -- Canister)

NOTE: If another type of filter unit is used, refer to the manufactures own literature on
operation and maintenance included in Volume 2 Section 4 of the contract manual set.
3.1 General
From the cooler, the oil passes through a simplex multi---canister filter, before entering the oil
manifolds on the engine. The multi---canister filter has the advantage of one filter bowl being
available for service or on standby whilst the other three are being used. A pressure gauge and
a 3---way cock mounted on the filter enables the inlet and outlet pressures to be determined. The
filter elements should be renewed if the difference in pressure exceeds 0.83 bar. A differential
pressure alarm mounted on the engine alarm panel is activated if the differential pressure per
canister exceeds 0.14 bar.
3.2 Description
The filter unit is comprised basically of four casings interconnected by a changeover valve system.
A ‘Multi---canister’ unit is used to facilitate cartridge renewal while the engine is running. The unit
contains several disposable microfelt cartridges in each canister. Oil flow through the filter is from
outside to inside the cartridge.
A pressure gauge, 3 way cock and a differential pressure switch with isolating valves are mounted
on one casing only and sense the inlet and outlet pressures of the filter as a whole. A manual vent
(or air release valve) as well as an automatic air eliminator are mounted on top of each casing and
a valve or plug is provided in the base for draining oil and sludge.
3.3 Filter Maintenance
When new filter cartridges are fitted there is usually only a differential pressure loss of 0.13 to 0.2
bar. The differential pressure loss must be observed and recorded each watch or shift, as specified
in Section 3 Chapter 3. Take inlet and outlet pressure gauge readings when the engine is operating
at its normal running temperature. Fit another set of new cartridge elements when any of the
following limits are exceeded:---
When the differential pressure loss exceeds 0.8 bar.
After 12 months use.
After 4000 hours running.
The differential pressure is the pressure across the filter cartridge elements and is the inlet gauge
pressure minus the outlet gauge pressure.
NOTE: This differential pressure MUST NOT be allowed to exceed 1 bar. ONLY NEW
CARTRIDGE ELEMENTS MUST BE FITTED. Used cartridge elements MUST NOT be washed
and re ---used. Before fitting make sure that the inside of each element is clean and is free
from the ingress of any packing materials.
Observe strict cleanliness and completely ensure that any dirt, threads from wiping cloths or slings
or any debris from overhead does not enter the delivery side of the filter. The ingress of any dirt
can result in the commencement of bearing failures within the engine.

MB430L Mirrlees
SECTION 2 CHAPTER 1
a) Pressure Gauge and/or Differential Pressure Switch Maintenance

Isolate the pressure gauge by rotating the 3---way cock to ‘Off’. Close both isolating valves
simultaneously (see ‘NOTE’ following). Having completed the maintenance, open both isolating
valves simultaneously.
NOTE: Both valves must be operated in phase to avoid damaging the differential pressure
switch. If the engine is running, it is essential to re ---open them as soon as possible to
maintain the ’differential pressure high’ alarm, which will be inoperative while its switch is
isolated.
3.4 Changing Over Filters In Use
NOTE: The filter unit must be operated with three filter vessels in service (valve indicated
position in open position) and one one filter not in service (stand ---by)(valve indicated in
closed position).
a) On receipt of alarm, determine the filter vessel that is not in service (stand---by) by checking
the valve indicator plates and proceed to partially open the geared isolating valve. The filter
should ideally already be full of oil, but each vessel is fitted with an automatic air eliminator
and the vessel should quickly fill if it is empty.
b) Slightly open the manual vent valve and allow a small amount of oil to bleed to determine that
the vessel is full.
c) Fully close the manual vent valve and check for leaks.
d) Fully open the main isolating valve.

WARNING: Under no circumstance should any of the in service filters vessels be isolated
before the stand ---by vessel has been commissioned.
3.5 Cartridge Renewal
a) Select any one of the other vessels that have been in service and fully close the vessel
isolating valve.
b) Depressurise the vessel by carefully opening the air release valve and allowing oil to bleed in
to a receptacle. The vessel should depressurise when the flow stops.
WARNING: If the flow does not stop check the main isolating valve is fully closed. Under no
circumstance should the vessel cover be removed if oil is still flowing from the vent.
c) Position a suitable container to collect the dirty oil and/or sludge. Each filter casing contains
about 40 UK gal (182 litres).
d) Open the filter casing drain (or remove the plug) at the base of the filter and drain all the oil
and sludge, and ensure that the filter is fully drained.

MB430L Mirrlees
SECTION 2 CHAPTER 1
e) Remove the cover nuts and bolts.
f) Lift the cover clear of the vessel.
g) Unscrew, remove and retain the cartridge retainer.
h) Remove the three cartridges and cartridge separators from inside of the filter vessel.
i) Discard element cartridges after removal.
NOTE: The microfelt filter cartridge is disposable and must not be dismantled or cleaned for
further use.
j) Examine the cover gasket (and ‘O’ ring seals); if worn or damaged renew.
k) Thoroughly clean all joint faces.
l) Clean interior of case and wash metal components in a suitable solvent and dry thoroughly.
m ) Carefully assemble the new cartridges over the centre tube with their support caps between
each, ensuring even seating.
n) Screw down cartridge retainer by hand until all spring resistance is overcome.
o) Carefully replace the cover gasket.
p) Reposition cover and tighten the six M24 bolts evenly to a maximum torque of 236Nm.
q) Ensure that the manual drain and vent valves are closed.
r) Partially open isolating valve and allow vessel to fill with oil.
s) Return vessel to service as per Section 3.4.
t) Continue replacement of ‘in service’ filter cartridges one at a time.
4. Main Bearing Line Filters
In order to prevent any dirt and debris, which may get into the off---engine pipework during
installation, from entering the moving parts of the engine the MB430 engines are delivered with
a cartridge filter fitted to every main bearing oil feed. The filters fit between the lubricating oil
galleries and the crankcase main frame.
NOTE: These filters must be removed and replaced with a coupling pipe immediately after
achieving 60% load during the running in period.

MB430L Mirrlees
SECTION 2 CHAPTER 1
ILLUSTRATIONS
Figure Number Identification Title And/Or Description

1 1365/4 Vokes lubricating oil filter
simplex Multicanister
arrangement.
RECOMMENDED SPARES
Item Part Number Quantity
Filter Cartridge 80631 12
‘O’ Ring Seal 73913 3
As the line filters are not monitored by differential alarms or protection, failure to replace the filter
units with the supply pipes at seventy hours running could lead to a reduction in oil flow leading
ultimately to serious internal damage to the engine.
When replacing the filter units ensure absolute cleanliness in the fitment of the replacement supply
pipes. On running up the engine, after the above work, check the pipework for leaks before
resuming normal operation.
5. LUBRICATING OIL CONDITION MONITORING
There are two sections to the list of Approved lubricants. ‘Approved’ and ‘Candidate’. Oil on the
‘Candidate’ list is lubricating oil who‘s specification meets the required standard. Oil on the
‘Approved’ list is lubricating oil who‘s specification meets the required standard and has operated
satisfactorily in an engine in the field.
Note: --- Permission to use Candidate oils must be obtained from Mirrlees Blackstone during
the guarantee period in particular.
Never blend different oil brands unless approved by oil suppliers and during the engine
manufacturers guarantee period.
6. Maintenance and Control of the Lubricating Oil
Centrifuging (if installed) of the system oil is recommended to separate water and insolubles from
the oil. Operation of the centrifuge should be carried out strictly in accordance with the
manufactures recommendations.
It is advisable to take lubricating oil samples after every 500 hours of operation. The sample
should be sent to the oil supplier for analysis. On the basis of the results it is possible to determine
suitable intervals between oil changes. If a lubricant defect/problem is suspected, the sampling
frequency should be increased.

MB430L Mirrlees
SECTION 2 CHAPTER 1
To be representative of the oil in circulation, the sample should be taken with the engine in
operation, at the sampling cock location immediately after the oil filter on the engine, in a clean
container holding 0.75 to 1 litre. Take samples before, not after adding new oil to compensate
for consumption. Before filling the container, rinse it with with the oil from which the sample is
to be taken.
In order to make a complete assessment of the condition of the oil in service, the following details
should be supplied with the sample: Installation, engine number, oil brand, engine operating
hours, number of hours the oil has been in use, where the system sample was drawn, type of fuel
and any special remarks.
When estimating the condition of the used oil, the following properties should be be observed.
Compare with the guidance value (type analysis) for new oil of the brand used. These are
guidance value only and the recommendations of the oil supplier should be sought in the first
instance.
Viscosity
The oil should be discarded if its viscosity should increase or decrease into the next SAE grade.
i.e. for SAE 30, up to SAE 40 bottom limit and down to SAE 20 top limit.
Flash Point
Should not fall by more than 500C below fresh oil nominal value. The minimum permissible flash
point (open cup) is 1700C. At 1500C, there is a risk of a crankcase explosion.
Water Content
Should not exceed 0.2%. At 0.5% measures must be taken either centrifuging or changing the
oil, and the source of the water ingress determined and eliminated.
TBN
The TBN value must be at least 50% of the fresh oil nominal value.
Insoluble
The quality allowed depends on various factors. The oil suppliers recommendations should be
followed. 3% insolubles in n---Pentane call for action however.
In general, it can be said that the changes in analysis results give a better basis of estimation than
the absolute values. Rapid and great changes may indicate abnormal operation of the engine or
of an associated system.
Compensate for oil consumption by adding a maximum of 10% new oil at any one time. Adding
larger quantities can disturb the balance of the used oil, causing, for example, precipitation of
insolubles.
Accurately measure and record the quantity of lubricating oil added. Attention to the lubricating
oil consumption may give valuable information about the engines condition. A continuous
increase may indicate that piston rings, pistons, cylinder liner and air and exhaust value guides
are becoming worn. A sudden increase should prompt an investigation as to the cause.

MB430L Mirrlees
SECTION 2 CHAPTER 1
Guidance values for oil change intervals are influenced by operating conditions, fuel quality,
centrifuging efficiency (if fitted) and total oil consumption.
Oil .samples taken at regular intervals, analysis by the oil supplier and, with the results being
plotted as a function of operating hours, is an efficient way of predicting oil change intervals and
monitoring the condition of the engine.
Any queries as to the condition of the oil should always in the first instance be referred back to
the oil supplier.
Changing Oil
When changing oil the following procedure is recommended:---

Empty oil system while the oil is still hot. Be sure that oil filters, coolers and if possible associated
pipework, are also drained.
Fill the required quantity of oil in the system and ensure the filters etc are primed.

MB430L Mirrlees
SECTION 2 CHAPTER 1
7. APPROVED LUBRICATING OILS FOR THE ENGINE
MINIMUM OIL REQUIREMENTS

Viscosity The system oil should be of viscosity class SAE 40
Performance Minimum performance level of API ---CD/MIL---L---2104C
Engine Light Fuel to B.S. Light Fuel to B.S. Heavy Fuel to B.S. Heavy Fuels
Operating on :-- MA100 : 1982 MA100 : 1982 MA100 : 1982 containing up to
Class M2 & M3 Class M2 & M3 Class M4 & M5 5% Sulphur
Or Fuels containing Or Fuels containing Or Fuels containing

up to 1% Sulphur up to 2% Sulphur up to 4% Sulphur
Minimum TBN
12 30 40 50
(mg KOH/g)
Marketing
Company
ADNOC X412
B.P. ENERGOL DS3---154 ENERGOL IC---HFX304 ENERGOL IC---HFX404
ENERGOL IC---HFX204
CALTEX DELO 6200 DELO 3000 MARINE DELO 3400 MARINE
DELO 1000 MARINE
DELO 2000 MARINE
CASTROL MLC40 TLX304 TLX 404
TXL204
CHEVRON DELO 1000 MARINE DELO 3000 MARINE DELO 3400 MARINE
DELO 2000 MARINE
ELF LUB. DISOLA M 4015 AURELIA 4030
MARINE MILANTAR MF40
AURELIA 4020
ESSO EXXMAR 12TP 40 EXXMAR 30TP 40 EXXMAR 40TP 40
EXXMAR 24TP 40
FAMM DELO 1000 MARINE TARO 30 DP 40
FINA CAPRANO S 412 STELLANOS S 430
GULF GULFMAR SELECT 430 GULFMAR SELECT 440
MOBIL MOBILGARD 412 MOBILGARD 430 MOBILGARD 440

MB430L Mirrlees
SECTION 2 CHAPTER 1

Viscosity The system oil should be of viscosity class SAE 40.
Performance Minimum performance level of API--CD/MIL--L--2104C

up to 1% Sulphur up to 2.5% Sulphur up to 3.5% Sulphur
Minimum TBN
12 30 40 50
(mg KOH/g)
Marketing Brand Name Brand Name Brand Name Brand Name

Company
SHELL GARDINA 40 ARGINA T40 ARGINA X 40
RIMULA 40
ARGINA S40
TEXACO TARO 12 XD 40 TARO 30 DP 40
TOTAL HMA 430 HMA 440

MB430L Mirrlees
SECTION 2 CHAPTER 1
8. CANDIDATE LUBRICATING OILS FOR THE ENGINE

Viscosity The system oil should be of viscosity class SAE 40
Performance Minimum performance level of API ---CD/MIL---L---2104C

up to 1% Sulphur up to 2% Sulphur up to 4% Sulphur
Minimum TBN
12 30 40 50
(mg KOH/g)
Marketing
Company
B.P. ENERGOL HPDX 40 ENERGOL IC---HFX504

CASTROL MHP 154 TLX 504
CEPSA ERTOIL KORAL 15
ELF LUB. AURELIA XT 4040 AURELIA XT 4055
MARINE
ESSO EXXMAR CM 40 EXXMAR 30TP 40PLUS EXXMAR 40TP 40PLUS EXXMAR 50TP 40PLUS
ESSOLUBE X301
FAMM TARO 16 XD 40 TARO 40 XL 40 TARO 40 XL 40
FINA CAPRANO TD 40 STELLANO S 440
STELLANO S 420
GULF GULFMAR DPO 412
MOBIL MOBILGARD ADL 40
MOBILGUARD 1 SHC MOBILGARD 50 M
SHELL ROTELLA 40 ARGINA XL 40
TEXACO TARO 16 XD 40 TARO 40 XL 40 TARO 50 XL 40
TOTAL RUBIA ST 415 HMA 4300 HMA 4400 HMA SUPER X 450
RUBIA FP 40 HMA SUPER X 430 HMA SUPER X 440
RUBIA ST 420
HMA SUPER X 420

MB430L Mirrlees
SECTION 2 CHAPTER 1
9. APPROVED LUBRICATING OILS FOR THE HYDRAULIC

GOVERNOR AND TURBOCHARGER
Marketing For Temperature Conditions For Tropical Conditions

Company Up To And Including Above 85oF (29oC) Ambient
85oF (29oC) Ambient
ELF LUB TURBINE T68 TURBINE T68
MARINE
B.P. ENERGOL THB 46 ENERGOL THB 68
ENERGOL THB 68 ENERGOL THB 100
CASTROL PERFECTO T46 PERFECTO T68
PERFECTO T68 PERFECTO T100
AIRCOL SN68 AIRCOL SN68
AIRCOL SN100
CALTEX REGAL OIL R&O 46 REGAL OIL R&O 68
REGAL OIL R&O 68 REGAL OIL R&O 100
CHEVRON MACHINE OIL R&O ISO 46 MACHINE OIL R&O ISO 68
MACHINE OIL R&O ISO 68 MACHINE OIL R&O ISO 100
ESSO TRESSO 46 TRESSO 68
TRESSO 68 TRO---MAR T68
TRO---MAR T68 TRESSO 77
FINA HYDRAN ISO 68 HYDRAN ISO 68
BAKOLA ISO 68 BAKOLA F 80
TURBINE OIL HEAVY TURBINE OIL EXTRA
HEAVY
ROC/GERM TURBIBEAR M TURBIBEAR H
GULF HARMONY 46 HARMONY 68
HARMONY 68 HARMONY 100
MOBIL DTE OIL MEDIUM DTE OIL HEAVY MEDIUM
DTE OIL HEAVY MEDIUM DTE OIL HEAVY
RARUS SHC 1026 RARUS SHC 1026
SHELL TURBO OIL T68 TURBO OIL T68
TURBO OIL T78 TURBO OIL T78
NOTE: When the turbocharger is engine feed, the above oils will not usually be required.

MB430L Mirrlees
SECTION 2 CHAPTER 1
Marketing For Temperature Conditions For Tropical Conditions

Company Up To And Including Above 85oF (29oC) Ambient
85oF (29oC) Ambient
TEXACO REGAL OIL R&O 46 REGAL OIL R&O 68

REGAL OIL R&O 68 REGAL OIL R&O 100
TOTAL PRESLIA 46 PRESLIA 68
PRESLIA 68 PRESLIA 100

MB430L Mirrlees
SECTION 2 CHAPTER 1
10. APPROVED HIGH PRESSURE WATER RESISTANT AND NON

CREEP LUBRICANTS FOR THE ENGINE
Marketing High Pressure Water Non Creep For Preliminary

Company Resistant For Temperatures Lubrication Of Main And
Up To 275oF (134oC) Large End Bearing Shells
(Running Surfaces Only)
ELF LUB MULTISERVICE GREASE EPEXA 2

MARINE
B.P. ENERGREASE MM---EP2 ENERGREASE MM---EP2
CASTROL SPHEEROL EPL2 NON CREEP 26
CALTEX BLACK PEARL GREASE 2 BLACK PEARL GREASE
MULTIFAK ABF MULTIFAK ABF
MULTIFAK EP 2 MULTIFAK EP 2
CHEVRON BLACK PEARL GREASE 2 BLACK PEARL GREASE 2
DURALITH GREASE E.P .2 DURALITH GREASE E.P. 2
ESSO BEACON 3 GREASE BEACON E.P. 1 GREASE
BEACON E.P. 2 GREASE
FINA MARSON HTL 2 FINA MARSON L.M.2
ROC/GERM LISTATE 2 RAMUS ND
GULF CROWN EP3 GREASE CROWN EP2 GREASE
MOBIL MOBILGREASE HP222 MOBILGREASE HP222
MOBILITH SHC 460 MOBILITH SHC 460
SHELL ALVANIA GREASE R3 ALVANIA GREASE E.P. 2
TEXACO REGALSTARFAK MULTIFAK E.P. 2 GREASE
PREMIUM 3
MULTIFAK E.P. 2
TOTAL MULTI E.P. MULTI E.P.

MB430L Mirrlees
SECTION 2 CHAPTER 1
11. APPROVED ANTI---SEIZE COMPOUNDS

Company Product Area of Use
Gulf Gulf Anti ---seize Compound 2 Injector Nozzle Nut
BMC Copaslip (MB Ref K31131) General Usage
APPROVED LUBRICATING OIL FOR ENGINE CONTROL PANEL PNEUMATIC VALVE

LUBRICATOR
Recommended grade of oil for the lubricator is HL25 standardised to DIN51524 --- ISO VG32.
12. Engine Shutdown Due To Low Lubricating Oil Pressure
If an automatic shutdown occurs actioned by a low lubricating oil pressure trip device, an
inspection must be carried out before any attempt is made to restart the engine. The reason for
the low lubricating oil pressure having occurred should be determined and any corrective action
taken before the engine is restarted.
12.1 Check
a) The lubricating oil filter and condition of the elements.
b) The level of the lubricating oil in the bedplate or sump tank.
c) The condition of the oil:---
i) Viscosity low, Possibility of

strong fuel smell fuel dilution
ii ) Foaming excessively Ingress of water
iii ) Take a sample and
submit to the oil
company for analysis
d) Remove the engine crankcase doors and run the lubricating oil priming pump:---
i) Look for any abnormally free discharge from any bearing;

ii ) Look for any free discharge from any lubricating oil pipe or its end connections;
iii ) Check gear supply pipes and fittings and spray nozzles.
e) Inspect the suction filter for the main pump and ensure that it is not fouled or restricted by
anything such as a cleaning rag.

MB430L Mirrlees
SECTION 2 CHAPTER 1
f) Inspect pump suction piping and ensure all joins are completely intact and that no air intake
is possible.
g) Ensure that the engine gearwheel and the pump gearwheel and drive shaft are intact.
h) Ensure that relief valves and pressure regulating valves are intact.
i) Main lubricating oil pump has not sustained any damage or abnormal wear to result in
excessive clearances and low efficiency.
j) Generally inspect the whole pipe system and determine that no abnormal restriction is
present resulting in a reduction of pressure in the engine.
13. Lubricating Oil Treatment
On some installations, particularly on engines operating on residual fuels, a lubricating oil

treatment system may be included to separate out the solid combustion by-product from the
engine oil.
For details of the equipment involved, see the maker’s literature in the Volume 2 Instruction
Manual.

MB430L

TYPICAL LUBRICATING OIL MULTI---FILTER 6/00
TYPE TU53
MB430L

VOKES MULTI CARTRIDGE INSERT ASSEMBLEY 6/00 2205
MB430L
Instruction Manual
Mirrlees
VALVE ROCKERS
EXH--- VALVE GUIDES
FROM SUMP
to rockers
TAPPETS
to valve guides
HILLER VALVE from air manifold
CAMSHAFT BRG return to sump
ENGINE DRIVEN PUMP
drain to sump
CYLINDER HEAD
RELIEF VALVE
MOTOR DRIVEN PUMP
CYL. No. 1 CYL No. 8 RELIEF VALVE
INTER GEAR DAMPER

SMALL END BRG.
GOVERNOR DRIVE
OVERSPEED TRIP CYL.
CRANKSHAFT
FLYWHEE MAIN BRG. No. 1 MAIN BRG. No. 2 LARGE END BRGS. MAIN BRG No. 9 MAIN BRG. No. 10
L
END
DUPLEX FILTER OIL COOLER

SHUT--- OFF VALVE THERMOSTATIC VALVE
LUB. OIL PUMP GEARS EXHAUST VALVE STEM
return
to sump
SUCTION FROM SUMP
HIGH PRESSURE
CONN. ROD & PISTON
RETURN TO SUMP
SPRAY LUBRICATION

SCHEMATIC VIEW OF ENGINE LUBRICATING OIL SYSTEM 6/00 2301
(‘INLINE’ ENGINE)
MB430L
LINE FILTER
BEND L4199
THESE FILTERS MUST BE REPLACED WITH A

COUPLING PIPE IMMEDIATELY AFTER
ACHIEVING 60% LOAD

MAIN BEARING LINE FILTERS 11/02 2337
MB430L
Instruction Manual
Mirrlees
MAIN BEARING
OIL SYSTEM THERMOSTATIC MIXING VALVE
T05 LUB. OIL SYSTEM. SUPPLIER LUB. OIL SYSTEM.
(1 SENSOR PER PORT A INLET FROM ENGINE
MAIN BEARING) PORT B INLET FROM COOLER
T02
PORT C OUTLET TO OIL FILTER INSTRUMENTATION/ALARM/CONTROL SCHEDULE
ENGINE 200 DN 200 DN
SPECIFICATION
8MB430L FUNCTION DESCRIPTION
ITEM
No. OFF
PER STN.
MBD Ltd
MMB Ltd
GSM Ltd
TEMPERATURE INDICATOR. (ENGINE INLET). PRESSURISING PUMP (ENGINE DRIVEN).

T01 TI DELIVERY 191.2 cu.m/h AT 9 bar.
LO1.A 4
S171379
MMBL TEMPERATURE ALARM HIGH. (ENGINE INLET). LO1.B
LO1.A LO1.B TA
69.7 ºC 37.4 ºC H
PRIMING PUMP (MOTOR DRIVEN).
MBDL TEMPERATURE TRIP/ALARM HIGH/HIGH. (ENGINE INLET).
TCZA 2 WORKING, 1 SPARE. DELIVERY 26 cu.m/h
HH LO3 3
F
AT 3.4 bar. INTEGRAL PRESSURE RELIEF
F01 TEMPERATURE INDICATOR. (COOLER INLET). VALVE SET TO 3.4 bar.
LO28
U01 E LO25 T02 TI
MBDL
TEMPERATURE INDICATOR. (COOLER OUTLET).
T03 TI THERMOSTATIC VALVE. TYPE WAX.
50DN LO17 2 SIZE 150 mm. NOMINAL TEMP. SETTING 60 ºC.
MMBL TEMPERATURE CONTROL NORMAL. (ENGINE INLET). PRESSURE LOSS 0.48 bar.
200 DN
T04 TC
N
80 DN T04 60 ºC 32 ºC
LO36 LO17 TEMPERATURE INDICATOR. (MAIN BEARINGS). FILTER. TYPE DUPLEX MULTI/CAN
T05 TI
NC LO22.1 FILTRATION 15 microns.
LO3
200 DN TEMPERATURE ALARM HIGH. (MAIN BEARINGS). LO22.2 2 MAX ALLOWABLE PRESSURE
TA LOSS 207 mbar.
A B H SETS
MMBL MMBL
DIRTY OIL DISCHARGE TEMPERATURE TRIP/ALARM HIGH/HIGH. (MAIN BEARINGS).
S171379
C TCZA
HH HEAT EXCHANGER. TYPE PLATE.
T03 LO25 2 MAX OIL FLOW 191.2 cum/h. DISSIPATION 905 kW.
MBDL MBDL PRESSURE INDICATOR. (ENGINE INLET).
P01 PI MAX OIL TEMP AT OUTLET 60 ºC.
LO32.A LO32.B PRESSURE LOSS 690 mbar.
MMBL MMBL PRESSURE TRIP/ALARM LOW. (ENGINE INLET)(ELEC).
PCZA
L
EX1 PRIMING OIL FLOW INDICATOR/SWITCH. TYPE
P03 PRESSURE TRIP LOW/LOW. (ENGINE INLET)(MECH).
P02 PCZ LO28 2
LL
LO22.1 PRESSURE INDICATOR. (FILTER INLET/OUTLET).
P04 P03 PI LO32.A STRAINER.
4
L032.B
PRESSURE DIFFERENTIAL ALARM HIGH. (FILTER).
PDA ENGINE INLET PRESS. REGULATING VALVE.
H
LO35 SET PRESS. TO GIVE 4.8 bar AT INLET TO ENGINE WITH OIL
LO35 200 DN 200 DN 2
PRESSURE CONTROL NORMAL. (T/C FEED INTERLOCK) AT WORKING TEMP.
P04 PC
N
PRESSURE ALARM LOW. (T/C FEED) LO36 2 SYSTEM PRESSURE RELIEF VALVE.
PA
L SET PRESSURE 5.5 bar.
PRESSURE TRIP/ALARM LOW/LOW. (T/C FEED).
PCZA
MBDL
MMBL
LL LUB. OIL SYSTEM PIPEWORK, VALVES, ETC.
LO22.2
P02 P01 T01 FLOW INDICATOR. (PRIMING).
F01 FI TURBOCHARGER. TYPE TPL73
MAX. SITE CHARGE AIR COMP. OUTLET TEMP. 229.6 ºC.
FLOW CONTROL LOW. (PRIMING)(ENGINE START INHIBIT). EX1 2
FI MAX. (GAUGE) BOOST PRESSURE 2.8 bar.
L
MMBL
MBDL
MBDL
MMBL
MULTI--VARIABLE CONTROL.
U01 UC
SYSTEM NOTES
1. FOR EXPLANATION OF SYMBOLS SEE IDS 35.
2. FOR EXPLANATION OF EQUIPMENT CODING SEE IDS 181.
3. FOR TEMPERATURES, PRESSURES, FLOWS, PIPE SIZES, HEAT DISSIPATION DATA ETC., REFER TO MBD LTD APPLICATIONS DATA BASE DOCUMENTATION.
4. FOR INSTRUMENTATION/CONTROL/SHUTDOWN DATA REFER TO MBD LTD APPLICATIONS DATA BASE DOCUMENTATION.

LUBRICATING OIL SYSTEM DIAGRAM 4.6.02 S171382
MB430L Mirrlees
SECTION 2 CHAPTER 2
CHAPTER INDEX
COOLING WATER SYSTEMS

Engine Jacket Water System 1 1

Loss Of Cooling Water 1 1.1
After Cooling 2 1.2
Engine Jacket Water Treatment 2 1.3
Secondary Water System 3 2

Charge Air Cooler (Intercooler) 4 2.1
Lubricating Oil/Jacket Water Cooler 4 2.2
Engine Cooling Water Systems 1
Secondary Cooling Water Systems 2

MB430L Mirrlees
SECTION 2 CHAPTER 2
COOLING WATER SYSTEMS

1. Engine Jacket Water System
Fresh water for cooling the engine jackets and turbocharger(s) is circulated by means of a motor
driven pump. The water is discharged from the engine through a flow indicator and, via a
thermostatic diverting valve, to the jacket water heat exchanger. From the heat exchanger the
water is returned to the engine jacket. Water from a make---up tank replenishes system losses.
Typically a temperature gauge mounted on the engine control panel, indicates the temperature
of the water leaving the engine. A high temperature alarm is activated if this temperature exceeds
a pre---determined value. A pressure gauge also mounted on the engine control panel indicates
the pressure of the water entering the engine jacket.
Also locally mounted pressure gauges measure the pressure before and after the pump. A locally
mounted temperature gauge measures the temperature at the outlet of the jacket water heat
exchanger, just after the thermostatic valve by---pass.
1.1 Loss of Cooling Water
If a water cooling circulation system failure occurs the engine must be shutdown immediately.
Continued running will result in more steam being generated in the engine jacket water cooling
system. Steam will force water out of the system and an overflow will probably occur at the fresh
water make up tank. Providing there is no personal danger the supply into the make---up tank
should be shut off so that the engine system is not immediately replenished until the engine has
started to cool and steam pockets are dispersed. Engine surfaces that have overheated,
particularly cylinder heads and cylinder liners, must not be immediately doused with water. The
engine must be left in its partially water filled state until it has cooled down over a long period.
Before the engine is refilled with water it should be possible to retain a hand on outer surfaces of
the top of the cylinder block and cylinder heads.
When sufficiently cooled admit water to the make---up tank and immediately note that there is no
continuing generation of steam relieved at the vent cock at the top of the engine outlet pipe as
the engine refills with water. When the system is full close all vent cocks and if there is an electric
pump available start this and circulate and pressurise the system. Generally inspect all water
joints, water pipes, and cooling equipment for leaks. Remove the engine crankcase doors and
ensure there are no water leaks from the cylinders or cylinder liners to the crankcase. A leak from
the liner bore could denote a cracked cylinder liner or a cracked cylinder head. A leak from the
outside of the liner could denote failure of the liner rubber sealing rings.
Check the lubricating oil sump or sump tank contents, if it is high water may have entered the oil
system. Any water would need to be centrifuged out of the lubricating oil or the system will need
to be drained, cleaned out and refilled with new oil.
Open the cylinder cocks or plugs to relieve compression, barr the crankshaft round gently and
slowly, by hand only, if the engine is free and barring is uninterrupted after two revolutions by hand
the barring can be continued using electric motor drive. Observe the indicator cocks particularly
for any evidence of the discharge of water. Whilst barring have the engine lubricating oil priming
pump running, observe the discharge of oil at each main and large end bearing. As each piston

MB430L Mirrlees
SECTION 2 CHAPTER 2
is at T.D.C. observe the liner bore and ensure there are no signs of scuffing of the running surface.
While inspecting within the crankcase ensure there are no signs of bearing metal flakes. Also
remove the lubricating oil filter element cartridge that was in use at the time of the water failure and
ensure there is no evidence of bearing failure denoted by lining metal on the element.
Providing the inspection has not revealed any apparent damage or failure, the engine can be
completed for running and can be restarted.
After starting immediately observe the engine water outlet flow indicator, any incidence of bubbles
could indicate a cracked cylinder liner or cylinder head, in which case the engine must be shut
down immediately.
During initial re---running on load, keenly observe all engine conditions and performance
parameters and determine that there has been no apparent damage that is causing any
detrimental result.
The loss of water circulation and of water from the engine cooling system is a serious incident,
and it is essential to ascertain that no apparent damage has resulted before an attempt to restart
the engine is actioned.
1.2 After Cooling
Following a normal engine shutdown the circulating water pump should be run for a further 15
minutes to dissipate the heat rise following engine stoppage.
Engines operating with there own engine driven circulating pumps should have the operating load
reduced to a minimum and the engine speed reduced to idle for approximately 15 minutes prior
to stopping the engine.
If it is required to remove a part of the water system on the engine e.g cylinder head, liner etc. the
engine should be cooled to ambient temperature or a temperature not exceeding 1000F before
draining off the cooling water.
1.3 Engine Jacket Water Treatment
Without exception all cooling waters including distilled water are potentially corrosive. Therefore
it is good practice to treat the water in closed cooling system with an efficient corrosion inhibitor.
There are many chemicals and proprietary blends of chemicals that can be used to inhibit
corrosion in engine cooling systems. However of the many types available only those blends
based on sodium nitrite or sodium chromate are recommended for general use.
The normal concentration is between 0.20 and 0.25 percent by weight and the pH value of the
water should be maintained between 8.0 and 10.0.
It is necessary to monitor the system content frequently and replenish any deficiency. A special
test kit will be required and this should be obtained from a water treatment specialist.
When an anti---freeze solution is required for protection, it is recommended that Ethylene Glycol
(Ethanediol) should be used. A 25% solution will provide protection down to ---120C. Observe the
suppliers instructions for the solution strength that is required for protection down to the minimum
temperature that is likely to be experienced.

MB430L Mirrlees
SECTION 2 CHAPTER 2
Frequently test a system water sample by refrigeration down to the required protection
temperature. It is preferable that an anti---freeze solution of original strength is used for topping
up to avoid dilution of the solution strength.
When anti---freeze is used with a compatible nitrite inhibitor a special test kit will be required to
determine the nitrite content of the solution.
NOTE: Do not use chromate based inhibitors with anti ---freeze solutions.
Where the engine cooling system includes air blast radiators, the information given in the Radiator
Section of Volume 2 of these manuals should be acted upon.
It is essential that a water treatment specialist is approached by the user to recommend the
treatment for a particular application having regard to the water analysis and materials of
constructionof the equipment which may include soft solder.
a) Toxicity of the Inhibitor
Any inhibiting chemical if taken internally in sufficient quantities could cause acute discomfort or
even death. Protection of the eyes and hands is advisable when handling inhibitors in the
concentrated form.
Face masks are recommended when handling fine powders. Impervious or rubber gloves should
be worn in handling or disposing of chromate solutions.
Any local bye---laws should be complied with when storing or disposing of unwanted inhibitor or
treated water.
b) Handling Precautions
All the chemicals mentioned in the preceding paragraphs should be handled with care and it is
advisable to use rubber gloves. Any of the liquid contacting the skin should be washed off with
soap and warm water as soon as possible after contact.
When chemicals are being used strictly adhere to the suppliers instructions with respect to
methods of application, handling and safety precautions.
2. Jacket Water Quality and Treatment
2.1 Introduction
a) This information details the water quality, corrosion inhibitors, and anti--freeze additives for filling
and make--up of jacket water closed cooling systems used on all Mirrlees Blackstone engines.
b) The jacket water in a running engine is maintained circa 850C to reduce engine wear by preventing
deposition of water vapour and acid products and maintaining low lubricant viscosity.
3. Cooling Water Quality
3.1 Because of the use of high cooling water temperatures it is desirable to minimise the effect of
corrosion/scaling in the water passages by utilising water of controlled hardness (Calcium and
magnesium expressed below as CaCO3 equivalent) and addition of a corrosion inhibitor

MB430L Mirrlees
SECTION 2 CHAPTER 2
3.2 The quality of cooling water prior to addition of corrosion inhibitor and/or antifreeze shall be in
accordance with the following limits:--
Property Units Test Method Limits

Total Dissolved Solids ppm BS2690 400 max
Total Hardness as CaCO3 ppm BS2690 200 max
Chloride as Cl ppm BS2690 50 max
Sulphate as SO4 ppm BS2690 100 max
pH BS2690 5.5/9.5
4. Corrosion Inhibitors and Antifreeze
4.1 Mirrlees recommend that all closed systems be treated with a proprietary corrosion inhibitor based
on a blend of sodium nitrite/benzoate/borate used at a nominal nitrite level of 1000 -- 2000 ppm (as
sodium nitrite).
4.2 The corrosion inhibitor should be chosen from the proprietary brands listed in the table.
4.3 If anti--freeze properties are required then an appropriate * proportion of ethanediol (Ethylene
glycol) should be added to the treated water. Alternatively a proprietary anti--freeze should be
selected from the tabulated list.
*
% Ethanediol by Volume 12.5 17.0 25.0 32.5 38.5 44.0 49.0 52.5
Freezing Point C ---3.9 ---6.7 ---12.2 ---17.8 ---23.3 ---28.9 ---34.4 ---40.0
4.4 The approved corrosion inhibitors are all compatible with ethylene glycol anti--freeze.
4.5 It is absolutely imperative that the concentration of the corrosion inhibitor be monitored on a
regular basis and appropriate additions made in accordance with the manufacturer’s instructions.
Test kits are available for this purpose from the supplier of the inhibitor.
4.6 Attention is drawn to the additive manufacturers data sheets for details of handling, storage,
disposal and safety requirements and the applicability of COSHH legislation.

MB430L Mirrlees
SECTION 2 CHAPTER 2
Supplier Address Inhibitor Anti---freeze

Castrol Overseas Ltd Burmah Castrol House Castrol WT2
Marine Division Pipers Way Castrol WT4
Swindon
England SN3 1RE
Tel 01793---512712
Fax 01793---614025
Telex 449221
Drew Ameroid Triathlonstraat 33 Maxigard
Nederland NL---3078 HZ Rotterdam
Netherlands
Tel (00 31) 479 0144
Telex 22590
Houseman Ltd The Priory Heatreat 552 Heatreat 814
International Division Burnham
Slough
England SL1 7LS
Tel 01628---604488
Fax 01628---666381
Nalfleet Marine PO Box No 11 Nalcol 2000
Chemicals Winnington Avenue CWT Inhibitor
Northwich (9---111)
Cheshire
England CW8 4DX
Tel 01606---721616
Fax 01606---783874
Telex 66---8663
Metito Chemical PO Box 11112 Metito M---318
Industries Ltd Jeddah 21543
Saudi Arabia
Tel: 966 2 660 6031/

966 2 664 3607
Fax: 966 2 669 4357
Contact: Rollie Almonte,

District sales manager

MB430L Mirrlees
SECTION 2 CHAPTER 2
5. Secondary Water System
Using an motor driven pump, raw water is pumped to the:---

a) Lubricating oil cooler;
b) Charge air coolers --- intercoolers;
c) Engine jacket water cooler.
Locally mounted pressure gauges indicate the pressure at the inlet and outlet of the motor driven
pump.
Locally mounted temperature gauges indicate the temperature of the water at the inlet and outlet
of the intercooler, at the inlet and outlet to the lubricating oil cooler and at the inlet and outlet of
the jacket water cooler.
5.1 Charge Air Cooler (Intercooler)
The charge air cooler (intercooler) normally comprises a fixed tube plate type tubestack with
finned elliptical tubes. Hot compressed air delivered by the turbocharger flows through the cooler
over the finned tubes and heat is conducted away by water flowing through the tubes.
5.2 Lubricating Oil/Jacket Water Cooler
The other coolers are plate type heat exchangers. For details of heat exchanger construction and
operation see suppliers literature.

MB430L
Instruction Manual
Mirrlees
SUPPLIER COOLING WATER SYSTEM
MINIMUM STRAIGHT LENGTH OF PIPE

BEFORE FLOW INDICATOR TO BE SPECIFICATION
TEMPERATURE CONTROL VALVE JW13.1
EQUAL TO 10 X BORE DIA. OF PIPE. PORT 1 BYPASS
MBD Ltd
MMB Ltd
GSM Ltd
PORT 2 INLET
ITEM
No. OFF
PER STN
PORT 3 OUTLET COOLER
INTERCOOLER TYPE 2 STAGE
TO JW6.2 FROM JW6.2 2 MAX JW FLOW 80 cum/h INLET TEMP 85.8 ºC.
CA2
GSML HEAT RECOVERY GSML HEAT RECOVERY MAX SW FLOW 145 cum/h INLET TEMP 42.4 ºC.
MMBL
MBDL
MBDL
MMBL
HEAT EXCHANGER HEAT EXCHANGER
INJECTOR NOZZLE COOLER TYPE PLATE
100 DN MAX FLOW 6 cum/h
MMBL MMBL IC1 2
JW14 TEMPERATURE CONTROL VALVE JW13.2 MAX INLET TEMP 85 ºC.
T04 T05 PORT 1 INLET
PORT 2 OUTLET TO COOLER JW2.1 PUMP (MOTOR DRIVEN, 2W, 2S).
PORT 3 BYPASS 4 DUTY 80 cum/h AT TOTAL HEAD 22 m ( 2.1 BAR)
JW2.2
JW15 F01 P11 P12

AUTO VENT HEAT RECOVERY HEAT EXCHANGER
PIPE TO DRAIN AT SAFE POINT MAX. WATER FLOW 80 cum/h
JW6.2 2
100 DN 100 DN MAX. INLET TEMP 112 ºC.
PRESSURE LOSS 760 mbar. DISSIPATION 2351 kW
JW DUMP COOLER
MAX. JW FLOW 80 cum/h. MAX TW FLOW 145 cum/h.
JW6.1 2 MAX. JW INLET TEMP. 112 ºC. MAX TW INLET TEMP. 43.3 ºC.
JW PRESSURE LOSS 760 mbar. TW PRESSURE LOSS 340 mbar.
MMBL
DISSIPATION 2351 kW
MMBL
95ºC
MAKE UP / EXPANSION TANK
MMBL
MBDL
JW7 2
MMBL
T01 MBDL 1 CAPACITY 230 LITERS
100 DN
M T06 2 THERMOSTATIC VALVE TYPE MOTORISED REMOTE SENSING
MMBL
MBDL
ENGINE JW13.1 2
3 JW13.2 NOM TEMP SETTING 95 ºC. SIZE 100DN
8MB430L
3
2 T03 M THERMOSTATIC VALVE TYPE MOTORISED REMOTE SENSING
T07 JW13.2 2
MMBL
JW13.1 NOM TEMP SETTING 97 ºC. SIZE 100DN
MBDL
1
MBDL
MMBL
112.0ºC JW14 2 PRESSURISING VALVE.
MMBL
MBDL
95.0ºC 100 DN
MMBL
JW15 2 FLOW INDICATOR/SWITCH.
T02
MMBL
1st. Stage NC
PUMP (MOTOR DRIVEN, 2W, 2S).
F02 SW2.1
112.0ºC 100 DN 4 DUTY 145 cum/h AT TOTAL HEAD 22 m ( 2.1 BAR)
SW2.2
INTERCOOLER JW6.1
48.3ºC 125 DN 43.3ºC COOLING TOWER TYPE FORCED DRAUGHT.
TW6 2 MAX FLOW 145 cum/h. MAX INLET TEMP 57.4 ºC.
DISSIPATION 4232 kW
2nd. Stage T15 T10 NC SW11
JW DUMP SW11 2 FLOW INDICATOR/SWITCH.
42.4ºC 125 DN
COOLER
LUB OIL COOLER TYPE PLATE
100 DN
150 DN
T11
25 DN
CA.2 MAX FLOW 145 cum/h. MAX INLET TEMP 37 ºC.
42.4ºC LO23 2 PRESSURE LOSS 340 mbar. DISSIPATION 905 kW
T16 T14
L023
S171382
100 DN
57.4ºC SYSTEM PIPEWORK, VALVES ETC.
S171382
MBDL SW HEAT EXCHANGER
P03
MAX. SW FLOW 145 cum/h. MAX TW FLOW 145 cum/h.
SW4 2 MAX. SW INLET TEMP. 48.3 ºC. MAX TW INLET TEMP. 32 ºC.
S171381
MMBL
MBDL
MBDL
MMBL
S171381
MMBL 85.8ºC SW PRESSURE LOSS 500 mbar. TW PRESSURE LOSS 340 mbar.
37.0ºC
DISSIPATION 1880 kW
25 DN 85.8ºC
150 DN
150 DN
TW1.1 PUMP (MOTOR DRIVEN, 2W, 2S).
4 DUTY 145 cum/h AT TOTAL HEAD 22 m ( 2.1 BAR)
T09 IC1 T08 TW1.2
P01
P06 P02
150 DN
JW2.1
T17 100 DN
100 DN
DRAIN AT LOWEST POINT
COOLING WATER SYSTEM
INSTRUMENTATION/ALARM/CONTROL SCHEDULE
U01 E
~ FUNCTION DESCRIPTION
P10
JW2.2 T01 TI TEMPERATURE INDICATOR. (ENGINE OUTLET)
TA TEMPERATURE ALARM HIGH. (ENGINE OUTLET)

P09 H
TCZA TEMPERATURE TRIP/ALARM HIGH (ENGINE OUTLET)
HH
150 DN
T02 TI TEMPERATURE INDICATOR. (INTERCOOLER OUTLET)
U01 E
~ T03 TI TEMPERATURE CONTROL NORMAL. (ENGINE OUTLET)
T04 TI TEMPERATURE INDICATOR. (HEAT RECOVERY INLET)
T05 TI TEMPERATURE INDICATOR. (HEAT RECOVERY OUTLET)
T06 TI TEMPERATURE CONTROL NORMAL. (ENGINE OUTLET)

SW2.2 SW2.1
T07 TI TEMPERATURE INDICATOR. (WATER DUMP INLET)
U04
~
~
50 DN
E
E
T08 TI TEMPERATURE INDICATOR. (WATER DUMP OUTLET)
T09 TI TEMPERATURE INDICATOR. (ENGINE INLET)

U04 T10 TEMPERATURE INDICATOR. (INTERCOOLER OUTLET)
U03 TI
OVERFLOW T11 TI TEMPERATURE INDICATOR. (WATER DUMP OUTLET)
T12 TI TEMPERATURE CONTROL. (COOLING TOWER BASIN)

MAKE-- UP WATER
E T13 TEMPERATURE INDICATOR. (LUB OIL COOLER INLET)
~ TI
T14 TI TEMPERATURE INDICATOR. (INTERCOOLER INLET)
P08 57.4ºC
TW6 T15 TI TEMPERATURE INDICATOR. (INTERCOOLER OUTLET)
L01 JW7 50 DN
T16 TI TEMPERATURE INDICATOR. (INTERCOOLER INLET)
T17 TI TEMPERATURE INDICATOR. (ENGINE INLET)
T18 TI TEMPERATURE INDICATOR. (SW HEAT EXCHANGER OUTLET)
150 DN
COOLING F01 FI FLOW INDICATOR. (ENGINE OUTLET)
BASE OF MAKE-- UP TANK JW7 TO BE BETWEEN 3.5 AND 7.0M ABOVE C/L 150 DN
TOWER
CRANKSHAFT FA FLOW ALARM LOW. (ENGINE OUTLET)
F02 FI FLOW INDICATOR. (INTERCOOLER OUTLET)

TW1.2
MAKE UP WATER T12
FA FLOW ALARM LOW. (INTERCOOLER OUTLET)
P01 PRESSURE INDICATOR. (PUMP INLET)
150 DN
PI
P02 PRESSURE INDICATOR. (PUMP OUTLET)
37.0ºC
E U02 PI
~ P04 DRAIN
48.3ºC
32ºC P03 PRESSURE INDICATOR. (ENGINE INLET)
PI
T18 T13
TW1.1 PRESSURE ALARM LOW. (ENGINE INLET)
PA
150 DN
SW4 PI
PI
43.3ºC 32ºC E P06 PRESSURE INDICATOR. (PUMP OUTLET)
~ NOTE PI
P07 P05 PI PRESSURE CONTROL. (PUMP OUTLET)
WATER TEMPERATURES SHOWN ARE ’DESIGN’ TEMPERATURES.
U02
SEE APPLICATIONS COOLING DATA FOR ACTUAL TEMPERATURES. PI
DRAIN AT LOWEST POINT
PUMP SUCTION MUST PI PRESSURE CONTROL. (PUMP OUTLET)
BE FLOODED AT ALL
TIMES. PI
PI
SYSTEM NOTES P10 PRESSURE INDICATOR. (PUMP OUTLET)
PI
1. FOR EXPLANATION OF SYMBOLS SEE IDS 35. PI PRESSURE CONTROL. (PUMP OUTLET)
2. FOR EXPLANATION OF EQUIPMENT CODING SEE IDS 181. P11 PI PRESSURE INDICATOR. (VAM INLET)
3. FOR TEMPERATURES, PRESSURES, FLOWS, PIPE SIZES, HEAT DISSIPATION P12 PI PRESSURE INDICATOR. (VAM OUTLET)
DATA ETC., REFER TO MBD LTD APPLICATIONS DATA BASE DOCUMENTATION. U01 UC MULTI-- VARIABLE CONTROL.
4. FOR INSTRUMENTATION/CONTROL/SHUTDOWN DATA REFER TO MBD LTD U02 UC MULTI-- VARIABLE CONTROL.
APPLICATIONS DATA BASE DOCUMENTATION. U03 UC MULTI-- VARIABLE CONTROL.
U04 UC MULTI-- VARIABLE CONTROL.
L01 LA LOW LEVEL ALARM

ENGINE COOLING SYSTEM DIAGRAM 4.6.02 S171379
MB430L Mirrlees
SECTION 2 CHAPTER 3
CHAPTER INDEX
FUEL OIL SYSTEMS

Light Fuel System 1 1

Light Fuels 1 1.1
Heavy Fuel System 1 2

Description 1 2.1
Heavy Fuels 3 2.2
Nozzle Cooling 3 2.3
General Description Of Fuel Forwarding System 3 3

Introduction 3 3
General Layout of System

Prior to Fuel Forwarding Module. 3 4
Heavy Fuel 3 4.1
Light Fuel 4 4.2
Fuel Forwarding Module 4 5

Fuel Supply System 4 5.1
Injector Nozzle Cooling System 4 5.2
System Operation 5 5.3
Light/Heavy Fuel System (TYPICAL) 1

MB430L Mirrlees
SECTION 2 CHAPTER 3
FUEL OIL SYSTEMS

1. Typical Light Fuel System
Light fuel is conveyed from a bulk storage tank by a motor---driven transfer pump to one or more
service tanks. When multiple tanks are employed they are usually connected by a balance pipe
to maintain an equal level in each tank. High and low level switches are fitted to the tank to indicate
or alarm, and usually to actuate starting and stopping of the fuel transfer pump automatically.
Fuel oil is gravity fed from the service tanks to the suction of a motor driven pressurising pump.
This pump then delivers fuel via a filter to the engine fuel injection pumps.
The fuel injection pumps have ‘through flow’ of their supply chambers.
A fuel inlet busrail on the engine supplies fuel into each injection pump, and a return busrail takes
fuel back to the pressurising fuel pump suction. A pressurising valve is fitted to maintain a busrail
pressure of 3.7 bar and the excess fuel is discharged back to the pressurising fuel pump suction
from the outlet of this valve.
Maintaining a pressurised and circulating supply of fuel to the injection pump ensures satisfactory
supply chamber filling. The injection pumps operate at constant stroke and when the measured
quantity of fuel is delivered to the injectors the excess is spilled back to the supply chamber. This
spill back can cause gasification, turbulence and shock waves in the fuel injection pump supply
chamber and fuel system, and affects the efficiency of filling of the fuel injection pump
plunger/barrel chamber. Pressurising and circulating the fuel supply eliminates these effects and
ensures constant injection characteristics.
A bye---pass pipe is fitted across the pressurising pump so that fuel can be supplied to the engine,
gravity fed from the service tank only. This allows the engine to be operated if the pressurising
pump is out of use.
1.1 Light Fuels
Distillate fuel oils approved for use the MB430 range of engines, comply with the British standards
Institution specification 2869 to either Class A1,A2 or B1.
2. Typical Heavy Fuel System
2.1 Description
An engine which is to operate on blended or residual fuels must also have a light fuel system. The
engine is started utilising the light fuel oil, and prior to stopping the engine must run on light fuel
oil for a short period to clear the system. The light fuel oil system described in the previous section
is integrated into a total system.
Prior to use the blended or residual heavy fuel oil must be processed which involves heating to
reduce its viscosity to facilitate pumping, centrifuging and clarifying, so as to remove water and
solids.
The standard heavy fuel system has a bulk storage tank with a connection for filling from delivery
bowsers. The tank is fitted with internal heaters, an outflow heater, thermometer, vent pipe, drain

MB430L Mirrlees
SECTION 2 CHAPTER 3
valve, contents indicator and cleaning door. The delivery from the tank is through the outflow
heater to the suction side of a motor---driven transfer pump which is fitted with a relief valve.
A line heater between the pump and the centrifuges increases the fuel temperature for processing.
The fuel is re---circulated through the line heater until the correct temperature is maintained for
centrifuging. The fuel is then passed through a purifier for water separation and for removal of
medium to heavy particles of sediment. The purifier discharge is piped directly to the clarifier
where the fuel is further processed for the removal of small particles of sediment and is then
pumped directly to the service tanks.
The purifier is provided with a hot water tank to supply heated water for sealing the bowl.
Self---cleaning purifiers are also provided with a cold water tank to enable the purifier to be cleaned
without dismantling. A common drain tank receives sludge and is fitted with an internal heater and
disposal pump.
The service tank is positioned at a height sufficient to gravity feed the busrail pump suction and
so ensure that the pump is always primed. This tank is fitted with a contents indicator,
thermometer, vent pipe, drain valve and outflow heater. If required, for check on fuel consumption,
a flow meter can be fitted in the pipe line between the service tank and the busrail pump. The
busrail pump has a capacity of approximately twice the engine consumption when operating on
full load, and is fitted with a relief valve. The busrail heater, situated in the pipe line from the pump
delivery, heats the fuel to the required temperature for filtration and injection.
Between the two fuel supply systems and before the engine, there is a fuel forwarding module
containing, supply and pressurising pumps, a fuel mixing tank, heaters, a viscometer and heavy
fuel filter. The filter is the water jacketed type fitted with inlet and outlet pressure gauges and a large
drain cock. A three---way change---over valve fitted between the light and heavy fuel systems is
arranged so that the light fuel is cut off from the fuel forwarding module when the valve is
positioned for heavy fuel operation.
A pressurising valve, set to maintain 3.4 bar, is fitted in the recirculating line before the pressurising
pump suction, to maintain the pressure in the busrail system. The recirculating line enables the
fuel to be circulated back to the fuel mixing tank and pressurising pump or back to the heavy fuel
bulk storage tank during flushing.
If selection to heavy fuel is required when the engine is running on light fuel, the changeover valve
is positioned to ‘heavy fuel’; the light fuel system will then be closed to the engine and pressurised
heavy fuel will enter the fuel forwarding module, mixing with the surplus recirculated light fuel thus
ensuring that the injection pumps are always supplied with heavy fuel under pressure.
Flushing is achieved by selection of light fuel operation and the opening of the recirculation valve
to the heavy fuel daily storage tank. This enables the fuel pumps, heater, filter, viscometer and
changeover valve to be flushed out with light fuel. Flushing is not normally required unless the
engine is to be shutdown for a long period, or maintenance work is to be carried out on the system.
The normal procedure of starting and stopping on light fuel is sufficient to keep the engine busrail
and injection system free from coagulated heavy fuel.
Screw down valves, relief valves, vent cocks, non---return valves, drain valves, pressure gauges
and thermometers with check facilities are provided where necessary.

MB430L Mirrlees
SECTION 2 CHAPTER 3
2.2 Heavy Fuels

Providing correct processing equipment is installed this range of engines can operate using
approved blended or residual fuels of up to 4000 Secs Redwood No.1 viscosity and up to 5%
sulphur content.
2.3 Nozzle Cooling
The L.F.O. circulating system is designed to cool the nozzle tips with fuel oil. The light fuel is
supplied from the L.F.O. module and delivered to each injector by a pump. The fuel is returned
from the nozzles to the heat exchanger positioned on the H.F.O. busrail module. The water supply
is taken from the jacket water system.
This serves a dual purpose, keeping the nozzles at a satisfactory temperature for heavy fuel
operation, but maintaining a sufficiently high enough temperature when light fuel is being used,
avoiding conditions favourable for nozzle tip corrosion.
GENERAL DESCRIPTION OF FUEL FORWARDING SYSTEM

3. Introduction
The main function of the fuel forwarding system is to supply the fuel to the injection pumps at
required temperature and pressure. Because the fuel supply is always greater than the maximum
fuel consumption (approx. 5 times), excess fuel is recirculated and mixed with freshly supplied fuel
in the mixing pipe.
4. General Layout of System Prior to Fuel Forwarding Module.

4.1 Heavy Fuel
a) Transfer pumps (HF1) (duty & standby) automatically controlled to keep pre---centrifuge
tank full
b) Pre---centrifuge tank (HF3)
c) Fuel Oil separator (HF4) (controlled partial discharge type)
d) A recirculation line from separator to pre---cent tank. Required in case of separator
malfunction.
e) Circulation line for excess separated fuel back to pre---cent tank.
f) Daily service tank (HF7).
g) HFO Flow meter (HF24)
4.2 Light Fuel
a) Transfer pumps (LF1) (duty & standby) automatically controlled to keep service tank full.
b) Daily Service Tank (LF3)

MB430L Mirrlees
SECTION 2 CHAPTER 3
c) LFO Flow meter (LF10)
5. Fuel Forwarding Module
5.1 Fuel Supply System

a) Fuel selection valve (FO9)
b) Fuel supply pumps (FO29) (duty & standby). Installed with a pressure control valve in the
overflow line to the suction side of the pump. Minimum operating pressure of 3--- bar.
c) Mixing tank (FO8) Requires a vent line returning to service tank with pressure relief valve
(FO32).
d) Fuel circulating pumps (FO30) (duty & standby) Rated at approx. 5 times engine
consumption for BOSCH fuel injection equipment.
e) Fuel heater (FO5) Regulated via Viscosity Controller.
f) Viscosity Controller (HF29) (Alfa Laval Viscochief)
g) Duplex fuel filter (FO7) (Vokes Cartridge type)
h) Automatic fuel shut off / diverter valve (FO27). On engine shutdown fuel is diverted to
recirculation and engine isolated from any static pressure due to elevated service tank.
5.2 Injector Nozzle Cooling System
a) L.F. supply taken from L.F. service tank (LF3) outlet, prior to fuel flow meters
b) Injector cooling fuel pump (IC2)
c) Injector cooling cooler (IC1)
d) 80 micron simplex strainer (IC7). Note : This replaces Vokes Duplex cartridge type depth
filter (IC3).
e) It should be noted that in--line with AEDC No.1 0 the Spills Tank Module (FO13) incorporating the
Spills Tank (FO14) has been deleted.
5.3 System Operation
--- Engine start on LFO FO9 open to LFO supply

FO27 open to engine
FO10 open to recirculate to mixing tank.
--- Change over to HFO Signal that engine J.W. has reached temp.
FO9 switches to HFO supply
FO27 & FO10 as LFO operation

MB430L Mirrlees
SECTION 2 CHAPTER 3
With this system it is not possible to keep the two different fuels separate. Changeover of light to
heavy and vice versa is achieved by the gradual mixing of the two fuels in the mixing tank. To help
reduce the time that the two fuels are together to a minimum the mixing tank should be as small as
possible. As the size of this tank is then fixed the actual residence time of the outgoing light or
heavy fuel oil will depend on the load the engine is carrying i.e. the more fuel consumed the
quicker the changeover is complete.
--- Controlled shutdown FO9 switches back to LFO
from HFO operation Set period of operation on LFO to clear HFO
On engine stop signal the following sequence:---
FO27 closes to engine (recirculates)
FO10 stays in recirculation to mixing tank position.
Switch off pumps.
--- Emergency shutdown Simultaneously, FO9 reverts to LFO
from HFO operation operation as FO10 closes to mixing tank,
i.e. diverting HFO back to daily service tank for a
timed period, until fuel forwarding module and
engine busrail are purged of HFO.
After this period FO27 closes to engine
(recirculates)
Switch off pumps.
--- Black start Elevated LFO daily service. LFO line by---passing fuel
selector valve, forwarding pumps, mixing tank
circulating pumps,heater and viscosity control.
FO27 open to engine

MB430L
Instruction Manual
Mirrlees
HEAVY/LIGHT FUEL SYSTEM.
80 DN
HF31 HEAVY FUEL OIL FROM TANKERS.
E FUNCTION DESCRIPTION
HF2
STEAM SYSTEM T03 T06 L11 FLOW METER. (TANK OUTLET).
F01 FQ
65 DN L15 FLOW METER. (TANK OUTLET).

F02 FQ
NC
TEMPERATURE CONTROL. (NORMAL) (HF SERVICE TANK).
T01 TC
MMBL
GSML
DRAIN N
TEMPERATURE CONTROL. (NORMAL) (PRECENT TANK).
T02 TC
N
HF3 80 DN 80 DN TEMPERATURE CONTROL. (NORMAL) (HF BULK STORAGE TANK)
STEAM SYSTEM T02 T05 L09 T03 TC
N
HF1
TEMPERATURE INDICATOR. (HF SERVICE TANK).
STEAM SYSTEM
STEAM SYSTEM
L10 E T04 TI
L08 L12
LIGHT FUEL SUPPLY FROM TANKERS TEMPERATURE INDICATOR. (PRECENT TANK).
GSML T05 TI
NC
MMBL TEMPERATURE INDICATOR. (HF BULK STORAGE TANK)
LF21
80 DN
P01 T06 TI
L07 DRAIN
80 DN HF30COLD WATER SUPPLY
TEMPERATURE INDICATOR. (HF METERING MODULE INLET).
LF2 T07 TI
E
NC TEMPERATURE INDICATOR. (HF METERING MODULE INLET).
T08 TI
STEAM SYSTEM
STEAM SYSTEM
DRAIN TEMPERATURE INDICATOR. (ENGINE INLET)
T09 TI
RECIRCULATION HF4 TEMPERATURE INDICATOR. (ENGINE INLET)

T10 TI
40 DN LEVEL ALARM LOW. (LF SERVICE TANK).
OP. AIR SUPPLY L01 LA
L
LF1
E LEVEL INDICATOR. (LF SERVICE TANK).
L02 LI
HF38.1 LEVEL CONTROL HIGH. (LF SERVICE TANK).

L03 LC
H
65 DN
NC LEVEL CONTROL LOW. (LF SERVICE TANK).
MMBL
GSML
GSML
MMBL
LC
L
LEVEL ALARM HIGH. (LF SERVICE TANK).
65 DN L04 LA
HF7 H
65 DN
2.LF3 1.LF3 T01 LO5 LEVEL ALARM HIGH. (HF SERVICE TANK).
L01 L01 STEAM SYSTEM L05 LA
H
T04 L13 L06
STEAM SYSTEM
LEVEL ALARM LOW. (HF SERVICE TANK).
STEAM SYSTEM
L03 L03 L06 LA
L04 L02 L04 L02 HF38.2 L
NC NC
L07 LI LEVEL INDICATOR. (LF BULK STORAGE TANK)
DRAIN DRAIN NC
LA LEVEL ALARM LOW. (PRECENT TANK).
L08 L
DRAIN LEVEL ALARM HIGH. (PRECENT TANK).
NC L09 LA
H
DRAIN LEVEL CONTROL HIGH. (PRECENT TANK).
STEAM SYSTEM
L10 LC
65 DN
STEAM SYSTEM
H
40 DN
NC
40 DN
LEVEL CONTROL LOW. (PRECENT TANK).
SLUDGE DISPOSAL LC
L
LEVEL INDICATOR. (HF BULK STORAGE TANK)
STEAM SYSTEM
L11 LI
STEAM SYSTEM
HF37
E
40 DN L12 LI
LEVEL INDICATOR. (PRECENT TANK).
LI LEVEL INDICATOR. (H.F. SERVICE TANK).

L13
LEVEL ALARM HIGH. (HF BULK STORAGE TANK).

2.HF21 L15 LA
H
65 DN
PRESSURE INDICATOR. (HF TREATMENT MODULE INLET)
P01 PI
PRESSURE INDICATOR. (HF METERING MODULE INLET)

P02 PI
PRESSURE INDICATOR. (HF METERING MODULE INLET)

P03 PI
SUPPLIER HEAVY FUEL SYSTEM.
1.HF21 SPECIFICATION
MBD Ltd
MMB Ltd
GSM Ltd
ITEM
No. OFF
PER STN.
40 DN
40 DN
ADJUSTMENT OF FLOW CONTROL VALVES A & B. TRANSFER PUMP (MOTOR DRIVEN)
HF1 1
WITH BOTH VALVES CLOSED, GRADUALLY OPEN
40 DN
VALVE A UNTIL THE PRESSURE GAUGE READS
40 DN
65 DN
65 DN
P03 2.0 BAR. P02 H/F BULK STORAGE TANK. CAPACITY 600KL.
THEN OPEN VALVE B UNTIL THE PRESSURE GAUGE HF2 1 IMMERSION HEATER RATING TBA kW.
T08 SHOWS A DROP IN PRESSURE OF 0.2 BAR. T07
HF3 1 PRECENTRIFUGE TANK. CAPACITY 40KL
25 DN
25 DN
OUTLINE OF INJECTION
IMMERSION HEATER RATING TBA kW.
F 2.LF10 2.HF24 F NOZZLE COOLING MODULE.
F 1.LF10 1.HF24 F TREATMENT UNIT. FOPX 609
HF4 1
25 DN
25 DN
F01 F02 SEE FLOW CHART DRG. No. F01 F02 CAPACITY 3.66 cum/h AT 500cST AT 50ºC.
65 DN
40 DN
65 DN
S171399 FOR DETAILS.
40 DN
MMBL MMBL
HF7 1 HF SERVICE TANK. CAPACITY 40 KL
TP7 TP1 MBDL TP7 TP1 MBDL
A A IMMERSION HEATER RATING TBA kW.
1.HF21
STEAM
B B
STEAM
MMBL MMBL 2 FLUSHING VALVE
2.HF21
A1 A E D MBDL A1 A E D MBDL
1.HF24 2 FLOWMETER/STRAINER.
OUTLINE OF FUEL FORWARDING MODULE. 2.HF24
MBDL MBDL SEE FLOW CHART DRG. No. S171400 FOR DETAILS.
TP6 TP2 TP6 TP2 FUEL SUPPLY PUMPS (1 DUTY, 1 STDBY) HF30
1 WATER TANK
DELIVERY 1.9 cum/h.
MMBL MMBL CIRCULATING SUPPLY PUMPS (1 DUTY, 1 STDBY) SYSTEM NOTES HF31 1 H/F UNLOADING PUMP (MOTOR DRIVEN)
DELIVERY 6.2 cum/h.
18 OD
STEAM REQUIREMENTS - 98 kg/h @ 7 barg. 1. FOR EXPLANATION OF SYMBOLS SEE IDS 35.
18 OD
2. FOR EXPLANATION OF EQUIPMENT CODING SEE IDS 181. HF37 1 SLUDGE TRANSFER PUMP
18 OD
18 OD
3. FOR CONTROL AND ALARM INTERFACE SEE IDS 194.
MBDL B C I MBDL B C I HF38.1 1 H/F TREATMENT UNIT SLUDGE TANK.
F F 4. FOR TEMPERATURES, PRESSURES, FLOWS, PIPE SIZES, HEAT DISSIPATION DATA ETC., REFER TO MBD LTD
APPLICATIONS DATA BASE DOCUMENTATION.
MMBL MMBL HF38.2 1 H/F SLUDGE TANK 10KL
5. FOR INSTRUMENTATION/CONTROL/SHUTDOWN DATA REFER TO MBD LTD
APPLICATIONS DATA BASE DOCUMENTATION.
CONDENSATE
LOCAL ENGINE AND ALTERNATOR PANEL.
1 SYSTEM PIPEWORK, VALVES, ETC.
LOCAL ENGINE AND ALTERNATOR PANEL.

6. FOR CONTROL PHILOSOPHY SEE IDS 194.
CONDENSATE
SEE SYSTEM NOTES 3.
40 DN
FUEL TRANSFER PUMPS LF1 ANF HF1 SHOULD BE LOCATED ADJACENT TO THEIR RESPECTIVE BULK STORAGE TANK.
40 DN
40 DN
40 DN
SEE SYSTEM NOTES 3. ALL PIPES CARRYING HEAVY FUEL MUST BE LAGGED. IN ADDITION, HEAVY FUEL PIPES BETWEEN BULK STORAGE AND SUPPLIER LIGHT FUEL SYSTEM.
FORWARDING MODULE SHOULD BE HEAT TRACED.
18 OD FUEL PUMP LEAK OFF

18 OD FUEL PUMP LEAK OFF
LIGHT FUEL DAILY SERVICE TANK SHOULD BE ELEVATED ENOUGH TO PREVENT FUEL SEEPAGE THROUGH THE
T10 T09
TRANSFER PUMPS DUE TO MAXIMUM STATIC HEAD DIFFERENTIAL BETWEEN THE BULK AND DAILY SERVICE TANKS SPECIFICATION
WHEN THE PUMP IS STOPPED. THE ELEVATION SHOULD ALSO GIVE A MINIMUM PRESSURE OF 0.35 bar AT THE ENGINE EL INJECTION
MBD Ltd
MMB Ltd
GSM Ltd
ITEM
No. OFF
PER STN.
5.5 bar IN MANIFOLD 5.5 bar IN MANIFOLD

PUMPS TO ALLOW FOR BLACKSTART CONDITIONS.
MMBL MMBL HEAVY FUEL DAILY SERVICE TANKS SHOULD BE ELEVATED ENOUGH TO PREVENT FUEL SEEPAGE THROUGH THE TRANSFER PUMPS TRANSFER PUMP (MOTOR DRIVEN).
DUE TO MAXIMUM STATIC HEAD DIFFERENTIAL BETWEEN THE BULK AND PRE--CENTRIFUGE TANKS WHEN THE PUMP IS STOPPED. LF1 1
MBDL MBDL THE ELEVATION SHOULD ALSO GIVE A MINIMUM PRESSURE OF 0.5 bar AT THE INLET TO FUEL SUPPLY PUMPS ON THE FUEL FORWARDING MODULE.
THE PIPES BETWEEN THE FUEL FILTER AND ENGINE MUST CONFORM TO MBD Ltd IDS 1 PARAGRAPH 4.1. IT MUST ALSO BE INSPECTED AND APPROVED LF2 1 LF UNLOADING PUMP (MOTOR DRIVEN).
BY MBD Ltd SERVICE ENGINEERS PRIOR TO SITE ASSEMBLY AND COMMISIONING.
1.LF3 2 LF SERVICE TANK. CAPACITY 950 L
2.LF3
1.LF10 2 FLOWMETER/STRAINER.
2.LF10
LF21 1 L/F BULK STORAGE TANK.
SYSTEM PIPEWORK, VALVES ETC.

ENGINE 8MB430L ENGINE 8MB430L

HEAVY/LIGHT FUEL OIL SYSTEM DIAGRAM 4.6.02 S171381
MB430L Mirrlees
SECTION 2 CHAPTER 4
CHAPTER INDEX
CHARGE AIR SYSTEM EXHAUST SYSTEM

General 1 1
Charge Air Induction System 1 2
Charge Air Cooling 1 3
Exhaust System 1 4
Compressed Air Systems 2 5

Compressors 2 5.1
Exhaust Gas System 1
Charge Air System 2
Starting Air System 3

MB430L Mirrlees
SECTION 2 CHAPTER 4
CHARGE AIR SYSTEM EXHAUST SYSTEM

1. General
Air inducted from the atmosphere and compressed by the turbocharger is delivered via the
charge---air inlet manifold and the air inlet valves, into the engine cylinders. The air inlet and
exhaust valves, under control of the camshaft are open simultaneously for a time at each side of
top dead centre on the exhaust stroke thus enabling the incoming turbocharged air to assist in
scavenging the exhaust gases and cooling the combustion chamber
2. Charge Air Induction System
Air is draw into the engine by the turbochargers through air filters and an noise attenuators.
3. Charge Air Cooling
Compressing the air elevates its temperature so the charge---air entering the engine is normally
cooled by water. When site conditions warrant the charge air can be air cooled.
In a water cooled system, the charge---air passes over a tube---nest of finned elliptical tubes. Raw
water is fed through the tubes via headers, which can be removed to allow cleaning of the tubes
without disturbing the air joints. The charge---air cooler is connected to the turbocharger outlet
via expansion bellows.
In an ‘Air’ cooled system, an ‘Air to Air’ radiator is used.
On the MB430 engine, due in part to the size of the turbochargers and air coolers, these items
are not mounted on the engine. Instead the turbochargers, air coolers and associated piped
systems are mounted on a steel framework close to the free end of the engine.
The advantages of off engine mounting are :---
a) reduced vibration levels;
b) better access for maintenance;
c) the turbochargers can be totally enclosed in a sound proof enclosure to contain
operating noise levels.
4. Exhaust System
All the cylinders feed into a single exhaust duct made up of cast iron exhaust branches at each
cylinder head, joined the the next branch by stainless steel internally sleeved self---supporting
bellows. The pipes are enclosed by a heat shield. A single duct carries the exhaust gases from
the turbochargers via a waste heat boiler to an exhaust silencer and exhaust stack.
Cylinder outlet exhaust temperatures and exhaust manifold temperatures are sensed by
pyrometer thermocouples, the temperature being indicated on an instrument in the engine control
panel.

MB430L Mirrlees
SECTION 2 CHAPTER 4
5. Compressed Air Systems
To start the engine, compressed air is admitted into the engine cylinders via starting---air valves
on the cylinder head. Air is then admitted to the distribution pipe which is connected to each fuel
pump base. The top edge of the annulus in the tappet plunger controls the opening of the inlet
port and so ensures that air enters the engine cylinder at the correct point in the cycle of
operations. A pipe connects the outlet port in each fuel pump base to the cylinder head and thence
to the starting valve. See Section 6 Chapter 15 for start air system maintainance.
The admission of starting---air to rotate the engine is controlled by the pneumatic engine control
system. The control system may inhibited if the lubricating oil priming pressure to the engine
system has not been pre---established. Other safety interlock features may also have been
incorporated.
5.1 Compressors
Compressed air is usually charged into the air receiver(s) by an electric motor. The motor driven
compressor maintains pressure in the receiver system within prescribed limits. A globe valve
allows the compressor to be isolated from the main line. A non---return valve is incorporated in
the compressor outlet with the relief valve fitted on the outlet side.
On Black Start installations an engine driven compressor is used to charge the air reciever prior
to electrical power being avaiable to drive the motor driven compressor unit. This unit is in parallel
with the motor unit
a) Air Receivers
The receivers take compressed air from the compressor and feed into a common delivery pipe
from which the starting---air lines are taken to each engine.
Each receiver is fitted with globe valves to facilitate isolating the main system, relief valves, drain
tappings, fusible plug. A locally mounted pressure gauge indicates the starting air pressure.
b) Control Air System
From the receiver, compressed air at 27 bar is directed to the ‘Control Air Supply panel’. This panel
has a pressure reducing valve, a relief valve, a line filter and a line lubricator. From the panel, air
at 7 bar is supplied to the pneumatic control system.

MB430L
Instruction Manual
Mirrlees
EXHAUST GAS SYSTEM.

FUNCTION DESCRIPTION
EXHAUST TO TEMPERATURE INDICATOR. (TURBOCHARGER OUTLET).

T01 TI
ATMOSPHERE
TEMPERATURE INDICATOR. (T/C INLET).
T02 TI
TEMPERATURE INDICATOR. (EACH CYLINDER OUTLET).

T03 TI
EX2
EX5.4 EX5.5 SUPPLIER EXHAUST GAS SYSTEM.
850 DN
T02
SPECIFICATION
MMBL
ITEM
No. OFF
PER STN.
MBD Ltd
MMB Ltd
GSM Ltd
850 DN
1 PER CYL. EX6 MAX. EXHAUST GAS FLOW RATE. 13.87 Kg/s.
GSML MAX. ALLOWABLE PRESSURE LOSS IN SYSTEM 25 mbar.
MBDL
MMBL
T03 T03 T03 T03 T03 T01
EX5.3 MMBL TURBOCHARGER. TYPE TPL 73
EX1 2
900 DN
EX1 EX5.2 EX5.6 EX5.7 SILENCER. TYPE TBA dBA Nominal
EX2 2
EX3 MAXIMUM PRESSURE LOSS 15 mbar.
EX5.1 EX4 1000 DN EX5.8 BORE 850 mm.
EX3 BOILER
2
ENGINE MAX. PRESSURE LOSS 10 mbar
8MB430L
MMBL
GSML
EX4 2 BY--PASS VALVE BORE 850 mm
DUCTING INSIDE DG HALL
STEAM GENERATION SYSTEM EX5.1 2 BELLOWS. BORE 600 mm.
EX5.2 2 BELLOWS. BORE 1000 mm.
SYSTEM NOTES EX5.5 2 BELLOWS. BORE 850 mm.
2. FOR EXPLANATION OF EQUIPMENT CODING SEE IDS 181. EX5.6 2 BELLOWS. BORE 1000 mm.
3. FOR TEMPERATURES, PRESSURES, FLOWS, PIPE SIZES,
HEAT DISSIPATION DATA ETC., REFER TO MBD LTD APPLICATIONS
DATA BASE DOCUMENTATION. EX5.8 2 BELLOWS. BORE 900 mm.
4. FOR INSTRUMENTATION/CONTROL/SHUTDOWN DATA REFER TO MBD
LTD APPLICATIONS DATA BASE DOCUMENTATION. SYSTEM DUCTWORK, ETC.
BOILER DUCTWORK.
EX6 2 EXHAUST STACK

EXHAUST GAS SYSTEM DIAGRAM 4.6.02 S171380
MB430L
Instruction Manual
Mirrlees
SUPPLIER COMBUSTION AIR SYSTEM.
SPECIFICATION
MBD Ltd
MMB Ltd
GSM Ltd
ITEM
No. OFF
PER STN.
MAX. C.A. FLOW RATE. 13.9 Kg/s.
MAX. ALLOWABLE PRESSURE LOSS IN SYSTEM 15 mbar
TURBOCHARGER. TYPE TPL73

EX1 MAX. SITE CHARGE AIR COMP. OUTLET TEMP. 229.6 ºC.
2 MAX. (GAUGE) BOOST PRESSURE 2.8 bar.
P01 T02 CA1 FILTER. TYPE OIL BATH

T01 2
S171379
MAXIMUM PRESSURE LOSS 10 mbar.
S171379
S171379
S171379
CA2 INTERCOOLER. TYPE 2 STAGE AIR TO WATER
2 MAXIMUM AIR PRESSURE LOSS 100 mbar.
CA4 NOISE ATTENUATOR.

EX1 2
CA7 CA4 PRESS. LOSS 5 mbar. BORE 915 mm.
915DN CA7
CA2 2 FLEXIBLE CONNECTOR.
ENGINE
BORE 610 mm.
8MB430L SYSTEM DUCTWORK, ETC.
CA1
MMBL
MBDL
COMBUSTION AIR SYSTEM.
SYSTEM NOTES FUNCTION DESCRIPTION
2. FOR EXPLANATION OF EQUIPMENT CODING SEE IDS 181. TEMPERATURE INDICATOR. (INTERCOOLER INLET).
3. FOR TEMPERATURES, PRESSURES, FLOWS, PIPE SIZES, T01 TI
HEAT DISSIPATION DATA ETC., REFER TO MBD LTD APPLICATIONS
DATA BASE DOCUMENTATION. TEMPERATURE INDICATOR. (AIR MANIFOLD).
T02 TI
4. FOR INSTRUMENTATION/CONTROL/SHUTDOWN DATA REFER TO
MBD LTD APPLICATIONS DATA BASE DOCUMENTATION.
PRESSURE INDICATOR. (AIR MANIFOLD).
P01 PI

COMBUSTION AIR SYSTEM DIAGRAM (INDUSTRIAL) 4.6.02 S171377
(INTERCOOLED --- DUCTED INLET)
MB430L
Instruction Manual
Mirrlees
SUPPLIER STARTING AIR SYSTEM.
SA1.1 SA1.2
SPECIFICATION
MMB Ltd
GSM Ltd
ITEM
MBD Ltd
No. OFF
PER STN.
FP FP AIR RECEIVER. VOLUME 1.70 cum.
SA1.1 MAX WORKING PRESSURE 27.6 bar.
2
P02 P08 SA1.2 INTEGRAL PRESSURE RELIEF VALVE SET TO 29.3 bar.
AIR COMPRESSOR (MOTOR DRIVEN) 1 DUTY/1 STANDBY.

SA5.1 #FREE AIR DELIVERY 68 cum/h.
SA5.2 2 DELIVERY PRESSURE RELIEF VALVE SET TO 33 bar.
COMPRESSOR TYPE ELECTRIC MOTOR DRIVEN
MMBL
MBDL
MBDL
MMBL
SA7.1 START AIR MASTER VALVE. (PNEUMATIC)
NC NC SA7.2 2
DRAIN DRAIN S.A. SYSTEM PIPEWORK, VALVES ETC.

PRESSURE REDUCING MODULE CONTROL
NC
AIR TO AUXILIARIES COMPRESSED AIR CONTROL AND PROTECTION
P07
PIPEWORK, VALVES ETC.
STARTING AIR SYSTEM.

ENGINE ENGINE
No.1 No.2
8MB430L 8MB430L INSTRUMENTATION/ALARM/CONTROL SCHEDULE
FUNCTION DESCRIPTION
PRESSURE CONTROL HIGH. (AIR RECEIVER).

P01 PC
MMBL
MBDL
MMBL
MBDL
H
P04 P01 PRESSURE CONTROL LOW. (AIR RECEIVER).
PC
L
PRESSURE INDICATOR. (AIR RECEIVER).
P02 PI
SA7.1 NC SA7.2 NC PRESSURE INDICATOR. (ENGINE INLET).

NC NC P03 PI
E
PRESSURE ALARM LOW. (ENGINE INLET).

SA5.1 PA
L
DRAIN DRAIN
OILY WATER TO DRAIN OILY WATER TO DRAIN
UNLOADER DRAIN PIPE TO SAFE AREA PRESSURE INDICATOR. (COMPRESSOR OUTLET).
P04 PI
PRESSURE CONTROL HIGH. (AIR RECEIVER).

COMPRESSED AIR CONTROL AND PROTECTION SYSTEMS. P05 PC
COMPRESSED AIR CONTROL AND PROTECTION SYSTEMS. H
P09
P03 PRESSURE CONTROL LOW. (AIR RECEIVER).
PC
L
P06 P05
PRESSURE INDICATOR. (COMPRESSOR OUTLET).
P06 PI
PRESSURE INDICATOR. (PRESSURE REDUCING MODULE).

SYSTEM NOTES P07 PI
1. FOR EXPLANATION OF SYMBOLS SEE IDS 35. PRESSURE INDICATOR. (AIR RECEIVER).
E 2. FOR EXPLANATION OF EQUIPMENT CODING SEE IDS 181. P08 PI
SA5.2
3. FOR TEMPERATURES, PRESSURES, FLOWS, PIPE SIZES, HEAT DISSIPATION PRESSURE INDICATOR. (ENGINE INLET).
DATA ETC., REFER TO MBD LTD APPLICATIONS DATA BASE DOCUMENTATION. P09 PI
UNLOADER DRAIN PIPE TO SAFE AREA 4. FOR INSTRUMENTATION/CONTROL/SHUTDOWN DATA REFER TO MBD LTD PRESSURE ALARM LOW. (ENGINE INLET).
APPLICATIONS DATA BASE DOCUMENTATION. PA
L

STARTING AIR SYSTEM DIAGRAM. 4.6.02 S171383
MB430L Mirrlees
SECTION 2 CHAPTER 5
CHAPTER INDEX
INSTRUMENT, ALARM AND PROTECTION SYSTEMS

SPEED INDICATOR EQUIPMENT 1 1

Engine speed 1 1.1
Turbocharger speed 1 1.2
Engine speed switches 1 1.3
Speed indicator 1 1.4
INSTRUMENT PANEL 2 2
ALARM AND EMERGENCY SHUTDOWN EQUIPMENT 2 3
ALARM SENSING DEVICES 2 3.1

Typical arrangement 2 a)
ENGINE SHUT ---DOWN UNDER FAULT CONDITIONS 4 3.2

Pneumatic and Mechanical Trips 4 a)
Electrical trips (simultaneous alarm and shut---down) 4 b)
Electrical trips (first stage alarm, second stage shut---down) 4 c)

MB430L Mirrlees
SECTION 2 CHAPTER 5
TYPICAL INSTRUMENT, ALARM AND PROTECTION SYSTEMS
1. SPEED INDICATOR EQUIPMENT (Fig 1.)
1.1 Engine speed
A transducer probe is fitted to the governor drive casing in close proximity to the camshaft
gearwheel teeth. As each tooth passes the probe, a signal is transmitted to the engine speed
amplifier and thence to the selection switch and the engine speed indicator. The speed indicator is
mounted on the instrument panel.
The probe is set with a clearance of 0.020 in (0.5 mm) between its tip and the gearwheel teeth (see
Fig. 2).
1.2 Turbocharger speed
A probe in the air inlet casing senses turbocharger rotor shaft speed, and transmits a signal to an
amplifier and thence to the selection switch and the speed indicator.
1.3 Engine speed switches
Typical Settings
NORMAL RUNNING SPEED
500 r.p.m
a) Cancellation of the start air supply 100

when the engine speed reaches
b) Isolation of the alarm panel until 460

the speed reaches
c) Overspeed alarm when the 575

speed reaches
Switches in the engine speed amplifier circuit provide signals for the above, refer to Fig.1 diagram
at the end of this section.
1.4 Speed indicator
The speed indicator has a dual scale graduated for engine and turbocharger speeds. The
appropriate speed is selected by a two position switch.

MB430L Mirrlees
SECTION 2 CHAPTER 5
2. INSTRUMENT PANEL
Instruments for engine operating temperatures and pressures are usually mounted on a
free--standing panel or console near the flywheel end of the engine. All pressure gauges are
provided with three--way cocks to relieve the pressure after the reading has been taken, or to
facilitate shutting off the pressure supply and enable a faulty gauge to be replaced without
stopping the engine..
3. ALARM AND EMERGENCY SHUTDOWN EQUIPMENT
3.1 ALARM SENSING DEVICES
The actuating devices are connected to a suitable alarm--annunciating system usually forming
part of the control and instrument panel.
a) Typical arrangement
Sensing devices for the following fault conditions are typically fitted.
DUTY ALARM ALARM SHUTDOWN

CONDITION SETTING SETTING
Lub Oil Pressure (Electrical) Low 5psi below hot 8psi below hot
oil pressure oil pressure
Lub Oil Pressure (Filter) Differential 0.85 Bar
Alternator Bearing Oil Pressure Low 1.4 Bar
Lub Oil Inlet Temperature High 620C 650C
Sump Oil Level Low Level
Jacket Water Make---up Tank Low Level
Jacket Water Outlet Temperature High 850C 91oC
Jacket Water Inlet Pressure Low 1.4 bar
Jacket Water Flow Low
Start Air Pressure Low 17 bar
Injector Cooling Pressure Low 0.8 bar
Injector Cooling Outlet Temp High 880C
Injector Cooling Outlet Temp Low 600C
Heavy Fuel Daily Service Tank High Level

MB430L Mirrlees
SECTION 2 CHAPTER 5
DUTY ALARM ALARM SHUTDOWN

CONDITION SETTING SETTING
Heavy Fuel Daily Service Tank Low Level
Light Fuel Daily Service Tank High Level
Light Fuel Daily Service Tank Low Level
Light Fuel Inlet Pressure Low 1 bar
below working
Pressure
Heavy Fuel Inlet Temperature Low 1300C
Heavy Fuel Inlet Pressure Low 1 bar
below working
Pressure
Fuel Oil Drain Tank High Level
Engine Speed (500rpm Engines) High Level 575 rpm 575 rpm
Engine Speed High 730 rpm
Alternator Windings Temperature High 1450C 1450C
Exhaust Temperature Deviation Excessive
Main Bearing Temperature High 1000C 1050C
Charge Air Temperature High 600C
Control Air Pressure Low 3.5 bar
Emergency Air Pressure Low 3.5 bar
When the engine systems are radiator cooled the following additional alarms are fitted:---
Typical
Variable
Setting of Sensor
Charge Air Temperature at Radiator Outlet High 650C
Lubricating Oil Temperature at Engine Outlet High 700F

MB430L Mirrlees
SECTION 2 CHAPTER 5
3.2 ENGINE SHUT -- DOWN UNDER FAULT CONDITIONS
a) Pneumatic and Mechanical Trips
The engine is usually fitted with the following automatic shutdown devices as standard.
Typical
Variable Setting of Sensor
Lubricating Oil Low Pressure Trip (Mechanical) 0.69 to 0.96 bar

below normal hot
oil pressure
Control Air Low Pressure Trip 3.5 bar
15% Above Normal
Overspeed Trip Running Speed
b) Electrical trips (simultaneous alarm and shut -- down)
Each of the alarm sensing devices can also provide the signal for a 1st stage (simultaneous)
shutdown by energising a shutdown solenoid valve. The solenoid valve directs control air to the
stop cylinder, the piston in which moves the fuel pump control shaft and thus the fuel pump racks to
the ’no fuel’ position.
c) Electrical trips (first stage alarm, second stage shut -- down)
For selected fault conditions, additional sensing devices can be fitted to provide two--stage alarm
and shutdown. With 2nd stage shutdown, if an alarm condition deteriorates still further from the
settings listed the engine is shut--down.
NOTE: 1 Additional sensing devices can be fitted on request but those detailed above can
be considered adequate for protection for an engine in a manned station or engine ---room
(personnel always on duty).
Note: 2 The actual equipment fitted will be in accordance with specific contractual
requirements and settings may vary slightly to accommodate special operational features.
NOTE: For description, setting and operation of the engines pneumatic control system, See
Section 8 of this manual.

MB430L Mirrlees
SECTION 3 INDEX
ENGINE OPERATION
CHAPTER 1 PREPARATION AND INITIAL STARTING

OF NEW OR OVERHAULED ENGINES
1 Preparation 1
2 Fresh water cooling system 1
3 Lubricating oil system 1
4 Air start and control system 4
5 Governor 4
6 Turbochargers 4
7 Induction air filter 4
8 Fuel system 4
9 Initial starting 4
CHAPTER 2 RUNNING ---IN

1 Introduction 1
2 Initial Bearing Checks 1
3 Running Up To Speed (No Load) 1
4 Running In At Rated Speed (On Load) 2
5 Main Line Bearing Filters 3
CHAPTER 3 NOTES ON RUNNING

1 Lubricating Oil Pressures 1
And Temperatures
2 Fresh Water Cooling Temperature 1
3 Load Distribution Between Cylinders 1
4 Cylinder Pressure Measurement 2
5 Exhaust Temperature Measurement 2

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SECTION 3 INDEX
6 Fuel Pump Rack Setting 2

7 Compression Pressure 3
8 Injector Fault Symptoms 3
9 Crankcase Breather --- Extractor Fan 3
10 Engine Performance --- Out Of 4
Balance Cylinder To Cylinder
CHAPTER 4 GOVERNORS
1 General 1
2 Governor Characteristics To 1
Suit Various Engine Applications
3 Governor And Fuel Pump Control Gear 4
4 Overspeed Of The Engine During 7
Operation
5 Governor And Fuel Control 9
System Setting
CHAPTER 5 NORMAL ENGINE START

1 Introduction 1
2 Starting Procedure 1
CHAPTER 6 STOPPING THE ENGINE

MB430L Mirrlees
SECTION 3 CHAPTER 1
CHAPTER INDEX
PREPARATION AND INITIAL STARTING OF NEW

OR OVERHAULED ENGINES
Preparation 1 1
Fresh Water System 1 2
Lubricating Oil System 1 3
Air Start and Control System 3 4
Governor 4 5
Turbochargers 4 6
Induction Air Filter 4 7
Fuel System 4 8
Initial Starting (set all equipment to ‘MANUAL’ operation) 4 9

Bleeding the Governor (Compensation Adjustment) UG40 5 9.2
Overheating Checks 5 9.3
Lubricating Oil Pressure Checks 6 9.4

MB430L Mirrlees
SECTION 3 CHAPTER 1
PREPARATION AND INITIAL STARTING OF NEW

OR OVERHAULED ENGINES
1. Preparation
1.1 After initial installation, overhaul, or a prolonged period of standing idle the following operations
should be carried out before the engine is started:--
1.2 Isolate the engine from the compressed air system by means of the stop valve, lock the stop valve
in the ’closed’ position, check the following:--
a) Fresh water cooling system see subsection 2.

b) Lubricating oil system see subsection 3.
c) Air start and control system see subsection 4.
d) Governor see subsection 5.
a) Turbochargers see subsection 6.
e) Induction air filter see subsection 7.
f) Fuel system see subsection 8.
2. Fresh Water System
Carry out the following checks on the fresh water system before filling the sump with oil:---
2.1 Set the system up to operate by opening the relevant valves;
2.2 Fill the system with treated water to level of the overflow in the header tank;
2.3 Check all joints and tighten where necessary;
2.4 Air is vented from the system automatically. However it may be necessary to top up the tank
occasionally;
2.5 Close the valve at the tank inlet;
2.6 Check for leaks by observing the level in the header tank;
2.7 If the level falls, check all connections, especially the cylinder liner sealing, and check that there
are no traces of water in the sump;
2.8 Check the water pump shaft seal.

MB430L Mirrlees
SECTION 3 CHAPTER 1
3. Lubricating Oil System
After initial installation or after any piping modification work on the piping between the lubricating
oil filter and the engine, flush the system as follows:---
3.1 Insert a blanking plate onto the mouth of the lubricating oil inlet pipe to avoid any possible
contamination of dirt into the engine’s lubricating oil system. This should be done between the
inlet bend and the manifold after the regulating valve;
3.2 Remove the top of the regulating valve and remove the valve and spring assembly from the
pressure regulating valve to redirect the lubricating oil to the sump. refit the top of the valve;
3.3 Fill the engine sump with lubricating oil up to the dipstick high level mark;
3.4 Use the lubricating oil priming pump to circulate oil through the external system comprising of the
heat exchanger, oil filter and connecting pipework, etc;
3.5 Continue flushing for a minimum of six hours. On completion inspect the lubricating oil filter
elements, if they are extensively fouled, fit new elements;
3.6 Observe strict care to ensure that no dirt enters the system, reassemble the regulating valve;
3.7 Remove the blanking plate and ensure that lubricating oil connecting pipework is absolutely clean
before refitting.
NOTE: When it is necessary to clean any of the lubricating oil pipes, fitted between the oil
filter and the engine or any of the internal oil pipes and oil passages within the engine, they
may be swabbed out, but finally they should be flushed and drained, using light fuel oil. Any
wiping out with cloths or cotton waste etc., must not be carried out as a final operation
before fitting, any fabric threads or lint left in the piping could cause bearing damage.
3.8 Check the complete system as follows:--
a) Fill the sump with lubricating oil to the high level mark on the dipstick;
b) Start the lubricating oil priming pump;
c) Vent the filter and any other points required;
d) If necessary top up the oil level in the sump to the correct working level.
NOTE: Depending on the history of the engine, it may be considered unnecessary to do the
work covered by paras 3.10 to 3.11 inclusive, but to just rely on checking the temperatures
of the various engine parts after the engine has been run on load for a short time. If there
is no overheating it may be assumed the lubricating oil system is working correctly. To
confirm this make temperature checks on subsequent runs.

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SECTION 3 CHAPTER 1
3.9 To check beyond all doubt that the oil is being pumped to various points, remove the crankcase
inspection doors and open the cylinder head covers.
3.10 Open the compression release plugs and bar the engine slowly two revolutions to allow the oil
holes to meet with the respective delivery points and check the presence of oil at the large end and
main bearings.
3.11 Whilst the engine is being barred, water entering the cylinders from condensation leaks will be
detected through the open compression release plugs. Rectify any leaks.
3.12 By slightly loosening to establish a leak and then re--tightening the respective external lubricating
oil pipe connection, check the presence of oil at the following points:--
a) Governor drive;
b) Governor;
c) Oil sprays for the gear drives to the governor, the lubricating oil pump; and the fresh water
pump;
d) Rocker gear.
3.13 Close the indicator cocks and stop the lubricating oil priming pump.
3.14 Check the oil level in the sump and top up if necessary.
3.15 Refit the crankcase covers and inspection doors and close the cylinder head covers.
3.16 Bleed and prime the Geislinger Damper as follows:--

NOTE: Dampers currently fitted are self venting.
a) Remove a suitable cover plate from the free end gearcase;
b) Start the engine lubricating oil priming pump,and check oil is flowing from the drilled plugs in
the end face of the damper;
c) Refit the gearcase cover;
3.17 Check the oil level in the sump and top up if necessary.
3.18 Check flow of oil through alternator pedestal bearing.

4. Air Start and Control System (See Section 8, System Diagram)
Prior to attempting to start the engine for the first time after completing the installation thoroughly,
check through the functions of the pneumatic control system. See Section 8. Most particularly
ensure that adjustments have been made so that the settings detailed in Section 8.2 are correct.

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SECTION 3 CHAPTER 1
5. Governor
5.1 Check the oil level and top up if necessary to the top mark on the oil level glass. See Section 2,
Chapter 2 for list of approved lubricants.
5.2 Set the speed control to minimum speed.
6. Turbochargers
If the turbocharger fitted has its own oil sump ensure the oil levels are correct by checking the sight
glasses. For recommended lubricants See section 2 chapter 1. The ABB TLP 73E turbo normally
fitted is engine oil fed.
7. Induction Air Filter
Ensure that the air intake filters are clean. For details of the cleaning procedure, see the
manufacturers instructions in the volume 2 instruction manual.
8. Fuel System
8.1 Fill the fuel oil supply tank with clean fuel oil.
8.2 Open the supply cock to the engine, by-passing the fuel oil pressurising pump and vent both bowls
of the filter.
8.3 Vent plugs on the fuel oil return manifold must be released to allow air from the system to escape
and then re--tighten.
8.4 Ensure that all the fuel pump control rod racks are free by pulling each rack to the full fuel position
and checking that when released it returns to the stop position. Any rack which is not free must be
removed and the fault rectified.
8.5 Ensure that all linkages between the fuel pumps and the governor are free and that the whole
system is lubricated.
9. Initial Starting (set all equipment to ‘MANUAL’ operation)
9.1 Open the valves of the fresh water and fuel systems. Start the lubricating oil priming pump and
open the air valve to the pneumatic control system (SC3). Engine pump priming see subsection
9.4b).
a) Trip the overspeed sprags to ensure that the fuel supply to the injectors is cut off. Turn the
engine, without fuel, using starting air for five seconds only and listen for mechanical faults.
Investigate and rectify any faults.
b) Reset the overspeed sprags, and set the governor speed regulator to the slowest speed.

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SECTION 3 CHAPTER 1
c) Start the engine, preferably against zero load. When the speed reaches 50 to 80 revs/min
the engine should fire. Release the start button (PB1) thus shutting off the starting air, and
the engine should accelerate up to governor set speed. Check the water circulation and oil
pressures. See Section 1, Chapter 3 for operating pressures. See subsection 9.3 and also
Chapter 2 for initial running.
9.2 Bleeding the Governor (Compensation Adjustment) UG40
When starting an engine with a newly installed Governor, or one which has been drained and
refilled with oil, compensation adjustments must be made for optimum control and any trapped
air bled from the governor system.
a) Once the temperature of the engine and governor have reached their normal operating
values, the compensation should be adjusted under no load.
b) By loosening the nut, holding the compensating adjusting pointer, set the pointer to its
maximum position and re---tighten the nut.
c) Remove the compensating needle valve plug so that a screwdriver of the correct size can be
used to open the needle valve three turns or more. Be sure that the screwdriver fits into the
shallow slot of the compensating needle valve and not into the deep slot located at right
angles to the shallow screwdriver slot.
d) Allow the engine to hunt for thirty seconds to bleed trapped air from the governor oil
passages. Loosen nut holding the compensating adjusting pointer and set the pointer to its
minimum position.
e) Gradually close the needle valve until hunting just stops, without going beyond this position.
The needle valve should have been opened up to a minimum of one---eighth of a turn (with
one compensating spring) to be satisfactory. Otherwise it will be necessary to raise the
compensating pointer two divisions and readjustments made to the needle valve as
previously described.
NOTE: It is desirable to have as little compensation as possible. Closing the needle valve
further than necessary will make the engine slow to return to normal speed after a load
change. Excessive compensating piston travel, by adjusting the compensating pointer too
far towards the maximum position, will cause too rapid a response to a load change.
9.3 Overheating Checks
a) Check external parts and surfaces for evidence of internal overheating. Observe the oil and
water temperature gauges for indications of internal overheating. Stop the engine
immediately if overheating is evident.
b) Run the engine for 5 to 10 minutes if everything appears to be satisfactory. Note the
pressures at which the low pressure alarms, if fitted, operate on the fresh water and
lubricating oil systems.

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SECTION 3 CHAPTER 1
WARNING: If overheating is suspected do not remove the crankcase doors within 15

minutes of the engine stopping. Air admitted into the crankcase mixed with hot oil
vapour in the vicinity of an overheated part of the engine, such as bearing, could
cause an explosion.
c) Remove the crankcase inspection doors and ensure that the temperature of the bearings
and running gear are normal (See Section 3 Chapter 2 subsection 2).
9.4 Lubricating Oil Pressure Checks
a) Introduction
If, after inspection, the engine is found to be in order, refit the doors and start the engine with zero
load. Check the lubricating oil pressure, the cooling water pressure and the control air pressure.
See Section 1, Chapter 3 for temperature and pressure limits. The oil pressures may initially rise
above the normal working pressure but as the temperature rises, the oil pressure should decrease
to normal.
On new engines, or engines which have had new liners, pistons or bearings, complete the running
in schedule in Chapter 2. On engines which have been idle but do not have new parts fitted, test
the overspeed trip mechanism (Chapter 2 paragraph 3.2).
NOTE: Where engines are fitted with two lubricating oil pumps it is essential to ensure that
both the pumps become fully primed before initial engine rotation. If the priming pump or
the engine have not been run for 12 hours or more the priming pump should be run for at
least 15 minutes before starting the engine. If maintenance work has involved removal of
engine lubricating oil pump suction or delivery pipes, the priming pump should be run for
the same 15 minute period, checking that oil is issuing from the delivery pipe vents, before
starting the engine.

MB430L Mirrlees
SECTION 3 CHAPTER 2
CHAPTER INDEX
RUNNING ---IN
Introduction 1 1
Initial Running Bearing Checks 1 2
Running Up To Speed 1 3
Procedure 1 3.1
Testing The Overspeed Shutdown Mechanism 2 3.2
Adjusting The Overspeed Governor Setting 2 3.3
Running In, At Rated Speed (On Load) 2 4

Pressure And Temperature Checks --- Running On Load 3 4.1
Running The Engine after Maintenance Work 3 4.2
Main Bearing Line Filters 3 5
Main Bearing Line Filters 1

MB430L Mirrlees
SECTION 3 CHAPTER 2
RUNNING ---IN
1. Introduction
The following schedule is to be completed after any overhaul involving bearings, pistons or liners
and follows the initial starting procedure given in Chapter 1.
2. Initial Bearing Checks
Run the engine for 5 to 10 minutes at 300 rev/min then stop the engine and carry out a bearing
check as follows:---
2.1 Remove the crankcase doors and feel all main and large end bearing caps, to see if any particular
bearing is showing signs of overheating by comparison with the others.
a) Move the large end of the connecting rod from side to side, using a screwdriver as a lever,
and check that it moves freely within the side clearance limitations.
b) Ensure there is evidence of lubricating oil flow discharge from each bearing. If in doubt run
the lubricating oil priming pump and observe the flow.
c) Visually check that oil wetted surfaces are not vapourising or drying off rapidly.
d) Ensure there are no signs of bearing metal on flame traps or inner crankcase door surfaces.
e) Repeat bearing check after next initial 30 minutes running.
NOTE: If doubt exists at any stage of these checks remove and examine suspect bearings
before continuing with the running ---in procedure.
3. Running -- In Up To Speed 514 RPM Engines (No Load)
3.1 Procedure
Increase the speed gradually according to the following schedule.
8 CYLINDER ENGINES
SPEED RPM DURATION
300 10 Mins
400 30 Mins*
460 30 Mins
514 30 Mins
* After the initial forty minutes, stop the engine and carry out bearing checks.

MB430L Mirrlees
SECTION 3 CHAPTER 2
NOTES
a) With the engine running at rated speed, stop the lubricating oil priming pump and recheck
the lubricating oil pressure (See Section 1, Chapter 3).
b) Stop the engine.
c) Check the oil level in the governor, topping up where necessary.
d) Before running the engine on load, test the overspeed shutdown mechanism.
3.2 Testing The Overspeed Shutdown Mechanism
a) With engine running on light fuel at full speed and no load.
b) Remove the quick release pin from the free control lever at the flywheel end of the fuel control
shaft.
c) Insert the overspeed test bar into the drilled hole at the flywheel end of the fuel pump control
shaft.
NOTE: Never allow the engine to exceed 15% above normal rated speed. The overspeed trip
should operate between 12.5% and 15% above the rated speed.
d) Apply pressure to the test bar in the ’fuel---on’ direction until the overspeed trip operates.
Note the engine speed. Once the overspeed operates release the pressure applied by the
test bar.
e) Remove the test bar.
f) Replace the quick release pin in the free spring control lever.
3.3 Adjusting The Overspeed Setting
a) There should be no need to make adjustments to the set trip speed of the Dynalco
Overspeed Unit. It is a solid state electrical device pre---set at 15% above the engines rated
speed before delivery.
b) If adjustment to the set speed is required, see Section 6 Chapter 12 para’s 5.1 to 5.4 for
details.
c) Repeat the testing and adjustment until the sprags are tripped within the range of 12.5% to
15% above normal running speed.

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SECTION 3 CHAPTER 2
4. Running In, At Rated Speed (On Load)

With the engine running at rated speed increase the load stages according to the schedule given
in the table following.
ENGINE LOAD DURATION
15% Rated Load 2 Hours

Stop the engine, remove the crankcase doors and inspect the cylinder bores
Remove mainbearing line filters and replace with coupling pipe

4.1 Pressure and Temperature Checks -- Running on Load

During running on load, check that the temperatures and pressures of the cooling water and
lubricating oil are as stated in Section 1, Chapter 3.
4.2 Running The Engine after Maintenance Work
a) When any new bearing shells have been fitted or when bearings have been removed,
inspected and refitted, i.e. large end bearing shells or main bearing shells the ‘Initial
Running’ schedule detailed in Paragraphs 2 and 3 must always be carried out. The bearing
conditions must be determined to be satisfactory before applying engine load.
b) When maintenance work has involved the removal of pistons and the engine has been
rebuilt with any new piston rings fitted, the complete ‘Running---In’ schedules as detailed in
paragraphs 2, 3. and 4. must be carried out. If new piston rings have not been fitted, and the
liner bores have not been deglazed a reduced ‘Running---In’ schedule may be carried out, 2
hours at 30% load followed by 2 hours at 60% load. If the inspection is then satisfactory the
normal required loading can then be applied.

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SECTION 3 CHAPTER 2
5. Main Bearing Line Filters
These are fitted in order to prevent any dirt and debris which gets into the engine pipework during
installation, entering the moving parts of the engine.
MB430 engines are delivered with a cartridge filter fitted to every main bearing oil feed. The filters
fit between the lubricating oil galleries and the crankcase main frame.
These filters must be removed and replaced with a coupling pipe after first achieving 60% load
at a new installation
NOTE: As the line filters are not monitored by differential alarms or protection, failure to
replace the filter units with the supply pipes after initially achieving 60% load could lead to
a reduction in oil flow leading ultimately to serious internal damage to the engine.
When replacing the filter units ensure absolute cleanliness in the fitment of the replacement supply
pipes. On running up the engine, after the above work, check the pipework for leaks before
resuming normal operation.

MB430L
LINE FILTER
BEND L4199
REMOVE FILTER AND REPLACE WITH BEND

L4199 AFTER INITIAL 70 HOURS RUNNING

MAIN BEARING LINE FILTERS 6/00 2337
MB430L Mirrlees
SECTION 3 CHAPTER 3
CHAPTER INDEX
NOTES ON RUNNING
Lubricating Oil Pressures and Temperatures 1 1

Lubricating Oil Filter 1 1.4
Fresh Water Cooling Temperature 1 2
Load Distribution Between Cylinders 1 3
Cylinder Pressure Measurement 2 4
Exhaust Temperature Measurement 2 5
Fuel Pump Rack Setting 2 6
Compression Pressure 3 7
Injector Fault Symptoms 3 8
Crankcase Breather --- Extractor Fan 3 9
Engine Performance --- Out of Balance 4 10

High Cylinder Outlet Exhaust Temperature On One 4 10.1
Particular Cylinder
Low Cylinder Outlet Exhaust Temperature On One 5 10.2
Particular Cylinder

MB430L Mirrlees
SECTION 3 CHAPTER 3
NOTES ON RUNNING
1. Lubricating Oil Pressures and Temperatures
1.1 After the engine has been running for more than 30 minutes check that the lubricating oil pressure
and temperature are as specified in Section 1, Chapter 3. If necessary adjust the pressure
regulator and ensure that the heat exchanger is cooling the oil satisfactorily.
1.2 Check the oil pressure and temperature gauges frequently. If the pressure gauge readings begin
to fluctuate, check the oil supply and, if necessary top up the sump.
1.3 Temperature and pressure limits may be exceeded for short periods, but when the engine is
running continuously, changes from the normal indicate the need for an investigation. If there is a
steady reduction in oil pressure, or any unusual noise, stop the engine as soon as possible.
Investigate and rectify the trouble.
1.4 Lubricating Oil Filter
1.5 Check the pressure drop across the lubricating oil filter, daily, with the engine running at full
nominal speed and the oil at normal running temperature. The readings should show a consistent
progressive increase over the full period of hours that the elements are in use. Investigate the
cause of any sudden increases immediately.
1.6 Renew the filter elements when the pressure drop reaches 0.83 bar.
2. Fresh Water Cooling Temperature
2.1 Inspect the cooling water system periodically and adjust the flow, if necessary, until the
temperature and pressure are within the limits stated in Section 1, Chapter 3.
2.2 If the water outlet temperature is too high, check whether:--
a) The heat exchanger is fouled.
b) The secondary water flow through the heat exchanger is adequate.
c) The temperature of secondary water is not too excessive.
2.3 If the water outlet temperature is too low, check the thermostatic valve. Failure of the thermostatic
valve results in the full engine flow being passed through the heat exchanger.
2.4 Do not run the engine at too low a temperature as products of combustion may reach dew point
and cause corrosion.

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SECTION 3 CHAPTER 3
3. Load Distribution Between Cylinders

Initial load distribution between cylinders is factory set by positioning cams and valve timing
settings. Ensure the load distribution remains generally satisfactory by noting and comparing
cylinder outlet exhaust temperatures and fuel pump rack readings during a full load period with
the load maintained as steady as possible.
4. Cylinder Pressure Measurement
The cylinder head has provision for fitting a pressure indicator.
5. Exhaust Temperature Measurement
5.1 Thermocouples are provided for registering the temperature of the gas at the outlet from each
cylinder. The exhaust temperature differences must not exceed the maximum permissible limits
specified in Section 1, Chapter 3. Maximum exhaust temperatures are not given for individual
cylinders as their significance is not as great as the cumulative gas temperatures before entry into
the turbocharger. This temperature must not exceed the figure quoted on the turbocharger data
plate.
5.2 Check that the exhaust temperature differences do not exceed the limits specified in Section 1,
Chapter 4. If the temperatures vary by more than these limits, check the projection of the
thermocouple into each exhaust manifold before undertaking more detailed investigations.
5.3 If the exhaust temperature variation is still excessive, check for each of the following in turn:--
a) Setting of the fuel rack which controls the amount of fuel.
b) Low compression.
c) Sticking or badly seated valves.
d) Faulty injectors.
5.4 Once the exhaust temperatures have been balanced, check the temperatures each watch or shift.
6. Fuel Pump Rack Setting
6.1 Check the fuel pump rack stand--out. The variation in reading between the cylinders on the engine
should not exceed 2mm.
6.2 There are spring connected levers on the fuel pump control shaft for each fuel pump and a link
from the levers to the fuel pump rack. An adjustable abutment screw in the spring connected lever
enables the gap between the levers to be varied. Adjustment of this screw enables the fuel pump
rack reading relative to the fixed control shaft lever to be individually adjusted for each engine
cylinder. To make an adjustment:--

MB430L Mirrlees
SECTION 3 CHAPTER 3
a) Slacken the locknut on the screw.
b) Turn the screw a small amount to increase or decrease the rack reading.
c) Re---tighten the locknut.
6.3 After adjusting the fuel pump rack, ensure that the rack reading is not too high when the control
shaft is rotated to the ‘NO FUEL’ position.
7. Compression Pressure
7.1 Fit a maximum pressure indicator to the cylinder concerned and run the engine on zero load with
the fuel supply cut off from the cylinder being tested. To cut off the fuel supply, disconnect the fuel
rack from the fuel rack operating shaft and hold the rack in the fully closed position.
7.2 A compression pressure as recorded on the works test should be achieved. A low pressure may
indicate that the piston rings are not sealing properly, or the air or exhaust valves are leaking on an
individual cylinder. A low pressure on all cylinders may indicate an air induction restriction.
8. Injector Fault Symptoms
8.1 Usually the first indications of faulty fuel injectors are:--
a) High or low exhaust temperature.
b) Dirty exhaust.
8.2 As other engine faults can cause these symptoms, take care when diagnosing these conditions.
To locate the faulty injectors associated with symptom (b) proceed as follows:--
a) Reduce the load on the engine to avoid overloading the other cylinders.
b) Disconnect the fuel rack from the fuel rack control shaft of the cylinder containing the
suspect fuel injector, and position the rack in the ‘NO FUEL’ position.
c) If the exhaust clears renew the faulty injector.
d) If the symptoms remain, reconnect the fuel pump rack and repeat paragraphs 8.2 b ) and
c ) until the faulty injector has been located.
9. Crankcase Breather -- Extractor Fan
9.1 Connect a manometer to the cock on the face of the engine near to the crankcase extractor and
check that the crankcase depression (vacuum reading) with the engine running on full load is
between 13 mm and 19 mm of water.

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SECTION 3 CHAPTER 3
9.2 Adjust the depression, if necessary, using the butterfly valve fitted to the fan intake.
10. Engine Performance -- Out of Balance Cylinder to Cylinder
NOTE: There is no particular need to check cylinder pressures unless a doubtful condition
still persists after applying other measures, e.g.
10.1 High Cylinder Outlet Exhaust Temperature On One Particular Cylinder
a) Check that the cylinder fuel pump rack reading is not abnormally higher than rack readings
of other engine cylinders. All cylinder rack readings should be within plus or minus 1 mm of
the total rack readings of all cylinders divided by the number of cylinders, i.e. within plus or
minus 1 mm of the average rack readings for all cylinders.
b) As a temporary expedient the cylinder rack reading can be reduced to minus 2 mm if this
reduces the cylinder exhaust outlet temperature to within 500C of the average exhaust outlet
temperatures of all the engine cylinders.
c) If the condition still persists, remove the fuel injector. Check and test the injector. Substitute
a new or reconditioned injector assembly if the cylinder injector has a doubtful performance.
d) Check the cylinder air and exhaust valve tappet clearances. If the tappet clearances have
closed, the valve(s) will be opening early and closing late. A late closing air valve could result
in a reduced quantity of trapped air within the cylinder and this could account for a high
cylinder outlet exhaust temperature. An early opening exhaust valve would release cylinder
gases earlier and could account for a marginally increased cylinder outlet exhaust
temperature. When tappet clearances are found to have closed in from the initial settings
suspect valve head seat and cylinder head seat wear. The initial setting and the check
setting should be generally at the same engine temperature, for exact comparison.
If the tappet clearances have increased the valve(s) will be opening late and closing early. For an
air valve this could result in a reduced opening area and shortened opening period which could
also result in a reduction of trapped air within the cylinder. A late opening valve and an early closing
exhaust valve also results in a shortened scavenge period. Both conditions would contribute to
an increased cylinder outlet exhaust gas temperature reading.
If the cylinder outlet exhaust temperature has rocketed to an abnormally high level, suspect a
condition of non---closing exhaust valve(s) due to possibly trapped carbon on the seats.
Prolonged running in this condition will promote guttering of valves and cylinder combustion flame
torching through a leaking valve will soon result in valve head seat and cylinder head seat damage
that will necessitate fitting new components.
A badly leaking air valve may be denoted by heating up of the cylinder head air intake branch or
by noise at the branch or air manifold at the particular cylinder.
e) Increased crankcase pressure which may result in the necessity to increase the opening of
the crankcase extraction fan discharge, may denote deteriorating piston ring conditions on
one or more engine cylinder.

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SECTION 3 CHAPTER 3
A thickening discharge of smoke or vapour by the extraction fan system would denote a similar
possibility. An increase of a cylinder outlet exhaust temperature or the general level of cylinder
exhaust outlet temperatures on all cylinders may result, if piston and piston ring sealing conditions
have deteriorated, on one or more cylinders.
f) If piston ring sealing conditions have deteriorated, particularly oil control rings, exhaust
valves, valve ports, manifolds and turbocharger exhaust systems, may be fouled and an
increased exhaust discharge back pressure may result in a cylinder outlet exhaust gas
temperature increase. Under such a condition a smoky exhaust discharge from the engine
will usually be apparent.
g) Check the cylinder outlet exhaust thermocouple probe. The stem should be dry and devoid
of any thick deposits. The probe must be inserted to the correct depth in the exhaust branch,
the end must never be in contact with the exhaust branch wall. The thermocouple must
sense gas stream temperature not the metal temperature of the exhaust branch wall. The
thermocouple is subject to the very high initial temperature of cylinder gas discharge,
followed by a cooling during the cylinder scavenge period. The instrument recording is
therefore only an average of high/low cylinder gas discharge temperature. If the stem has
thick deposits the sensing of temperatures by the thermocouple is impaired. A thick deposit
may even glow incandescently and result in a high totally unrepresentative gas stream
temperature being recorded at the instrument head.
If there is any cause to suspect thermocouples or instrument heads for inaccuracy, interchange
them cylinder to cylinder or engine to engine.
A pot of molten lead or white metal into which the thermocouple and a dial pyrometer are inserted
can be used to compare thermocouple instrument head readings and pyrometer head scale
readings.
10.2 Low Cylinder Outlet Exhaust Temperature On One Particular Cylinder
a) This is generally an indication that the particular cylinder has a low work output compared
with the other engine cylinders. The other cylinders will be compensating and their work
output will be higher and their cylinder outlet exhaust gas temperatures will be marginally
higher in consequence.
b) Suspect the fuel injection pump and its injection capacity, particularly if its rack reading is
high compared with the rack readings of the pumps of the other engine cylinders.
c) Fit a new pump or interchange pumps. When the pump is removed check the fuel cam
profile and ensure there is no surface wear or damage. Also check the fuel pump cam
follower roller and ensure there is no abnormal roller profile or pin or bush wear.
d) Ultimately if there is still an abnormal engine balance cylinder to cylinder:---

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SECTION 3 CHAPTER 3
i) Check and log engine performance parameters generally, including all data as listed
on the engine works test sheet or on the data sheet Section 4, Chapter 4, including
all cylinder compression and maximum pressures.
ii ) Submit the data to MAN B&W Diesel Limited, Mirrlees Blackstone Service
Department, for advice and action that will need to be taken to restore the engine to
normal performance.

MB430L Mirrlees
SECTION 3 CHAPTER 4
CHAPTER INDEX
GOVERNORS
General 1 1
Governor Features 1 1.1
Governor Characteristics 1 2
Governing --- Engines Driving Alternators 2 2.4
Engines Supplying The Total Power Requirements 3 2.5
Governor And Fuel Pump Control Gear 4 3

The Mechanical Links 5 3.1
The Shutdown Mechanism 5 3.2
The Governor Booster 6 3.3
Maintenance 6 3.4
Overspeed Testing Procedure 6 3.5
Overspeed Adjusting Procedure 6 3.6
Action After Operation Of The Overspeed Gear 7 3.7
Overspeed Of The Engine During Operation 7 4

Introduction 7 4.1
Examination Procedure After An Overspeed Incident 7 4.2
Engine Re---Start After An Overspeed Incident 8 4.3
An Uncontrolled Overspeed Incident 8 4.4
Governor And Fuel Control System Setting 9 5

Basic Settings 10 5.4
Trip Gear Settings 10 5.5
Fuel Limiting 11 5.6

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SECTION 3 CHAPTER 4
Arrangement --- Overspeed Governor 1
Fuel Control Shaft 2
Fuel Control Shaft And Trip Support Bracket 3
Arrangement Of Fuel Control System Trip Gear 4
Low Lubricating Oil Trip Cylinder Arrangement 5
Governor Linkage 6

MB430L Mirrlees
SECTION 3 CHAPTER 4
GOVERNORS
1. General
Engines supplied for industrial and marine applications are fitted with a Governor/Actuator
controlled by a 721 Digital Controller. The control of functions such as Engine Speed, Droop, Load
Sharing, Stop/Run and Fuel Limit are all under the control of the 721 Controller. The control unit
is programmed via a Hand Held Programming Unit which plugs into the 721 Controller. For details
of operation of the Actuator and 721 Controller see the Instruction Manuals contained in Section
5 of the Volume 2. Instruction Manuals supplied with the engine. Note: --- A number of the control
systems functions such as fuel limit and overspeed are dupicated by engine systems, in such
cases the governor function should be set above the engine settings.
1.1 Governor Features
All engines in this range are fitted with centrifugal --- hydraulic governors, of varying types and
features to suit the particular application of the engine and driven machinery. The use of a
centrifugal governor of small size which operates a hydraulic servo system within the same casing
enables the unit to be made to relatively small dimensions but to have a high output force, derived
from hydraulic pressure, which is developed by a pump inbuilt and driven from the governor shaft.
2. Governor Characteristics to Suit Various Engine Applications
2.1 An engine which is a single unit and has no connections into other power systems usually only
needs a governor to maintain a constant engine speed irrespective of the engine load applied.
This ‘constant speed’ requirement would necessitate fitting a governor which has ‘Isochronous’
capability.
2.2 Engines which have to run and share total power requirements with other engines or any other
power systems need governors which can be adjusted so as to only impose a load on the engine
that is within its capability. When the system total power requirement changes the new load is
normally re--divided proportionately between each of the engines running, and the stability of load
sharing is maintained. Such engines running in multiple systems have a governor with ‘Droop’
characteristics and load limit, manually adjustable.
2.3 Engines which must run in a system where the system frequency and load sharing have to be
maintained within very close limits require an electronic governor. The engine is fitted with a
hydraulic actuator to control the fuel pump racks, and through this actuator the engine speed and
loading are precisely controlled electronically. The actuator has a ballhead controlled hydraulic
back up system which can operate independently as a speed control governor similar to a) and b).
Load changes are sensed electronically and servo positioning rapidly activated so that a minimal
speed change occurs, because the fuel pump racks are actuated to provide fuel to match the
incoming loading within fractions of a second of the load being applied.

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SECTION 3 CHAPTER 4
2.4 Governing -- Engines Driving Alternators
a) Introduction
A single engine only driving an alternator may have its governor set to control the engine at
constant speed to maintain the required output frequency. ‘ISOCHRONOUS’ operation, i.e. no
steady state speed change whatever load is applied or rejected within the engine full power
capability. This is achieved by setting the governor to ‘ZERO DROOP’. This will be the ONLY
engine supplying power, with no power whatsoever being supplied from any other source.
With two or more engines running in parallel, their combined output supplying the power required.
One engine ONLY may be set to ISOCHRONOUS operation, the other engines must have 3% to
4% droop settings on their governors. Two or more engines could not be set to operate at zero
droop because the system would become unstable. The loading would randomly fluctuate from
engine to engine along the 100% speed line. The engine fractionally higher in speed setting would
try to snatch all the load and would then become overloaded and would drop in speed and the
other engine would then snatch back the load. An oscillating system instability would therefore
result.
b) Speed Droop
‘Droop’ means that a change of load on the engine results in a change of speed e.g. if the engine
was carrying NO LOAD it would be running at:---
i) 103% speed with a 3% droop setting or 104% speed with a 4% droop setting. But at
100% (exact frequency speed) if full load was then applied, providing no adjustment
was made to the speed setting of the governor.
ii ) Similarly if the engine was running at 100% speed with NO LOAD it would run at 97%
(3%) droop or 96% (4%) droop speed if full load was then applied. In this case the
speed would then be increased to restore the system to correct frequency. At
whatever load the engine is carrying within its capacity the speed can be wound up
or down to restore the speed to 100% to correct the output frequency required.
c) Load Sharing
On load change 100% speed would be maintained but all deviations in load would be absorbed
by engine B.
If an engine is operating in parallel with a large capacity electrical system such as the National
grid --- the grid is the same as engine B. All engines parallelling would need to have droop setting.
They could all be set to carry a stipulated load and the large power or National grid system would
absorb all fluctuations.
Care would need to be exercised to ensure that a drop in power requirements does not reduce
below the set output capacity of the engine, otherwise reverse current flow would occur and power
would either be exported to the National grid or the grid circuit breaker might be thrown out if it
has reverse power relay protection. The engines could all be set to generate less load or one or
more units could be stopped to make the system compatible with the range of power demand
required.

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SECTION 3 CHAPTER 4
Graph Of Engine Speeds Against Load

105
Load Engine A Set To 4% Droop
100
SPEED %
Load Engine B
95
Engine B Set To 0% Droop
(Isochronous Operation)
90
0 20 40 60 80 100
LOAD %
Similarly, if engines A and B only were operating together it would not be permissible to drop all
the load off engine B. In such an instance power from engine A would tend to motor engine B
unless reverse power circuit breaker protection throws out the circuit breaker of engine B.
2.5 Engines Supplying The Total Power Requirements
Graph Of Engine Speeds Against Load
105
X Load Engine A Set To 5% Droop
100
SPEED % X
Load Engine B
Set To 3% Droop Y
Initial Load
(Isochronous Operation)
95
90
0 20 40 60 80 100
b a LOAD % a b
Where engines only supply the power demand requirements it is preferable to have droop settings
on all engines so that a high load can be generated on each of the engines in operation. A

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SECTION 3 CHAPTER 4
switchboard attendant then makes adjustments to controls to retain system frequency and load
carrying setting of each engine in the system. On reducing power demand the attendant may
request one engine to be taken out of use and stopped, or another engine to be started and
paralleled into the system if the power demand is increasing.
Droop settings on all engines should be closely set for the best stability and nearly equal
proportionate absorption of load fluctuations of the system by each of the engines in use.
If the droop settings are not equal the engine having the lowest droop setting will take most of the
load on an increased demand deviation, and less of the load on a reduced demand deviation.
NOTE: That with increased load engine B has gone into overload, whilst engine A still has
spare capacity up to 100%. The speed/load settings could now be trimmed by operating the
speeder. But the load sharing would have been equal on lines X ---X and Y ---Y if both engines
had the same droop settings.
a) Droop Settings
i) To determine what the droop settings are, it is necessary to run each engine on its own
and note the engine speeds. It is usual to check the speed at 25% load --- this gives
some stability and is preferable to checking the speed at zero load, then also check
the speed at full load. For example if the engine runs at 100% speed at full load. Then
runs at 103% speed at 25% load without applying any speed adjustment it has a 3%
speed deviation in a 75% load deviation. This would be a 4% speed deviation in a
100% load deviation (i.e. 4% droop setting).
ii ) Very often it is not possible to run an engine singly to carry out such checks. The works
test sheet however shows the dial setting for droop adjustment usually applicable to
a 4% droop setting from zero load to full load. If more or less droop is preferred a
proportionate dial setting can be applied.
iii ) A high droop setting gives good stability and good load sharing but larger deviations
in speed on load change. A finer droop setting usually gives adequate stability but can
result in marginally less precision of load sharing, but less speed deviation on load
change. A value of 2% should be considered to be the minimum droop setting.
NOTE: For governor build and functional operation consult the governor instruction book
supplied in the volume 2 instruction manual.
3. Governor And Fuel Pump Control Gear
3.1 The Mechanical Links

The governor serrated output shaft transmits control motion through the governor protection
spring connected levers via a link rod to the fuel pump control shaft. Any signal therefore from the
governor is sent to the fuel pumps to set each fuel rack position. The protection spring connected
levers on the governor output shaft protects the governor from excessive torque loading, i.e. when
the engine is being stopped the governor will endeavour to apply ’full’ fuel and the shutdown
springs will be moving the shafts to ’Zero’ fuel. In these circumstances the levers will open and
the springs are extended, the governor output shaft is then only subjected to the spring load.

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SECTION 3 CHAPTER 4
Tension springs are fitted from the fuel pump racks to the control shaft levers. In the unlikely event
of a fuel pump rack seizing, the springs extend to still allow the fuel pump control shaft to move
and adjust the other fuel pump racks to meet the load demand required from the engine, providing
it is in a reduced load direction. A seized fuel pump rack would act as a stop and prevent a higher
load being applied that would require an increased rack reading at all fuel pumps.
The individual fuel pumps are not directly connected to the control shaft levers, instead they are
fitted with an adjustable rod end assembly which abuts the end of the fuel pump rack.
On the control shaft, as part of the linkage, an overspeed spring connected lever, allows the
overspeed shutdown mechanism to be manually tested. The pin, normally locking the levers,
must be removed and a suitable tool for leverage inserted in the shaft at the flywheel end. As the
shaft is taken to ’Full’ fuel, the overspeed lubricating oil cylinder and pneumatic air cylinder should
trip the shutdown latch. The spragging plungers should also prevent any further injection of fuel
by preventing any more fuel being pumped to each cylinder.
3.2 The Shutdown Mechanism
The shutdown mechanism relies on the latch being tripped by any one of three cylinders or the
manual lever. The dog clutch lever swings across as the latch is tripped rapidly engaging the dog
clutch with the control shaft, rotating it to bring all the fuel rack positions to ‘Zero’ fuel. The trip
cylinder, latch and dog clutch are all fitted at the flywheel end of the fuel control shaft. The
overspeed, pneumatic and low lubricating oil cylinder with its inhibiting air cylinder (refer to
Section 8) in that order, are vertical, positioned so that each plunger drops the latch and thereby
allows the dog clutch to freely swing across to engage the control shaft.
To the right of the bracket to which these trip cylinders are mounted, are two shutdown springs
and an air cylinder. When the engine is started, control air pressure applied to this cylinder rotates
the dog clutch back to a position where it is latched, ready to be tripped. The control shaft is then
unrestricted and the governor can control the engine.
When the stop sequence in initiated, the latch is triggered and the two shutdown springs rapidly
rotate the dog clutch engaging the control shaft to bring the racks to ’Zero’ fuel position.
3.3 The Governor Booster
A pneumatic/hydraulic ‘Booster’, into which the governor oil drains, is pressurised, as air is
admitted into the cylinder, so as to force the governor oil into the governor hydraulic pressure
system. This charged pressure enables the governor to move the engine fuel pump control gear
at starting before the governor is rotating and its inbuilt pressure pump is supplying oil to the servo
system.
3.4 Maintenance
All the information regarding adjustment and maintenance of the governor is given in the
manufacturers manual. Ensure that the governor is fitted with the same grade of oil as that used
in the engine. Refer to Section 2.1, for recommended grade. Lubricate all pin---points by oil can,
and control shaft bearings by grease gun at the points incorporated in the brackets. Clean and
re---pack all the other bearings which are packed with grease during assembly.

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SECTION 3 CHAPTER 4
3.5 Overspeed Testing Procedure
The nominal overspeed speed setting is 15% above the engines normal rated speed.
The permissiable tolerance on the basic settings are as follows:
Rated Speed Setting Tolerance

514 r.p.m. 585 --- 600 r.p.m.
500 r.p.m. 570 --- 585 r.p.m.
With the engine running on light fuel at full speed and no load:---
a) Remove the quick release pin from the spring connected levers at the flywheel end of the fuel
pump control shaft.
b) Insert the overspeed test bar (suitable tooling is supplied with the engine), into the hole at the
flywheel end of the fuel pump control shaft.
WARNING: NEVER ALLOW THE ENGINE TO EXCEED THE MAXIMUM OVERSPEED SETTING
QUOTED.
c) Apply pressure to the test bar in the ‘Fuel---On’ direction until the overspeed governor
operates. Note the engine speed. Once the overspeed operates, release the pressure
applied by the test bar.
d) Remove the test bar.
e) Replace the quick release pin in the spring connected levers.
3.6 Overspeed Adjusting Procedure
a) There should be no need to make adjustments to the set trip speed of the Dynalco
Overspeed Unit. It is a solid state electrical device pre---set at 15% above the engines rated
speed before delivery.
b) If adjustment to the set speed is required, see Section 6 Chapter 12 para’s 5.1 to 5.4 for
details.
3.7 Action After Operation Of The Overspeed Trip
After Operation of the Overspeed trip press the manual reset push button (PV6). Resetting PV6
will exhaust air from the spragging plungers at each fuel camfollower tappet. At cylinders where
the follower roller is fully up on the nose of the cam, the spragging plungers will be retracted by
the force of the springs. Most of the plungers will be held by the downward force of the fuel pump
spring on the end of the plunger.

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SECTION 3 CHAPTER 4
As the fuel camfollower tappet plunger is a two piece assembly and only the top section is held
up by the sprag plunger, the lower section containing the roller is free to operate. The lower section
times the start air to the cylinders. The engine can therefore be rotated on starting air irrespective
of the sprag plungers being engaged or disengaged.
Rotating the engine two complete revolutions on start air will allow all sprag plungers to retract
and thus allow the fuel pumps to operate and start the engine. When the engine is running check
all fuel pumps are operating and all sprag plungers have withdrawn before applying load.
4. Overspeed Of The Engine During Operation
4.1 Introduction
The overspeed trip gear should have been tested and checked after every 1000 hours engine
operation as advised in Section 4 chapter 1. If an overspeed incident occurs unobserved and the
trip gear operates to shut the engine down, the engine must be examined before attempting a
restart. The reason for the overspeed incident having occurred should be determined and that no
apparent damage to the engine has resulted.
4.2 Examination Procedure After An Overspeed Incident
a) Engine Internally
Generally check the engine internally for the following:---

i) There must be no evidence of bearing damage. Look for any indication of bearing
metal extrusion or flaking and overheating.
ii ) Ensure the large end bearings are free and will slip sideways within their side
clearance limitations.
iii ) With the lubricating oil priming pump running, check the discharge of oil at each
bearing.
iv ) Whilst barring round ensure that the engine rotates freely.
v) Observe that no scuffing has occurred of cylinder liner bores as each piston is at top
centre.
vi ) Check that the push rods rotate freely and are not bent.
vii ) Observe the engine valves for free operation and that they follow the valve levers
without sticking or any abnormal deviation --- check that their tappet clearance is
normal.
viii ) Check that the fuel pump tappets follow the cam lift and return without sticking.
b) Governor To Fuel Pump Linkage
Carry out the following procedure:---

i) Actuate the linkage and determine that it operates freely.

MB430L Mirrlees
SECTION 3 CHAPTER 4
ii ) Ensure that all fuel pump racks slide freely inwards and are pulled freely outwards by
their tension springs.
iii ) Check that the fuel rack readings are correct at the full out zero fuel position when the
governor is at the zero fuel position.
4.3 Engine Re--Start After An Overspeed Incident
a) The first re---start after an overspeed incident should be controlled --- use the overspeed test
bar and manually control the engine speed and rate of acceleration.
b) Do not allow the engine to attain a speed of more than 5% above normal full speed. Check
that the governor functions correctly and takes control.
c) Check all control functions and ensure their satisfactory operation.
d) Recheck the overspeed trip settings in accordance with the procedure. If the trip does not
occur at 15% or less above full speed without prior adjustment the overspeed incident may
have allowed the engine to attain an excessive speed.
4.4 An Uncontrolled Overspeed Incident

If there has been an uncontrolled engine overspeed incident and the engine has probably
exceeded ‘Full speed + 15%’, the following action must be taken before any attempt is made to
restart the engine.
a) Connecting rods to be checked for any damage or distortion. Palm end studs --- new studs
and nuts to be fitted on re---assembly.
b) All large end bearing shells to be examined for any signs of lining damage.
c) New large end bolts and nuts to be fitted on re---assembly ALL original items to be scrapped.
d) The studs to be removed from the piston crown and the tapped holes to be examined.
NOTE: New studs, and nuts, are to be fitted on re ---assembly and all original items must be
scrapped.
e) The pistons should be examined for impact damage and valves checked to ensure that
none have been bent as a result.
f) The balance weight fasteners should be carefully examined and the nuts released and
re---torqued.
g) The flywheel bolts should be carefully examined.
h) All the main bearings to be examined for signs of distress/damage.

MB430L Mirrlees
SECTION 3 CHAPTER 4
i) Alternator windings to be checked to ensure that poles have not moved and remedial action
taken by a competent electrical engineer if damage has been sustained.
j) Camfollowers to be examined for any possible damage.
k) Protective mechanism to be examined.
l) Governor to be examined for damage.
m ) Pushrods and rocker gear to be examined.

n) Crankshaft alignment to be checked.
NOTE: The foregoing constitute the main items that require actioning and we cannot
over ---emphasize the importance of complying with these recommendations when an
uncontrolled overspeed incident is experienced.
5. Governor And Fuel Control System Setting
5.1 The fuel control system breaks down into three assembly sections, The Governor and Spring Link,
The Control Shaft, and The Trip Gear.
The fuel control shaft incorporates the overspeed testing link and the trip gear and protection
devices.
5.2 The control shaft is built up as an assembly and fitted to the engine as such. The control shaft, the
trip gear and support bracket are part of the assembly, but if necessary the trip gear and bracket
could be removed from the control shaft as a separate sub assembly prior to removing the control
shaft.
The alignment of the control shaft is maintained by the shaft support brackets fitting to a register
on the top of the fuel pump base assemblies.
The control levers to each fuel pump are made up of a fixed lever and a swinging link, the two parts
held together by two tension springs. An adjusting screw and locknut allows individual adjustment
to each fuel pump rack. The adjusting screws should be set to maintain the swinging lever at 900
to the fixed levers retaining pin.
5.3 If the fuel control shaft is removed for any reason on re---assembly the shaft must be checked for
freedom of movement before coupling to the rest of the system, otherwise governing problems
may occur.
5.4 Basic Settings
The engine is supplied with control system set for operation. If however the system is removed
the following basic settings should be observed.
a) Apply a 100 lb/in2 air supply to the lubricating oil trip reset cylinder and the trip gear reset
cylinder to release the control shaft from the action of the dog clutch and allow the control
system to follow the governor.

MB430L Mirrlees
SECTION 3 CHAPTER 4
FUEL CONTROL SYSTEM

BASIC SETTINGS DIAGRAM
696mm
221/20
b) The link rod between governor and control shaft should be set at 696mm between centres.
c) The governor terminal shaft should be turned to mid fuel i.e. ‘4’ on the load indicator dial.
With the governor in mid fuel the governor lever should be located on to the terminal shaft so
the lever lies 221/20 above the horizontal. The governor should be linked to the system in this
position.
d) With the system coupled check the fuel pump rack stand---out readings using tool L2092
with the governor reading zero, ‘4’ and ‘8’ on the load indicator, which should correspond to
rack stand---out readings of less than 4 mm, 29.5mm and 55mm. In the zero governor
position the rack stand---out must not exceed 4mm.

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SECTION 3 CHAPTER 4
e) Adjust the position of the governor lever or connecting links to achieve the correct control
shaft movement.
5.5 Trip Gear Settings
a) With the trip gear in running position i.e. latch engaged and all trip cylinders withdrawn, a
clearance of 1.6mm must exist between the overspeed trip cylinder piston and the latch lever
adjusting screw. There should be the same 1.6mm clearance between the air cylinder and
latch lever and a clearance of 6mm between the lubricating oil failure trip cylinder and the
latch lever.
b) With the latch lever tripped the dog clutch rotates on to an adjustable stop. This stop must be
set so the dog rotates the control shafts to a rack reading of Zero, slightly stretching the rack
tension springs.
5.6 Fuel Limiting (Start---up)

Fuel limiting on start up is a function of the UG40 Actuator (See the governor manuals supplied
in Volume 2). This basic setting should be adjusted to suit starting conditions at site. The object
being to limit acceleration on start up and excessive over fuelling.

MB430L

DYNALCO OVERSPEED UNIT 6/00
MB430L
Instruction Manual
Mirrlees

FUEL PUMP CONTROL SHAFT ASSEMBLY 6/00 3299
MB430L
Instruction Manual
Mirrlees

FUEL PUMP CONTROL SHAFT AND TRIP SUPPORT BRACKET 6/00 3301
MB430L

TRIP SUPPORT, DOG AND RESET CYLINDER 6/00 3300
MB430L

LOW LUBRICATING OIL TRIP CYLINDER 6/00 3298
ARRANGEMENT
MB430L

GOVERNOR LINKAGE 6/00 3297
MB430L Mirrlees
SECTION 3 CHAPTER 5
CHAPTER INDEX
NORMAL ENGINE START

Introduction 1 1
Starting Procedure 1 2

MB430L Mirrlees
SECTION 3 CHAPTER 5
NORMAL ENGINE START

1. Introduction
This procedure assumes that no work has been done on the engine since it last ran, that no
adjustments or actions have been taken other than those necessary during the shutdown of the
engine, and that electrical power is available.
2. Starting Procedure
2.1 Check that the starting air receiver is charged to the correct pressure of 27.5 bar (400 psi). This
pressure is indicated on the starting air pressure gauge on the control panel.
a) Check that the emergency air receiver is charged to 6.2 bar (90 lb/in2).
b) Check that the oil level in the engine sump or sump tank is correct (full).
c) Start the lubricating oil priming pump and allow to run for at least 5 minutes before starting
the engine. Check that normal priming pressure is achieved.
d) Start the raw water and jacket water circulating pumps. Check that the jacket water flow and
system pressures are normal.
e) Start the cooling tower or radiator fans where applicable.

NOTE: If the electrical power available is limited, only the lubricating oil priming pump needs
to be run before engine start. The water pumps, fuel pump, and cooling fans may be started
within five minutes of engine start. This assumes a cold engine at start ---up and a load not
exceeding 10% of maximum.
f) Check the oil levels in the governor and turbochargers are correct.
g) Open all the cylinder head indicator cocks and engage the engine barring gear. Rotate the
engine two complete revolutions checking that there is no evidence of water or oil
discharged from the indicator cocks as each piston reaches the top of its stroke. Investigate
any cylinder with a significant discharge before attempting a start, otherwise serious
damage could result from a hydrostatic or hydraulic lock.
h) Disengage the barring gear and close the indicator cocks.

NOTE: On auto ---start installations, or engines on standby duty that are required for
immediate operation, making elements g) and h) not practical, the engine should be barred
periodically (typically once a week) with the lub. oil priming pump and engine jacket pump
running and the indicator cocks open, to minimise the possiblity of hydrostatic lock on
starting.
i) Check that there is sufficient fuel in the daily service tank. Open the light fuel valve to the
engine and start the light fuel pressurising pump.

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SECTION 3 CHAPTER 5
NOTE: On some installations a special fuel cock is also provided opened automatically by
lubricating oil pressure.
j) Start the crankcase extractor fan.
k) Start up any other ancillary equipment associated to engine operation, eg, waste heat
recovery systems, heavy fuel treatment plant etc.
l) Wind the speeder knob on the governor down to minimum speed (either electrically or by
hand) and set the load limit dial to ’5’ (UG40 governor).
m ) Press the start pushbutton and hold until the engine speed reaches 50 to 80 rev/min. If the
engine fails to pick up speed allow it to stop and attempt a second start. If the engine fails a
second time investigate the reason before attempting a further start.
n) When the engine is running, increase the engine speed to its service speed with the
governor speeder motor or by hand and turn the load limit knob to ’10’.
o) When the engine is running at its rated speed, stop the lubricating oil priming pump and
check that all system temperatures and pressures are normal.
p) Assuming all systems are normal the engine is now ready to accept load.

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SECTION 3 CHAPTER 6
CHAPTER INDEX
STOPPING THE ENGINE

Introduction 1 1
Normal Engine Stop 1 1.1

MB430L Mirrlees
SECTION 3 CHAPTER 6
STOPPING THE ENGINE

1. Introduction
If the engine is running on residual or heavy fuels it must be changed over to light fuel operation
before stopping the engine.
All the engine and module pipework must be purged of heavy fuel prior to stopping the engine
or shutting down the supply module. To ensure complete purging of the fuel lines, the engine
should be changed over to light fuel running on a high load (ie, above half load), 15 to 20 minutes
prior to a scheduled shutdown of the engine.
If the engine is stopped in an emergency still running on heavy fuel, it must be restarted within 10
minutes otherwise the fuel system on the engine including each fuel pump and injector would have
to be stripped and cleaned prior to a restart of the engine.
1.1 Normal Engine Stop
a) Reduce the load slowly over a period of 20 minutes, by operating the raise/lower governor
motor control switch, located on the exciter panel. Thus the engine fuel racks reduce the
load, so that the engine maintains normal operating speed. Reduce the load to ZERO before
tripping the breakers from the main busbars. Marine engines usually operate for a sufficient
time at low loads during docking manoeuvres.
NOTE: If the load does not decrease, do NOT trip the circuit breakers. Serious overspeeding
could occur.
b) Inspect the fuel racks and linkages for free movement before making a further attempt to
shed load.
c) Start the motor driven lubricating oil priming pump. Failure to maintain lubricating oil
pressure at the fuel injection pumps while fuel pressure exists there, will permit small
quantities of fuel to drain into the sump.
d) Close the light fuel valve to the engine. On some installations a special fuel cock is provided
which closes automatically when the lubricating oil pressure drops to zero.
NOTE: Functions e) to g) inclusive will be completed automatically on auto start engines.
e) Stop the light fuel pressurising pump.
f) Continue running the priming pump for 15 to 20 minutes to assist in cooling the pistons
slowly and evenly.
g) Continue running the circulating water pumps for 15 to 20 minutes to reduce the likelihood of
hot spots, and allow the cylinder heads, cylinder liners, exhaust valve cages, and injectors to
cool slowly and evenly.

MB430L Mirrlees
SECTION 4 INDEX
INSPECTION AND MAINTENANCE
CHAPTER 1 INSPECTION AND

MAINTENANCE ROUTINES
CHAPTER 2 STANBY DUTY ENGINES

1 Introduction 1
2 Preventative Maintenance 1
CHAPTER 3 GENERAL FAULT LOCATION

AND REMEDIES
CHAPTER 4 ENGINE PERFORMANCE

DATA CHART
CHAPTER 5 INTERIM CLEANING OF

TURBOCHARGERS
1 Introduction 1
2 Cleaning The Compressor Side 1
Of The Turbocharger
3 Cleaning The Turbine Side 2
Of The Turbocharger

MB430L Mirrlees
SECTION 4 CHAPTER 1
CHAPTER INDEX
INSPECTION AND MAINTENANCE ROUTINES
SUBJECT PAGE
EVERY HOUR 1
EVERY WATCH OR SHIFT 1
EVERY 150 HOURS 2
EVERY 500 HOURS 2
EVERY 1000 HOURS 2
EVERY 2000 HOURS 2
EVERY 4000 HOURS 3
EVERY 8000 HOURS 3
EVERY 16000 HOURS 4
EVERY 48000 HOURS 5

MB430L Mirrlees
SECTION 4 CHAPTER 1
INSPECTION AND MAINTENANCE ROUTINES

The inspection and maintenance intervals listed below are given as a guide and starting point.
Modification to these intervals may be necessary depending on the fuel used and the site
conditions encountered, these will be be governed by the operator’s experience with the particular
installation.
It is essential that the notes on maintenance should be read and thoroughly understood before
servicing the engine. As a guide when examining the wear of various engine parts and to decide
when replacement is necessary, refer to the schedule of running clearances given in section six
chapter one of this manual.
For the maintenance details of auxiliary equipment supplied with the engine, refer to the relevant
manufacturers instruction manual.
EVERY hour
Air manifold Check air temperature
Check air pressure
Exhaust Check temperatures
Fuel filters Check differential pressure
Jacket water Check temperature
Check pressure
Lubricating oil Check pressure
Check temperature
Turbocharger Speed
EVERY Watch Or Shift

Air manifold Drain condensate
Charge---air cooler Drain condensate
Control air Check pressure
Crankcase Check depression
Crankcase Extractor Fan Drain oil
and Coalescer
Fuel filters Check differential pressure
Governor Check oil level
Lubricating oil Check sump level
Check filter differential pressure
Turbocharger Check oil flow

MB430L Mirrlees
SECTION 4 CHAPTER 1
Air receiver Drain off water
EVERY 150 Hours
Exhaust Valve Check rotators are functioning

Control air Check lubricator lubricant level
Fuel pump control Lubricate pins rollers bushes
gear and governor and linkages
linkages etc
EVERY 500 Hours
Jacket water Check additive strength

Check header tank level
Lubricating oil Take a sample for analysis
Turbocharger Re---new the T/C oil (if mineral)
(Not applicable to Turbochargers that are
engine oil feed)
EVERY 1000 Hours
Cylinder pressures Check maximum cylinder

pressures at full load
Safety (shutdown) Check operation of overspeed,

devices (mechanical lubricating oil trip mechanism
and electrical) and other protection devices
Crankcase extraction Clean fan filter
system
Induction Air filters Assess condition of elements
and clean if necessary
Rocker levers (air) Check pinch bolts for tightness after
first 1000 hours
Every 2000 hours
Turbocharger Re---new the T/C Oil (if synthetic)

(Not applicable to Turbochargers that are
engine oil feed)
Charge air coolers Check pressure drop across cooler
(Intercooler/Radiator) clean if necessary

MB430L Mirrlees
SECTION 4 CHAPTER 1
EVERY 4000 Hours
Exhaust valve cages Prior to engine shutdown, verify

operation of valve rotators
Overhaul valve cage assembly
Rocker levers (air) Check pinch bolts for tightness
Valve tappets Check clearances
Fuel injectors Dismantle clean and reset pressure
Fuel pump base Remove, clean, inspect, lubricate
(Sprag plungers) and replace ‘O’ rings
Large ends Check running clearances
(knock up check)
Crankshaft Check alignment and record
readings
Jacket water and Examine after first 4000 hours
lubricating oil coolers
Lubricating Oil Filters Renew filter elements
EVERY 8000 Hours

Cylinder heads Strip, remove carbon and clean
waterspaces
Valves Service, air and starting air valves
Connecting rods Measure large---end bearing
clearances (Knock up)
Examine all large end fasteners
Cylinder liners Clean liner top and check for wear
Camshafts and Inspect cams rollers and tappets

camfollowers
Fuel controls Inspect shafts and linkages from
pumps
Fuel pumps Strip & inspect pumps
check delivery valves
and change ’O’ rings
Renew spill plugs if eroded
Fuel filter Clean casing and change elements

MB430L Mirrlees
SECTION 4 CHAPTER 1
Crankshaft balance Confirm security of weights

weights
Main Bearings Examine all fasteners
Governor Inspect and service to
manufacturers instructions
Turbocharger Overhaul to manufacturers
instructions
Lubricating system Strip & inspect relief and regulating
valves
Crankcase extractor Change coalescer filter
Foundation bolts Check tightness
EVERY 16000 Hours
Rocker gear Inspect fulcrum shafts, bushes and
tappet gear
Charge air inlet manifold Inspect all joints and ’O’ rings
Exhaust system Check manifolds, pipes and
silencer
Remove deposits
Pistons Remove, decarbonise
Check ring---gaps, side clearances
Check pin dimensions
Check crown to skirt fasteners
Connecting rod Clean oil---ways
Check gudgeon pin---clearances
Inspect bearings for wear
Check for blockages in the foot
restrictor, clean if necessary
Intensive Cooling Collar Examine, descale water spaces
if necessary.
Cylinder liners Clean and check for wear
Renew ‘O’ rings and top sealing ring
of any liners removed
Deglaze the liners if new piston rings
are to be fitted
Camshaft Inspect cams and cam rollers
Inspect cam bearings

MB430L Mirrlees
SECTION 4 CHAPTER 1
Bearings, Main Inspect for wear

Check vertical and side studs
for tightness
Crankshaft Inspect pins and journals for
wear and check sizes
Confirm the security of
the balance weights
Crankcase relief valves Service valves
Damper (Geislinger) Renew oil seals
Measure spring clearances.
Gears Crankcase inspection of gear train
Check clearances
Lubricating oil pump(s) Dismantle and clean
Check gears
Check bearing clearances
Check drives
Oil sump strainer Inspect and clean if necessary
Governor Drive Inspect and check clearances
Starting and control air systems Inspect and test
Water pumps (Engine driven) Inspect bearings and seals
Bolts and nuts Check throughout for tightness
Air receiver(s) Proof hydraulic pressure test
recommended
EVERY 48000 Hours
Damper (Geislinger) Service or replace spring packs

MB430L Mirrlees
SECTION 4 CHAPTER 2
CHAPTER INDEX
STANDBY DUTY ENGINES

Introduction 1 1
Preventative Maintenance 1 2
Every Week 1 2.1
Every Month 2 2.2
Every Three Months 3 2.3
Every Six Months 3 2.4
Every Two Years 3 2.5

MB430L Mirrlees
SECTION 4 CHAPTER 2
STANDBY DUTY ENGINES
Engines which do not frequently operate require replenishment of their lubrication to inhibit the
possibility of attack by rusting. Condensation combining the combustion products may also form
harmful acids which could result in the etching of liner bore and piston ring surfaces, cam and roller
surfaces etc.
The following action should be taken to minimise any deterioration of the engine due to its
non--use.
1. Every week
1.1 Start up the lubricating oil priming pump. Note that the pressure is normal at the lubricating oil filter
and engine inlet. Allow the pump to circulate lubricating oil for a minimum of 10 minutes.
1.2 Drain off any condensation in the engine air manifold and charge air cooler.
1.3 Open the indicator cocks, then barr the engine round two or three revolutions, with the priming
pump running. Ensure that the engine comes to rest at a different position every time.
1.4 Close the indicator cocks and stop the lubricating oil priming pump.
2. Every month
2.1 Repeat 1 to 4 of the weekly procedure.
2.2 Start up:---
a) Jacket water pump --- check circulation and pressure.
b) Raw water pump --- check circulation and pressure.

c) Light fuel pump --- check circulation and pressure.
2.3 Open cylinder head covers and with the priming pump running check the lubricating oil circulation
and ensure there are no water leaks.
2.4 Check:
a) Engine sump or tank oil level
b) Governor oil level

c) Turbocharger sump oil levels
d) Air receiver pressures (control and starting)

MB430L Mirrlees
SECTION 4 CHAPTER 2
2.5 Start the engine and bring up to full speed observing normal procedures.
2.6 Apply load to the engine if possible, preferably 60% or more, and allow the engine to operate on
load until all water and lubricating oil systems have reached and stabilised at their normal
operating temperatures, about 30 minutes. (using light fuel only).
2.7 Whilst running check:---
a) Turning of air and exhaust valve rotocaps

b) Discharge of lub. oil from exhaust valve stem lubrication
c) Freedom of action of air and exhaust valves
d) Freedom of action of governor and control linkages etc
e) Uniform running of engine and of cyl. outlet exhaust temperatures
f) That turbocharger lubrication is satisfactory.
g) Generally observe that there are no apparent faults, or any troublesome leakages.
2.8 Shut the engine down observing normal procedures, close fuel supply valves.
2.9 Re--charge the starting air receiver to full pressure. At full pressure drain off the condensate and re
top up to full pressure before stopping the compressor.
3. Every three months
Additionally check:--
3.1 Governor and fuel pump control gear, grease and lubricate bearings and linkages.
3.2 Lubricating oil -- take a sample of used oil whilst the priming pump is running and after the engine
has been ‘barred’ as per para 1.3 and send for analysis. This requirement is of particular
importance in humid climates.
3.3 Jacket water -- check level and additive strength
3.4 Safety devices, check:-- Overspeed trip, Lubricating oil pressure trip, Electrical trips
4. Every six months
4.1 Clean air intake filters and check oil wetting of elements, if applicable.
4.2 Cylinder pressure -- check while on load.
4.3 Generally check operational performance of engine.

MB430L Mirrlees
SECTION 4 CHAPTER 2
5. Every two years
5.1 Examine all filter elements.
5.2 Inspect all cooling equipment.
5.3 Turbocharger -- drain, flush and refill with new oil.
5.4 Governor -- lubricating oil should be changed.

MB430L Mirrlees
SECTION 4 CHAPTER 3
CHAPTER INDEX
GENERAL FAULT LOCATION AND REMEDIES

Engine Fails To Start 1 A

Engine Starts but Soon Stops 1 B
Engine Will Not Accept Load 1 C
Engine Lacks Compression 2 D
Engine Noisy or Knocking 2 E
Smoky Exhaust 2 F
Blue Smoke 2 i
Grey Smoke 2 ii
Black Smoke 2 iii
Engine Hunts on No Load 3 G

Engine Fails to Reach Normal Speed 3 H
Engine Overspeeds 3 I
Engine Stops in Service 3 J
Abnormal Exhaust Temperatures 4 K
Surging Through Turbocharger 4 L
Lubricating Oil Pressure Low 4 M
Lubricating Oil High Temperature Rise Across Engine 4 N
Lubricating Oil High Inlet Temperature 5 O
Excessive Release of Oil Vapour at Flywheel End 5 P
Fuel Pump Does Not Deliver Fuel 5 R
Quantity of Fuel Delivered Per Stroke Insufficient 6 S
Injection Timing Has Altered 6 T
Control Rod Has Jammed 6 U

MB430L Mirrlees
SECTION 4 CHAPTER 3

SEE SECTION 8 FOR PNEUMATIC CONTROL SYSTEM FAULTS.
SYMPTOM PROBABLE CAUSE REMEDY
A) Engine fails 1) No fuel Refill tank open cock

to start then vent busrail before re---start.
” 2) Starting air pressure to Re---charge air receiver
low /open isolating valves from
receiver.
” 3) Engine surging Dismantle and clean
backwards and forwards jammed starting air valve.
” 4) Fuel pumps not Vent engine fuel pumps and
deliver fuel injectors also see 1).
” 5) Injector nozzles stuck Remove and replace faulty fuel
injectors.
” 6) Incorrect spill port Check timing.
closure (SPC.) angle
” 7) Valves sticking in Try paraffin on air and exhaust
guides valve guides.
” 8) Control system fault Check the operation of the
control system.
B) Engine starts 1) Fuel cock closed Open fuel cock then vent system.
but soon stops
” 2) Fuel tank empty Refill tank then vent system.
” 3) Choked fuel filter Change fuel filter then vent the
system
C) Engine will 1) Governor adjustment Consult governor manual in

not accept load volume 2 instruction manual.
” 2) Governor to fuel pump Check settings.
linkages out of adjustment
” 3) Worn/blocked Replace clean/recondition
injection nozzles nozzles.
” 4) Incorrect valve Reset inlet air and exhaust
clearances valve clearances.

MB430L Mirrlees
SECTION 4 CHAPTER 3
D) Engine lacks 1) Valves leaking Remove clean and re---grind

compression inlet air and exhaust valves.
” 2) Valves not closing Inspect valves for damage
reset valve clearances.
” 3) Piston rings worn or Remove clean inspect ring
broken clearances and replace if
necessary.
” 4) Also see symptom K).
E) Engine noisy 1) Fuel injection excessive Check the fuel pumps rack
or knocking on one or more cylinders operation and stand---out.
” 2) Incorrect nozzle Check and adjust fuel
setting pressure injector setting pressure.
” 3) Large/small end bearing Replace worn bearing.
badly worn
” 4) Piston slap Replace excessively worn
piston/liner wear
” 5) Valve clearances to Set valve clearances to the
large correct value.
” 6) Main bearings badly Replace with new bearings.
worn
F) Smoky
exhaust
i) Blue smoke 1) Excess lubricating oil Reduce sump oil level if excessive
check exhaust valve guide
lubrication system.
” 2) Piston scraper rings not Check rings are not excessively
functioning correctly worn or stuck in their guides.
ii) Grey smoke 1) Dirty fuel injector/s Remove and clean.

” 2) Engine overload Reduce engine load.
iii) Black smoke 1) Air filter/intercooler Clean as per instructions in

choked volume 2 instruction manual.
” 2) Fuel injector nozzle Replace with new/overhauled
sticking fuel injector.
” 3) Lack of compression See symptom D).

MB430L Mirrlees
SECTION 4 CHAPTER 3
G) Engine hunts 1)Fuel pump spring Replace spring.

0n no load broken
” 2) Fuel pump plunger Remove and clean replace
sticking plunger and barrel.
” 3) Fuel pump delivery Remove and clean, replace
valve spring if necessary.
” 4) Leaking injector nozzles Renew with new or reconditioned
nozzles.
” 5) Incorrect fuel Adjust pressure setting
injection pressure of the fuel injector.
” 6) Governor out of See governor manual in volume 2
adjustment instruction manual.
H) Engine fails 1) Engine overloaded Reduce engine load.

to reach
normal speed. 2) Fuel control linkage Stop the engine and check the
out of adjustment settings.
I) Engine 1) Governor out of Check as for symptom G)6).

overspeeds adjustment
” 2) Fuel control gear Strip clean and lubricate re---
sticking check settings on re---assembly.
J) Engine stops 1) Fuel tank empty Refill tank then vent the system.
in service
” 2) Lubricating oil pressure Check as for symptom M).
trip operated
” 3) Overspeed trip operated Check as for symptom I).

MB430L Mirrlees
SECTION 4 CHAPTER 3
K) Abnormal 1) See symptom F). Check as for symptom F).

exhaust
temperatures 2) Exhaust valves not Check as for symptom D).
seating correctly
” 3) Air manifold pressure Check as for symptom L).
low
” 4) Exhaust discharge Clean silencer and/or boiler.
restricted
” 5) Restricted cooling Check engine, oil, jacket water,
charge air coolers and reverse
flush/strip and clean as necessary.
L) Surging 1) Turbocharger exhaust Clean as per volume 2

through gas turbine dirty instruction manual.
turbocharger
intake---Often 2) Turbocharger Clean as per volume 2
mistaken for compressor dirty instruction manual.
back---firing
” 3) Air cooler tube fins Clean as per volume 2
restricted instruction manual.
” 4) Air filter dirty Clean as per volume 2
instruction manual.
M) Lubricating 1) High filter differential Replace microfelt filter

oil pressure pressure cartridge.
low
” 2) Pump suction Clean pump suction strainer
strainer choked located in sump.
” 3) Free discharge in Check whole system with the
the system priming pump running.
N) Lubricating 1) Insufficient oil flow Adjust pressure regulating

oil high valve to increase oil pressure.
temperature
rise across 2) Parts running hot Shutdown engine and investigate
engine fully.

MB430L Mirrlees
SECTION 4 CHAPTER 3
O) Lubricating 1) Insufficient cooling Check cooling system operation.

oil high of oil
inlet
temperature 2) Oil cooler dirty Clean oil cooler.
P) Excessive 1) Oil throwers or catchers Check thrower for damage

release of inefficient and casing for fit.
oil or vapour
at flywheel 2) No crankcase vacuum Check operation of extraction
end fan and clean filter.
3) Piston blow---by Check piston and rings for wear.
R) Fuel 1) Fuel tank empty Refill tank vent system.

pump
does not 2) Fuel tank cock closed Open cock vent system.
deliver fuel
” 3) Fuel inlet choked or Clean piping or change filter
high fuel filter element.
differential pressure
” 4) Air lock in pump Vent system.
” 5) Pump plunger seized Send the complete pump to the
nearest agent for examination.
” 6) Pump plunger tappet Dismantle pump and withdraw
seized due to dirt or tappet, clean and replace parts
damage as required.
” 7) Damaged delivery valve Replace complete valve
remaining open assembly.
” 8) Delivery valve spring Replace complete valve
broken assembly.
” 9) Face or guide of Replace complete valve
delivery valve damaged assembly.
” 10) Delivery valve Dismantle and clean
occasionally sticking thoroughly if trouble persists
replace the complete valve
assembly.
” 11) Plunger spring broken Replace spring from spares.

MB430L Mirrlees
SECTION 4 CHAPTER 3
S) Quantity of 1) Delivery valve leaking Replace valve as a complete

fuel delivered assembly.
per stroke
insufficient 2) Leaking joints Check the injection pipe and
injector transfer block etc.
” 3) Leakage at delivery valve Check seats on reassembly
seat to barrel joint ensure the delivery valve holder is
tightened down evenly.
T) Injection 4) Follower roller profile Fit new parts.

timing has bush or pin worn
altered
” 5) Fuel cam displaced or Refer to our service department.
profile worn
U) Control 1) Either dirt causes pump Dismantle and clean.

rod has the pump barrel to jam
jammed or the control rod
toothed rack has jammed

MB430L Mirrlees
SECTION 4 CHAPTER 4
CHAPTER INDEX
ENGINE PERFORMANCE DATA CHART

MB430L Mirrlees
SECTION 4 CHAPTER 4
ENGINE PERFORMANCE DATA CHART

In the event of engine performance details being submitted to our service department
for their consideration, they should be submitted on one of the sheets supplied, or on
a copy of said sheets attached overleaf.
The Service Department,

MAN B&W Diesel Limited,
Mirrlees Blackstone
Bramhall Moor Lane,
Hazel Grove,
Stockport,
Cheshire.
SK7 5AH
Fax. +44---0161---487---1465
E Mail www.mirrleesblackstone@manbwltd.com

ENGINE PERFORMANCE
SUBMISSION FORM
IN THE EVENT OF ENGINE PERFORMANCE DETAILS BIENG SUBMITTED TO THE SERVICE DEP‘T FOR
CONSIDERATION THE FOLLOWING DATA SHOULD BE GIVEN. ADVISE DETAILS WITH RESPECT TO ENGINE
CONDITION, TOTAL HOURS RUN, HOURS SINCE LAST PISTON, VALVES,TURBOCHARGER, AIR COOLER ETC.
MAINTAINANCE.
ENGINE NUMBER TYPE SITE INSTALLED DATE
K.W. ATMOSPHERIC CONDITIONS

VOLTS BAROMETRIC PRESS. (Hg.)
LOAD AMPS AMBIENT TEMP. (˚C)
P.F.
R.P.M.
MAX. PISTON NO. LOAD

CYL.NO. EXH˚C FUEL RACK
PRESS.BAR COOLING COMPRESSION PRESSURE
OIL ˚C
9
PIPE TEMP ˚C PRESS. Hg.
EXHAUST
BEFORE
TURBINE
AIR : TEMP ˚C PRESS. Hg.

BEFORE COOLER
AFTER COOLER
WATER : TEMP ˚C
BEFORE COOLER
AFTER COOLER
AIR AT INTAKE TEMP ˚C
TURBOCHARGER R.P.M.
BACK PRESS. AT T/C. EXH OUTLET (W.G.)
VACUUM IN AIR INTAKE DUCT (W.G)
EXH. CONDITION
PRESS. P.S.I. PRESS. P.S.I.

INLET TEMP ˚C JACKET INLET TEMP ˚C
WATER
LUB OIL. OUTLET TEMP˚C OUTLET TEMP˚C
SUPLLIER & GRADE
GALL USED IN 24 Hrs
SUPPLIER & GRADE

FUEL OIL
ANALYSIS --- ATTACH DETAILS
Last Issued : 21/7/92 MAN B&W Diesel Limited,

Mirrlees Blackstone
MB430L Mirrlees
SECTION 4 CHAPTER 5
CHAPTER INDEX
INTERIM CLEANING OF TURBOCHARGERS

Introduction 1 1
Cleaning The Compressor Side Of The Turbocharger 1 2

General 1 2.1
Water Injection Procedures 2 2.2
Quantity Of Water Injected Per Turbocharger 2 2.3
Cleaning The Turbine Side Of The Turbocharger 2 3

Object 2 3.1
Equipment Required (See Fig.2) 3 3.2
Washing Procedure 4 3.3
Dry Cleaning --- Equipment Required 5 3.4
Dry Washing Procedure 6 3.5
Diagram Of Piping And Measuring Cup For 1
Cleaning Blower Side Of Turbocharger
Turbocharger Water Washing Equipment 2

MB430L Mirrlees
SECTION 4 CHAPTER 5
INTERIM CLEANING OF TURBOCHARGERS

1. Introduction
Under certain operating conditions or with certain fuels, it may be necessary to regularly clean the
turbochargers internal components by water washing, dry cleaning or a combination of the two
techniques. Water washing may be employed for compressor side, turbine side or both, as
appropriate. Some residual fuels can require quite frequent and severe turbine side treatment and
dry cleaning with ground nut husks can be employed.
NOTE: The equipment is not supplied unless specifically stated in the engine supply
documents.
Engines which normally run using light diesel fuel and have a clear exhaust discharge, will not
produce any accumulation of deposits in the turbocharger exhaust nozzle ring blading or turbine
wheel blading so do not usually need the equipment. The turbocharger is cleaned sufficiently
frequently when mechanical considerations necessitate stripping and dismantling of the
turbocharger to fit new bearings, or even when other turbocharger maintenance is necessary.
Compressor fouling may occur if the inducted atmospheric air has any incidence of oily or water
vapour content or intake of engine exhaust gases. This can be countered by compressor side
water washing at a suitable interval. Atmospheric air which is dry but dust laden will not usually
result in a high fouling rate.
Engines running on heavy fuel have a higher incidence of accumulation of deposits due to
constituents of the fuel which are not totally consumed. These act as a binding agent and can
result in adherence and accumulation of deposits on the turbocharger exhaust nozzle blading and
turbine wheel blades. Similarly lubricating oil additives can also act as a binding agent when an
engine has a high lubricating oil consumption.
Running the engine when it is in poor condition or when it has developed a high lubricating oil
consumption, when a smoky exhaust discharge is also usually apparent, will also result in some
accumulation of deposits at the exhaust end of the turbocharger. Under these conditions it is
important to develop a suitable frequency of turbine cleaning. In most cases, water washing is the
best technique.
Dry cleaning by injection of ground nut husks may be necessary where it is inconvenient or
uneconomical to reduce engine load for water washing. Again, a suitable frequency is developed
based on experience.
Generally a high load on the engine, preferably above 75% will result in a minimum of incidence
of turbocharger fouling. Due to high heat and gas velocity levels, combustion products mostly
remain in the gas stream and are discharged through to atmosphere.
2. Cleaning The Compressor Side Of The Turbocharger
2.1 General
The turbocharger impeller may be cleaned by water injection while the engine is running,
providing the contamination is not too far advanced. Heavy hard deposits can be removed only

MB430L Mirrlees
SECTION 4 CHAPTER 5
after dismantling. Compressor cleaning by injection is achieved by the impact of individual

droplets which remove the deposit mechanically. It is essential that fresh water, without additives
such as solvents, should be used. Salt water must NOT be used. Periodic cleaning of the
compressor prevents build---up of contamination but periodic overhaul of the turbocharger is still
necessary. (See the turbocharger instruction manual. Volume 2 Section 1).
NOTE: The frequency of cleaning depends upon operating conditions.
2.2 Water Injection Procedure
The water is injected while the engine is running at or near full load (the turbocharger will be
running at high speed). The correct quantity of water (see Para.3 below) must be injected within
4 to 10 seconds. To ensure that this flow is achieved, the equipment shown in Figure 1, at the end
of this sub---section should be used as indicated:---
a) Loosen knob and remove Cover B.
b) Pour the measured quantity of water into Cup A, the level of which should be about 10mm
(0.4 in) below the rim.
c) Replace Cover B and tighten the knob. Ensure that the cup is about 1 metre (40 in) below the
turbocharger connection. If possible, loop pipe W upwards about 1 metre.
d) Press Button C which operates a valve admitting compressed air from the blower through
Pipe D to Cup A. Consequently the water is blown underpressure through Pipe W to the
impeller.
Charge---air (boost) pressure and exhaust gas temperature readings before and after injection,
indicate the result of the cleaning. If the cleaning produces no improvement, allow at least ten
minutes to elapse before repeating the process. After the last injection maintain the engine at or
near full load for at least another 5 minutes.
3. Cleaning The Turbine Side Of The Turbocharger
3.1 Object
Practical experience has shown that for engines running on heavy fuels it is necessary to
periodically wash deposits off the turbine side of the turbocharger. The frequency of cleaning
depends upon operating conditions, and the quality of the fuel being consumed.
When insufficient washing has resulted in heavy fouling of the inlet nozzle ring and of the turbine
blading this will be denoted by marginally increased cylinder outlet exhaust temperatures and
probably higher boost air pressures and also higher turbine speeds, as compared to clean or as
new engine/turbocharger performance. Cleaning of the turbine end should then be employed.
Generally, if cleaning is adopted it should be carried out at intervals appropriate for the class of
fuel in use. Initial trials should err on the side of over---frequent as cleaning will not remove long
established deposits. It is important that the procedure should be started early in the life of a
turbocharger and should be done frequently. Depending on the quality of fuel in use, the starting

MB430L Mirrlees
SECTION 4 CHAPTER 5
point may have to be as low as every 24 hours. If the fouling rate is low the intervals may be
extended by trial and error possibly up to 150 hours. The condition of the outlet water is a useful
guide. If still dirty after 5 or 6 minutes of washing, the frequency should be increased. After
cleaning, a complete set of engine and turbocharger performance data should be taken at the
same load conditions for direct comparison and for long term trend analysis.
A general log should be kept of engine and turbocharger performance data at full load or at as
high a load as possible at regular intervals, but at the same load on each occasion, and where
possible at the same barometric air intake atmospheric pressure and air manifold temperature.
Cleaning must not be carried out on a turbine that is suspected to be very heavily fouled.
Dislodging of deposits unevenly could result in dynamic out of balance of the rotor assembly.
Under such conditions the turbocharger must be dismantled and cleaned. Similarly if there is any
incidence of turbocharger vibration before or after water washing the turbocharger must be
completely dismantled and cleaned.
3.2 Equipment Required (See Fig.2)
a) The equipment required is obtained from MAN B&W Diesel Limited, Mirrlees Blackstone and
is engineered to suit both the engine and turbocharger type.
b) The system most commonly supplied by MAN B&W Diesel Limited, Mirrlees Blackstone
uses water to wash deposits off the turbine and consists of an engine mounted water supply
system to each turbocharger gas inlet. The alternative dry cleaning system may be used
where severe fouling is expected. This is described later.
c) The engine mounted system terminates in a high pressure quick release coupling. Each
spray nozzle can be isolated with a stop cock and a three way valve controls the supply of
either water or bleed air into the wash system. The system when not in use is kept free from
carbon build up in the spray nozzles and pipework, by a constant air bleed from the
compressor side of the turbocharger.
d) A drain cock is provided to drain the exhaust casing. It must be possible to inspect and
measure the quantity of fluid drained during the washing operation.
e) A clean, fresh (not salt) water supply at a pressure of 3.5 to 5 bar (50 to 75 lb/in2) is required
from a suitable source. The supply should be coupled to the engine with the flexible hose
supplied to enable easy removal.
f) During the washing operation most of the water evaporates and escapes with the engine
exhaust. The remainder drains out of the exhaust casing (0.1 litre per minute). The water
discharge is important because the deposits are removed not only by dissolving them but
also by the mechanical action of the water droplets impinging upon the affected areas. If
water does not discharge for the required length of time, the wash has not been successfully
carried out and the turbocharger will foul prematurely.

MB430L Mirrlees
SECTION 4 CHAPTER 5
3.3 Washing Procedure
a) Ensure water supply is available. On Vee engines the turbochargers should preferably be
cleaned one at a time. If it is important to minimise part load running, both turbochargers
can be washed at the same time providing adequate flow and pressure can be maintained.
b) Turn the three way valve in the engine mounted pipework, to close off the air bleed and open
the system to water operation.
c) Fit the length of flexible hose between the engine and the fresh water supply.
d) Reduce the load on the engine (engine output) until:---
i) The steady state temperature of the exhaust gas immediately before theturbine is a
maximum of 4300C (8100F) but preferably higher than 4000C (7500F).
OR
ii ) If there are no pyrometers at the turbine inlet, the averagecylinder outlet temperature
should not exceed 3400C (6500F).
NOTE: Time should be allowed for the metal temperatures to fall before washing, in order
to avoid the risk of cracking turbocharger components.
e) Each turbine will have 2 or 3 entry casings, with a water control valve for each entry. Before
completing the full wash procedure, verify that water is available and the drain clear, by
opening each valve in turn. If water does not appear, there is a problem which should be
cleared before attempting the full wash.
f) Open the stop cocks to the spray pipes on the turbocharger to be cleaned and close the
cocks on the second turbocharger (Vee engine only).
g) Slowly open the main cocks upstream of the removable pipe until the correct water flow is
achieved i.e. ensuring that water is draining from the exhaust casing at 0.1 litres minimum
0.5 litres maximum, per minute. Care should be taken to avoid excessive flow, as this can
flood the labyrinth seal and contaminate the oil in the turbine bearing with risk of subsequent
failure. The cocks should be opened slowly to minimise thermal shock.
h) If the required water flow cannot be achieved i.e. less than 0.l litres per minute, the load on
the engine should be reduced a little further to reduce the evaporation rate.
i) When the water draining out of the casing appears clean, probably after 5 to 10 minutes, turn
off the main cock.
j) Disconnect the flexible supply pipe.

MB430L Mirrlees
SECTION 4 CHAPTER 5
k) Change the engine mounted three way valve back to the ‘air bleed’position and open the
spray pipe stop cocks to blow out any water residue and prevent carbon formation.
l) Continue running the engine for 10 minutes at or above the power set by d) above, to ensure
that all the washing water is evaporated to avoid bearing contamination and turbine
corrosion.
m ) If it is considered that cleaning is incomplete the washing can be repeated.
n) All water supply connections to the exhaust pipes must be disconnected after completion.
There must be no possibility of any unsupervised water supply into the exhaust system.
o) Spray pipe stop cocks must be left open to allow the air bleed system to operate.
3.4 Dry Cleaning --- Equipment Required
a) Here the cleaning medium is solid granules which have a mechanical cleaning effect. They
are only effective against relatively thin deposits,so the cleaning has to be adopted more
frequently than with water washing (typically every 24 to 48 hours running at full load). The
process can, however be undertaken at gas inlet temperatures of 5800C to 5900C so it may
not be necessary to reduce engine load. Again,the frequency to be established based on
fuel quality and operating regime.
b) The equipment required is obtained from MAN B&W Diesel Limited, Mirrlees Blackstone and
is engineered to suit both engine and turbocharger type.
c) The system most commonly supplied by MAN B&W Diesel Limited, Mirrlees Blackstone
consists of an engine mounted dry wash container, pipework and valves between the
container and the exhaust inlet pipes to turbocharger and a 6.2 bar (90 lb/in2) air supply to
the container - see fig.3.
d) The container is sized to suit the turbocharger type fitted and incorporates a filling point with
screwdown cap and a vent cock.
e) In the outlet pipework from each container is an isolating gate valve, the pipe is tee,d into
each exhaust inlet pipe with an isolating valve to each pipe.
f) The pipework to the turbocharger is coupled via ball valves to the compressor side of the
turbocharger. When the engine is running, the ball valves should be open, allowing air to
bleed through the pipework thus reducing carbon build---up.
g) An air supply is taken from the start air manifold at 27.5 bar (400 lb/in2) and is reduced to 6.2
bar (90 lb/in2) via a pressure reducing module containing a regulator, relief valve, filter and
isolating valve, prior to being piped to the dry wash container.

MB430L Mirrlees
SECTION 4 CHAPTER 5
3.5 Dry Washing Procedure

For engines with more than one turbocharger, clean one after the other, and for turbochargers with
more than one gas inlet, clean one after the other. The washing medium is nut kernels. If
necessary, advice can be given on suitable material and source.
a) Close the air bleed supply from the compressor side of the turbo at the ball valves.
b) Ensure the dry wash container vent is closed and tighten the filler cap.
c) Open the isolating valves to the first exhaust inlet and open the air supply valve at a pressure
not exceeding 30p.s.i.
Possible deposits and/or condensation in the connecting pipework are blown out.
Close the air supply after about 3 minutes and valves to the exhaust inlet.
d) Open the container vent to release air or trapped exhaust gas.
e) Remove the filler cap and fill the container with the quantity of dry solid particles specified in
the turbocharger manual and tighten the filler cap.
f) Check the vent is closed. If necessary reduce the engine load so that the exhaust gas
temperature before the turbocharger is 580OC to 590OC.
g) Open the valves to the first exhaust inlet pipe.
h) Open the air supply valve at a pressure of 90 p.s.i. The dry particles are blown from the
container into the exhaust. Close the air supply after 1 to 11/2 minutes.
i) Close the exhaust isolating valve.
j) Open the vent cock, to release the trapped pressure and close the vent.
k) This same procedure has to be repeated for any further gas inlets on the same turbocharger
and for further turbochargers on the engine.
l) Open the air bleed supply from the compressor side of the turbo at the ball valves into the dry
wash pipework.
m ) Repeat the dry cleaning procedure every 24 to 48 hours based on operational experience at
full load running.
NOTE: The drain cock in the turbocharger outlet should remain closed during dry washing.
During dry washing, part of the cleaning medium may escape via the exhaust silencer in a
singed condition.

MB430L

DIAGRAM OF PIPING+MEASURING CUP FOR 6/00 0811/3
CLEANING BLOWER SIDE OF TURBOCHARGER
MB430L

TURBOCHARGER WATER WASHING EQUIPMENT 6/00 1322/4
MB430L Mirrlees
SECTION 6 INDEX
DETAILED MAINTENANCE PROCEDURES
CHAPTER 1 ENGINE DATA

1 Weights Dependent On The Number 1
Of Cylinders
2 Weights Unaffected By The Number 1
Of Cylinders
3 Schedule Of Running Clearances 2
CHAPTER 2 CYLINDER HEAD VALVES AND

ROCKER GEAR
1 Descriptions 1
2 Removal Of Cylinder Head And Valves 3
3 Reassembly Of The Cylinder Head 6
And Valves
4 Maintenance Of Exhaust Valves And Cages 8
5 Reconditioning Air Inlet Valves And Seats 11
CHAPTER 3 MAINTENANCE OF PISTONS AND

CONNECTING RODS
1 Introduction 1
2 Removal Of Pistons And Connecting Rods 1
3 Piston Maintenance 2
4 Connecting Rod Maintenance 4
5 Piston Pin 5
6 Refitting The Piston And Connecting 7
Rod Into The Cylinder
CHAPTER 4 CYLINDER LINERS

1 General 1
2 Liner Maintenance 1
3 De---glazing Cylinder Liners 4

MB430L Mirrlees
SECTION 6 INDEX
CHAPTER 5 LARGE END BEARINGS

1 Description 1
2 Maintenance 1
3 Checking Large End Running Clearances 6
CHAPTER 6 CRANKSHAFT AND MAIN

BEARINGS --- MAINTENANCE
1 Introduction 1
2 Checking The Crankshaft end Clearance 1
3 Checking The Crankshaft Alignment 1
4 Lowering A Main Bearing Cap 4
5 Preparation Of Bearing Shells 5
6 Crankshaft Axial Vibration Damper 7
(Geislinger Type)
CHAPTER 7 CRANKCASE EXTRACTOR FAN AND

OIL MIST COALESCER
1 Introduction 1
2 Measurement Of Crankcase Depression 1
3 Crankcase Relief Valve 1
CHAPTER 8 FUEL INJECTOR AND NOZZLE

1 Fuel Injectors 1
2 Injector Inspection And Cleaning 1
CHAPTER 9 FUEL INJECTION PUMPS

1 Location 1
2 Description 1
3 Removing The Fuel Pump From 2
The Engine
4 Pump Maintenance 2

MB430L Mirrlees
SECTION 6 INDEX
CHAPTER 10 ENGINE MOUNTED SERVICE PUMPS

1 Lubricating Oil Pumps 1
2 Pressure Relief Valves 1
3 Pressure Regulating Valves 1
4 Removing Pumps From The Engine 1
5 Removing Gearwheel And Mounting 2
Hub From The Pump
6 Lubricating oil Pump Maintenance 2
7 Re---fitting Pump Hub And Gearwheel 2
8 Re---fitting Pump To The Engine 3
CHAPTER 11 CAMSHAFTS AND TIMING

1 The Camshaft 1
2 Fuel Pump Base 6
CHAPTER 12 ENGINE STOP GEAR

1 Introduction 1
2 Operating Parameters Of The Stop Systems 1
3 Maintenance Of The Sprag System 2
And Shutdown Latch Clearances
4 The Engine Overspeed Trip 3
5 Lubricating Oil Pressure Trip 5
CHAPTER 13 FLYWHEEL AND TURNING GEAR

1 Turning (Barring) Gear 1
CHAPTER 14 GOVERNOR AND GOVERNOR DRIVE

1 Governor Drive 1

MB430L Mirrlees
SECTION 6 INDEX
CHAPTER 15 STARTING AIR SYSTEM 1

1 Start air master valve 1
2 Master valve maintenence 1
3 Auto---drain valve 2
4 Air reciever 2
CHAPTER 16 AIR AND EXHAUST MANIFOLDS 1

MB430L Mirrlees
SECTION 6 CHAPTER 1
ENGINE DATA
1. Weights Dependent On The Number Of Cylinders
MB 430L 8 Cylinder Engine

1.1 Engine, dry weight, less flywheel, less girders 52420 kg
1.2 Crankcase with bearing caps, side studs etc 24312 kg
1.3 Crankshaft assembly 13500 kg
1.4 Geislinger damper 2845 kg
1.5 Cylinder casing (with studs, liners and transfer rings) 8cyl 20200 kg
1.6 Turbocharger 1940 kg
1.7 Sump 2368 kg
1.8 Camshaft assembly 2540 kg
1.9 Charge---air cooler 930 kg
2. Weights Unaffected by Number of Cylinders
2.1 Air manifold (2 port) 310 kg
2.2 Air manifold (1 port) 158 kg
2.3 Crankcase doors 30 kg
2.4 Camshaft casings (covers) 120 kg
2.5 Camshaft nose bearing housing 128 kg
2.6 Cylinder head assembly 1100 kg
including rocker gear
2.7 Cylinder head assembly 840 kg
2.8 Rocker gear complete 118 kg
2.9 Cylinder head top cover and lids 56 kg
2.10 Cylinder liner 488 kg
2.11 Cylinder liner cooling ring 150 kg
2.12 Flywheel end casing 450 kg
2.13 Liner flame ring 10 kg
2.14 Piston, piston pin and connecting rod assembly 348 kg
Piston 170 kg
Connecting rod 168 kg
Piston pin 69 kg
2.15 Large end bearing housing 236 kg
2.16 Large end bearing shells 4.5 kg

MB430L Mirrlees
SECTION 6 CHAPTER 1
2.17 Large end bolts 6 kg

2.18 Main bearing cap 254 kg
2.19 Main bearing shells
Upper 8 kg
Lower 8 kg
2.20 Vertical main bearing stud 25 kg
2.21 Side main bearing stud 6 kg
2.22 Main bearing cap side plate 8 kg
2.23 Thrust cap assembly 390 kg
2.24 Thrust cap (top) 69 kg
2.25 Thrust cap (bottom) 320 kg
2.26 Thrust cap stud (small) 7 kg
2.27 Thrust bearing shells 5 kg
2.28 Crankshaft balance weight 224 kg
2.29 Exhaust branch pipe 96 kg
2.30 Fuel injector 20 kg
2.31 Fuel pump base assembly (less pump) 80 kg
2.32 Fuel injection pump 70.8 kg
2.33 Fuel control shaft 180 kg
2.34 Tappet block assembly 60 kg
2.35 Free end casing 830 kg
2.36 Lubricating oil pump 256 kg
2.37 Lubricating oil pump balance pipe 148 kg
2.38 Lubricating oil pump gallery pipe 176 kg
2.39 Governor (UG40) 48 kg
2.40 Governor drive casing 234 kg
2.41 Flywheel 1572 kg
2.42 Intergear assembly 208 kg
2.43 Pin for intergear assembly 46 kg
2.44 Camshaft gear 130 kg
2.45 Engine barring gear 369 kg
2.46 Turbocharger stand 2000 kg
2.47 Air duct before intercooler 268 kg
2.48 Air duct after intercooler 251 kg

MB430L Mirrlees
SECTION 6 CHAPTER 1
3. Schedule Of Running Clearances
In the following schedule, all dimensions are in millimetres unless otherwise stated. All
measurements are taken cold. Wear limits are not quoted. For information on wear limits contact
MAN B&W Diesel Limited, Mirrlees Blackstone.
Components Dimensions (mm) Fitted Clearance (mm)
Lower Upper
3.1 Crankshaft Inline Engines
Main bearing bore 384.000 384.030

(without shells fitted)
Main bearing bore 370.400 370.330 0.457 --- 0.330
(with shells fitted)
Crankshaft journal 370.000 369.943
diameter.
Crankpin diameter 350.000 349.943
Crankshaft end float 0.18 0.355
3.2 Camshaft
Camshaft bearing bore 160.120 160.190 0.230 --- 0.120

Camshaft journal 159.960 160.000
diameter
Camshaft end float 0.200 0.250
3.3 Cylinder Liners
Bore 430.000 430.080

3.4 Piston Assembly
Piston boss bore 180.060 180.080 0.095 --- 0.060

Piston pin diameter 179.985 180.000
a) Barrel chrome piston ring (top groove)
Ring width 8.965 8.987 0.265 --- 0.213

Ring groove 9.20 9.23
Ring gap in 1.25 1.5
standard bore

MB430L Mirrlees
SECTION 6 CHAPTER 1

Lower Upper
3.5 Piston Rings
a) Barrel face compression ring (2nd groove)
Ring width 6.465 6.487 0.235 --- 0.183

Ring gap in 2.5 3.0
standard bore
b) Taper faced compression piston ring (3nd Groove)
Ring width 6.385 6.407 0.315 --- 0.263

Ring gap in 2.5 3.0
standard bore
c) Conformable oil control piston ring
Ring width 11.90 11.93 0.160 --- 0.110

Ring gap in 1.40 1.95
standard bore
3.6 Connecting Rod
Large end bearing 362.000 362.030

bore (without bearings)
Large end bearing 350.490 350.420 0.547 --- 0.420
bore (with bearings)
Crankpin diameter 350.000 349.943
Connecting rod 0.45 0.73
side clearance
in the piston.
Small end bearing 180.34 180.14 0.505 --- 0.34
bore
Piston pin diameter 179.895 180.000

MB430L Mirrlees
SECTION 6 CHAPTER 1

Lower Upper
3.7 Camfollower Gear
Air and exhaust 45.075 45.090 0.106 --- 0.075
follower roller bore
Camfollower pin 44.984 45.000
diameter
Camfollower plunger 124.835 124.875 0.205 --- 0.125
O/D
Tappet block bore 125.000 125.040
Fuel pump follower 50.085 50.100 0.116 --- 0.085
roller bore
Fuel pump cam--- 49.984 50.000
follower pin diameter
Fuel pump tappet 134.835 134.875 0.205 --- 0.125
O/D
Fuel pump tappet 135.000 135.040
bore
Tappet plunger 47.975 47.987 0.064 --- 0.013
diameter
Fuel pump base 48.000 48.039
plunger bore
3.8 Valves And Rocker Gear
Air inlet valve 29.89 29.92 0.118 --- 0.055
spindle diameter
Inlet valve guide 29.975 30.008
bore
Exhaust valve 29.89 29.92 0.143 --- 0.080
spindle diameter
Exhaust valve guide 30.000 30.033
bore
Air valve seat 145.100 145.140
insert diameter
Cylinder head 145.000 145.040
insert bore

MB430L Mirrlees
SECTION 6 CHAPTER 1

Lower Upper
Air valve seat 8mm
width
Air valve seat 7mm
insert seat width
Exhaust valve seat 8mm
width
Exhaust valve cage 7mm
seat width
Exhaust valve cage bore
Top 60.000 60.030
Bottom 48.000 48.025
Exhaust valve guide O/D
Top 60.053 60.072
Bottom 48.070 48.086
Air & exh.valve 173.7 179.9 Outer
springs free length 158.0 163.6 Inner
(when new)
Exhaust valve lever 85.000 85.022 0.181 --- 0.137
bush bore
Fulcrum pin (large) 84.841 84.863
diameter
Fulcrum pin (small) 75.150 75.170 0.168 --- 0.129
bush bore
Fulcrum pin (small) 75.002 75.021
diameter
3.9 Intermediate Gear
Bearing bush bore 130.000 130.025 0.243 --- 0.193

Shaft diameter 129.782 129.807
Intermediate & idler gear 0.38 --- 0.51
end float
Bearing bush bore 38.095 38.120 0.145 --- 0.095
Shaft diameter 37.975 38.000

MB430L Mirrlees
SECTION 6 CHAPTER 1
Components Dimensions (mm)

Lower Upper
3.10 Gears And Pumps
The fitted backlash in the gears, unless otherwise stated is:---
Crankshaft gear to 0.381 0.432
intermediate gear
Intermediate gear 0.381 0.432
pinion to camshaft
gearwheel
Intermediate gear 0.381 0.432
to intermediate
gear
Crankshaft gear 0.254 0.305
to lubricating
oil pump gear
Camshaft gear to 0.300 0.360
governor gear
Governor drive 0.10 0.15
bevel gear

MB430L Mirrlees
SECTION 6 CHAPTER 2
CYLINDER HEAD VALVES AND ROCKER GEAR

1. Descriptions
1.1 Cylinder Head

The cylinder head is secured to the cylinder casing by six high tensile steel studs.
1.2 Air inlet valves
The air inlet valves operate in renewable guides pressed into the head, and are direct---seated on
the head with a face---to---seat angle of 300 to the horizontal. Pairs of springs, with carriers attached
to the valve spindles by split collets, hold the valves on their seats. Worn cylinder head valve seats
can be restored by fitting new seat inserts. See Section 6 Chapter 1 paragraph 3.8 for component
dimensions.
1.3 Exhaust Valves
a) The exhaust valves are assembled in removable water---cooled cages and fitted in the
cylinder head as complete assemblies. The cages are stamped ‘Right Hand’ and ‘Left Hand’
when viewed from the air manifold side. The valves operate in renewable guides pressed
into the cages and 300 seats are fitted at the bottom of the cages. Pairs of springs hold the
valves on their seats.
b) ‘Rotocaps’ form the spring carriers and are attached to the valve spindles by split collets.
The ‘Rotocap’ rotates the valve slowly, assisting in the prevention of carbon formation on the
valve seat and helps to maintain a uniform temperatures throughout the valve head.
c) The valve guides and seats are cooled by water supplied by the engine jacket cooling
system. The valve spindles and guides are pressure---lubricated from the engine system
through a pressure---reducing valve. The valve spindle has two diametrically opposite flats
which, due to the rotation of the valve, periodically line up with the drilled holes in the valve
guide. In this position the oil is forced down the inlet flat, round an annular cavity at the
bottom of the valve guide and passes along the return flat, through a hole in the guides and
up the holes in the cage to the overflow at the top. The oil can flow through the cavity, only
when the valve is fully open, thus the exhaust gas pressure prevents the downward flow of
oil. This action carries lubrication down to the lower end of the valve stem, and a flushing
action occurs as the flats align to clear carbon and acidic combustion products. When the
engine is stopped, valve spindle lubrication is cut off by a shut---off valve actuated by the
governor.
1.4 Cylinder Pressure Relief Valve --- Marine Contracts Only

a) The relief valve, a complete assembly fitting in a hole in the cylinder head, is sealed by a
copper washer at the bottom of the hole. The assembly is held in position by a clamp
secured to the head by two studs.

MB430L Mirrlees
SECTION 6 CHAPTER 2
b) The valve is set to relieve at a safe pressure and a port drilled in the side of the head allows it
to relieve to atmosphere.
NOTE: Industrial engine cylinder heads are not machined to take a relief valve.
1.5 Starting Valve
The starting valve, consisting of a steel body and spring---loaded valve, fitting into a hole in the
cylinder head, sealed by a copper washer and secured by a clamp and two studs. The valve
operates automatically, receiving air from the starting---air timer in the fuel---pump base.
1.6 Pressure Indicator Valve And Adaptor
The pressure indicator valve and adaptor fit as an assembly at the front of the head below the air
inlet facings. A gas---tight joint between the adaptor and the cylinder head is made by a copper
washer. The adaptor flange is secured to the cylinder head by two bolts.
1.7 Fuel Injector Assembly
a) Description
The fuel injector, which is fuel---cooled in engines operating on residual fuels, is inserted in a tube
pressed into the cylinder head. A screwed clamping nut prevents the tube being withdrawn when
removing the injector. For removal procedure see section 7. The injector tube is sealed at its upper
end from the cylinder head water space by two ‘O’ rings adjacent to each other, its lower end is
sealed by a copper washer. An annulus in the cylinder head aligns with the space between the
injector tube ‘O’ rings and is connected via a horizontal drilling to a tell---tale hole on the left hand
induction air side of the cylinder head. A drilled hole through the injector tube connects with the
annulus in the cylinder head.
The lower end of the injector is sealed by a copper washer under the nozzle nut and the unit is
held down by a clamp and two studs. The injector is external to the cylinder head covers, thus
improving accessibility for maintenance and preventing any fuel leakage contaminating the
lubricating oil via the cylinder head. The injector is sealed in the injector tube at its upper end by
two ‘O’ rings adjacent to each other and spaced either side of the injector tube leak---off hole.
b) Fault Finding
The tell---tale hole can be used to pin-point various injector or injector tube failures or sealing
problems. See the table following.

MB430L Mirrlees
SECTION 6 CHAPTER 2
APPEARANCE AT
TELL TALE HOLE LIKELY CAUSE
Water Lower injector tube

‘O’ ring failure
Diesel or Heavy Fuel Injector nozzle nut leaking

or transfer block leaking
Lubricating Oil Fuel injector upper

‘O’ ring failure
1.8 Cooling System
Jacket water flows from the cylinder casing and liner intensive cooling collar into the underside
of each cylinder head via four connections. The cooling water is directed via drilled passageways
to cool the flame plate before passing into the upper part of the head to cool the valve guides etc.
The jacket water also circulates from the upper part of the head into the exhaust valve cages to
cool the seats and guides. The water leaves the cylinder head above the exhaust port.
1.9 Rocker Gear
a) The rocker brackets, built as assemblies, are secured to the cylinder head by studs.
b) The front lever assembly comprises a bracket bushed for the front lever spindle. Two inlet
valve levers are keyed and clamped on the spindle, one being operated by the push rod.
c) The rear lever assembly consists of a fulcrum spindle sitting on top of the front rocker
bracket around which a bushed exhaust valve lever of ‘Y’ section is free to pivot. The spindle
is retained by the rocker bracket studs, its alignment to the valve spindles is maintained by
dowels between the rocker bracket and spindle one of which acts as a lubricating oil transfer
pipe.
d) Each valve operating lever carries an adjustable tappet, the head of which makes contact
with the top of the valve spindle. The tappets are screwed into the levers and secured by
locknuts.
1.10 Valve Rocker Gear Lubrication
The valve rocker gear is pressure lubricated. The levers are drilled to carry oil to the tappets.
Surplus lubricating oil from the cylinder head drains down the tubes which enclose the push rods.

MB430L Mirrlees
SECTION 6 CHAPTER 2
2. Removal Of Cylinder Head And Valves

Cylinder heads should be removed for servicing at the periods specified in Section 4 or as
experience proves necessary, using the following procedure:---
2.1 Initial Procedure
a) Drain the engine water jacket, the water temperature must not exceed 1000F before
draining;
b) Drain the injector cooling systems (if fitted);
c) Disconnect the fuel pipes at the injector;
d) Disconnect the fuel cooling pipes to the injector (if fitted);
e) Release the clamp and withdraw the injector using Tool L1477 taking care not to lose the
copper sealing washer if it is withdrawn with the injector;
f) Remove the cylinder head cover assemblies;
g) Uncouple all the pipe connections to the cylinder head and remove the pressure indicator
valve and adaptor;
2.2 Exhaust System Removal
a) Remove the exhaust pipes in sections. Release one flange of the bellows expansion pieces
to each pipe, take the weight of the pipe by crane or block and tackle, unscrew the setscrews
in the cylinder head flanges and lift away each section of the manifold in turn.
b) To remove a single cylinder head, either remove or if practical prop up or support the exhaust
branch ensuring no weight is supported by the bellows expansion pieces.
2.3 Charge---air Inlet Manifold Removal
a) The inlet manifold must be removed in sections. Unbolt the expansion joints and slide out
between each section. Unscrew the setscrews in the cylinder head flanges and lift away
each section of the manifold in turn.
b) When removing a single cylinder head, the air manifold may be left in position because it will
be supported by the adjacent cylinder head(s).
2.4 Valve Operating Gear Removal

Unscrew the nuts securing the front and rear rockers, either sling the whole assembly and lift off
in one, or lift the exhaust lever separately and then the air valve levers and bracket. A lifter L721

MB430L Mirrlees
SECTION 6 CHAPTER 2
(Section 7) will lift the rocker gear as a complete assembly. Withdraw the pushrods through the
top and release the guide tube rubber sleeves from the underside of the cylinder heads.
2.5 Exhaust Valve Cage Removal
NOTE: The engine jacket water must have been drained to below the level of the cylinder
heads before removing the valve cages as these units are supplied by the engine jacket.
a) Release the three nuts on each exhaust valve cage and remove the spring units;
b) Withdraw the cages using Tool L306 in Section 7.
2.6 Cylinder Head Removal
a) Remove the six cylinder head nuts, see the procedure in section 5 chapter 2. Then fit Tool
L216 (Section 7) over the injector studs and tighten down using the engine nuts.
b) Lift each cylinder head in turn and place on a bench with a block under each inlet valve. This
will prevent the valves moving when using Tool L1115 (Section 7) to compress the springs
for removal of the split collets.
2.7 Servicing The Cylinder Head
a) Turn the head over and lift out the inlet valves.
b) Scrape off all carbon from the underside of the head and exhaust ports using a strip of brass
or similar material to avoid scratching the head. Wash out the air inlet ports with paraffin.
c) Remove the side cleaning doors and core plugs and flush out the water spaces removing
any loose scale. Re---fit all the doors using new joints if necessary.
d) Check the valve guides and replace if worn.
e) Lap in the inlet valves as described for exhaust valves in subsection 3., but see Section 6
Chapter 1 for wear limitations.
f) Check springs for free length and compare with the quoted new lengths given in subsection
3.10.
g) Re---assemble the inlet valves in the head by reversing the dismantling procedure.
NOTE: The air inlet valves are not normally serviced without removing the cylinder head, but
in an emergency, they can be carefully lowered into the cylinder and removed through the
hole left after removal of the exhaust valve cage.

MB430L Mirrlees
SECTION 6 CHAPTER 2
2.8 Servicing The Cylinder Pressure Relief Valve --- Marine Engines Only
NOTE: The cylinder relief valve must NOT be stripped; if it is damaged or functioning
incorrectly replace as a unit.
a) Clean the valve externally, replace copper washer and sealing ring.
b) Clean out the hole.
c) Coat the valve body with ‘Threadguard’ and refit in the cylinder head after the carbon has
been removed from the cylinder head.
2.9 Starting Valve Servicing

a) Remove the starting valve using Tool L1499 in Section 7.
b) Strip, clean in paraffin and lap in the valve.
c) Clean the hole in the cylinder head, re---assemble the valve, replace the copper washer and
sealing ring, coat the relieved portion of the valve with ‘Copaslip’ and re---fit after all the
carbon has been removed from the cylinder head.
2.10 Servicing The Pressure Indicator Adaptor

a) Strip and clean in paraffin.
b) Re---assemble but do NOT fit until the cylinder head is on the engine. This assembly
protrudes at the bottom of the head and may get damaged if fitted before the head is back on
the engine. Before re---fitting, coat with ‘Threadguard’.
2.11 Servicing The Valves And Operating Gear

a) Dismantle and clean the valve lever and bracket assemblies, paying special attention to the
oilway in the levers and spindles.
b) Check tappets, spindles and bushes for wear, if greater than the maximum allowable (see
Section 6 Chapter 1) replace the bush. When pressing new bushes into their housings it is
necessary to align the oil holes.
c) Service the exhaust valves and cages to the instructions given in subsection 3.
3. Maintenance Of Exhaust Valves And Cages
3.1 Introduction
The frequency with which the removal of exhaust valves and cages for servicing is required,
depends upon the type of fuel used and the running conditions and will be determined by
experience. The maintenance is as follows:---

MB430L Mirrlees
SECTION 6 CHAPTER 2
a) Complete the procedure described in subsections 2.1 and 2.4.
b) Withdraw the cage assemblies from the cylinder as described in subsection 2.5.
c) Compress the springs using Tool No. L607 in Section 7 and remove the split cones.
d) Remove the valve rotator, valve springs and valve from the cage. Inspect and assess the
maintenance requirements on each component using the information in the following
paragraphs.
3.2 Restoring The Seating Face
a) It is considered desirable when re---facing valve and valve cage seats that a differential angle
of exists between the two component faces. The object of differential angles is to achieve an
area of contact on the outer third of the valve and seat. This area of contact deflects under
firing loads to give full face contact, effecting a gas tight seal across the whole seat.
b) While the exhaust valve is ground, the cage must be fitted in to a special grinding rig (Tool
No. L752) which simulates the cylinder head or fitted into a spare cylinder head.
c) The nuts must be tightened in accordance with the stressed bolt tightening procedure in
Section 5 chapter 2.
d) If the valve and cage seats are pitted, machine grind until the surfaces are smooth. Only
apply light cuts and avoid any overheating that might promote surface skin cracking.
e) The machines recommended for seat maintenance are, for valves :---
The Merlin Valve Master (Tool No. L2715)

and for cage seats:---
The Cris Marine MDS Valve Seat Grinder (Tool No. L2714)
The Cris Marine machine can be obtained through MAN B&W Limited, Mirrlees Blackstone and
comes complete with special mounting mandrels to suit the engine type, special grind stones are
also supplied.
f) When grinding the seat on the valve it is important to ensure that the correct grade of
grindstone is used, otherwise a rough face will be produced. The correct grade of
grindstone is AA4605V8A supplied by
Carborundum Co. Ltd.,
Trafford Park,
Manchester 17.
England

MB430L Mirrlees
SECTION 6 CHAPTER 2
Where a Merlin valve grinding machine is used the reference number for the grind wheel is
C100QU. UNIRUNDUM100QV.
g) When machines are used to grind the valve head seat and the valve cage seat, the grinding
angles should be very accurately set:---
Grind the valve head angle at 300 to 297/80 i.e. 1200 --- 1201/40 included angle and grind the valve
cage seat angle at 300 to 301/80 i.e. 1193/40 --- 1200 included angle.
The valve head will then seat at the outside diameter of the valve and will be 00 to 0.250 off the seat
at the inner diameter of the seat.
The seat will then be closed on its outer edge on completion of assembly and there is no particular
need to do any hand lapping of the seat prior to assembly. Prior to assembly check the seating
using engineers blue if full ring contact is not obtained, carry out minimal hand lapping until full
ring contact is obtained at the outer edge of the seat.
NOTE: Prior to inserting the Cris Marine machine on its mandrel into either the exhaust or
air valve guide, check the guide is still serviceable, then insert expanding mandrel (L2271)
and cutter (L2778) and cut a small chamfer on the end of the guide to create a seat for the
Cris Marine mandrel nut. If the guide has been previously cut, use the cutter to clean away
carbon build ---up.
h) If sufficiently accurate machinery is not available to produce the angles required, parallel
seats should be produced. Hand lap the faces together to produce a good seat. Verify by
light blueing on completion of lapping.
i) Nimonic exhaust valves do not have hard face deposit, since the material itself is hard.
However, unless care is taken in lapping---in there is a tendency for the face to score giving a
rough surface which, if used in that condition will result in unsatisfactory sealing with
consequent burning of the valve face. Best results are achieved by first gently hand---lapping
with a coarse powder (Carborundum 180 grit) followed by hand lapping with a smoother
powder (320 grit).
For the final stage a lapping machine may be used but at all stages excessive pressure during
lapping should be avoided.
It is important that the face is not allowed to become dry during lapping---in and to avoid this the
grits should be mixed in a small quantity of high pressure grease before being applied to the seats.
j) Test the seal between the valve and cage by pouring a small quantity of paraffin inside the
valve cage when the valve cage assembly is complete. If satisfactory then remove the
assembly from the spare cylinder head.
NOTE: Ultimately repetitive re ---grinding and lapping of valve seats will result in a loss of
metal beyond acceptable limits. Nimonic valves cannot have their seats restored by
deposition of hard weld as such an operation could promote cracks in the valve materials
at the weld interface. New valves must therefore, be fitted when the valve head seat

MB430L Mirrlees
SECTION 6 CHAPTER 2
dimensions have worn down more than 2 mm from as new dimensions.

Valve cages can be restored to as new by cutting off the original seating ring and welding
on a new seating ring by the ‘Electron Beam Welding’ process. Worn cages should be
returned to our works for rehabilitation. A part exchange allowance will be given against the
supply of new or reconditioned exhaust valve cages.
3.3 Check Wear Of Valve Seats And/Or Weakening Springs
Wear of exhaust valve seats and/or weakening of valve springs could, in extreme cases, unload
valve springs to a condition where valve bounce could occur. If this condition applies the assembly
must be checked as follows:---
a) The measurement from the underface of the valve cage flange to the top of the valve spindle
must not exceed 240 mm. Visual inspection will indicate whether the valve or its seat in the
cage are worn. This limit can also be determined by measuring from the seating shoulder of
the cage to the front face of a new exhaust valve as per the sketch in Fig 5. The cage seat
width should not be cut back using the 600 secondary angle during the service life of the
cage seat.
b) During the service life of the exhaust valve, the seat width of the valve can be maintained at
approx. 10 mm by grinding a secondary angle of 250 between the top of the seat and the
stem radius as shown in Fig 5.
c) Check the free length of the springs and compare with the new lengths tabulated in
subsection 3.10. A combination of used and new parts can be utilised to rebuild a
serviceable valve cage assembly.
3.4 Check Wear Of Valve Guides
a) Check the valve in the guide for wear, if the clearance is in excess of the maximum allowable
quoted Section 6 Chapter 1, a new guide must be fitted.
b) The worn guide can be removed by machining off the lower end, and weakening the
interference fit by drilling out the lower end of the bore, then using a drift to remove the guide.
c) Press the new guide into position. If a press is not available use a long bolt and plate drawing
the guide into the cage by tightening the nut. The guide should by smeared with
‘Threadguard’ prior to assembly.
d) Check the bore of the guide by passing a new exhaust valve through the new guide thus
confirming the clearance between valve and guide. In the unlikely event of the valve not
passing through the bore, the guide should be honed out.
e) Remove the grubscrew in the top flange of the cage and drill an 8.6mm hole in the inlet side
and an 8.6mm hole in the outlet side of the guide for lubrication.

MB430L Mirrlees
SECTION 6 CHAPTER 2
f) Carefully remove the burrs from the bore of the guide, clean out the holes and replace the
grubscrew (one only under the vertical tapping for the guide lubricating oil supply).
g) Water test the cage assembly to 13.8 bar (200 lb/in2).

NOTE: The water feeds in the cage will require tapping to provide a water connection for
testing.
h) If it has not been necessary to fit a new valve guide check that the lubricating oil holes are
clean and free from carbon. That holes in the valve guide can be examined by removing the
grubscrew in the valve cage. Clear any accumulation of carbon, by using a drill the same size
as the hole.
3.5 Valve Rotators (Fig 8)
a) Description
Valve rotators are fitted to the exhaust and air valves to assist in even wear and even temperature
distribution taking place on the valves thus enabling efficiency of the engine to be maintained over
longer periods.
Any rotator which fails to rotate its valve assembly should be removed and inspected at the earliest
opportunity.
b) Description of Operation
With the valve in the closed position, the Belleville washer is loaded at point ’A’ and has a reaction
at point ’C’. As the valve commences to open, the increasing valve spring load causes the
Belleville washer to flatten, thus transferring the reaction at ’C’ to point ’B’, releasing the washer
friction from the retainer body and at the same time forcing the rollers (balls) down the ramps in
the retainer body, thus imparting a turning torque to the valve. As the valve closes, the washer
load is released from the rollers (balls), allowing them to return to their original position.
c) Assembly
The balls and return springs are assembled in the ramps in the retainer body in such a way that
the balls are located and retained at the shallow end of the groove by the return springs. The roller
track ring and Belleville washer are passed over the retainer body boss with the washer cone angle
towards the balls. The spring collar is placed over the Belleville washer and the whole assembly
retained in position by the retaining circlip located in the body groove. It is essential that the ball
ramps and track are well lubricated before closing the assembly.
3.6 Maintenance of Valve Rotators
When the exhaust and air valves are being serviced the rotators should be stripped, cleaned and
inspected
Any evidence of indentation of the balls into the carrier or Belleville washer would mean the
components are scrap. Any metal transfer or fretting between the rotator components should be
dressed prior to reassembly. Any broken springs or damaged balls should be replaced.

MB430L Mirrlees
SECTION 6 CHAPTER 2
The valve rotators are non---repairable and must be renewed if they fail to rotate the valve
assembly, unless subsequent investigation indicates a valve head or guide problem.
3.7 Maintenance of Valve Cage Spring (Schorr) Packs
Spring packs should be disassembled and the components cleaned then oiled and reassembled
in the same sequence.
NOTE: After tightening the valve cage down to the correct torque the spring pack should not
become solid ie. there should be a gap between the outer edge of each pair of springs of
a minimum .005”(.125mm). Should the spring pack become solid the assembly should be
replaced.
3.8 Re--assembly of Valve Cage
Following maintenance and remedial work on the valve cage components, lubricate the guide and
valve stem with clean oil and assemble to cage together with valve springs and rotator, compress
the springs and fit the split collets and circlip.
3.9 Checking The Exhaust Valve Cage Assembly In The Cylinder Head
a) Check each valve cage in the respective cylinder head bore to ensure that it seats correctly,
lightly blueing the cage seat and checking the transfer of blue to the cylinder head seat. If a
full seating ring is not produced, the valve cage should be lapped into the cylinder head,
which would necessitate removing the valve cage studs.
NOTE: Prior to fitting the cage it is essential that the outside of the valve cage and the
cylinder head bore are scrupulously clean. There must be no possibility of dirt or carbon
being trapped between the valve cage and cylinder head shoulder seats. A gas tight seal
must be made against the high cylinder firing pressures. The slightest leakage path would
result in combustion flame torching through and damaging the cylinder head and exhaust
valve cage beyond repair.
b) Fit the assembly in the cylinder head and tighten the nuts as specified in subsection 5.2
paragraph e ).
3.10 Lengths Of Air And Exhaust Valve Springs
FREE LENGTH WHEN NEW (mm) DRAWING

RENEW AT NUMBER
SPRING MAXIMUM MINIMUM
OUTER 176.8 173.7 165 L820
INNER 160.8 158.0 145 L821

MB430L Mirrlees
SECTION 6 CHAPTER 2
4. Reconditioning Air Inlet Valves And Seats
NOTE: See 3.2 subsection regarding differential valve seats.
4.1 When machines are used to grind the valve head seat and the cylinder head insert, the
grinding angles should be very accurately set:---
Grind the cylinder head insert angle at 300 to 307/80 i.e. 1200 --- 1201/40 included angle.
Grind the valve head angle at 300 to 301/80 i.e. 1200 --- 1193/40 included angle.
a) The valve head and valve seat will then form a seal at the outside diameter of the valve, and a
differential angle of 00 to 0.250 will exist between the valve and seat. There is no particular
need to do any hand lapping of the seat prior to assembly. But prior to assembly check the
seating using engineers blue if full ring contact is not obtained, carry out minimal hand
lapping until full ring contact is obtained at the outer edge of the seat.
b) Repeated reconditioning of air valves and their seats produces a progressive loss of metal
and retraction of the valve head from the ‘as new’ position. Valve spring pre---load will be lost
and airflow will be restricted thus reducing engine performance.
The valve seat in the cylinder head must never be allowed to reach the condition where the seat
and chamfer below the seat, form one continuous face, see Figure 6. If this were permitted the
outside lower corner of the new valve seat insert would be exposed to hot exhaust gases.
The overall wear of the assembly can be checked without dismantling, by measuring the
dimension between the machined top face of the cylinder head and the top of the air inlet valve
stem. The nominal (as new) dimension is 130 mm, while the maximum seat wear will be reached
when the dimension has increased to 135 mm.
c) When the above limits and/or conditions have been reached, recondition the assembly as
follows:---
i) As an insert has previously been fitted, remove it by adding a bead of weld around the
inside of the insert. The insert contracts as the weld cools thus facilitating removal.
Check the recess dimensions see figure 7, if the bore exceeds 145.40 mm the new
insert would fit but with insufficient interference, in this case the recess would have to
be re---machined oversize and a new oversize insert obtained and fitted. Fit a new
insert observing the following instructions.
ii ) Freeze the insert (shown on Fig.7) in dry ice or liquid Nitrogen.
iii ) Ensure that the machined recess is perfectly clean and fit the frozen insert.

MB430L Mirrlees
SECTION 6 CHAPTER 2
WARNING
DO NOT DRIVE OR PRESS THE INSERT INTO POSITION WITHOUT
PRE---FREEZING BECAUSE THE RECESS METAL IS LIKELY TO BROACH OFF,
REDUCING THE INTERFERENCE FIT. DEBRIS COULD ALSO BECOME TRAPPED
BETWEEN THE INSERT AND THE BOTTOM OF THE CYLINDER HEAD RECESS.
HEAVY DRIVING COULD EVEN FRACTURE THE SOMEWHAT BRITTLE INSERT.
iv ) Fit a new valve guide if one has not already been fitted.
v) Fit a new or fully restored valve as described in subsection 3.2 for exhaust valves. The
valves must be renewed when the dimension from the underside of the valve head to
the lower corner of the face of the valve seat has reduced to 9 mm. See Dimension
‘A’ on figure 6.
5. Reassembly Of The Cylinder Head And Valves
5.1 Re---fitting The Cylinder Head
a) Assemble the lifting gear (Tool L216 in Section 7) over the injector studs and tighten down.
b) Wipe clean the underside of the head.
c) Fit a new joint---ring in the recess on the underside of the head, using a little graphite grease
to hold it is position.
d) Clean the liner flange then smear with graphite grease to prevent the joint---ring sticking to
the liner next time the head is lifted.
e) Ensure the water connection rubber rings and jubilee clips are in position on the cylinder
casing transfer ring. Lift the cylinder head into position on the engine taking care not to
damage the threads on the cylinder head studs. Ensure that the water transfer rubber
sealing rings on the cylinder casing transfer ring are correctly positioned before releasing
the crane.
f) Fit nuts to the cylinder head studs and check the alignment of the head to the air manifold ,if
fitted, or to each other if not.
g) When all the heads are in position on the casing, tighten the nuts to the instructions given in
Section 5. subsection 9.
h) Tighten the jubilee clip on the water inlet connections until it just nips the joint rings then
tighten by six complete turns of the screw ‘DO NOT OVER---TIGHTEN’.
i) When all water connections have been refitted including the exhaust valve cage units, refill
the engine water jacket and check for leaks.

MB430L Mirrlees
SECTION 6 CHAPTER 2
5.2 Re---fitting The Exhaust Valve Cages and Valve Operating Gear
a) Fit the top and bottom push rod tubes and rubber sleeve.
b) Fit the push rod guides to the top of the head, if not already fitted.
c) Insert the push rods down the tubes and ensure that they seat in the tappet block.
d) Insert the valve cage assemblies, ensure the piston ring type exhaust gas seals are in good
condition, free from sharp edges and damage marks. Fit new ‘O’ ring seals to the cage and
coat the gas seals and ‘O’ rings with ‘Threadguard’. Fit ring guide Tool L596 around the gas
seals to compress the rings in order to enter the cage into the cylinder head.
Ensure the cage bores are clean and free from rust or damage marks particularly in the seal
areas, also the bottom seating land, before entering the cage. Liberally coat the cage bore
with ‘Threadguard’ and lower the valve cage into the head.
e) Place the spring units over the cage studs ensuring spigot enters the counter---bores in the
cage. Screw on the ‘Cleveloc’ self---locking nuts and tighten progressively to a torque of 474
Nm.
f) Re---assemble the air valve levers on to the rocker fulcrum pin around the rocker bracket,
equalise the levers on the pin setting and end float of 0.1016 mm to 0.1524 mm between the
levers and the bracket. Tighten the lever pinch bolts to 340 Nm. Refit the rocker assembly to
the cylinder head on to its alignment dowels.
g) Fit the exhaust lever fulcrum pin through the exhaust lever and fit over the rocker bracket
studs to the top of the rocker bracket. Tighten rocker stud nuts progressively to a torque of
474 Nm.
h) Adjust the tappet clearances with the engine cold to 0.635 mm for the inlet valves and 1.778
mm for the exhaust valves. This adjustment must be made with the camfollower rollers on
the backs of the cams and measured between the top of the valve and the tappet by the
gauge provided. Loosen the tappet locknut and screw the tappet up or down as required
until the correct clearance is obtained. Hold the tappet and tighten the locknut.
5.3 Re---fitting Pipework And Manifolds
a) Fit all the pipework to the respective connections, ensuring the pipework is clean.
b) Refit inlet and exhaust manifolds.

MB430L Mirrlees
SECTION 6 CHAPTER 2
5.4 Completion Of Re---assembly
a) Fit the aluminium cylinder head cover.
b) Fit the injector and align the high pressure pipe to the fuel pump and injector ensuring that
the screw threads and conical seats are clean and undamaged, and that the pipe is correctly
aligned to both the pump and injector. Screw the nuts onto the unions until the nut is felt to
clamp the pipe ring between the nut and seating face of the union. Tighten the nuts a further
600 (one flat) with an open ended spanner.
NOTE: The 60 0 of rotation increases the bite of the ermeto ring on the pipe and it is important
that it is not exceeded. Also note that the injector pipe should protrude from the ermeto ring
approximately 6mm.
c) Tighten the injector clamp nuts progressively to 163 Nm and finally tighten the pipe support
clamps.
d) If a cylinder head is blowing after re---fitting, release all the holding---down nuts and retighten
as described in Section 5.
e) In the unlikely event of water leakage at the injector sleeve, the sleeve may be withdrawn
from the cylinder head for replacement by using Tool L1105 in section 7. Refit a new washer
under the seat. Tool L1481 is also required to remove the injector tube clamping nut prior to
removing the tube.
5.5 Sheathed Injector Pipes
When sheathed injector pipes are fitted the assembly procedure is as follows:---
a) Fit the injector and align the high pressure pipe to the fuel pump and injector ensuring that
the screw threads and conical seats are clean and undamaged, and that the pipe is correctly
aligned to both the pump and injector. Screw the nuts onto the pump and injector unions
ensuring that the gland nuts on the pipe are first slackened. Tighten until the nut is felt to
clamp the pipe ring between the nut and seating face of the union. Tighten the nuts a further
450 with an open ended spanner. The gland nuts on the pipe should then be tightened until
the nut resistance is felt to suddenly increase as the nut bottoms.
b) Tighten the injector clamp nuts progressively to 163 Nm and finally tighten the pipe support
clamps.

MB430L

AIR VALVE & STARTING AIR VALVE 6/00 2307
MB430L

EXHAUST VALVE CAGE ASSEMBLY 6/00 2308
MB430L

ROCKER BRACKET ASSEMBLY 6/00 2309
MB430L

CYLINDER HEAD ROCKER COVERS 6/00 2313
MB430L
100.5mm as new
Valve Cage Limiting Dimension
Valve & Valve Cage Centre

Cage seats may be reground untill the minimum
vertical dimension is reached, using a new
non--reground valve for measuring purposes.
AFTER FURTHER SERVICE WEAR THE CAGE

25o
SHOULD BE RETURNED TO M.B. LTD FOR
RECONDITIONING
Dimension
98 mm
Limiting
New Unserviced
Exhaust Valve
Valve Limiting Dimension

Valve head sets may be reground until the
9mm (11mm as new)
Limiting Dimension
minimumm dimension is reached. Correct face

width should be restored by machining at 25o as
shown.
AFTER FURTHER SERVICE WEAR THE VALVE
SHOULD BE RENEWED.)
250

REGRIND LIMITS FOR EXHAUST VALVES & CAGES 6/00 1607/5
MB430L

VALVE & VALVE SEAT WEAR LIMITS 6/00 1735
MB430L

MACHINING DETAIL FOR AIR VALVE SEAT INSERT 6/00 1494/1
MB430L
VALVE CLOSED VALVE OPEN
ROTATION
DEVELOPED SECTION THROUGH

BALL P.C.D.
ITEM NO DESCRIPTION
1 SPLIT COLLET
2 CIRCLIP
3 RETAINER BODY
4 BALL
5 BALL RACE
6 BELLEVILLE WASHER
INVERTED PLAN OF RETAINER BODY, 7 SPRING COLLAR
BALLS IN VALVE ‘CLOSED’ POSITION. 8 RETAINING CIRCLIP
9 BALL RETURN SPRING
ASSEMBLY
The balls and return springs are assembled in the ramps in the retainer body in such a way that the balls are
located and retained at the shallow end of the groove by the return springs. The ball race and belleville
washer are based over the retainer body boss with the washer cone angle towards the balls. The spring
collar is placed over the belleville washer and the whole assembly retained in position by the retaining circlip
located in the body groove. It is essential that the ball ramps and races are well lubricated before closing the
assembly.
DESCRIPTION OF OPERATION
With the valve in the closed position, the belleville washer is loaded at point A and has a reaction at point C.
As the valve commences to open, the increasing valve spring load causes the belleville washer to flatten
thus transferring the reaction at C to point B releasing the washer friction from the retainer body and at the
same time forcing the balls down the ramps in the retainer body, thus imparting a turning torque to the valve.
As the valve closes, the washer load is released from the balls, allowing them to return to their original
position.

EXHAUST VALVE ROTOCAP ASSEMBLY 6/00
MB430L Mirrlees
SECTION 6 CHAPTER 3
MAINTENANCE OF PISTONS AND CONNECTING RODS

1. Introduction
1.1 Pistons
Each piston comprises a forged steel crown bolted to a cast iron skirt. Three ring grooves in the
crown and one at the top of the skirt accommodate the piston rings.
The top ring is chrome faced and barrel lapped. The second and third rings are taper faced which
in running, beds from the bottom diameter of the face eventually to full face width. The fourth ring
down is the slotted oil control ring and has a backing spring to impose a high wall face pressure.
The rails of this ring are chrome faced.
The piston crown is oil cooled, oil enters the crown chamber via drillings in the piston pin bosses,
the oil being supplied via the connecting rod and piston pin. After cooling the ring belt the oil
passes via drilling to the inner central chamber of the piston crown then discharges back to the
sump via a central hole at the top of the piston skirt.
1.2 Connecting Rods
The complete assembly includes the large end bearing housing. The connecting rod is a
machined all over steel forging with a palm end foot for attachment to the L.E. bearing housing.
The small end is fitted with a steel backed lead bronze lined bush freeze---shrunk fit into the
connecting rod eye. The top end of the connecting rod and the bush are cut away giving a stepped
bearing area having a narrow top width. The wide bottom width of the bearing area sustains the
high pressure combustion gas load while the narrower top width is adequate to sustain the inertia
load. The connecting rod is axially located at the small end rather than the large end. The bearing
of the piston pin in the piston bosses is, therefore, wider at the top to sustain the combustion load
and narrower at the bottom to sustain the inertia load. The bearing areas are, therefore, well
disposed to sustain the loads imposed and minimise piston pin deflection under load.
A central drilling through the connecting rod supplies oil to the small end bearing and thence via
the piston pin to supply oil to the piston crown cooling chamber. A restrictor is fitted into the central
oilway to reduce the volume of oil forced back on to the L.E. bearings under inertia loads.
Disconnection of the palm end foot of the connecting rod from the L.E. housing enables the piston
and rod to be removed through the cylinder bore from the top of the engine without opening up
the large end bearing housing and disturbing the bearing shells.
2. Removal Of Pistons And Connecting Rods
2.1 Remove the cylinder head as described in section 6 chapter 2.
2.2 With the piston a couple of inches below top dead centre, withdraw the flame ring from the top of
the liner. If necessary scrape away any ridge formed by the top piston ring at the end of its travel to
provide a smooth passage for the piston rings when the piston is withdrawn.
2.3 Fit two hardwood blocks to the top of the liner diametrically opposite and fit the cylinder head
nuts to hold them in position to prevent disturbance of the liner during piston/connecting rod
removal.

MB430L Mirrlees
SECTION 6 CHAPTER 3
2.4 Remove the crankcase doors corresponding to the connecting rod to be removed.
2.5 Bar the engine until the relevant crankpin is at T.D.C.
2.6 Fix the lifting bar (Tool L713) to the top of the piston by means of captive bolts. Support the piston
and rod using a crane.
2.7 Fit and use hydraulic jacks and equipment to carry out the palm end nuts slackening procedure.
See section 5 chapter 2 subsection 7.
2.8 Remove the palm end nuts and studs.
2.9 Using an overhead crane, carefully lift the piston/rod assembly off the L.E. block, retrieve the palm
end shim as the rod clears the large end. Lift the assembly from the liner.
2.10 See chapter 5 for removal of large end bearings.
3. Piston Maintenance
3.1 Removal Of Piston Rings And Piston Pin
a) Using the piston ring manipulator (Tool L228 in section 7) remove the piston rings noting
their relative position to the piston and to one another, as they must later be put back in the
same grooves, the same way up. Take care not to spring the rings more than necessary for
removal.
b) Note the relationship of the piston to the connecting rod and then remove one circlip and the
piston pin. If necessary, warm the piston in oil or other means to enable this to be done.
NOTE: Due to the weight of the piston pin, lifting tool L1117 should be used with an overhead
crane (see section 7).
c) Clean the piston thoroughly inside and outside, taking care not to burr or score the piston
ring grooves during scraping. Check that the oil holes in both the piston and connecting rod
are clear.
3.2 Separating The Piston Skirt And Crown (KS Piston)
a) Normally the two piece piston is treated as a single unit. However, it may be required to fit a
new crown to an existing skirt or a new skirt to an existing crown. The crown and skirt also
require separating for routine cleaning at periods specified in Section 4. Using a suitable size
socket and extension unscrew the nuts from the four studs holding the piston crown to the
skirt. Remove the nuts and distance pieces. Mark the crown and skirt before separating so
that they can be re---assembled in the same relative position.

MB430L Mirrlees
SECTION 6 CHAPTER 3
b) The piston crown is not a tight fit on the skirt and does not require special tooling to jack the
two components apart, sling the skirt with rope slings and lift clear of the crown. Clean out
the oil space between skirt and crown taking care not to damage the surfaces.
3.3 Re---assembling The Piston Crown And Skirt (KS Piston)
a) Ensure that all the fitting surfaces are clean, particularly those maintaining an axial gap
between the two parts.
b) The studs are fitted in the crown and tightened to a torque of 80 Nm. using tool No. L1954
c) Coat the underside of the nut/washer face with MOLYKOTE PASTE G---n.
d) Lower the piston crown onto the skirt in the same relative position as previously.
e) Fit the nuts as follows:---

i) Tighten the nuts initially to a torque of 145 Nm, in a cross corner sequence;
ii ) Loosen the nuts and check the studs are still tightened to 80 Nm. using tool No. L2785
then retighten the nuts diagonally to 20 Nm torque;
iii ) Turn the nuts a further 1200, i.e. a third of a turn, again in a cross corner sequence.
3.4 Piston Rings
a) Examine all used rings minutely, if they are to be re---used. Most particularly examine the
chrome face of the top ring and the chrome edges of the slotted oil control ring rails. Look for
any evidence of chipping or craze cracking of the chrome. If the scraper ring rails have fine
but ragged feathered edge just clear the edge carefully with a fine hand honing stone, do not
touch the periphery of the rails. Do not re---use any ring where the chrome is not in perfect
condition, chrome chips breaking free could cause extensive scuffing and possible piston
seizure.
b) Insert each piston ring in the unworn part of the cylinder liner approximately 25mm from the
top. Check the gap of the piston rings by feeler gauge. Fit new rings if the wear is likely to
exceed the limits stated in Section 6 Chapter 1 before the next withdrawal time.
c) Take a set of piston rings and identify them correctly in relation to the groove.
d) Place one of the piston rings partly into its correct groove and use a feeler gauge to check
the clearance between the piston ring width and the groove width. This clearance should be
within the limits stated in Section 6 Chapter 1.
e) Repeat the clearance measurement for other rings, ensuring that each one is checked
against its own groove.

MB430L Mirrlees
SECTION 6 CHAPTER 3
f) Keep records of the condition of cylinder liners and piston rings to provide information for
ordering spares, if necessary, before the next overhaul is due.
g) When all the ring gaps in the cylinder liner and the side clearances in the piston ring grooves
have been checked, assemble the rings to the piston. Ensure that each ring is in the correct
groove and the right way up. Stagger the ring gaps. When fitting the oil control ring, fit the
spring first; then fit the piston ring over the spring with the gap in the ring on the opposite side
of the two ends of the spring.
h) For initial running of the engine, following the fitting of new piston rings, see Section 3
Chapter 2 running in procedure.
4. Connecting Rod Maintenance
4.1 Small End Bush
a) Check the bore size of the small end bush and renew the bush if the size is not within the
limits stated in Section 6 Chapter 1. If an internal micrometer is not available check the
clearance between the bush bore and the piston pin using feelers. Renew the bush if the
clearance is excessive.
b) The small end bush is frozen in liquid nitrogen before being pushed or lightly pressed into
the connecting rod bore.
c) An old worn bush can be removed by pressing the bush out. An exceptionally tight bush can
be relieved by sawing or chiselling through the bush wall before removal. Do not cut too
deep, avoid any damage to the connecting rod bore.
4.2 Small End Bush Replacement
a) Clean the connecting rod bore and remove any burrs at the bore edges.
b) Clean all preservative from the new bush and examine the outside diameter and outer edges
--- hone off any projections or burrs.
c) Freeze the bush in liquid nitrogen for 10 minutes and fit into the connecting rod bore
matching the oil slot in the bush to the oil drilling in the connecting rod, and the contoured
ends of the bush to the contoured sides of the connecting rod eye. If the bush does not enter
freely lightly press the bush in.
NOTE: A bush must never be immersed in liquid nitrogen for more than 2 hours as this
causes a deterioration of the lining and tin flashing.
WARNING
TAKE EXTREME CARE WHEN USING LIQUID NITROGEN FOLLOW THE SUPPLIERS
INSTRUCTIONS IMPLICITLY. THE BUSH IS USUALLY INSERTED SLOWLY INTO THE LIQUID

MB430L Mirrlees
SECTION 6 CHAPTER 3
ON THE END OF A HOOK OR WIRE AND SIMILARLY REMOVED. DO NOT HANDLE THE
FROZEN BUSH UNLESS THE HANDS ARE INSULATED BY ADEQUATE GLOVES.
d) Finally ensure that the oil drilling through the connecting rod shank is clear and clean. Also
check the oil restriction is clean, and the slots and grooving of the small end bush are also
clean.
4.3 Oil Restrictor Removal

In the event of an engine bearing failure, when bearing material may be retained within the
connecting rod. Then the oil restrictor should be removed in order to clean out the drilling through
the connecting rod. Unscrew the restrictor using a socket wrench and adaptor (See section 7 for
tool number).
4.4 Oil Restrictor Replacement
a) Clean and degrease both the connecting rod and restrictor threads.
b) Trial fit the restrictor to ensure it screws in freely.
c) Ensure the threads are clean and dry then apply a spot of Loctite ‘222’ to the first two threads
in the connecting rod and two streaks of Loctite ‘222’ along the full length of the restrictor.
d) Screw the restrictor into the connecting rod and tighten to a torque of 136 Nm (100 lb.ft).
Clean off any excess Loctite.
e) Peen the outside edge of the driving slots. One strike with a hammer on a small centre punch
at each slot is sufficient.
NOTE: Only use sufficient Loctite to coat the threads only do not use Studlock ‘270’ or
nutlock ‘242’.
5. Piston Pin
The piston pin is through bored and radial holes drilled towards each end and in the centre of the
length transmit lubricating oil from the connecting rod small end to the piston bosses and thence
into the piston crown oil cooling chamber. The central bore through the piston pin is sealed at each
end by lightly pressing in a dished disc which is also additionally retained by a circlip.
For normal cleaning and ensuring that all holes are clear just wash through using light fuel oil.
When there has been an engine bearing failure and bearing lining metal may be retained within
the piston pin, the plug discs should be removed to clean the bore and the drilled holes
thoroughly. In this case remove the circlips, one disc would then probably have to be drilled
through to relieve the fit and then be hooked out. The opposite end disc could then be tapped
out using a rod through the piston pin.
When refitting the discs ensure they are a light pressed interference fit. Before refitting the circlips
make sure that the grooves are clean. Fit the circlips and check that they bottom in the groove

MB430L Mirrlees
SECTION 6 CHAPTER 3
all round and have good spring tension. Loose or lightly sprung circlips could promote groove
wear.
5.1 Refitting The Connecting Rod Into The Piston
The piston pin is a very close fit in the piston bosses --- prior to fitting the connecting rod the piston
skirt may need to be warmed up to approximately 900C. Immerse the skirt up to the level of the
scraper ring groove in hot water or use a low temperature oven as a heat source. Heat will usually
be necessary on new components i.e. new piston skirt and new piston pin. On components that
have been in service the fit will usually be found to have eased sufficiently to allow re---assembly
without heating.
Prior to assembly therefore try to enter the piston pin through the bosses if it is a close but light
push fit, heating will not be necessary. Then proceed as follows:---
a) Stand the piston on its crown;
b) Insert the piston pin into one side of the piston, and support the free end;
c) Lift the connecting rod slung by its palm end;
d) Turn the palm end so that the rod will be fitted into the piston to the same orientation as
initially (see figure 3 for orientation).
e) Lower the connecting rod into the piston until the small end eye aligns with the piston boss
bore. Fine adjustment of the connecting rod height is required for this operation. The use of
a turnbuckle between the sling and the crane hook may be advisable for precise adjustment
when using cranes that have a coarse action. When the alignment is correct push the piston
pin into the small end of the connecting rod. Re---sight the alignment of the pin to the
opposite piston boss bore --- adjust the connecting rod height slightly if necessary, then
push the pin into the boss.
f) Finally fit the circlips to the grooves in the piston bosses. Ensure that they bottom in the
groove all round and have good spring tension. Loose or lightly sprung circlips could
promote groove wear.
6. Refitting The Piston And Connecting Rod Into The Cylinder
NOTE: This procedure assumes the large end half bearing blocks are fitted to the crankshaft
(see chapter 5 section 2 for the re ---fitting procedure).
6.1 Preparation
a) Clean out the liner bores using a soft cloth soaked in ‘Agmasol’ or a similar fluid. Wipe dry
with a clean cloth. Examine for scratches and lightly hone and polish if required (see chapter
4).

MB430L Mirrlees
SECTION 6 CHAPTER 3
b) Fit protective liner dust covers until ready for pistons.
c) Ensure that the connecting rod is stamped with the engine number and cylinder number and
is being fitted into the correct corresponding cylinder bore.
d) Re---assemble the piston to the connecting rod if this has not already been done, then follow
the procedure in subsection 5.1.
e) Fit the piston lifter (Tool L713) on the piston crown and lift the piston and rod assembly.
Examine the piston and rings.
f) Ensure that all piston rings are free in their grooves.
g) Wash and clean the piston and rod assembly thoroughly. Using an air---line, blow off all
surplus cleaning fluid and clean around the piston rings. Blow up the centre oil hole in the
connecting rod, into the piston cooling chamber and out through the piston oil drain hole.
ALL PASSAGES MUST BE CLEAR.
h) Ensure the piston ring gaps are positioned in a staggered formation. Apply clean engine oil
liberally to the piston rings and piston skirt.
i) Ensure the piston ring guide (Tool L3276) is clean. Fit into the top of the liner and secure in
position with two clamps fitted over the cylinder head studs. See section 7 for an illustration
of the tool.
j) Bar the engine until the relevant crankpin is at top dead centre.
k) Check the lengths of the palm end studs see section 5 chapter 2 subsection 7.2 h. Clean the
palm end face and fit the palm end shim to its location on the large end block.
NOTE: A connecting rod must be refitted to its original large end block otherwise correct
alignment may not be obtained.
l) Apply clean oil to the ring guide and liner bore.
m ) Lift the piston and rod and position over the liner. Lower the piston slowly, ensuring that the
rod is correctly positioned for palm end dowel location, before the skirt enters the liner bore.
Enter rod into liner bore and lower until piston is just above the ring guide.
n) Adjust the crane position to line the piston skirt to the ring guide, ensure the ring guide is
thoroughly lubricated with clean engine oil and enter the skirt into the guide.
Before the rings enter the guide ensure they are set so the ring gaps are stagger at least 900 apart
and are centralised around the piston. Once the rings start to enter the guide continue lowering
until all the rings have entered the cylinder liner. Avoid stopping and starting the lift.

MB430L Mirrlees
SECTION 6 CHAPTER 3
Avoid any upward movement as this could result in a ring springing out to become trapped
between the ring guide and the top of the liner.
When the top of the piston is level with the top of the liner hold in this position.
o) Level the palm end face of the large end housing block parallel to the bottom of the cylinder
liner. Lower the piston and connecting rod and locate the palm end to the dowels of the L.E.
housing. Retain the lift until the palm end studs and nuts have been fitted.
p) Remove the piston lifting attachment and ring guide.
q) Fit and use the hydraulic jacks and equipment to carry out the stud tensioning procedure.
See section 5 chapter 2 subsection 7.3.
r) Remove the carbon deposits from the flame ring and refit to the liner with the chamfered
edge first. Note: the flame ring must be fitted the correct way up and although
interchangeable the ring should remain with its own liner after running.

MB430L
5
4 10
1
12
13 6
4
9
11

CONNECTING ROD ASSEMBLY 6/00 2583/1
MB430L

PISTON ASSEMBLY 6/00 2584
MB430L

ORIENTATION OF PISTON & CON---ROD 6/00 2290
MB430L Mirrlees
SECTION 6 CHAPTER 4
CYLINDER LINERS
1. General
The cylinder liners are centrifugally cast to ensure a close grained metal structure of alloyed iron.
Formulated to ensure compatibility of liner and ring materials and provide a bore surface of
excellent quality and wear resistance to maintain good bore condition throughout many
thousands of hours operational use.
The top of the liner has a deep flange, around is fitted a cast iron collar which is sealed top and
bottom by ‘O’ rings. This collar forms with the liner an intensively cooled chamber around the part
of the liner that is exposed to the highest combustion temperatures. The cast collar contains four
water transfer points allowing water from the cylinder casing internal manifold into the cylinder
heads. The collar is self centred on the liner by the ‘O’ ring seals.
During manufacture the liner bore is specifically honed to a cross hatched surface micro finish.
This finish enables new piston rings to bed and to conform rapidly whilst maintaining sufficient
lubrication to generally avoid surface scuffing until onward running glazes the liner surface.
When the liner is fitted to the engine a thin copper joint ring is fitted between the liner flange and
the top of the cylinder casing. This provides a seal between the liner and the cylinder casing, but
is also capable of withstanding the high surface load imposed when the cylinder head studs are
tensioned. A single groove in the lower diameter of the liner is fitted with an ‘O’ ring and this is
an interference fit in the lower bore of the casing. This seals the lower end of the liner but also
allow the liner to expand downwards. Despite seal systems at the top and bottom of the cylinder
casing, the casing does not form part of the cooling system. The liner is effectively a dry liner in
the casing, only the collar section is water cooled.
2. Liner Maintenance
2.1 Check the cylinder liner for wear at the top of the ring travel, which is the position of maximum wear,
and at the bottom of the liner. Measure the bore with the internal micrometer in two positions (i)
front and back and (ii) parallel to the crankshaft. Check these measurements against the unworn
top of the liner. Renew the liner if the wear exceeds the limits stated in Section 6 Chapter 1.
2.2 If new piston ring packs are fitted to a piston, operating in an existing liner, it is advisable to
de---glaze the highly polished surface of the liner. This helps to bed---in the piston rings thus
improving the gas tight seal and control of the lubricating consumption.
NOTE: New liners are honed to the correct surface finish during manufacture.
The Service Department at MAN B&W Diesels Limited, Mirrlees Blackstone, will be pleased to
quote for this operation to be completed, supplying the skilled labour and equipment.
The equipment including operating maintenance instructions may be purchased by the customer
for use by his own engineer. Spare parts for this equipment are also supplied by MAN B&W
Diesels Limited, Mirrlees Blackstone.

MB430L Mirrlees
SECTION 6 CHAPTER 4
2.3 Removing A Cylinder Liner

Remove the cylinder head, and piston and connecting rod as described in chapters 2 and 3. Then
carry out the following procedure:---
a) The water transfer ring around the top of the liner can be removed together with the cylinder
liner, but the transfer ring ‘O’ rings must be replaced before re---installing the liner, the
transfer ring should be removed before to the liner. Removing the four retaining bolts will
release the ring, it can then be lifted by overhead crane using 16 mm eye bolts in the lifting
holes provided together with a rope sling.
b) The cylinder liner can now be lifted using Tool L3153 as follows:---
i) Sling the assembly of lifting rod, bottom swivel bar, top plate, hand nut and lifting eye.
Lower the rod and swivel bar down the liner until the swivel bar is below the bottom
of the liner and can be swivelled into a horizontal position. Set the top plate at the 6
o’clock position with the shackle at the top. Tighten the hand nut to clamp top and
bottom bars to the liner;
ii ) Remove the lifting eye from the lifting rod.
iii ) Position the fabricated bridge plate over the lifting rod and position over two diagonal
cylinder head studs (see Tool L3153 Section 7).
iv ) Fit hydraulic cylinder over the lifting rod with the ram pointing down and retain by fitting
the lifting eye back on to the rod.
v) Pressurise the cylinder with the hand pump to raise the liner from the casing. Once
the liner has been freed, the hydraulic cylinder and bridge piece should be removed
and the liner lifted via the shackle on the top bar to remove the liner from the cylinder
casing.
NOTE: Mark the liner to cylinder casing prior to removal to ensure the liner is refitted in the
same position radially to maintain the wear pattern in the as run positions.
vi ) Remove the copper joint ring. Clean out the housing fitting bores for the liner and the
internal walls of the casing.
2.4 Refitting A Cylinder Liner
a) Check that the ‘O’ ring grooves in the cylinder liner are free from deposits. Fit new ‘O’ rings
and run a smooth bar completely round the liner behind each of the rubber rings to remove
any twist.
b) Lightly smear the cylinder housing bore with high melting point grease to assist the entry of
the rubber ring and liner into the cylinder main frame.
c) Anneal the copper joint ring and re---fit. If necessary, fit a new copper joint ring.

MB430L Mirrlees
SECTION 6 CHAPTER 4
d) Fit the liner to cylinder casing as follows:---

i) Fit the assembly of lifting rod, swivel bar, top plate and hand nut into the liner. Position
the lifter either, to ensure the liner is refitted to the cylinder casing in the same position
as previously fitted or, in the case of fitting a new liner, the tappings in the bottom face
must ultimately face along the engine in the quarter to, quarter past position, the lifter
must therefore, be positioned at 900 to the tappings. Tighten the hand nut to clamp
lifter in position.
ii ) Sling and lift the liner from the top plate shackle.
iii ) Lift and lower the liner carefully into the cylinder casing. The liner is lowered into the
casing to the level of entry of the ‘O’ ring. Release the crane from the lifter.
iv ) Fit the hydraulic cylinder over the lifting rod with the ram pointing up.
v) Fit the plate bridge piece over the lifting rod, hydraulic cylinder and two diagonal
cylinder head studs. Fit two nuts to the head studs.
vi ) Pressurise the cylinder to press the liner into the casing (see tool L3153 in section 7).
vii ) Remove all the lifting and pressing tackle from the engine.
e) Fit new ‘O’ rings to the top of the cylinder liner. Lightly smear the ‘O’ rings and the bore of the
liner water transfer ring with high melting point grease.
f) Lift the transfer ring from the lifting point tappings and lower over the liner top. Line the ring to
its fastenings and tap down evenly being careful not to damage the ‘O’ rings, allow the ring to
centre itself around the liner and fit the retaining bolts.
g) If a new liner is fitted, new piston rings should also be fitted (see chapter 3).
h) When the connecting rod, piston, and cylinder head have been refitted, fill the system with
water and check for leaks between the liner and its housing.
i) Spare cylinder liners should always be stored vertically stood on the bottom end. This will
avoid any possibility of distortion that could occur if they are cradled horizontally. Store them
in a location where they cannot be damaged in any way and inspect them approximately
every 12 months and renew their preservative.
3. De -- glazing Cylinder Liners
3.1 Introduction
New piston ring packs, fitted directly into cylinder liner of engines that have been in service for
some time without treatment to liners, will not bed efficiently on the highly polished surface of the
liner bores.
A honing operation will produce a surface finish consisting of a number of scores as produced
by roughing stones to hold oil; but with a relatively smooth ‘plateau’ on which the rings can bed
without scuffing. See figure 1.

MB430L Mirrlees
SECTION 6 CHAPTER 4
The following equipment can be used for de---glazing liners in situ. This equipment has been
designed to produce the required finish.
3.2 Description
A motor, driven by compressed air and situated in the handle of the tool drives a vertical shaft. The
honing---head screws onto the drive shaft and the honing stones are each secured to the head
by two capscrews. The feed or cut, adjusted by the feed adjuster, operates on the rack and pinion
principle, giving the hones a uniform adjustment. See tool K57007 in Section 7.
It is important that the liner bore is cleaned after honing. This is done by fitting a special brushing
head to the air---motor driven shaft. The brush comprises a circular solid block of wood with
bristles staggered around the periphery. See section 7 Tool L1989.
A special collecting tray is also used to prevent foreign matter dropping into the sump during
de---glazing/cleaning operations (See section 7).
3.3 Technical Information
Motive power Air---motor, 5.5 bar (80lb/in2) at

90 rev/min
Control Manual
Honing Stones Roughing 46 Grit
Finishing 500 Grit
Method of Setting Hones Set to the liner internal diameter
(with hones inside liner) by the
feed adjuster.
Alignment of Liner Wall Self---aligning.
Weight of honing head About 9 kg (20 lb).
Honing Oil ‘Fletcher Miller’ Ref. H.B.C.I.L.O.*
Brushing and Cleaning Oil Wakefield Ref. 0007.*
Alternative for above Oils Kerosene (Paraffin)
* Members of the Burmah---Castrol Group
NOTE: When using Kerosene (Paraffin), liners must be dried out immediately the operation
is completed and coated with engine lubricating oil.
3.4 Engine Preparation See Section 7 Pages
a) Remove rocker gear, cylinder head, crankcase doors, piston and connecting rod. See
section 6 chapter 3.

MB430L Mirrlees
SECTION 6 CHAPTER 4
b) Ensure that the cock (item 6) is closed and insert the collecting tray (assembly 2) inside the
crankcase below the liner to be de---glazed.
c) Clamp the tray onto the skirt of the cylinder liner (inside the crankcase). Pass the end of the
hose (item 8) outside the crankcase to a container to collect the honing and cleaning fluid.
Open the cock.
d) Remove carbon from the liner and clean off with emery cloth and oil. Ensure that all carbon
deposits are removed before honing; carbon will foul the stones and could result in damage
to the liner.
3.5 Roughing Operation
a) Fit coarse grit stones (46 Grit) into the stone carriers.
b) Screw the honing head onto the drive shaft.
c) Ensure that air is available at 5.5 bar (80 lb/in2) and that the air---line valve is closed. Then
connect the air---line to the air---motor adaptor.
d) Lift the equipment into the liner and adjust so that each stone is lightly resting on the liner
wall.
e) The diameter of the stones is then adjusted by the nut and collar on top of the honing head.
Two adjustments are available; coarse and fine. To set the coarse adjustment, withdraw the
centre spindle approximately 1 inch and turn until the stones just contact the liner. Replace
the centre spindle and using the fine adjustment, set the stones to give the correct pressure
on the liner.
NOTE: The honing operation is to be carried out in a time of 80 seconds, making eight
sweeps of 10 seconds each. It is advisable to practice this action in order to estimate the
speed at which to work before turning the motor on.
f) Open the air---line valve and restrict the flow to the motor to reduce its speed to
approximately 50 rev/min.
g) While honing, the liner wall must be well lubricated with the oil specified in subsection 3.3 .
The lower speed of the honing head will produce the desired criss---cross pattern to the finished
surface of the liner. (See figure 1). On the final upward stroke with the motor still running, continue
honing until the stones are clear of the liner, then stop the motor.

MB430L Mirrlees
SECTION 6 CHAPTER 4
3.6 Finishing Operation
a) Remove the roughing stones and fit the finishing stones (500 Grit) to the carrier.
b) Repeat the honing operation carried out for the roughing stones. Check the degree of
roughness against the surface finish of a new liner, if possible. To compare the liner surfaces,
draw the thumb nail over the new liner wall and compare over the de---glazed liner wall. This
method gives a more accurate assessment than a visual check.
c) Notes
i) Eight sweeps should be sufficient to remove the surface glaze from the liner wall and
give the approximate degree of roughness to bed the new rings.
ii ) The recommended degree of roughness is 63 micro inches. Although this figure is
given as a guide to the operator, experience will indicate the amount of honing
required.
iii ) Avoid excessive honing when using the 500 grit stones as they will tend to re---polish
the surface.
3.7 Cleaning Operation
a) Remove the honing head.
b) Screw the brush head (Assembly 1) onto the end of the shaft. Ensure that the brush (Item 2)
is securely clamped onto the end of the extension piece (Item 1).
c) Lower the brush assembly into the cylinder liner. Sweep thoroughly from top to bottom
rotating the equipment by hand while drenching the liner with cleaning oil, of a type specified
in subsection 3.3.
NOTE: If Kerosene (Paraffin) is used, dry the liner thoroughly then apply engine lubricating
oil.
d) Having completed honing and brushing, ensure that all the contents of the tray have drained
out into the container. Close the cock (Item 6).
e) Remove the tray from the crankcase taking care not to contaminate the engine sump oil with
the residue from the tray. Should spillage occur the engine sump must be drained, cleaned
and refilled with fresh engine lubricating oil.
NOTE: Having used the equipment, dismantle, clean and store in a dry location.

MB430L Mirrlees
SECTION 6 CHAPTER 4
3.8 Running In Times

When the engine is rebuilt with the new piston rings initially run the engine at the speeds and loads
specified in section 3, chapter 2.
3.9 Ordering Parts
When ordering parts for this equipment, please quote engine type and number, also quote name
of part required together with reference and assembly number from the relevant illustrations. All
enquiries to be addressed to the Spares Manager at the following address.
MAN B&W Diesels Limited,
Mirrlees Blackstone,
Bramhall Moor Lane,
Hazel Grove,
Stockport,
England.
SK7 5AH

MB430L
FLAME RING RECESS

LINER SURFACE

CYLINDER LINER (SHOWING HONED 6/00 2294/1
CROSS---HATCH SURFACE MICRO---FINISH)
MB430L Mirrlees
SECTION 6 CHAPTER 5
LARGE END BEARINGS

1. Description
The bearing---half housings are machined from steel stamping. The top half is a registered fit in
the stepped butt---face of the bottom (cap) half. Offset dowels ensure the halves are fitted the
correct way round. Both halves are stamped with identification numbers and these numbers must
always coincide so that paired halves are re---mated correctly on every re---assembly.
NOTE: It is not permissible to interchange bearing housing halves or the finite accuracy of
bore size and alignment will be lost and bearing shell failures would be experienced.
In the centre at both sides of the housing bore, an oil groove is machined and a hole connecting
these grooves is drilled through to the palm---end face. Drillings in the cap half connect both side
grooves together ensuring oil flow to all of the bearing area regardless of the oil feed position on
the crank pin. Oil fed from the supply to the crankshaft main bearing is transmitted, via drillings
in the crankshaft ,to the crankpin and then to these grooves, via slots in the bearing shell halves.
The drilling in the top half L.E. housing aligns with the drilling in the connecting rod to supply oil
to the small end bearing and consequently, to the piston crown cooling chamber. Inertia
back---flow of oil from the connecting rod is reduced by the fitment of a restrictor in the palm end
of the connecting rod.
The half bearing shells are made of thin---wall steel and are bronze---lined. The running surface
of the shells is tin overlay plated. The shells are fitted into the L.E. housing. A tang on the bearing
shell butt edge locates to a slot in the butt edge of each half housing.
2. Maintenance
Normally removal of the large end bearings takes place with the piston and connecting rod
removed. If, however, the large---end bearings require inspection/removal with the piston,
cylinder---head etc. in place then the following procedure for supporting the piston and connecting
rod must be used.
NOTE: With the piston held at top dead centre in the bore there is a danger that the valves
will contact the piston crown if the cylinder line is brought into the exhaust or air intake
stroke.
2.1 Supporting the piston/connecting rod assemblies in the cylinder bore.
The piston/connecting rod assembly must be supported with the piston stops (Tool L2100). To
fit the piston stops, first slacken the palm---end nuts and studs (See section 5, chapter 2). The
engine should then be barred round until the piston is at top dead centre on the firing stroke (ie.
both valves are closed). It is now necessary to fit the piston stops. The piston stops are bolted into
position utilising the tapped holes at the bottom of the cylinder liner (see section 7, page 35 for
illustration).
Warning : It is important that the crankshaft is barred back from the firing stroke. If the
crankshaft carries on round there is a danger that the valves will hit the top of the piston
crown.

MB430L Mirrlees
SECTION 6 CHAPTER 5
2.2 Removal Of Large End Bearings From The Crankpin (See Fig. 1)
a) Remove the crankcase doors on the cylinder line from which the large end bearing is to be
inspected or removed. (Fig 1, step 1)
b) Rotate the crankshaft until the appropriate crankpin is at 60˚ before or after top dead centre
at the start of the compression stroke. Then turn the large---end bearing housing so that it is
in a horizontal position. (Step 2)
c) Fit and use the hydraulic equipment to release, but not remove, the large end bearing
housing bolt nuts. (See Section 5 Chapter 2). Once the bolts are unloaded remove the
hydraulic jacks from the engine.
d) Remove and replace the two uppermost bolts and nuts with the two dummy bolts. (Step 3)
e) Rotate the bearing housing through 180˚ and remove the uppermost nut and bolt, ie. the
non---dummy bolt and nut. (Step 4)
f) Bolt the bearing---removal brackets into position using the top two tapping for the crankcase
doors at each side of the engine. (Step 5)
g) Slide the lifting bars from either side of the engine, passing them over the top of the support
brackets and into the bolt holes in the bearing housing. Fit the two tube support pieces to
both ends of the support tubes with the lifting eye tapping uppermost and clamp in position.
The crankshaft should be hand barred to bring the large end onto the support bars. (DO
NOT turn the engine on the motor).
h) Release and remove the dummy bolts from the bearing housing and separate the housing
halves using the separator. Pull each housing half as far as possible towards the crankcase
door. (Steps 6 & 7)
NOTE: Care should be taken, when separating the bearing housing halves, that the mating
faces and bearing surfaces are not damaged.
i) Ensuring that each bearing housing is clear of the crankpin. Fit a lifting eye to each of the
tube support pieces. Sling to one of the tube supports and attach to overhead lifting
equipment. Take the weight of the support tubes and large end and remove the support
bracket from the side of the crankcase. (Step 8)
j) Slide the large end half out of the crankcase and refit the support bracket to the crankcase.
Release the lift, remove the tube support piece. (Step 9)
k) Fit a lifting eye and sling the large end half to overhead lifting equipment and remove the L/E
half from the support tubes. Refit the tube support piece. (Step 10)

MB430L Mirrlees
SECTION 6 CHAPTER 5
l) Repeat the (Steps 8, 9 & 10) at the other side of the engine to remove the other L/E half.
m ) Remove the support bars and brackets from the crankcase.
2.3 Examination Of Bearing Shells

Examine the lining of each bearing shell, they may be re---used:---
a) If complete full surface overlay plating is still evident. This can be confirmed by scratching
the surface lightly with a penknife and noting whether small ”shavings” of soft material are
produced.
NOTE: If some of the overlay plating is worn away exposing: ---
--- areas of hard grey coloured surface
--- or a bronze surface
then the bearing should be SCRAPPED.
Again the penknife test should be used and no ”shavings” should be produced.
b) Shells having circumferential dirt scores or scratching of the lining may be re---used if the
damage is superficial. i.e. Not more than two scores of up to 1.5 mm wide (1/16 th of an inch )
or not more than six fine dirt scratches. Scrap any bearing shells more extensively marked.
c) Bearings having linings ‘pocked’ with dirt usually denoted by a black eye centre and a bright
outer ring up to 2.5 mm diameter can be re---used if not too extensively pocked. Not more
than ten pocks in any half bearing shell, randomly distributed. Any dirt held in the pocks
should be picked out using a fine point scribing tool or the tip of a pointed knife blade.
Scrap any bearing shells more extensively pocked. Scrap any bearing impregnated with metal
particles resulting from any incidence of engine damage.
NOTE: DO NOT CLEAN UP ANY BEARING SHELL LININGS BY SCRAPING OR ANY OTHER
METAL REMOVAL MEANS.
i) Examine the back and butts of the bearing shells, remove any edge burrs. If any superficial
fretting has occurred on the back of the bearing shell use a hand honing stone to hone flush
off any raised projections. Inspect the bearing housing and hone flush any complimentary
marking in the housing bore.
Prior to refitting used bearing shells or fitting new shells always ensure that the backs are smooth
and clean. The contour and size of the bearing shell bore when fitted to the housing depends
entirely on a good clean fit of the back of the bearing shells to the housing. Never use any grease
on the backs of the shells to retain them in position as the grease could cause fit deviations.
ii ) The shells and housing should be dry or only have a very minimum oil film. Scrap any shells
that are damaged by having been heavily knocked or bruised or have fretting on the back
over an area of more than 10 square centimetres.

MB430L Mirrlees
SECTION 6 CHAPTER 5
iii ) Check the free spread of the shells before fitting.The shells must have sufficient free spread
so that they clip into the bore of the L.E. housing halves. Note:--- Minimum free spread
should be approx 5mm.
To ensure that the butt faces of shell bearings mate up correctly and to avoid a step being formed
when assembled in the housing, shell bearings are manufactured incorporating free spread. This
means the distance from the edge of one butt face to the edge of the other butt face, measured
across the diameter in the free state, is greater than the diameter of the bearing housing.When
the bearings are released after operating the engine, the free spread has normally been reduced.
2.4 Checking Large End Bolts
Renew any bolts showing a permanent stretch of 0.38mm or more. See section 5 chapter 2.
2.5 Checking Large End Bearing Bore Size
Before returning the bearings to the engine, check the large end bearing bore size as follows:---
a) Thoroughly clean the top block bore and oilways and the half shell bearing. Fit the shell
bearing, ensuring that the tabs of the shell are in position in their respective slots;
b) Thoroughly clean the bottom block bore and oilways and half shell bearing. Fit the shell
bearing;
NOTE: If a bearing failure has occurred the plugs in the block oilway should be removed to
clean the passages thoroughly. Plugs should be refitted with ‘Loctite Studlock’. Fasten the
top and bottom bearing blocks together with the correct bolts and nuts. Nip up the nuts with
a tommy bar.
c) Fit and use the hydraulic jacks and equipment to tension the bolts. See Section 5 Chapter 2;
d) Also fit the connecting rod to the top half housing and tension the studs. The connecting rod
acts as a strong back on the top half L.E. housing, and with the assembly complete as it will
be when fitted in the engine the bore will be truly representative of operating conditions;
e) Measure the bore at a number of different places using an internal micrometer or dial gauge
comparator. If the bore measurements are not within the limits given in Section 6 Chapter 1 fit
new shell bearings;
f) Release the tension on the studs and bolts and separate the connecting rod and the L.E.
housing.
2.6 Fitting New Bearing Shells
a) When fitting new shells, first remove the protective paper then wash and clean to remove all
preservative. Take care not to scrape the surface of the shells.

MB430L Mirrlees
SECTION 6 CHAPTER 5
b) Examine the back and the bearing surface of the shells and remove any imperfections or
burrs prior to fitting. Do not fit either any existing or a replacement bearing it if is seriously
damaged on the back.
c) Ensure that all bearing shells are identified by the engine number, the cylinder number, and
top or bottom half blocks. The numbers are etched on the tang section or oil groove wash
out of each existing bearing shell. Identify new shells similarly or with a felt tip pen, metal
stamps must not be used.
NOTE: Ensure that the connecting rod oilway is clear.
d) Fit the half shell bearings to the split block, ensuring that the tabs of the shells are in position
in their respective slots.
NOTE: The fully grooved shell fits in the ‘Cap’ half of the large end and the partially grooved
shell in the ‘Rod’ half.
e) Cap shells will not fit into the rod halves and vice---versa. If new shells are fitted mark ‘Rod’ or
‘Cap’ on the bearing tang using a felt tip pen.
2.7 Refitting Large End Bearings To The Crankpin (Fig 2, Steps 1---12)
Remove the protective tape from the crankpin oil hole and ensure any sticky residue is
cleaned off. Apply an approved grease to the crankpin to provide lubrication during hand
barring.
a) Barr the engine round until the appropriate crankpin is 60˚ before or after top dead
centre.(Step 1)
b) Bolt the bearing---removal brackets into position using the top two tapping for the crankcase
doors at each side of the engine. Slide the lifting bars from either side of the engine, passing
them over the top of the support brackets. (Step 2)
c) Load each bearing housing half, with the bearing shell fitted, onto the support tubes, on the
appropriate side of the engine, ensuring that they are positioned so that the assembly will be
orientated correctly when fitted together and fit the tube support pieces, lifting eye
uppermost to the ends of the support tubes. (Steps 3 & 4)
NOTE: The two halves of the large end are dowelled so they will fit together only one way.
The palm end also has offset dowels that will not allow the conn. rod/bearing housing
assembly to be fitted together in the wrong way. It is important to ensure that when the
bearing housing halves are brought together that the bank to which the bearing housing
belongs has the offset dowel closest to the crankcase door for that bank. The line
stampings, forging numbers and Lloyds stamping are on the offset dowel side of the large
end and should, therefore, be visible on the bank to which the large end belongs. (See fig.
3)

MB430L Mirrlees
SECTION 6 CHAPTER 5
d) Take the weight of each end of the support tubes in turn, using the tube support pieces and
the overhead lifting equipment and remove the support bracket. Slide the bearing housing
half into the crankcase far enough to be clear of the sides but not so far that it will foul the
crankpin. Refit the support bracket to the crankcase. (Steps 5 & 6)
e) Repeat (Step 5) at the other side of the engine on the second half of the large end.
f) Push the bearing halves together around the crankpin making sure that the bearing shells
are not dislodged. Note : ajust the position of the crankshaft if necessary ‘by hand’
barring to align the pin to the L/E housing. Fit the dummy bolts into the lower holes. Fit the
clamping brackets into the lifting holes on the top of each bearing half then pass the
clamping bolt through the brackets and fit the nut. (Step 7)
g) Tighten all bolts and nuts until bearing halves are brought firmly and squarely together.
(Step 8) Note : Ensure bearing shells remain in position whilst the bolts are being
tightened.
h) Remove the support bars and brackets from the engine. (Step 9)
i) Insert the top bearing housing bolts and nip---up. Remove the clamping brackets, nut and
bolt. Rotate the bearing housing through 180˚(Step 10)
j) Remove the dummy bolts and put the other pair of large end bolts into position and nip---up.
(Step 11)
k) Using the hydraulic tightening equipment, tighten the large end bearing bolts in the correct
sequence. (see Section 5, chapter 2) (Step 12)
Check that the assembly rotates freely on the crankpin. Note : If there is any roughness or
stiffness in the housing movement the housing must be removed and checked again.
The piston and connecting rod can now be refitted. See Chapter 3.
3. Checking Large End Running Clearances
3.1 Description
At the intervals specified in the service schedule i.e. every 4000 hours, the running clearance in
each large end assembly must be checked (Knock---up check).
a) Set the crankshaft on the line to be checked at T.D.C.
b) Set up a dial test indicator with a magnetic base off a crank web to the underside of the large
end or to the bottom of a large end bolt and zero the clock.

MB430L Mirrlees
SECTION 6 CHAPTER 5
c) Using a suitable lever and the bottom of the crankcase door as a fulrum, lever the large end
up and down a couple of times to displace the oil film.
d) Zero the dial test indicator and obtain the services of a second person to observe dial test
indicator and the difference between readings as the large end is raised and lowered on the
crankpin.
e) The running clearance ‘New’ should be between 0.35mm to 0.477mm (0.014” to 0.019”).
The reading taken could be plus or minus on these figures. If the clearance has reduced to
0.25mm (0.010”) the large end assembly must be removed from the engine and checks
carried out determine the reason for the reduction in clearance. See sub---section 2.4. The
Service Department at MAN B&W Diesel Limited, Mirrlees Blackstone, should also be
informed of the reduction in running clearance.
f) Having checked one large end, remove the dial test indicator and install on the next
con---rod assembly to top dead centre (ie. on 6 and 8 cylinder engines there are always a pair
of cylinders at top dead centre at the same time) and repeat the process.
g) Repeat the procedure at the next pair and so on until all the large end clearances have been
checked.

MB430L
1. 2.
30 O
3. 4.
1 1
2 2
2 2

REMOVING LARGE END BEARING BLOCK FROM 6/00 2998
CRANKPIN
MB430L
5.
11
6. 7.
2 2
1
1 1

CRANKPIN
MB430L
8.
9. 10.

CRANKPIN
MB430L
1. 2.
30 O
3. 4.

REFITTING LARGE END BEARING BLOCKS 6/00 2998
MB430L
5.
6.

MB430L
7.
2 2
1 1
1 1
8.
1 1

MB430L
9. 10.
1 1
2 2
11. 12.
1 1
2 2

MB430L
EXHAUST SIDE
AIR SIDE

FITTING LARGE END BEARING BLOCK TO 6/00 2252
CRANKPIN
MB430L

METHOD & TOOLING FOR CHECKING LARGE END 6/00 2572
CLEARANCE
MB430L Mirrlees
SECTION 6 CHAPTER 6
CRANKSHAFT AND MAIN BEARINGS --- MAINTENANCE

1. Introduction
The crankshaft is manufactured from toughened alloy steel and machined all over. The crankshaft
is characterized by ample crank webs and larger diameter pins, overlap of pin and journal
diameters result in a particularly rigid crankshaft and facilitates close cylinder centres along the
engines length.
A gearwheel driving the crankshaft gear train is secured to the shaft at the flywheel end. The gear
is in halves bolted together and secured to a flange on the shaft by fitted bolts. Hydraulically
tensioned steel balance weights are an integral part of the crankshaft. A torsional vibration damper
is fitted at the free end of the shaft to which the drive(s) for the lubricating oil pumps and if required
water pumps is taken.
The crankcase is a single piece grey iron casting with underslung crankshaft arrangement. The
main bearing caps being secured by hydraulically tensioned vertical studs and cross bolts. A
precision ground steel shim plate fits between the main frame and each bearing cap, when
removed this provides sufficient clearance to allow raising and lowering of each cap.
The main frame casting incorporates full length mounting feet on which the complete engine
stands. A relatively light weight fabricated steel sump forms the bottom of the crankcase and
monoblock cylinder casings are secured to the top of the crankcase.
2. Checking The Crankshaft End Float (See the illustration overleaf)
Clamp a dial gauge with a magnetic base on the rim of the flywheel, so that the gauge is parallel
with the crankshaft axis and is registering on the flywheel end face of the cylinder housing.
Remove a crankcase door. Lever or jack the crankshaft longitudinally to one end and then the
other, noting the difference of the dial gauge readings. If this exceeds the clearance given in
section 6 chapter 1, fit new side location bearings.
3. Checking the Crankshaft Alignment
At the intervals specified in Section 4, and with a cold engine, check the crankweb deflection as
follows:---
3.1 Remove the crankcase doors;
3.2 Position the internal dial gauge (Tool K59703) between the faces of the crankshaft webs of No.1
cylinder, in the punch marks;
3.3 Turn the crankshaft until the crankpin is as near as possible to bottom dead centre (B.D.C) without
dislodging the dial gauge. Set the dial gauge to zero;
3.4 Turn the crankpin to 900 B.T.D.C. and take a reading;
3.5 Turn the crankpin to top dead centre (T.D.C) and take a reading. Turn the crankshaft in the same
direction through another 900, take another reading and then turn as near as possible to B.D.C.

MB430L Mirrlees
SECTION 6 CHAPTER 6
MEASURING CRANKSHAFT END FLOAT
DIAL GAUGE
MAGNETIC BASE
Lever or jack
crankshaft first
one way then
the other
Equipment not supplied by

ALSTOM Engines Ltd unless
specifically ordered.

MB430L Mirrlees
SECTION 6 CHAPTER 6
3.6 The gauge reading should have returned to zero.
On a new or reconditioned engine, the difference between two opposite readings on a crankweb,
front to back or top to bottom should not exceed 0.050 mm. The instrument is marked + on one
side of zero and --- on the other. The plus sign means that the distance between the crankwebs
has increased and minus decreased. A reading of plus 0.030 mm at the front and minus 0.030 mm
at the back makes a difference of 0.060 mm and is unacceptable. On an engine in service the
difference between two opposite readings should not exceed 0.100mm.
Difficulty in achieving satisfactory readings may be associated with incorrect alignment of the
driven machinery or foundation settlement.
On an engine that is supported on the main frame casting the integrity of crankshaft alignment
is for the most part maintained by the engine main frame and main bearings. The alignment of
coupled machines can however affect the crankweb deflections of the end crank throw.
For an engine coupled to an alternator having just one bearing at the end remote from the engine
the crank close to the alternator will probably have a minus reading on the gauge when the
crankpin is at top centre. This reading should always be zero to slightly plus. When running the
gyroscopic action will cause the alternator shaft to lift slightly and this would correct or reduce a
plus reading deflection. If the crankwebs have an excessive plus reading the alternator bearing
is too high and should be corrected by removing a shim from between the bearing foot and
soleplate.
For sideways out of alignment the alternator bearing would need to be displaced towards the
crankpin side to correct a horizontal minus reading and vice---versa for a plus reading. Check the
alignment deflections of all cranks.
3.7 Sample Crankshaft Alignment Readings (mm)
CRANKPIN No. 8 No. 7 No. 6 No. 5 No. 4 No. 3 No. 2 No. 1

POSITION
BOTTOM 0 0 0 0 0 0 0 0
CENTRE
FRONT ---0.006 0 0 ---0.006 +0.006 +0.012 +0.006 0
CENTRE
TOP ---0.012 ---0.006 +0.012 ---0.025 ---0.012 +0.019 +0.019 +0.012
CENTRE
BACK ---0.006 0 +0.006 ---0.012 ---0.006 +0.012 +0.006 +0.006
CENTRE
MAIN 10 9 8 7 6 5 4 3
BEARING No.

MB430L Mirrlees
SECTION 6 CHAPTER 6
Compare the amount of gauge deviation from the ‘top centre’ and the ‘bottom centre’ readings.
Difference ---0.012, ---0.006, ---0.012, +0.019, +0.019, +0.012.
Compare the amount of gauge deviation from the ‘back centre’ and ‘front centre’.
Difference 0, 0, +0.006, ---0.006, ---0.012, 0, 0, +0.006.
Record the deflection readings with +/--- signs to denote whether the crankwebs are opening or
closing.
Crank Positions
TOP CENTRE
T.D.C.
FRONT BACK
CENTRE CENTRE (A
BANK) (B BANK)
BOTTOM CENTRE
B.D.C.
4. Lowering A Main Bearing Cap
The following procedure assumes that only one main bearing cap is to be lowered at a time.
However, if it is required to change a full set of bearings, it is possible to lower a number of caps
at a time, provided:---
a) two adjacent caps are not lowered together;
b) the crankshaft is fully supported by the remaining bearing caps, with their verti-
cal stud bolts fully tensioned.
4.1 Remove the stud protectors from the side studs on the cap to be lowered and from the side studs
on the caps on either side of the selected cap.
4.2 Remove the appropriate crankcase doors.
4.3 Fit and use the hydraulic jacks and equipment to release the side stud nuts then to release the
vertical stud nuts. Note that the side stud nuts will also have to be released on bearings each side
of the one to be examined to release the side grip on the main bearing cap. For use of hydraulic
equipment see section 5 chapter 2.
4.4 Remove the side studs from the bearing cap, leaving the vertical stud nuts still nipped.
4.5 Remove the shim plate from between the main frame and bearing cap. This can be jacked out
using a screw and block at the base of the plate or by driving out with a soft metal drift. Do not burr
the shim plate.

MB430L Mirrlees
SECTION 6 CHAPTER 6
4.6 Install the the main bearing cap lowering jack and bridge into the sump directly below the cap to be
lowered. The bridge sits on the sump ribbing parallel to the crankshaft. Using the attached hand
pump, pump up the jack to take the weight of the bearing cap. Remove the vertical stud nuts and
lower the cap on the jack until the upper side bolt holes in the cap line up with the lower side bolt
holes in the crankcase. Fit two side bolts to hold the cap in this position.
4.7 Using the appropriate size Allen key remove the locating plates retaining the bearing shells, and
remove the bearings from the cap and crankcase. If difficulty is experienced removing the upper
shell, tap the butt face with a hardwood drift.
4.8 If a further cap is required to be lowered the jacking equipment can be removed if the lowered cap
is suspended by the two side bolts through the bottom bolt hole in the crankcase and into the top
bolt hole in the bearing cap.
5. Preparation of Bearing Shells
5.1 Used Bearing Shells
a) When bearing shells are to be re---used, carefully examine the back of each shell for fretting
marks which take the form of slight surface irregularities. Remove any protruding
irregularities with a flat hand honing stone.
b) Examine the bearing surface for wear, fatigue cracks, scores, embedded dirt etc. Discard
shells with obvious wear or fatigue cracking. Remove isolated particles of embedded
foreign matter with the point of a small penknife or similar tool.
c) Check the overlay plating. If this is missing, fit a new shell.
d) Ensure that the bearing shells are identified by the engine number and bearing number.
e) Do not use grease or any other substance to keep a bearing shell in position.
f) Check that the bearing shells still have sufficient free spread so that they clip into the cap
bore.
5.2 New Bearing Shells
When new shells are fitted, mark the centre recess of the shell with the bearing number and engine
number. The bearings are numbered from the flywheel end. Mark the bearings using an acid
marking pen (they must not be stamped).

MB430L Mirrlees
SECTION 6 CHAPTER 6
5.3 Refitting the Bearing Shells
a) Clean the crank journal and bearing housing. Clean the shells.
b) Apply a thin smear of non---creep lubricant to the running surface of the crankcase half
bearing shell. Locate the shell to the crank journal and slide round into the crankcase
bearing housing, aligning the bearing notches to the retaining plate slots.
c) Refit the bearing retaining plates and tighten securely.
d) Slide the cap half shell into the bearing cap, aligning the bearing notches to the retaining
plate slots.
e) Fit the retaining plates and tighten securely.
f) Apply non---creep lubricant to the running surface of the cap half bearing.
5.4 Refitting A Main Bearing Cap
a) Raise the bearing cap on the jack until the dowel in the crankcase engages the slot in the
cap. Refit the vertical stud nuts and screw up to the cap.
b) Remove the bearing cap jack. Raise the cap fully on the vertical stud nuts and square up the
side face of the cap and crankcase.
c) Fit the side studs to the ‘Exhaust’ side of the bearing cap and nip to pull the cap square up to
the crankcase side. Refit the bearing cap shim plate and align so the ‘Air’ side bolts will pass
through into the cap without binding.
d) Fit and use the hydraulic jacks and equipment to tension the vertical studs. See section 5
chapter 2.
e) Fit and use the hydraulic jacks and equipment to tension the four side studs to Stage II. See
section 5 chapter 2.
f) Re---tension the side studs on the adjacent caps. Providing the vertical stud load has not
been released all four side studs can be re---tensioned together.
g) Refit the side stud protectors.
h) Bar the crankshaft to ensure that it is free in its bearings. Investigate any tightness by
slackening each main bearing in turn. Having located the tight bearing ensure the shells and
caps are fitted correctly and tightened to the procedures given in this chapter.

MB430L Mirrlees
SECTION 6 CHAPTER 6
i) When several caps have been lowered at a time, the caps should be re---tightened in order,
working from the middle of the engine, alternately, towards the ends. If the caps are in one
half of the engine, work from the middle of the engine towards the end.
5.5 Crankshaft Thrust Bearings
a) To gain access to the flywheel end thrust washers which are fitted both sides of No.1 main
bearing, the top half of the crankshaft oil retaining cover and the top section of the flywheel
end cover plate have to be removed. These components are sealed with a Loctite face to
face gasket. Jacking screw holes are provided to aid removal of the cover plates.
b) No.1 main bearing differs from all the other main bearings in that the top half is not part of the
crankcase. The top section is a removable cap bolted to a removable bottom cap.
c) Slacken and remove the top cap nuts using the equipment and procedures in section 5
chapter 2.
d) Fit bearing cap Lifter L598 to the top of the cap. Sling to overhead lifting equipment and lift
the cap clear of the studs and out of the crankcase. Retrieve the thrust rings from the cap as
the cap is lifted. Slide the rings out of the bottom bearing cap.
e) Inspect the thrust rings and replace if necessary. Inspect No.1 main bearings whilst the
bearings are accessible.
f) Ensure the thrust washers are marked with the engine number, bearing number, and
position for location in the caps.
g) Lightly smear a non---creep lubricant on the bearing face of each thrust washer before
re---fitting.
h) Refit No.1 main bearing cap as previously described except there is no need to align the side
faces of these caps. Two fitted dowels maintain the cap alignment. When lowering the cap
ensure the thrust washers are not dislodged.
i) Always check the crankshaft end float after replacing the thrust rings (See para 2 and page 2
this section).
6. Crankshaft Axial Vibration Damper -- Geislinger Type
6.1 General Description

Torsional vibration dampers are fitted to diesel engine crankshaft assemblies to reduce to
acceptable limits oscillatory stresses set up in the crankshaft. The size and type of damper is
selected to suit the system requirements. It is attached to the free end of the crankshaft and
contained within the engine crankcase.

MB430L Mirrlees
SECTION 6 CHAPTER 6
The Geislinger damper, Figure 1, comprises an inner (primary) member bolted to the engine
crankshaft and an outer (secondary) floating assembly connected to the inner member by a series
of leaf springs, each of which is contained within a chamber filled with engine lubricating oil. The
effectiveness of the damper depends upon the design of the springs and the movement of oil from
one side of the springs to the other, via controlled clearance of the lateral plates and the secondary
member.
Lubricating oil is supplied to the damper by a continuous flow pressure feed from the engine main
system via the crankshaft.
The damper is drilled in its front face with two small holes, 180 apart, these holes allow the damper
to be continuously ‘vented’ preventing the possibility of air being tapped inside the damper.
NOTE: The engine lubricating oil priming pump must be run prior to starting the engine to
ensure the damper is full of oil.
6.2 Damper Maintenance
Maintenance should be carried out at the intervals specified in section 4 as follows:---
a) Renew the oil seals, one inner (Item 13) and one outer (Item 11) for each of the two side
plates;
b) Inspect the spring---pack blades and flanks of the inner member groove for possible wear.
When ordering replacement oil seals (2 inner and 2 outer per damper), quote the part number of
the damper and its serial number (stamped on the damper side plate), as well as the colour
painted on a section of the periphery near the part number.
6.3 Damper Removal
a) Dismantle the engine sufficiently to expose the damper by removing:---
i) Turbocharger and bracket (if fitted at free end of the engine);

ii ) Air cooler and ducting (if fitted at free end of the engine);
iii ) Any free end drive --- if fitted;
iv ) Lubricating oil piping and fittings;
v) Main frame end casing.
b) Near the engine, on a clean flat surface, within reach of the station crane lay down timber
bearers thick enough not only to clear the damper handling equipment, but also to facilitate
unscrewing the bolts (Item 3).
c) Fit handling equipment to the damper and using the station crane take the strain of the
damper weight, i.e. taut sling. Using lifting eyes and slings for a minimum safe working load
of 2 tons (approx 2050 kg).

MB430L Mirrlees
SECTION 6 CHAPTER 6
d) Remove the coupling bolts attaching the damper to the crankshaft flange.
e) Carefully withdraw the damper from the crankshaft spigot approximately 32mm adjusting
the crane hold (sling tension) as necessary to prevent the damper dropping as it leaves the
spigot.
f) Move the damper clear of the engine and lay down (with the bolt heads, Item 3, upwards)
onto the timber bearers.
g) Remove the handling equipment.
6.4 Inspection and Oil Seal Renewal (Figure 1)

Remove the securing bolts (Item 3) and lift off the side (lateral) plate (Item 1 or 10) using M20 x
2mm eyebolts screwed into the vent---plug holes, which can also be used for forcing screws with
the same thread size.
Inspect the spring blades (Item 9) and the groove flanks of the inner member (Item 12) for possible
wear.
The spring blades are pre---loaded when the inner member is first assembled. However, if wear
is suspected:---
a) Ensure that the inner and outer members are concentric. The maximum permissible
diametrical eccentricity is 0.2 mm measured between intermediate pieces (Item 2) and inner
member (Item 12). Check North & South and East & West.
b) Measure and record the circumferential clearance by feeler gauge(s) between the end of the
spring blade and the flank(s) of the groove (see sketch below).
The clearance between each side of the spring end and the groove must not exceed 0.2mm
(0.006”), or 0.4mm (0.012”) total when measured by holding the spring against one flank and
inserting a feeler gauge between spring and flank the other side. New springs must be fitted if the
above limits are exceeded, and advice should be obtained from our Service Department or from
the Damper Manufacturer.
WARNING
DO NOT attempt to remove springs from the damper assembly. This is a specialist exercise and
requires equipment not normally available in diesel plant maintenance workshops.
6.5 Re---Assembling The Damper
a) Ensure that all parts are clean and free of foreign particles.
b) Discard the oil sealing rings and fit replacements, using grease to hold the rings in position in
the grooves of the lateral plate.

MB430L Mirrlees
SECTION 6 CHAPTER 6
SPRING END WEAR LIMITS
1.
Key
1. Spring pack.
2. Intermediate piece.
2. 3. Inner member.
3.
0.23mm 0.23mm
c) Smear the circular zone where the lateral plate overlaps the inner (12) and outer members
with MOLYKOTE slide varnish (Type 3484, Ref. SD 680) and refit the lateral plate (if
unavailable use one of the assembly greases).
NOTE: The Molykote varnish should be allowed to dry at room temperature before assembly.
d) Refit alternate securing bolts (Item 3) in the inner and outer circles and tighten sufficiently to
hold while the damper assembly is turned over.
e) Using cotton or nylon slings, turn the damper over taking care not to damage the oil feed
tubes (Item 55).
f) From below, unscrew the bolts (No need to remove them altogether). Lift off the other side
lateral plate, items 1 to 10.
g) Remove the oil seals and clean the grooves and faces. Refit this lateral plate following
instructions b) and c).
h) Refit all the securing bolts (Item 3) with the spring---cup washers, using: LOCTITE 275 or
RETAINING COMPOUND 75 under the washers and LOCTITE SCREW LOCK 222 on the
screw threads.
i) Tighten all the bolts (M27) until the underlying disc spring (Item 8) rests just flat on the
surface of the lateral plate and then turn the head of the bolt an additional 870 to 920.

MB430L Mirrlees
SECTION 6 CHAPTER 6
6.6 Installing The Damper On The Crankshaft
a) Fit damper handling equipment such that, when lifted, the marked coupling holes match
those of the engine crankshaft.
b) Re---assemble in the reverse order to that used for damper removal. Ensure that the bolts
securing the damper to the crankshaft flange are tightened to the instructions in Section 5
Chapter 2.
c) Vent and fill the damper as previously described.
6.7 Contamination Of The Oil By Water
If an exceptional quantity of water, especially salt-water, has been detected in the engine oil
proceed as follows to remove all the oil from the damper:---
a) Remove all the vent plugs (32);
b) Rotate the damper until one of the vents is at bottom dead centre;
c) When the oil has stopped dripping out, rotate the damper until another vent is at its lowest
position;
d) When no more oil drips out of the damper in any position, refit all except one of the vent
plugs (32) with their respective washers (7);
e) Refill the engine sump as necessary vent the damper by operating the lubricating oil priming
pump and barring the engine to bring the open vent to top dead centre. Once oil is issuing
freely from the damper vent the priming pump can be stopped and the vent plug replaced.
NOTE: If the engine bearings have shown excessive wear, due to running with oil
contaminated by water, inspect the damper for wear and corrosion as soon as possible.
7. Checking The Security Of Balance Weights
7.1 The balance weights have studs/nuts that are hydraulically tensioned and released, (See
Section 5 Chapter 2). To carry out a security check on these weights first mark the nuts and
balance weight relative to each other. Release each individual nut in turn and then
re---tension. Check that the nut re---tightens to the same location. If there is any discrepancy
exceeding 150 of nut rotation, the balance must be removed and the weight to crank mating
face should be inspected for evidence of fretting, this damage should be rectified before
returning the unit back into service.

MB430L Mirrlees
SECTION 6 CHAPTER 6
LIST OF PARTS ITEMISED ON FIGURE 1 (ON FACING PAGE)

Item Description of part
1 & 10 Side (lateral plates)

2 Intermediate piece
3 Bolt (to retain side plates)
4 Intermediate rings
7&8 Cup---spring washers
9 Spring pack
11 ‘O’ ring oil seal (outer)
12 Inner member
13 ‘O’ ring oil seal (inner)
19 & 22 Shims
21 Dowel
32 Vent plug (either 2 or 4 per damper)
55 Oil feed tubes. (Engine oil is
supplied from hole in end of
crankshaft).

MB430L

GIESLINGER DAMPER ASSEMBLY 6/00 2440/2
MB430L
Instruction Manual
Mirrlees

CRANKCASE ASSEMBLY (FREE END) 6/00 3271
MB430L
Instruction Manual
Mirrlees

CRANKCASE 6/00 3272
MB430L
Instruction Manual
Mirrlees

CRANKSHAFT ASSEMBLY 6/00 3273
MB430L

GIESLINGER DAMPER AND EXTENSION SHAFT 6/00 2303
ASSEMBLY
MB430L Mirrlees
SECTION 6 CHAPTER 7
CRANKCASE EXTRACTOR FAN AND OIL MIST COALESCER

1. Introduction
A depression is maintained in the crankcase by an extractor fan. A pipe from the control end of
the cam bays to the extractor fan units, draw fumes from the crankcase through a filter between
a butterfly valve and the fan. The fumes are discharged to atmosphere via a coalescer. At the
intervals specified in section 4 chapter 1 confirm that the crankcase depression (vacuum reading),
with the engine running on full load and the fan running, is between 13 and 26 mm (0.5 and 1.0
inches) water gauge. The crankcase depression is adjusted by rotating the butterfly control in the
extractor fan intake.
2. Measurement Of Crankcase Depression
a) Connect a water manometer to the cock on the engine (see figure 3).
b) The depression (vacuum reading) is the height of the column of water connected to the
engine tapping above that of the column open to atmosphere.
2.1 Cleaning The Extractor Filter

At the intervals specified in section 4 chapter 1:---
a) Lift out the filter as shown on figure 2;
b) Immerse and clean in paraffin (Kerosene);
c) Dry with compressed air;
d) Refit;
e) Re---adjust the crankcase depression, see subsection 1. above.
2.2 Coalescer Maintenance

Renew the elements when the pressure loss across the coalescer commences to exceed five
inches of water.
3. Crankcase Relief Valve
3.1 Description
Spring---loaded relief valves are fitted in the crankcase inspection doors; on both sides of the
engine. The valves incorporate a gauge flame trap and a protection cowl. The valves afford
protection against high crankcase pressures if an explosion results due to any local overheating
condition within the engine. They relieve pressure in excess of 0.75 lb/in2, absorb the flame, and
close to prevent air re---entering which might promote conditions for a secondary explosion.

MB430L Mirrlees
SECTION 6 CHAPTER 7
3.2 Maintenance
At the intervals specified in Section 4 chapter 1. Withdraw the valves for inspection as follows:---
a) Remove the cowl (4);
b) Depress the valve spring (19) and remove pin (21);
c) Unscrew spring cap (20) and remove valve spring (19) and valve (17);
d) Inspect ‘O’ rings (16) and (9). Renew if necessary;
e) Apply graphite grease to the ‘O’ rings and re---assemble;
f) Inspect the gauge flame trap (10) and if necessary clean in a bath of paraffin (Kerosene).
This can be done without removing the flame trap gauge from the carrier (11). Should the
gauze assembly has to be renewed proceed as follows:---
i) Remove the existing gauze assembly;

ii ) Place new gauze assembly in position with clip supplied;
iii ) Tighten clip as much as possible;
iv ) Hammer the clip all the way round the periphery to mould the gauze over the carrier
lip and enable the clip to be tightened still further;
v) Repeat iv ) until the clip is level with the carrier rim.

MB430L

EXTRACTOR FAN & FILTER UNIT 6/00 1083/2
MB430L

OIL SEPERATOR (COALESCER) 6/00 2283
MB430L

CRANKCASE RELIEF VALVE 6/00 0632/3
MB430L
VACCUM TAPPING POINT
FREE END CASING

EXTRACTOR FAN VACUUM TAPPING POINTS 6/00 2304/1
MB430L Mirrlees
SECTION 6 CHAPTER 8
CHAPTER INDEX
BOSCH FUEL INJECTOR AND NOZZLE

Fuel injectors 1 1
Injector inspection and removal 2 2

Injector torques 2 2.3
Dismantling procedure 2 2.4
Rectification of leaks 4 2.5
Re---fitting the nozzle 4 2.6
Injector testing 5 2.7
Storage of injectors and nozzles 6 2.8
Cooled fuel injector assembly 1

MB430L Mirrlees
SECTION 6 CHAPTER 8
BOSCH FUEL INJECTOR AND NOZZLE
1. Fuel Injectors---General Description
1.1 The long stem nozzle holder is fitted with a high pressure inlet connection where the
injection pipe from the fuel pump is coupled.
1.2 The central drilled passage in the nozzle holder is for leak off of any fuel that escapes
through the nozzle needle clearance to its body. The top end of the leak off passage is also
drilled through to the thread of the injection inlet connection. If there is any high pressure
leakage this would also discharge to the leak off passage. Any possible leakage at the inlet
connection thread is sealed by an ‘O’ ring. Leak off fuel is piped away by a connection to
the tapped hole adjacent to the inlet connection.
1.3 There is no separate facility for venting the nozzle holder, sufficient venting can be
achieved by just slackening back the injection pipe nut at the inlet connection whilst the
hand test pump is operated. When in the engine the holder is self cleared by the fuel
injection rate when the engine is started.
1.4 The bottom end of the nozzle holder stem central hole is fitted with adjusting shims, spring
and thrust cap. A recess in the end of the thrust cap locates to the end of the nozzle needle
thrust pin, to transmit the spring thrust to the nozzle needle.
1.5 A transfer block is fitted between the end of the nozzle holder and the nozzle. Dowels
locate the transfer block to the nozzle holder. The nozzle is pinned to the transfer block to
ensure alignment of the fuel injection passages. The whole assembly being pulled
together and sealed by tightening the nozzle nut.
The underside of the transfer block forms an abutment for the shoulder of the nozzle
needle to limit the nozzle needle lift.
The nozzle release pressure is set by fitting sufficient thickness of shims to adjust the
spring thrust load onto the nozzle needle so that fuel is released at the specified pressure
when checked on the hand test pump.
1.6 The nozzle holder is drilled to provide nozzle cooling for engines operating on residual
fuels. The cooling medium being light fuel oil.

MB430L Mirrlees
SECTION 6 CHAPTER 8
2. Injector Inspection and Removal
2.1 At 4000hrs in conjunction with Valve Cage overhall remove the Injectors and clean the
outside of the nozzle only. Removing any adhering deposits.
2.2 Bosch advise that Fuel Injector nozzels are a non---servicable component. At 8000hrs for
both Light and Heavy fuel applications the old nozzle should be removed and replaced.
2.3 Injector Torques
COMPONENT TORQUE
Nozzle Nut 1000 to 1100 Nm
Feed Pipe 200 to 220 Nm
Leak Off Connector 30 to 35 Nm
Cooling Connectors 30 to 35 Nm
Injector Clamping Nuts 163 Nm
2.4 Dismantling procedure (Test the injector before dismantling)
a ) Prior to nozzle removal the nozzle nut should be soaked overnight in a carbon removal
solution, or if this is unavailable, clean light fuel. This should prevent the transfer block
dowls shearing as the nozzle nut is undone.
b ) Place the complete injector, with the nozzle into large securely anchored vice. Due to
the high torque required to tighten and slacken the nozzle nut i.e. 1000Nm a torque
multiplier is used in conjunction with a torque wrench. A reactor post is provided to react
the torque multiplier against. This must be securely anchored adjacent to the vice used
to hold the injector (see section 7).
c ) Unscrew the nozzle nut using the socket and wrench provided, and remove the nozzle
assembly. If the nozzle assembly is tight in the nut, drive it out using a special tool to
avoid damage to the end of the nozzle. This tool consists of a piece of 25mm diameter
brass or mild steel 75mm long with a 16mm diameter hole drilled 16mm deep in one
end to clear the end of the nozzle.

MB430L Mirrlees
SECTION 6 CHAPTER 8
WARNING
The highly polished surface of the transfer block must not be scratched or defaced. This
also applies to the end of the nozzle holder and the nozzle, the faces must be perfectly
clean with a mirror finish to maintain a leak---proof joint.
2.5 Rectification Of Leaks
The transfer block and its mating faces on the nozzle holder body and nozzle assembly
must make a perfect joint to prevent leaks. In an emergency, the faces of the transfer block
and nozzle assembly can be lapped, using a polished surface plate. A thick glass disc may
be used providing it has a true flat surface.
Place the nozzle holder upside down in a soft---jawed vice and lap the face using a small
hand surface plate with fine paste such as jeweller’s rouge. The joint faces must be kept
parallel.
Although the above procedure may be satisfactory, it is recommended that defective
injectors are returned to the manufacturers or their agents for reconditioning.
2.6 Re---fitting The Nozzle
a ) Ensure that the shims, spring and thrust cap are in position and are correctly fitted.
b ) Fit the transfer block to the end of the nozzle holder with the holder spring spindle
located to the recess in the top of the transfer block. Ensure that the dowels locate the
transfer block to the nozzle holder.
c ) Fit the nozzle complete with its needle to the transfer block. Ensure that the dowel pins
locate the nozzle body to the transfer block. The faces must be able to close, ensure that
there is no dowel problem that will hold them apart.
d ) Apply ‘ROCOL Anti---seize Compound J166’ to the threads and fit the nozzle nut and
screw up by hand only, as far as possible, making sure that the transfer block and
dowels are not displaced.
e ) Complete the tightening using the socket torque multiplier, and wrench, as the faces
close metal to metal tightening should be felt to go hard suddenly. Torque tighten finally
to 1000 Nm.
NOTE: The torque multiplier has a 5 to 1 ratio, the actual torque applied to achieve
1000 Nm is 200 Nm.

MB430L Mirrlees
SECTION 6 CHAPTER 8
2.7 Injector Testing
a ) Flush out the nozzle test unit by pumping through a small quantity of test oil (Shell RF 11
or Wakefield Dick Injector Oil No.3) before coupling up to the injector.
b ) Prior to dismantling any injector for cleaning couple the injector to the test unit. Leave
the test pipe nut at the nozzle holder inlet connection slightly slack. Close the pressure
gauge cock on the test unit and actuate the test pump until the test oil that spills out is
free of air.
c ) Tighten the test pipe nut and operate the test pump lever with a fast ram action and
study the spray. The needle must buzz or chatter freely to result in a finely atomised
spray. The oil must not squirt out in a continuous stream or jets.
The spray must be uniform and symmetrically distributed. The nozzle tip should remain
dry and fuel should not collect upon the surface.
WARNING
Take care to direct the nozzle away from the body as the high velocity jet can penetrate
both clothing and skin and cause infection.
d ) Open the gauge cock and while still pumping, note the pressure at which the nozzle
commences to spray. This is the needle release pressure. If this pressure has dropped
by more than 80 bar from the recommended pressure of 450 to 462 bar the nozzle
spring is becoming weak and should be replaced. The needle release pressure can
stabalise as low as 370 bar.
If the release pressure is more than 80 bar below the recomended operating pressure, add
shims to set to the correct release pressure. After re---assembly and connection to the test
pump, operate the pump a few times with the gauge cock closed to ensure that all
components have settled and then finally re---check the pressure.
e ) Wipe the tip of the nozzle dry, then raise the pressure on the gauge to 40 bar below the
operaating pressure and hold for 10 seconds. The nozzle tip should be dry, indicating
that the valve does not leak. If not dry, the needle seat is damaged or dirty. In addition,
there should be no leakage around the nozzle nut. To ensure that all spray holes are
clear and producing a satisfactory spray, place a piece of paper or cardboard about
50mm from the nozzle tip and operate the hand lever for a single full firm stroke. The
resultant pattern will reveal any blocked or partially blocked holes.

MB430L Mirrlees
SECTION 6 CHAPTER 8
f) It is not necessary to dismantle to clean any injector that is performing satisfactorily, just
clean externally. Any injector giving a poor performance must be replaced.
g ) Good atomisation may not be apparent when operating the small hand test pump, but if
the needle chatters and break up of the fuel occurs the injector will be satisfactory when
it is operating in the engine in conjunction with the high capacity and high pump velocity
of the engine fuel injection pump.
Notes
i) Defective injectors or nozzles are to be returned to the makers.
ii ) If the injector is to be stored as a spare part, screw a brass or plastic cap onto the
inlet connection to prevent the ingress of dirt.
iii ) Assembled units that have been in store for in excess of one month should be
re---tested on the test pump before being fitted into the engine.
2.8 Storage Of Injectors And Nozzles
This information is issued for the guidance of engine manufacturers Agents and Users
holding stock of fuel injection equipment.
All equipment should be kept under clean, dry conditions. Unpacked items should be
greased and covered to prevent dust and dirt accumulating. Small items such as springs
are best stored submerged in oil.
Nozzles should be kept in their original individual wrapping and carton until required for
use. If an unused nozzle is kept in store for more than two years, it is necessary to
replenish the oil film between the needle and nozzle body. This should be repeated at
intervals of two years until the nozzle is put into service. Unpack the nozzle, remove the
needle and carefully flush and clean the nozzle body and needle in clean injector test oil;
refit the needle and repack the nozzle. Only injector test oil, which contains a corrosion
inhibitor, should be used; fuel oil or paraffin must not be used.
Completely assembled injectors and unpacked nozzles may only be stored for periods
of six months before requiring the above treatment. Injectors should be completely
dismantled and flushed out as well as the nozzle. Re---assemble re---set the release
pressure and fit any dust caps provided.

MB430L
Instruction Manual
Mirrlees

BOSCH FUEL INJECTOR ASSEMBLY 9/97 3285
MB430L Mirrlees
SECTION 6 CHAPTER 9
BOSCH FUEL INJECTION PUMPS

1. Location
One fuel pump is flange mounted on a tappet base between each cylinder head at the front of each
cylinder casing.
2. Description
The Bosch fuel injection pump (figs 1 & 2) PF type is a single cylinder pump arranged for mounting
on the engine and driven by the engine camshaft and lubricated by the engine lubrication oil
system--- The pumping plunger has a Titanium finish to reduce chances of seizure and for better
wearing qualities---
An identification plate is fixed to the front of the pump which shows the ten digit part number and
the type number using the following code:
P F 1 DV 340 V---C
Element diameter
Pump Base Single cylinder in mm Design
flange Stroke of Pump 10 changes
mounted
Also on the pump is a unique number for that pump only.
Fuel from the pump is injected directly in to the cylinder via a high pressure pipe and injector
assembly with oil cooling of the injector body and nozzle.
3. Removing The Fuel Pump From The Engine
3.1 Close off the fuel supply.
3.2 Drain down the engine fuel supply and return system.
3.3 Remove the injector supply pipe.
3.4 Remove the fuel piping between the pump and the supply and return manifolds.
3.5 Remove the lubricating oil supplies to the pump.
3.6 Disconnect the fuel control lever from the pump rack.
3.7 Ensure the fuel cam is on base circle before attempting to release the pump mounting bolts, also
ensure the sprag system has not been actuated.
3.8 Release the pump mounting bolts using cranked tool L1103 and an appropriate size socket and
torque wrench.
3.9 Fit lifting eye L1477 to the fuel delivery union and sling to overhead lifting equipment.

MB430L Mirrlees
SECTION 6 CHAPTER 9
3.10 Lift the pump from its mounting.

NOTE: The fuel pump sits on top of the tappet base with shims between the pump and base.
The shims set the fuel pump at the correct base line setting. These shims must not be
interchanged without permission. Retain the shims with their correct fuel pump base.
4. Pump Maintenance
4.1 To Dismantle The Pump (See Figs--- 1 & 2)
a ) Remove circlip (4) and lower bucket (12) at the same time, carefully remove the element plunger
from barrel (13). NB --- THE BARREL AND PLUNGER ARE A MATCHED PAIR AND SHOULD
ALWAYS BE KEPT TOGETHER.
b) Remove control sleeve (18)--- It should be noted that a location peg on the control sleeve should
pass through a corresponding slot in the control rod rack, this peg is to locate the sleeve teeth in
the correct relationship to those on the control rod.
c) Remove screw and washer (5 and 7), rack seal retaining ring (6) and rack seal (23).
d) Measure protrusion of over load stop (21), slacken lock nut (22) and remove overload stop.
e) Remove control rod location screw (19).
f) Remove control rod (18).
g) Slacken delivery valve (PUDV) holder (29) and remove together until lower valve spring (28),
delivery valve body (25), delivery valve cone (27), volume reducing peg (30) and upper valve
spring 26).
h) Remove barrel clamping cap screws (9), slacken in the order illustrated (1,5,8,4,2, 6,3,7 ---
numbered clockwise round in sequence) and collar (24)--- See illustration attached (fig--- 3).
i) Remove plunger barrel (13). Note --- this is positioned by a dowel located by two pegs on top of
pump housing (1).
j) Spill erosion plug (10) with washer (11) can be removed.
4.2 Inspection Of Pump Components
a) Wash all parts including pump housing and blow off with compressed air--- The tappet bucket (12)
should be checked for wear on the pad contacted by the driving cam and the claw in to which the
foot of the element fits, also the outer diameter which reciprocates in the pump housing. Check
also where the spring seats for any wear or damage.

MB430L Mirrlees
SECTION 6 CHAPTER 9
b) The circlip (4) should be examined for damage or twist--- The return spring (16) should be checked
for any cracking or fretting or any damage or deformation--- Upper spring pad (17) should be
checked for flatness and lack of fretting.
c) The control sleeve (20) must be checked for its teeth being in good order and also for wear on the
slot in which the element plunger cross head locates and for any general wear.
d) The control rod (18) should have its teeth checked and for any wear on the bearing surfaces
including the hole for the connecting pin. The overload stop (21) and lock nut (22) should have a
general check together with items (5), (6) and (7)--- The control rod seal (23) should, if possible, be
discarded in favour of a new one.
e) The control rod locating screw (19) should be checked particularly for the condition of the surface
in contact with the control rod (18). Check the cap screws (9), not only for the thread but for the
condition of the hexagons for the AlIen key. The delivery valve holder (29) should have its threads
inspected, particularly 30 x 2 thread for the injection pipe which is always prone to damage if
precautions are not taken when handling the pump. Protection cap (32) should always be fitted
when off---engine--- Check delivery valve body (26) and delivery valve cone (27) for seat
condition--- Generally inspect the springs (26 and 28) and volume reducing peg (30).
f) The pump element (plunger and barrel) (13), should be most carefully checked and handled and
visually inspected for scratches or evidence of any ”pick up” having occurred--- Any signs of
cavitation should be observed as to its severity and position in relation to the helix. Any cavitation
erosion breaking into the helix should receive serious consideration as to possible replacement.
Cavitation in other places, unless very severe, can usually be accommodated--- In most cases, the
condition of elements can be assessed visually but the final criteria would be a hydraulic test to
achieve the performance figures. Check the sealing face for the delivery valve holder (29). If spares
are available, discard the three O.5 rings (14,15 and 16) on the outer diameter of the element barrel
(13), check the element plunger foot and crosshead which locates in the control sleeve (20)---
PLUNGER AND BARREL ARE MANUFACTURED AS A MATCHED PAIR AND SHOULD NEVER BE
MIXED WITH OTHERS.
g) Check both erosion plugs (10) for any signs of bad erosion and check condition of sealing
washers (11).
4.3 Assembling Fuel Pump
a) Wash all parts, including pump housing (1) in clean paraffin and blow off with compressed air.
b) Immerse element barrel and plunger, delivery valve components and springs in clean fuel oil or
calibration fluid so that they can be assembled ”wet”.
c) Fit plunger to barrel , the short groove should be to the control rod side and the long groove
opposite to control rod side (see fig. 3).

MB430L Mirrlees
SECTION 6 CHAPTER 9
d) Screw PUDV holder (29) fully into barrel WITHOUT PUDV or springs (26,27,28,29 and 30).
e) Fit O---rings (14, 15 and 16) to barrel (13) and smear with grease.
f) Drop barrel (13) with PUDV holder (29) in to housing (1) and ensure that the dowel on the side of
the barrel (13) locates in between the two pegs on the pump body (1)---
g) Tap the barrel (13) into the pump housing (1) with a soft closed drift on top of PUDV holder (29).
See illustration fig--- 3.
h) Fit the barrel clamping collar (24).
i) Fit and tighten cap screws (9) to 10Nm then 40Nm then 90Nm +/---3 Nm in the sequence shown in
fig 3.
j) Remove PUDV holder (29) and fit ”wet”, all PUDV sprlngs and components (30, 28, 27, 26, 25,and
24), grease and fit PUDV holder (29) and tighten to a torque of 500 +/--- 15 NM.
k) Fit control rod (18) and sleeve (20) and ensure that the small peg on the sleeve goes through the
groove in the control rod (18) to ensure the teeth on control rod and control sleeve are in the
correct relationship.
l) Check the element plunger (wet) for freedom in its barrel (13). Check that it does not stick on the
control sleeve sleeve (20).
m ) Fit control rod screw (19) and tighten to 110 +/---5 NM.
n) Check again for freedom of moving parts.
o) Fit, using Loctite 273, spill erosion screw (10) and washer (11) and tighten to 85 +/---5 NM.
p) Fit upper spring plate (17), spring (16), bucket (12) and circlip (4). See Section 7 Tool 40 for
compressing spring to fit circlip.
q) Fit seal (23), washer (6) and screws and washer (5 and 7) to end of control rod bore.
r) Fit overload stop (21) and lock nut (22) and torque to 35 +/---5 NM.
s) Setting of the overload stop should be done on the engine to 105 above full load--- Nominal setting
140.28mm from centre line of pump body to the end of stop (21). The measurement taken when
dismantling the pump could be useful, particularly if the pump is returning to its original position on
the engine.

MB430L Mirrlees
SECTION 6 CHAPTER 9
4.4 Re---fitting The Fuel Pump To The Engine
a) Ensure the fuel pump tappet is on the cam base circle, if not, turn the engine on the barring
gear until it is. Ensure the base line setting shims plate are in place on the top of the tappet
block.
b) Sling and lift the fuel pump and position on to the fuel pump base. Fit the retaining bolts and
align the pump to the fuel control lever.
c) Using the cranked extension piece and socket, tighten the pump down evenly. Finally
tighten to a torque of 339Nm.
d) Couple the fuel control shaft lever to the fuel pump rack.
e) Refit the fuel and lubricating oil pipework to the pump.
f) Refit the injector pipe.
g) Prime the fuel system and bleed out any trapped air.
NOTE: Run the lubricating oil supply system to the pumps whilst priming the fuel system to
prevent fuel spilling via the fuel pump base back into the lubricating oil supply system.

MB430L

BOSCH FUEL INJECTOR PUMP 6/00 3284
MB430L

BOSCH FUEL INJECTOR PUMP 6/00 3284
MB430L

BOSCH FUEL INJECTOR PUMP ASSEMBLY 6/00 3284
DETAILS
MB430L Mirrlees
SECTION 6 CHAPTER 10
ENGINE MOUNTED SERVICE PUMPS
1. Lubricating Oil Pumps
Twin lubricating oil pressure pumps are mounted on the free end of the engine and are driven by
a gear at the end of the crankshaft.
The pump drive shafts have a slow taper on to which a hub is fitted. The drive is taken by the taper
as keys are not fitted. The gearwheel is mounted on to the hub and retained by fitted bolts. The
hubs are mounted using hydraulic pressure and a pressing tool, see subsection 5.
Internal suction pipes are fabricated into the sump and arranged to take oil from two crank bays
towards both ends of the engine. The suction inlet end of each of these pipes is fitted with a coarse
strainer --- removable for cleaning. The suctions are coupled to the lubricating oil pumps via
fabricated bends. Non---return or foot valve assemblies are not fitted in the suction system.
2. Pressure Relief Valves
The pump deliveries are coupled and a relief valve connected to the delivery pipe, relieve excess
pressure by discharging back to the pump suction. This protects the lubricating oil pipes and
equipment against any pressure build---up due to cold oil and/or a restriction in the system.
3. Pressure Regulating Valves
The valve is connected to the pressure inlet pipe at the control end of the engine and discharges
back to the engine sump. The valve should be adjusted to obtain the gauge pressure given in
the Technical Data Sheets when the oil is at normal operating temperature.
To adjust the valve, unscrew the top cap, release the locknut and turn the adjusting screw
clockwise to increase the pressure, anti---clockwise to decrease.
The pressure can be assumed to be satisfactory providing that it does not fall below the limit
quoted in ‘Technical Data’.
4. Removing Pumps From The Engine
4.1 Drain down the large bore pipework surrounding the oil pumps by removing plugs in the suction
side or slackening flange positions.
4.2 Remove the delivery manifold from the top of the pumps and relief valve.
4.3 Remove the short pipe section from the suction side of the pump(s). Do not remove the bend
section to the sump unless the sump has been drained.
4.4 Wrap a sling around the pump body and take the weight of the pump. Remove the dowels and
setscrews securing the pump to the gearcasing.

MB430L Mirrlees
5. Removing Gearwheel And Mounting Hub From The Pump
5.1 Slacken the gearwheel to hub retaining bolts and drive out. Lift the gear from the mounting hub.
5.2 Lock the pump drive shaft and loosen the drive shaft nut leave the nut on the shaft with a 10mm gap
between the gear and the nut.
5.3 Fit the high pressure connection to the gearwheel hub and couple to the hydraulic intensifier unit.
5.4 Fit the puller tool No. L1946 to the hub and apply a torque of 270 Nm (200 lb.ft) to the centre jacking
screw.
5.5 Pressurise the hub to 1723 bar (25,000 lb/in2) with the intensifier and hold the pressure until the
hub releases (approx 2---3 minutes).
5.6 Remove hydraulic and jacking tackle from the hub. Remove the hub from the shaft.
6. Lubricating Oil Pump Maintenance
6.1 When replacing or renewing drive shaft oil seals fit them as shown in Fig.1. The seals and the gap
between them should be filled with grease. Ensure that the lip of each seal is not damaged during
fitting.
6.2 The end covers have matching lines to facilitate correct positioning on the pump body. Ensure
these matching lines coincide on re---assembly.
6.3 The end cover ‘O’ ring seals may be reused if they are undamaged, are pliable and without
permanent set.
6.4 See section 6 chapter 1 for clearances.
6.5 When fitting the inlet and outlet pipes to the pump facings ensure that they fit without undue strain.
Badly fitted pipes could cause distortion of the pump casing and affect the close running
clearances within the pump.
7. Re -- fitting Pump Hub And Gearwheel
7.1 Clean the mounting hub bore and tapered shaft of pump.
7.2 Check the bed of the hub to the pump taper by applying engineers blue to the pump shaft and
rotating the hub on the shaft. A bed of 70 to 80% must be evident before pressing the hub onto the
shaft. Lap the two components together if necessary to acheive the correct bed.
7.3 Fit the nut to the shaft and apply an initial torque of 68 Nm, (50 lb.ft approx) prevent the shaft from
turning by chocking rotors. Measure distance to mounting flange from hub face and record.

MB430L Mirrlees
7.4 Fit the high pressure connections to the hub. Set torque wrench at 176 Nm (130 lb.ft) apply
1520---1590 bar (22000---23000 lb/in2) hydraulic pressure, tighten the nut using the torque wrench
until the hub has moved up the shaft to a position where the front face of the hub flange is 118.5mm
from the pump mounting face.
7.5 Release hydraulic pressure and remove hose --- remove high pressure connection from the hub,
clean threads of nut and shaft, fit the tab---washer and nut and tighten nut to 340 Nm (250 lb.ft
approx). Bend tabs to nut and setscrew.
7.6 Remove chock from pump rotors, check pump is clean internally.
7.7 Refit the gear to the hub and tighten the retaining bolts securely.
7.8 Check gear concentricity.
8. Refitting Pump To The Engine
8.1 Sling and lift the oil pump assembly. Locate the assembly to the free end gear---casing together
with the face joint.
8.2 Align the mounting plate to the gearcase with the location dowels and retain with the setscrews
and tighten securely.
8.3 Check gear clearance is with in tolerance quoted in section 6 chapter 1.
8.4 If a new pump is being fitted or the original requires adjustment, adjust the position of the pump to
obtain the correct clearance, maintaining the level and alignment of the pump faces. Re---dowel
after setting.
8.5 Refit all the pump pipework ensuring no strain is placed on the pump casings. Tighten all flange
faces securely and refit any plugs previously removed.
8.6 Prime the lubricating oil system fully with the motor driven priming pump and check for leakage
before starting the engine.
8.7 When the engine is started make sure both pumps have primed and are working.

MB430L

LUBRICATING OIL PUMP 6/00 2293
MB430L

LUBRICATING OIL PRESSURE RELIEF & 6/00 2203
REGULATING VALVE
MB430L
SEE VOLUME 3
FOR PART NUMBERS

LUBRICATING OIL PUMP ARRANGEMENT 6/00 3308
(8 CYL ENGINE)
MB430L Mirrlees
CAMSHAFTS AND TIMING

1. The Camshaft
The camshaft and all items fitted thereto are pre---assembled. The cams and thrust ring are fitted
using round cotters having a tapered flat. On some installations the camshaft can be fitted with
the addition of tuning masses. The masses can be of varying sizes and fitted to the shaft in various
positions. When a camshaft has the addition of tuning masses their positions should be noted
before removal and refitted to there original positions on rebuild. The camshaft gearwheel has
an accurately machined tapered bore and is hydraulically mounted onto the taper at the FWE of
the camshaft.
Changes in the camshaft timing are affected by hydraulic adjustment of the compound gear in
the FWE gear train.
The camshaft assembly is then fitted into its housings. Half bearing shells are fitted to the housing
and to the bearing caps, the shells being located by a tang on the shell engaging to a slot in the
butt edge of the housing and the cap.
The bearing caps are line bored during manufacture and each cap is stamped to locate to its
particular bearing position. A cap must always be refitted to its initial position and cap positions
must not be interchanged or the assembled bore size and alignment could be affected. The caps
locate to the housing with a ‘jaw’ fit at the housing butts and a dowel in the butt ensures correct
way round fitting.
2. Camshaft Assembly
Each cylinder has a set of three cams threaded on to the camshaft. The cams must be threaded
on to the shaft from the free end and they are fitted in the following sequences:---
Free End 1st Fuel, 2nd Air, 3rd Exh.) Gear End
2.1 Fuel Cam --- This cam is fitted to the shaft so that the cotter hole side of the cam is nearest to the
camshaft gear.
2.2 Air Cam --- This cam is fitted with the cotter hole ahead of the cam profile i.e. cotter hole side
farthest from the camshaft gear.
2.3 Exhaust Cam --- The cam must be threaded on to the shaft so that the cotter hole side is away from
the gear end of the camshaft.
2.4 The cam cotters are ‘press’ fitted in the direction of camshaft rotation (NB which is opposite to
crankshaft rotation). For details of the method of cotter fitment contact MAN B&W Diesel Limited,
Mirrlees Blackstone.
2.5 When fitted, tuning masses are clamped around the camshaft using capscrews tightened to a
torque of 150Nm, having first applied Loctite (222) screwlock to the capscrew treads.
2.6 The cams are generally positioned laterally with their cotter holes central to the camshaft cotter
slot. The clearance between the cotter and the camshaft slot allows some sideways displacement
so the cams should be checked to their location dimensions as given on Fig.2.

MB430L Mirrlees
2.7 Removing a Camshaft Assembly
a) Remove injector pipework and injector assemblies.
b) Remove lids and top covers.
c) Remove rocker assemblies from cylinder heads and remove both air and exhaust pushrods.
d) For ease of access the removal of the entire air manifold is recommended.
e) Remove fuel and lubricating oil supply pipework from fuel pumps --- remove air start and
drain pipework from fuel pump bases.
f) Remove the fuel control shaft and trip gear.
g) Slacken and remove each fuel pump with its cam on base circle, use special lifter, tool
number 1477 to lift the pumps.
NOTE: Special long offset socket drive Tool No. L1103 is required for fuel pump retaining
nuts.
h) Remove camshaft inspection doors and side covers --- disconnect lubricating oil supplies to
fuel pump bases, tappet blocks and camshaft bearings. Remove the camshaft lubricating
oil supply manifold. Remove free end camshaft cover from cylinder casing and column.
NOTE: Covers are sealed with Loctite and will require jacking off.
i) Slacken and remove fuel pump base assemblies with cams on base circle. Also see 3.1 d )
Fuel pump base removal.
NOTE: The fuel pump base has an integral spring which loads the pump roller independent
of the fuel pump.
j) Remove pushrod shrouds from cylinder heads and tappet blocks.
k) To allow lifting of the camshaft remove 2 suitable tappet block assemblies as follows ---
Number two and five for six cylinder engines and two and seven for eight cylinder engines.
NOTE: There is a retaining bolt between the tappets under the cylinder casing in the cam
bay.
l) Remove the engine governor from its drive casing.
m ) Remove camshaft end support bearing from the end casing.
n) Remove camshaft end casing.

MB430L Mirrlees
o) Remove camshaft gearwheel assembly. See figure 5, then removing the appropriate four
cleveloc nuts and distance pieces, then remove the fitted bolts in order that the hub
extraction tool studs can be fitted.
p) Now remove the gear wheel as follows:
i) Fit forcing tools --- Ensure bore of gearwheel and the shaft are dry --- slide the gear up the shaft
as far as possible --- fit the threaded adapter tool No., 82491 to the end of the shaft and tighten
securely --- fit forcing tool No. 82491 to the end of the shaft --- fit thrust washer and nut ---
thoroughly clean out the intensifier tank and refill with Vitrea 68 oil --- connect hose to
intensifier and quill tool No. 70648 --- purge old oil from the intensifier and pipework catching
in a container --- purge until tank level has dropped approx. 1”
ii ) tighten the end nut --- pressurise the quill to approx. 22,000psi --- when the gearwheel releases
on the taper slowly release the end nut to allow the gearwheel to he pushed down the taper
--- fit lifter tool No. 54435 and take the weight with the crane --- remove all tooling from the
camshaft --- remove the gearwheel taking care not to damage the tapered parts of the shaft
and gearwheel.
Note: DO NOT POLISH TAPERED END OF SHAFT AND ENSURE VITREA 68 OIL IS USED
WARNING --- DO NOT STAND IN LINE WITH THE END OF THE CAMSHAFT OR QUILL
WHILST PRESSURE IS IN THE SYSTEM.
q) Remove the camshaft thrust cap and remove the thrust rings.
r) Now remove camshft damper as follows:
i ) Remove cover plate from damper --- fit press tools as per fitting procedure --- ensure
the ram of the hydraulic cylinder is fully retracted whilst tightening the long bolt 82558 ---
extend the ram and build up a pressure of approx 2,500psi on the hand pump --- pressurise
the quill 70648 via the intensifier untill the damper releases on the taper --- when the damper
has released --- slowly release the pressure in the hydraulic cylinder allowing the damper to
travel down the taper --- remove press tooling and fit lifter 82589 --- using the crane, slide the
damper off the end of the shaft taking care not to either of the tapered areas.
WARNING --- IT IS IMPORTANT THAT THE CAMSHAFT IS FREE TO FLOAT WITHOUT

THRUST RINGS, BEFORE ANY ATTEMPT TO SLING OR LOWER THE SHAFT IS MADE,
OTHERWISE SERIOUS DAMAGE TO THE CYLINDER CASING MAY RESULT.
s) Sling the camshaft through the tappet block apertures slightly towards the flywheel end to
compensate for the extended camshaft and take the weight, then remove all camshaft
intermediate bearing caps, leave two caps tight one at each end of the shaft.

MB430L Mirrlees
t) Slacken the final two caps approx 13mm and check as to the level of the camshaft lift.
u) Remove the remaining bearing caps and carefully lower the camshaft onto wooden blocks.
v) Re---sling the camshaft and lower it to the floor.
2.8 Refitting a Camshaft Assembly
a) Inspect bearing running areas on the camshaft for knocks, scratches etc, lap if required and
wipe shaft and cams clean.
b) Clean camshaft bearing housing oilways and bores --- fit clean bearing shells to bearing
housings in cylinder casing.
c) Apply clean oil to shaft bearing areas prior to refitting the camshaft.
i) Sling the camshaft at number two and five or two and seven cylinder positions, six and
eight cylinder engines respectively;
ii ) Lift the shaft and slide into the cambay area on to wooden blocks;
iii ) Re---sling the camshaft through the tappet block cores and gently lift it into position.
Refit bearings and bearing cap bolts to retain the camshaft --- see section 5 chapter
2 for tightening procedure. Leave the thrust bearing out, and cap off at this stage.
d) Fit thrust rings and bearing cap --- adjust thrust collar to maintain a thrust clearance of 0.008
inch to 0.010 inch --- Torque tighten the thrust bearing cap bolts to the procedure in section 5
chapter 2. and bend locking plates to bolt heads.
e) Refit temporary, No.1 line fuel pump base, complete with fuel pump shim plates --- obtain
timing gauge Tool No. L1479 --- Set gauge No. L1479 on top of shim plate. Turn the camshaft
‘anti---clockwise’ until pump base tappet touches the underside of the gauge --- as base
spring will turn the shaft back, block the shaft in position or slacken the base to take off the
load. No.1 line is now at spill port closure.
f) Turn the crankshaft to S.P.C. for the same line then refit the gearwheel See Figure 5.
g) Now fit the camshaft gear wheel as follows:

i) Obtain camshaft gearwheel --- sling and lift the gearwheel using lifter tool No. 54435
and jib crane --- wash thoroughly --- check for damage and remove any burrs.
ii ) Ensure bore of gearwheel and the shaft are dry --- slide the gear up the shaft as far as
possible --- fit the threaded adapter tool No., 82491 to the end of the shaft and tighten
securely --- fit forcing tool No. 82491 to the end of the shaft --- fit thrust washer and nut
--- thoroughly clean out the intensifier tank and refill with Vitrea 68 oil --- connect hose
to intensifier and quill tool No. 70648 --- purge old oil from the intensifier and pipework

MB430L Mirrlees
catching in a container --- purge until tank level has dropped approx. 1” --- fit the quill
to the gearwheel --- set up two torque wrenches at 50lbs/ft and 500lbs/ft --- apply a
torque of 50 lbs/ft. to the end nut to set the gearwheel as a datum on the taper.
iii ) The gearwheel must be pushed 12mm up the taper from this point --- set up a D.T.I.
and an alternative means of measurement --- apply a pressure of approx. 22,000psi
to the quill whilst simultaneously tightening the end nut --- do not exceed a torque of
500lbs/ft on the end nut --- when 12mm of travel has been achieved release the
pressure on the intensifier but leave the nut tight for at least 2 mins. to avoid creep
on the gearwheel on the taper
NOTE: Bore of gear and tapered end of shaft must not be polished, burrs are to be removed
locally removing minimum amount of material.
h) Bar the engine anti-clockwise at least 450 then turn it clockwise to S.P.C. Check the crank
angle, it should be at S.P.C angle.
i) If the engine timing is incorrect then it must be reset.

i) The crank can be turned a small amount until it is at the correct S.P.C. position.
ii ) Ensure the fuel pump base is still at S.P.C. --- fit quill 70648 to intergear --- connect to
hydraulic intensifier --- pump up to approx 16,000PSI --- re---set crank angle to 16
BTDC ensuring the camshaft position does not alter --- release the hydraulic pressure
whilst ensuring the 2 gears of the intergear assembly are feeler tight to each other.
NOTE: Great care must be exercised to ensure that the engine is timed correctly as errors
can result in serious engine damage.
j) Refit all fuel pump base assemblies with new ‘O’ ring seals --- align the front face of the pump
bases parallel to the edge of the cylinder casing within 0.051 mm (0.002 inch) and tighten
down securely.
k) Refit tappet block assemblies with new joints to cylinder casing.
l) Fit torsional damper as follows:

i) Matchmark damper and end plate --- remove setscrews and end plate --- place to one
side --- fit lifter 82589 to damper and lift to a convenient height --- thoroughly clean the
damper bore and tapered end of the camshaft --- apply engineers blue to the bore of
the damper and slide the damper onto the shaft to check the bedding if acceptable
clean the blue off the two components.
Note: DO NOT POLISH TAPERED END OF SHAFT
ii ) Refit the damper to the tapered end of the shaft --- screw the stud adapter 82558 to
the camshaft --- fit the press plate 82558 to the damper (aligning the quill hole) --- fit

MB430L Mirrlees
quill 70648 and pipe up to the intensifier --- fit the long bolt and washer 82558 through
the Enerpac jack ensuring the ram is fully retracted --- screw into stud adapter --- apply
a pressure of 400psi to the hydraulic cylinder to set the damper as a datum on the taper
--- set up a DTI and stand to measure 5mm of travel up the taper --- set up an alternative
means of measurement as a cross reference.
m ) Complete engine rebuild.
NOTE: Most castings and cover plates on the engine are not fitted with a conventional joint
--- these joints are made with Loctite ‘515’ or ‘574’. The Loctite product known as ‘Chisel’,
which is a spray, can be used to help remove old Loctite gasket prior to rejoining --- continue
rebuild, starting with the governor drive casing and camshaft nose bearings, refitting to
dowel locations --- tighten all securing nuts and bolts to standard torque figures.
n) Ensure the fuel rack operates freely the cause of any sticking or excessive friction should be
investigated and corrected.
3. Fuel Pump Base
3.1 Fuel Pump Base Removal
a) Remove the pipe between fuel injection pump and fuel injector.
b) Drain down the engines fuel pipework and disconnect inlet and outlet pipes from the fuel
pump. Disconnect the lubricating oil feeds to the fuel pump.
c) Disconnect the pump control rack from the fuel control shaft.
d) Turn the engine to bring the fuel pump on to the cam base circle to unload both the fuel pump
spring and the camfollower spring. Release the fuel pump from the base using an
appropriate size socket in conjunction with cranked tool L1103 and a torque wrench (see
Section 7). Fit fuel pump lifter L1477 to the pump and lift from the pump base.
e) Disconnect the starting air pipes from the pump base to the cylinder head and from the
pump base to the start manifold.
f) Disconnect the sprag air supply pipe.
g) Disconnect the base drain pipe.
h) Disconnect the fuel control shaft support bracket and the start air manifold support bracket.
i) Release the pump base retaining nuts.
j) Using a piece of angle iron (or similar) make a strap to fit across diagonally opposite studs,
lift the pump base from the cylinder casing.

MB430L Mirrlees
3.2 Dismantling The Fuel Pump Base Assembly
a) Retain and identify the fuel pump shim pack to its own pump base assembly. Do not mix.
b) Remove the sprag cover plate from the front of the base and withdraw the sprag plunger and
spring. Clean and place aside.
c) Withdraw the top section plunger from the base. Remove the ball end tappet seat by
removing the retaining circlip. Inspect the plunger for undue wear particularly around the
sprag location slot.
d) Invert the base assembly and depress the roller tappet assembly under a small hand press.
Remove the tappet stop plate. Withdraw the roller tappet assembly and the tappet plunger
and spring.
e) The tappet is articulated using a cup and cone, the cone seat can be removed from the top of
the tappet body by removing the retaining circlip.
f) If the roller is required to be removed from the aluminium tappet block the tappet should be
heated in an oven, or by immersion in hot water to allow removal of the roller pin.
g) All components should be inspected for undue wear before assembly.
3.3 Re---assembly Of Fuel Pump Bases
a) On reassembly components should be retained to their own assemblies and not mixed.
b) On reassembly locking plates and ‘O’ ring seals should be replaced.
c) All components should be cleaned and lightly oiled before assembly.
d) Reassembly should follow the reverse of the dismantling procedure.
3.4 Re---fitting The Fuel Pump Base Assembly
a) Lightly grease the base ‘O’ ring seals. Lift and locate the base back to the cylinder casing
taking care not to damage the ‘O’ rings when entering the cylinder casing.
b) Square up the front face of the base and locate the fuel pump control shaft bracket to the
base before tightening down.
NOTE: Misalignment of the pump base could lead to misalignment of the control shaft
support brackets causing locking of the control system. Always ensure the fuel control
system remains free after removal and replacement of a fuel pump base. Tighten base
retaining nuts to a torque of 435 Nm.

MB430L Mirrlees
c) Re---shim the fuel pump base to the correct base line setting if a new cam or roller is fitted,
see subsection 3.5.
d) Refit air start pipework and manifold support brackets. Refit drain pipe and sprag pipe.
e) Refit the fuel pump tightening the retaining bolts to 435 Nm.
f) Couple fuel pump to the fuel control shaft lever.
g) Refit fuel and lubricating oil pipework to the fuel pump.
h) Prime fuel and oil systems and check for leaks.
3.5 Fuel Pump Base Line Setting

This procedure is only necessary if a new fuel cam or roller has been fitted.
a) Set the fuel pump base roller to the cam base circle.
b) Place the fuel pump base line setting gauge (See section 7 for part number) across the shim
pack on the pump base.
c) Using feeler gauges measure the clearance between the ball end of the tappet and the
gauge or the shim pack and the gauge as appropriate, see fig 7.
d) The maximum clearance obtained should be 0.125mm,between the shim pack and gauge
or the gauge and tappet. Adjust the shim pack accordingly using the minimum number of
shims, new shims are available in 0.25, 0.5, 1.0 and 2.0mm thickness. See Volume 3 parts
list for part numbers.
e) Mark any new shims fitted with the appropriate line and cylinder number.
3.6 Tappet Block Removal
a) Remove the injector pipework, release the injector and lift from the cylinder head using Lifter
L1477.
b) Remove the cylinder head cover assembly.
c) Withdraw the air and exhaust pushrods.
d) Remove the pushrod shrouds from the underside of the cylinder head.
e) Remove the starting air pipe from the fuel pump base which passes over the top of the tappet
block assembly.

MB430L Mirrlees
f) Remove the cambay door nearest the tappet block to be removed.
g) Remove the internal retaining bolt from between the two camfollower bores and also
disconnect the lubricating oil feed from the same area.
h) Slacken and remove the tappet block retaining bolts and lift off the cover plate and lower
pushrod shrouds.
i) The tappet block can now be lifted using eye bolts in the two diagonal 16mm tapped holes
which the short cover plate bolts fit into.
NOTE: The air and exhaust camfollower assemblies can be removed from the tappet block
without the need to remove the block itself after following elements a) to e) and h).
3.7 Dismantling The Tappet Block
a) Slide camfollower pistons out of the top of the guides.
b) Remove the retaining ring in the back of the piston to remove the pushrod pad.
c) Remove the roller pin retaining screw and warm the piston in an oven or immerse in hot water
to expand the piston sufficiently to allow removal of the roller pin.
3.8 Re---assembling The Tappet Block
a) Examine all components for wear.
b) Do not mix components on reassembly retain each part to its own assembly.
c) All components should be clean and lightly oiled before assembly.
d) Reassemble in reverse order to the dismantling procedure, renewing lockwashers and

joints as necessary.
3.9 Refitting The Tappet Block Assembly
a) Refit tappet block in reverse order to the removal procedure.
b) Reset rocker gear valve tappet clearances on rebuild.
c) With the lubricating oil priming pump operating, check for presence of oil at the tappet block
before covering the cambay.

MB430L
40O
14O
40O
60O
30O

CAMSHAFT SETTING DIAGRAM 6/00 2292
MB430L
Instruction Manual
Mirrlees
FREE END FLYWHEEL END
CAMSHAFT TUNING MASSES FITTED TO NO.7 & 8 CYLINDERS

CAMSHAFT ASSEMBLY (8 CYL) 6/00 2334
MB430L

TAPPET BLOCK ASSEMBLY 6/00 2353
MB430L

FUEL PUMP BASE ASSEMBLY 6/00 2351
MB430L
Instruction Manual
Mirrlees

CAMSHAFT GEAR --- REMOVAL & RE ---FITTING TOOL 6/00 2597
MB430L
3 This tool is NOT supplied

unless specifically ordered

CAMSHAFT GEAR --- REMOVAL & RE---FITTING 6/00 3430
TOOL
MB430L

FUEL PUMP BASE LINE SETTING 6/00 2676/1
MB430L Mirrlees
ENGINE STOP GEAR

1. Introduction
Two independent means of stopping the engine are provided consisting of the following:---
1.1 A Mechanical Trip System
There is a mechanical trip system mounted at the flywheel end of the fuel control shaft, operating
on a latch principal. A dog clutch is one of the main features of the system, it is a lost motion device
which carries a shutdown lever to which shutdown springs are attached, in normal operation it is
held open by the shutdown latch, allowing the fuel pump control shaft to move freely under control
of the governor, by means of the lost motion sector in the clutch. In shutting down the engine
(except by means of the governor shutdown solenoid) the shutdown latch is tripped, the
shutdown springs then rotate the lever through the lost motion sector so that the clutch engages
and rotates the fuel pump control shaft bringing the fuel pump racks to zero fuel. A spring link
interposed between the fuel control shaft and the governor allows this action to take place, despite
the fact that the governor may be asking for full fuel.
1.2 A Fuel Pump Base Spragging System
Following an overspeed signal, fuel base spragging is brought about by admitting air under
pressure to the fuel pump base sprag plungers, these extend sprags which engage into vertical
slots in each fuel pump tappet. The tappets are in two parts, the lower parts with spring and roller
connected continue to follow the fuel cam profiles, while the top halves remain held up by the
sprags, keeping the individual the fuel pumps motionless at the top of their stroke. This brings the
engine to a halt irrespective of fuel rack position.
2. Operating Parameters Of The Stop Systems
2.1 The Mechanical Trip System

The dog clutch is closed stopping the engine when the shutdown latch is tripped by any of the
following:---
a) engine low lubricating oil pressure trip;
b) engine overspeed trip;
c) manual tripping of the shutdown latch;
d) operating local engine stops;
e) operating remote engine stops (if fitted);
f) manually operating the emergency stop pilot valve;
g) operation of remote emergency stop button(s) (if fitted) and the operation of any alarms that
initiate an engine stop. For example a 2nd stage high bearing temperature alarm (if fitted)
would initiate a shutdown by tripping the shutdown latch.

MB430L Mirrlees
2.2 Fuel Pump Base Spragging

Fuel pump base spragging is initiated by any of the following:---
i) the engine overspeed trip;
ii) manual operation of the emergency stop pilot valve (usually engine mounted);
iii) operation of local/remote mounted emergency stop valves.
3. Maintenance Of The Sprag System And Shutdown Latch Clearances
3.1 Checking The Shutdown Latch Clearances

At regular intervals and in the event of failure of an engine stop or trip to operate, or spurious
tripping occurring, then the adjustment of the various clearances between the engine shutdown
latch and its trips/interlock should be investigated, as follows:---
a) shut the air start master isolating valve M11 and ensure it cannot be inadvertently reopened;
b) apply and maintain a false start signal to the lubricating oil trip override cylinder and the stop
start cylinder AC1 (See section 8. figure 8.1.) in order to set the shutdown latch in its running
position;
c) measure all the individual clearances between the various trip cylinders and the shutdown
latch (these should only be checked with the engine stopped and the shutdown latch set);
d) set the individual clearances to 1.5mm;
e) check the operation of the air start interlock valve and circuit breaker trip (where fitted ) by
ensuring the clearances between each of them and the latch is sufficient not to restrain latch
movement but not so large that the interlock and trip operate unreliably (these operate
against the underside of the shutdown latch);
f) after any adjustment has been carried out ensure the various trip/interlock adjusting set
screws and locknuts are securely fastened.
3.2 Sprag Maintenance (See the Illustration In Vol. 3 Parts List)

With the engine shutdown and the air supply to the sprags isolated:---
a) remove the sprag air supply pipe between the pump base and the manifold;
b) remove the sprag cover from the fuel pump base;
c) withdraw the sprag plunger and spring;
d) inspect the end of the sprag for burring, trim if necessary;

MB430L Mirrlees
e) clean out the sprag bore;
f) clean the sprag plunger and spring, replace the sprag ‘O’ ring;
g) smear the ‘O’ ring with grease then re---install the sprag and spring into the base;
h) replace the coverplate and joint, then tightened to standard torque;
i) refit the air supply pipe;
j) check the sprag system for operation and air leaks by manual operation of the emergency
stop system.
4. The Engine Overspeed Trip (See Figs. 1, 2 & 3)
4.1 Description Of The Overspeed Trip
a) The assembly consists mainly of an independent electric device (DYNALCO Unit) mounted
adjacent to the engine, which generates its own electrical supply using probes sensing
engine rotation from the engines gear train. See para‘s 5.1 to 5.4 for in depth description of
the DYNALCO unit.
b) This device sends a stop signal at 15% above normal engine speed to the pneumatic system
to shutdown the engine via the trip and sprag systems.
N0TE: Consult section 3 chapter 4 before restarting after an engine overspeed trip has
occurred.
5. Dynalco Pickup Powered Pneumatic Overspeed System
5.1 System Parameters
a) The overspeed system consists of a window enclosure to IP65 which houses the Dynalco
PNT202 control module and the SPV200 electro---pneumatic overspeed trip valve.
b) Additional components to the system include two Dynalco M203 magnetic pickups, two 10
foot pickup cable assemblies and a circuit breaker that is mounted in a remote panel.
5.2 System Operation
a) The PNT202 control module is powered by two magnetic pickups which are mounted on the
engine relative to a 55 tooth gear.
b) No other electrical power is required for the electro---pneumatic SPV200 overspeed trip
valve to operate for engine overspeed protection.

MB430L Mirrlees
c) During normal operation, the PNT202 control module has a flashing LED to indicate that the
system is active. In the event of an engine overspeed of 575 RPM, the PNT202 control
module electrically pulses the SPV200 trip valve which activates the engine pneumatic
shutdown system.
d) If an overspeed occurs, the SPV200 trip valve must be manually reset after the overspeed
fault condition has been corrected.
e) The PNT202 control module has an additional electrical pulse output to a special circuit
breaker. The circuit breaker trip will activate if, during normal operation (not an overspeed
condition), one of the two magnetic pickup sensors fails or has an open cable wire
connection. In this event, the circuit breaker will trip and auxiliary contacts on the breaker
may be used to illuminate a warning light.
f) The indication of a failed magnetic pickup or open cable wire connection will not cause the
overspeed trip to activate.
5.3 System Installation
a) The terminal connections to the PNT202 control module are as described below:
b) The M203 magnetic pickups are connected to terminals A---B and C---D. These pickup
cables are brought into the window enclosure through individual terminal glands.
c) The PNT202 has pre---wired jumpers between terminals H---J and K---N.
d) The H---J jumper allows easier adjustment of the overspeed trip point when the trip
frequency is below 1000 Hz.
e) The frequency is determined by the number of teeth on the sensing gear and the desired
overspeed RPM of engine shutdown.
f) This is determined by multiplying the number of gear teeth (55) by the overspeed (575 RPM)
and dividing by 60. However, the sensing gear is the camshaft gear which is at one---half
crankshaft speed so the actual number of gear teeth is 55 divided by 2. As a result, the
overspeed trip frequency is 263.5 HZ.

MB430L Mirrlees
g) The K---N jumper allows the PNT202 speed output trip to activate on increasing engine
speed as desired for overspeed detection.
h) Terminal L---N are pre---wired to the SPV200 overspeed trip valve.
i) The circuit breaker magnetic pickup trip output terminals L & N should be connected with a
two wire cable to the two outside terminals of the panel mounted circuit breaker. A separate
cable gland is provided for entry in the window enclosure housing.
5.4 PNT202 Control Module Overspeed Trip Calibration
a) The PNT202 overspeed trip output to the SPV200 pneumatic valve is a DC voltage pulse.
The PNT202 circuitry is solid state and the overspeed trip setting does not require
re---calibrating.
b) If the overspeed trip RPM is desired to be changed, then the PNT202 overspeed trip setting
should be re---calibrated to the new desired frequency setting as determined by the new
overspeed RPM as described in the System Installation paragraph.
c) To re---calibrate the overspeed trip RPM, a Dynalco F---16 signal generator should be used.
The signal generator output is connected to terminals A---B and terminal A---D and B---C
need to be jumpered. The overspeed sealing screw is removed from the PNT202 cover. The
multi---turn overspeed adjustment screw can then be accessed.
d) An analogue voltmeter (20 V DC scale) is connected across the overspeed output terminals
L---N. The desired overspeed frequency signal from the signal generator is applied to the
PNT202 terminals A---B. The overspeed multi---turn potentiometer is then adjusted until the
needle of the voltmeter pulses twice. Once the voltmeter indicate the pulses from the
PNT202 control module, the input frequency from the frequency generator needs to be
removed for a few seconds and then re---applied before the calibration can be repeated,
which should be confirmed twice.
5.5 Pneumatic Trip System Operation

When the engine overspeed operates, this actuates the emergency stop pilot air valve (PV6), air
is then supplied simultaneously to the fuel pump base sprag plungers and the pneumatic engine
stop cylinder (AC1).
5.6 Hydraulic Trip System Operation (See Fig 4 For A Schematic Layout)
In addition to the above pneumatic sequence there is a secondary system, activated by a speed
switch in the engine control panel, this opens the overspeed trip valve (OSV), allowing lubricating
oil at full gallery oil pressure normally retained by the valve, to pass to the hydraulic overspeed
trip cylinder (LC1). Piston movement trips the dog clutch and the shutdown springs bring the fuel
pump racks to zero delivery.

MB430L Mirrlees
5.7 Resetting After An Overspeed Trip Has Occurred

See Section 3 Chapter 4 of this manual.
5.8 Overspeed Trip Maintenance (See Fig. 2)
a) The overspeed system should be checked every 1000 hours for correct operation, unless a
fault is evident there should be no need for the pneumatic or mechanical elements of the
system be be dis---assembled. Maintenance if required, should consist of stripping and
cleaning of the pneumatic valves and hydraulic cylinder.
6. Lubricating Oil Pressure Trip (See Figs. 2 & 3)
The engine is fitted with a mechanical hydraulic low lubricating oil trip, this operates independently
of other stop systems.
The trip cylinder consists of a spring return hydraulic cylinder linked via a lever to a small
pneumatic cylinder, this cylinder is energised for a set time during starting to simulate normal
engine running oil pressure putting the trip cylinder into its energised position. This allows the
engine to start and attain its normal lubricating oil pressure without the lubricating oil trip
operating. After an engine start with the engine operating normally, lubricating oil is supplied to
the lubricating oil trip cylinder from the lubricating oil manifold, this maintains the trip cylinder in
its energised position, a small leak off from the trip cylinder to drain, continuously primes the
system. In the event of the lubricating oil pressure falling to below the limit of 5 lb/in2 below normal
gallery operating pressure, the spring in the trip cylinder immediately extends the operating piston
tripping the shutdown latch, closing the dog clutch and allowing the shutdown springs to bring
the fuel racks to zero fuel.
The latch mounted trip cylinder is factory set to operate at 5 lb/in2 below normal gallery operating
pressure with the engine oil at operating temperature, and should not be adjusted without first
ensuring that any faults do not lie elsewhere in the trip system. Setting of the trip pressure can
be carried out by turning the two adjusting capscrews equal amounts, they are located at the top
of the trip cylinder parallel to the resetting lever, see fig.2. Turning the screws clockwise raises the
setting pressure and counter clockwise lowers the setting pressure.

MB430L

DYNALCO OVERSPEED UNIT 6/00
MB430L

DYNALCO OVERSPEED UNIT PNEUMATIC & 6/00
SOLENIOD VALVES
MB430L

LOW LUBRICATING OIL TRIP CYLINDER 6/00 2376
ASSEMBLY
MB430L
18
24
22
23
20
21
17
15
19
25
7
14
5
8
6
13
4
10
Overspeed
9
12 Trip

SCHEMATIC ARRANGEMENT OF ENGINE 6/00 2675
SHUTDOWN LATCH OPERATION
MB430L Mirrlees
FLYWHEEL TURNING GEAR
1. Turning (Barring) Gear
1.1 General
An electric motor driven barring gear will have been supplied:---
i.e. A motor driven and hand operated turning gear, Fig.1. mounted on the exhaust side of the
engine. A turning gear pinion is meshed with the flywheel rack by a hand---operated lever. When
the turning gear is engaged, the turning gear interlock operates and the engine cannot be started
until it is disengaged. The turning gear is normally operated by an electric motor and controlled
by a push---button forward/reverse starter.
When power is not available or fine movements are required, the turning gear can be operated
manually.
In meshing the pinion with the teeth on the perimeter of the flywheel, ensure that there is a
backlash of at least 0.76mm (0.030 inch) in all positions.
1.2 Maintenance
The turning gear is used very infrequently therefore it is unnecessary to service it during the annual
overhaul. However, the gearbox oil---level in the motorised turning gear described above should
be maintained using oil(s) specified in the table below also grease sliding parts and nipples on
a regular basis based on uses:---
Manufacturer Medium Grade
B.P CS 320
GR--XP 320
Burmah -- Castrol Alpha ZN 320
Alpha SP 320
Texaco Meropa 320
Centigear G
Century Oils Centilube G76
Teresso 320
Esso Spartan 320
Mobil DTE Oil AA
Mobil Mobilgear 632
Vitera Oil 320
Shell Omala 220
SYNTHETIC OILS
B.P Alpha SYN--T 320
Century Oils Century SGG
Mobil SHC 632

MB430L
Instruction Manual
Mirrlees
6
5
2
2
33 32
31
30

TURNING (BARRING) GEAR 10/00 3351/1
MB430L Mirrlees
GOVERNOR AND GOVERNOR DRIVE

1. Governor Drive
1.1 Description
The governor drive is located on the ‘air’ side of the crankcase at the flywheel end of the engine.
The governor is driven off the intermediate gear wheel, via a spur and two bevel gears. The
governor has a serrated drive enabling removal without disturbing the drive train. The gearshaft
is pressure lubricated and a spray nozzle is also located directly above the gear train.
1.2 Removal Of The Governor (Fig. 1)
a) Drain the governor of oil via the drain plug located in the governor base.
b) Mark the relative positions of the governor output shaft and the fuel rack linkage.
c) Disconnect the governor from the fuel rack linkage and the oil pipes to the governor base.
d) Undo and remove the four governor mounting nuts.
e) Lift the governor vertically off the engine. Then lay the governor horizontally so as not to
damage its input shaft.
1.3 Removal Of The Governor Drive Gear Train (Fig. 1)

The governor drive base unit can be lifted vertically from the gearcase. The shims under the base
must be retained with the base, as these set the gear clearance with the drive train.
In order to remove any more of the governor drive train gears it is necessary to remove the
governor drive casing completely, as the gears will not pass through the inspection apertures.
a) Disconnect the lubricating oil, sprag air and any electrical connections to the governor drive
casing.
b) If a remote reading tachometer is fitted disconnect it at the inspection door. Then remove the
inspection door.
c) Wrap a sling through the inspection door and governor drive aperture and attach to
overhead lifting equipment. Take the weight of the casing.
d) Remove the locating dowels (4) and casing bolts (3). To break the joint use the jacking
screw holes in the casing. Lift the assembly away from the side of the engine. Position on
wooden blocks with the mounting face uppermost.
e) Remove the bolts (17) from the end of the gearshaft (14).

MB430L Mirrlees
f) Remove the four bolts from the gearshaft, slide the gearshaft out while taking the weight of
the idler gears. Note:--- there is a jacking screw hole in the end of the gearshaft, if required.
Remove the gears from the casing together with the thrust washer.
g) Remove the bolts (26) from the end of the gearshaft (25).
h) Remove the four bolts from the gearshaft, slide the gearshaft out while taking the weight of
the compound gears. Note:--- there is a jacking screw hole in the end of the gearshaft, if
required.
i) Completely withdraw the gearshaft taking care not to lose any shims from under the shaft
flange and the thrust washers from both sides of the gear assembly. Remove the gear
assembly from the casing.
1.4 Inspection Of The Governor Drive (Fig. 1)
a) Inspect the idler gear (11), bevel gears (19 & 30) and spur gear (21) for damage or uneven
wear patterns.
b) Inspect the bushes and thrust washers (12 & 20) for scoring and excessive wear.
c) Check the tightness of the nuts and bolts on the compound gears and the castellated nut
(with split pin) on the governor input shaft.
NOTE: In case of renewal of a component it should be noted that all the gears have a
maximum concentricity and run out tolerance of +/ --- 0.001”.
1.5 Installation Of The Governor And Drive (Fig. 1)
a) This is a reversal of the removal process. The end float of the compound gears should be
checked with a D.T.I. through the inspection door. The end float should be adjusted with
shims (27 & 28) and set to 0.004” to 0.006”. If the end float is correct without shims then the
flange to gearshaft spigot joint should be sealed with Loctite SD265/17.
b) When the end float is correct, fully tighten the four setscrews.
c) Blow the spray nozzle through or visually check it is clear, then refit it in the gear casing.
d) Clean away the Loctite gasketing from the casing mounting face and the crankcase. Apply
new Loctite SD265/17 and refit the casing to the crankcase aligning using the locating
dowels. Refit the retaining bolts and tighten to standard torque value for 16mm treaded
bolts. Wipe away excess Loctite.
e) Check there is a running clearance between the Intermediate gear and the governor drive
idler gear.

MB430L Mirrlees
f) Refit the governor drive base onto the drive casing, push the bevel gears fully into mesh then
measure the gear clearance with a D.T.I. through the inspection door.
g) The gear clearance should be 0.004” to 0.006” and can be adjusted by means of shims
under the governor base.
h) Refit the governor on to its base.
i) Tighten the governor mounting nuts securely.
j) Refit the inspection door.
k) Reconnect the tachometer transducer and reconnect all pipes and unions.
l) Refill the governor with oil (see governor manual in Volume 2) and vent it as per instructions.
m ) Reconnect the governor linkage in its previously marked position.
WARNING
If there is any doubt whatsoever about the realignment of the governor fuel control linkages then
the engine must not be started until the control system setting is checked; See section 3 chapter
4.

MB430L
11 36
37
38
34
13 35
See fig.2
26
10
16 15 18
27
12 28
29
19 20
2 21
1
25
4
20
14 21
23
24 22
16
31
30
7 6 8
17
33
32
3 7 5 8
39

GOVERNOR DRIVE CASING 6/00 3481
SECTION 6
INSTRUCTION
MB430V
ENGINE TYPE
CHAPTER 14
MANUAL FIG 1
11 35 48
29 42 41 49
43 44 50
45 46
13 31 47
40
32
33
34
25
9 30
10 15
16 18
26
12 27
28
19 20
2
1
24
4
20
14
22
23 21
16
37
36
7 6 8
17
39
38
3 7 5 8
51
Date: Title: Man. No

2/2000 GOVERNOR DRIVE CASING 3290
MB430L
16 18
19
20
4
21,22
10
17
9
11 8
12
5
13
14
7
15
3
1
2

GOVERNOR DRIVE 6/00 3479
MB430L Mirrlees
STARTING ---AIR SYSTEM EQUIPMENT

1. STARTING GEAR
The engine is started by compressed air (for pressure see Technical Data Sheet ) which is piped
from the air receiver to the starting air master valve Fig. 1. The master valve is located in the air
supply pipe at the free end of the engine and is operated by control air from the pneumatic system
when the start button is pressed. The master start valve admits air to the distributor pipe which is
connected to each fuel pump base. The top edge of the annulus in the tappet plunger controls the
opening of the inlet port and so ensures that air enters the engine cylinders at the correct point in
the cycle of operations. A pipe connects the outlet port in each fuel pump base to the cylinder
head and thence to the starting valve Fig.2.
The end of the distributor pipe is connected to an automatic drain valve Fig. 3. This valve is
normally open and drains moisture which may accumulate due to condensation. The valve is
made of stainless steel and closes immediately air is admitted to the manifold. A drain pipe is led to
a tank at the flywheel end of the engine.
2. STARTING AIR MASTER VALVE MAINTENANCE (FIG. 1)
The valve should be stripped and cleaned during the annual overhaul unless leakage or other
problems are noticed.
2.1 Disassembly
a) Carefully remove retaining ring (9). Remove spool stop (7) and spring (6). Remove and
replace ‘O’ rings (8 and 2) on spool stop (7). Remove spool cap (5) from spool (3) as an
assembly. Separate spool cap (5) from spool (3) by removing capscrews (14). Remove and
replace ‘O’ rings (4) and (2) on spool (3). Remove and replace ‘O’ rings (16) on capscrews
(14).
b) With a 7/16” socket, hold nut (24) while using a wide blade screwdriver, remove Vent plug nut
(17). DO NOT AT ANY TIME REMOVE NUT (24) FROM VENT STEM (20). Remove and
replace ‘O’ ring (18) on vent plug nut (17). With a 5/8” socket, remove vent plug (19).
Remove and replace ‘O’ ring (18) from vent plug (19). Push vent piston (22) attached out
from spool (3). Remove and replace ‘O’ ring (23) on vent piston (22).
c) Coat all ‘O’ rings with a good grade of silicon based grease before reassembly.

MB430L Mirrlees
2.2 Assembly and adjustment.
a) Reassembly requires adjustment of the vent piston (22) and vent plug (19). THIS
PROCEDURE MUST BE FOLLOWED TO ASSURE PROPER VALVE OPERATION.
b) Insert vent stem (20) through spool (3). Screw vent plug (19) back on vent stem (20) until
vent piston (22) is flush with the end of spool (3). While holding nut (24), screw vent plug nut
(17) on vent stem and tighten against vent plug (19). Vent assembly is now adjusted
properly and locked in place. Remaining components are assembled in reverse order of
disassembly.
c) If valve seals or other rubber parts are stocked as spares, they should be sealed in plastic
and stored away from sunlight to protect them from deterioration. Note: See Fig. 1. for list
of spare seals.
3. CYLINDER HEAD STARTING AIR VALVES (FIG. 2)
For maintainance of the cylinder head start air valves, see Section 6 Chapter 2.
4. AUTOMATIC DRAIN VALVE MAINTENANCE (FIG. 3)
At the intervals specified in Section 4. move the knurled extension to the spring---loaded valve in
and out to ensure that it is free.
5. AIR RECEIVER MAINTENANCE
It is important that any water which accumulates in the receiver should be drained off at least
weekly. In a very humid atmosphere it may be necessary to drain every day. The interior surface of
the receiver should be inspected at regular intervals and the accumulated sludge and rust
removed by scraping. After a thorough cleaning it should be coated internally with a special
anti---corrosive paint which we can supply. Occasional hydraulic tests of the receiver should be
made at approximately 1 times the working pressure.

MB430L

STARTING AIR MASTER VALVE 6/00 2809
MB430L

START AIR & AUTO---DRAIN VALVES 6/00 2819
MB430L Mirrlees
CHAPTER INDEX
AIR INLET AND EXHAUST MANIFOLDS
AIR INLET MANIFOLD 1. 1

Description 1 1.1
Assembly 1 1.2
Adjusting the air manifold temperature 1 1.3
EXHAUST MANIFOLDS 2. 2
AIR INLET MANIFOLD MAINTENANCE 2. 3
EXHAUST MANIFOLD(S) MAINTENANCE 2. 4
Typical Air Inlet Manifold Connections 1
Exhaust Pipe Arrangement 2
Exhaust Heat Shield Arrangement 3

MB430L Mirrlees
AIR INLET AND EXHAUST MANIFOLDS
1. AIR INLET MANIFOLD (Fig. 1)
1.1 Description
The manifolds comprise cast sections of pipe, one section to two cylinders, coupled together by
flexible joints. The intermediate joints incorporate a flange carrying an ’O’ ring forming a seal
inside a connection ring thereby allowing for differential expansion between the manifolds. The
flange and ring are secured to the manifold flanges by setscrews and spring---washers.
Tool---trays are bolted to the top of the manifolds.
1.2. Assembly
To assemble the manifold on the engine, start downstream of the charge---air cooler (intercooler)
as follows:
a) Fit the ’O’ ring in the groove in the flange and place the connection rings over the ’O’ ring.
b) Lift the manifold into position and attach to the cylinder head by setscrews and
spring---washers with the joints in position; do not tighten at this stage.
c) Connect the connection ring to the air---duct by setscrews and washers with the joint in
position.
d) Attach the flange to the other end of the manifold with the ’O’ ring and connection ring in
position.
e) Offer up the next section of manifold and attach to the cylinder head, connect the manifold to
the connection ring on the previous manifold, and proceed to fit the remaining sections in a
similar manner.
f) Joints must be fitted between all flanges.
g) When manifolds are lined up, tighten the cylinder head setscrews.
1.3 Adjusting the air manifold temperature
The air temperature at the inlet to the manifold should be controlled to within the limits given
in Section 3, by adjusting the valve at the water outlet from the charge---air cooler, or by
adjusting the by---pass valve to control the amount of air passing through the radiator (on air
cooled systems).

MB430L Mirrlees
2. AIR VALVE SEAT LUBRICATION SYSTEM
2.1 On some installations an air valve seat lubrication system comprising a pressure reducing valve,
pressure gauge, a pump, restricted couplings and connecting pipework is fitted. The system
takes engine oil from the main inlet gallery and supplies it to a restricted coupling at each air intake
port. The pressure of the system and the size of the restricted coupling ensure a drip feed into the
air flow thus lubricating the air valve and seat.
2.2 At major overall periods check the restricted couplings are not blocked. Severe oil contamination
of the air manifolds could indicate excessive oil supply. Check system operating pressure.
3. EXHAUST MANIFOLDS
3.1 Fit the exhaust manifolds to the engine in sections and not as a complete assembly. Before fitting
any bolts or setscrews, coat the threads with graphite to prevent seizure due to heat.
3.2 Assemble the manifolds on the engine, starting farthest away from the turbocharger.
a) The engines have a single manifold.
b) Always secure the exhaust pipe at each side of an expansion bellows before fitting the
bellows, this is to ensure that the bellows does not support the weight of the pipes during
assembly. There is an arrow on the flange of each bellows indicating the direction of exhaust
gas flow, ensure that these arrows all point towards the turbocharger. The bellows are
slightly shorter than the gap between the two exhaust pipes. When the flange bolts are
tightened the bellows are therefore tensioned. This pre---tensioning reduces the stresses in
the bellows when they are at their normal running temperature, because expansion of the
exhaust pipes closes the bellows partially and induces slight compression.
c) Ensure that all joints are fitted and tighten the bolts at each flange evenly. The nut end of the
bolts to be at the bellows flange, take care and do not damage the bellows convolution when
tightening.
d) Each branch pipe from the cylinder head has provision for a pyrometer thermocouple. The
depth of the immersion of the thermocouples must be 2 inches (51 mm) in all branches.
e) Fit and secure the heat shields.
4. AIR INLET MANIFOLD MAINTENANCE
4.1 Whenever a manifold has to be removed for other maintenance:---
a) Inspect all joints and ’O’ rings and renew if necessary.

MB430L Mirrlees
b) Wash the inside of the manifold with paraffin to remove any oily deposits.
5. EXHAUST MANIFOLD(S) MAINTENANCE
5.1 Whenever a manifold has to be removed for other maintenance:---
a) Inspect all joints, renew if necessary.
b) Clean out thoroughly.
c) Exhaust pipes and branches and particularly bellows sections should be cleaned by
immersion in a proprietary de---carbonising liquid for a period specified by the manufacturer.
5.2 On removal from this liquid the bellows sections should be “worked” to ensure the unit is flexible
before refitting to the engine.
5.3 Bellows sections that are severely coated with carbon become ’solid’ and do not act as expansion
pieces properly, which can lead to fracturing of the exhaust branch sections. It is therefore
essential that bellows are cleaned and checked for flexibility on a regular basis.
NOTE: --- Observe the necessary safety precautions when using de ---carbonising liquids,
protective clothing, etc.

MB430L
1 7 3 9 6 10 9 3 7 8 1
1. Air Manifold
2. Bolt
3. Spring Washer
4. Nut
1 4 3 9 5 2 5. End Cover
6. Connection Flange
7. Setscrew
8. Joint Ring
9. Joint
10. Connection Ring

TYPICAL AIR INLET MANIFOLD CONNECTIONS 6/00 1200/4
MB430L
Instruction Manual
Mirrlees

EXHAUST PIPE ARRANGEMENT 6/00 3327
MB430L
Instruction Manual
Mirrlees

EXHAUST HEAT SHIELD ARRANGEMENT 6/00 3293
MB430L Mirrlees
SECTION 7 INDEX
TOOLS AND MAINTENANCE EQUIPMENT

PAGE No. PART No. DESCRIPTION
1 DS8/9M 8 mm x 9 mm A/F O/E spanner
DS10/11M 10 mm x 11 mm ” ” ”
DS12/14M 12 mm x 14 mm ” ” ”
DS13/17M 13 mm x 17 mm ” ” ”
DS19/22M 19 mm x 22 mm ” ” ”
DS24/27M 24 mm x 27 mm ” ” ”
DS30/32M 30 mm x 32 mm ” ” ”
DS36/41M 36 mm x 41 mm ” ” ”
DS46/50M 46 mm x 50 mm ” ” ”
DS55/60M 55 mm x 60 mm ” ” ”
2 L2760 Metric socket set
L2761
K57180 Adaptor for tightening connecting
rod oil restrictor
3 T1704 Internal circlip pliers
T1705 External circlip pliers
L1846 Internal circlip pliers
4 20200654 Allen Key 3 mm A/F
20200655 ” ” 4 mm A/F
20200656 ” ” 5 mm A/F
20200657 ” ” 6 mm A/F
5 MB870 Lifting eye 16 mm
10073502 ” ” 20 mm
6 L4298 Hydraulic tightening equipment
for large end bolts
L4283 Hydraulic tightening equipment
for cylinder casing studs
L4192 for balance weight studs, crankcase
side studs x No.1 Main Bearing
cap side and bottom studs
for main bearing cap vertical
studs.

MB430L Mirrlees
SECTION 5 CHAPTER 1

6 L4182 Hydraulic tightening equipment
for cylinder head, flywheel and
alternator bolts, damper bolts.
for the thrust cap studs.
for palm end studs
L2795 High pressure hose
L2794 ” ” ”
L2796 ” ” ”
L4179 Hydraulic power pack
8 L1477 Injector lifting eye
9 L1104 Socket for injector nozzle nut
L593 Reactor post injector nozzle
nut tightening & slackening
K47897 Torque multiplier
L1845 Torque wrench
10 L4747 Nozzle cleaning kit
11 L4748 Injector nozzle ‘pop’ test equipment
(Merlin)
12 L216 Cylinder head lifter
13 L3167 Rocker assembly lifter
14 L306 Valve cage extractor
15 L2711 Equipment to tighten exhaust valve cage
K31198
SD192/21
16 L595 Pliers for valve cage ring seals
17 L596 Ring clamp for valve cage insertion
18 L607 Exhaust valve collet removal tool
19 L2666, L2668, L2669 Exhaust valve guide extraction
20 L2221 Exhaust valve guide insertion
L2667
21 L1115 Air valve collect removal tool
22 Air valve guide extraction
23 Air valve guide insertion

MB430L Mirrlees
SECTION 7 INDEX

24 L599 Lapping Tool
25 L1481 Injector tube nut removal tool
26 L1105 Injector tube extractor
27 L1499 Starting air valve extractor
28 L2266 Tappet gauge
29 L713 Piston lifter
30 L4574 Piston ring guide
31 L228 Piston ring pliers
32 L1117 Piston pin lifter
33 L4708 Piston crown removal
SD192/36---37---38
34 L592 Palm end guide/Protector
35 L2100 Piston support stops
36 L1107 Palm end stud stretch gauge
37 L2104 Palm end stud length gauge
38 L218 Large end bolt stretch gauge
L1106 Setting bar for stretch gauge
39 L4599 Large End Installation & Removal
Equipment
40 L3343 Cylinder liner installation and
removal equipment
41A/C K57007 Liner honing equipment
L756 Catch tray for liner cleaning
42 L4481 Cylinder casing lifting equipment
43 L1477 Fuel pump lifter
44 L1103 Cranked extension piece for
fuel pump nuts
45 L4706 Gauge for fuel pump base liner setting
L4707 Gauge for spill port closure setting
46 L2107 Fuel pump spring compressor
47 L4801 Fuel pump rack setting gauge
48 _ Not Required with Bosch Fuel Pumps

MB430L Mirrlees
SECTION 5 CHAPTER 1

49 L4482 Main bearing cap lowering equipment
50 L598 Thrust cap lifter
51 K46851 Flywheel lifter
52 L720 Damper lifter
53 K59703 Crankshaft alignment indicator
54 MB9677 Cylinder pressure indicator
J15232 Tee wrench for indicator cocks
55 L1946 Equipment for installation and
removal of lubricating oil pump
gearwheel
56 L2715 Valve reconditioning equipment
(Merlin)
57 L2714 Valve seat grinding equipment
(Cris Marine MSD)
58 L2271 Expanding mandrel
L2778 Cutter guide
59 L752 Exhaust valve cage seat
Grinding rig
60 L2712 Injector needle seat reconditioner
(Merlin)
61 L372 Camshaft hub removal/fitting tool

MB430L
Instruction Manual
Mirrlees
SECTION 7 PAGE 1 Blackstone

OPEN ENDED SPANNERS 6/00
MB430L
Instruction Manual
Mirrlees

METRIC SOCKET SET 6/00
MB430L
Instruction Manual
Mirrlees

CIRCLIP PLIERS 6/00
MB430L
Instruction Manual
Mirrlees

ALLEN KEYS 6/00
MB430L
Instruction Manual
Mirrlees
SECTION 7 TOOL 5 Blackstone

LIFTING EYES 6/00
MB430L Mirrlees
SECTION 7
HYDRAULIC TIGHTENING EQUIPMENT

Tool Ref. Description Qty
L2939 Unique reference for hydraulic kit

containing:--- 1
L2936 Tool Box 1
L4298 Tightening equipment for Large End 2
Bolts
L4187 Tightening equipment for Connecting 2
Rod Palm End Studs
L4283 Tightening equipment for Cylinder 2
Casing Studs
containing:--- 1
L2937 Tool Box 1
L4293 Tightening equipment for crankcase 2
Side studs except F.W.E recessed studs,
No.1 Main Bearing Vertical Studs
and Balance Weight Studs
L4284 Tightening equipment for No.1 Main 2
Bearing Thrust Cap
L4292 Tightening equipment for crankcase 2
F.W.E recessed Side Studs, also any other
Side Stud.
L3395 Tandem tightening equipment for Main 2
Bearing Cap Vertical Studs
containing:--- 1
L2938 Tool Box 1
L4182 Tightening equipment for Cylinder Heads, 6
Flywheel and Alternator bolts, Damper
and Extension Shaft Bolts
L2796 High pressure hose (5 metre length) 2
L2795 High Pressure hose (1/2 metre length) 5
L2794 High pressure hose (11/2 metre length) 2
L4179 Hydraulic power pack 1

MB430L Mirrlees
SECTION 7
HYDRAULIC TIGHTENING EQUIPMENT
HYDRAULIC JACK SEALS
Jack Reference Seal References
L4298 L2922 (inner)

L2923 (outer)
L4187 L2924 (inner)
L2925 (outer)
L4283 L2907 (inner)
L2908 (outer)
L3395 L2911 (inner)
L2912 (outer)
L4284 L2909 (inner)
L2910 (outer)
L4293 L2920 (inner)
L2921 (outer)
L4292 L2920 (inner)
L2921 (outer)
L4182 L2917 (inner)
L2918 (outer)
HYDRAULIC TOOLING SPARES
Ref Description
L2797 Adaptor 9/16 U.N.F.
And 1/4 inch B.S.P.
L2799 Quick release nipple
MB3885 Vent plug
MB3884 Gland nut for vent
plug
L2800 Quick release
coupling (hose)
L2798 Adaptor ¼ inch B.S.P.
x ¼ inch B.S.P.

MB430L
Instruction Manual
Mirrlees

INJECTOR LIFTING EYE 6/00 2279
MB430L
Instruction Manual
Mirrlees

TIGHTENING INJECTOR NOZZLE NUT 6/00 2281
MB430L
Instruction Manual
Mirrlees

FUEL INJECTOR CLEANING KIT 6/00 2289
MB430L
Instruction Manual
Mirrlees

INJECTOR NOZZLE TEST EQUIPMENT 6/00 2291
MB430L
Instruction Manual
Mirrlees
INLINE ENGINE
LIFT POSITION

CYLINDER HEAD LIFTER 6/00 2271
MB430L
Instruction Manual
Mirrlees

LIFTER FOR ROCKER ASSEMBLY 6/00 2269
MB430L
Instruction Manual
Mirrlees

EXHAUST VALVE CAGE EXTRACTOR 6/00 2266
MB430L
Instruction Manual
Mirrlees

ADAPTOR & TORQUE WRENCH FOR TIGHTENING 6/00 2146/1
EXHAUST VALVE CAGE NUTS
MB430L
Instruction Manual
Mirrlees

PLIERS FOR EXHAUST VALVE CAGE RING SEALS 6/00 2287
MB430L
Instruction Manual
Mirrlees

VALVE CAGE INSERTION --- RING CLAMP 6/00 2253
MB430L
Instruction Manual
Mirrlees

EXHAUST VALVE COLLET REMOVAL TOOL 6/00 2265
MB430L
Instruction Manual
Mirrlees

EXHAUST VALVE GUIDE EXTRACTION 6/00 2387
MB430L
Instruction Manual
Mirrlees

EXHAUST VALVE GUIDE INSERTION 6/00 2386
MB430L
Instruction Manual
Mirrlees

AIR VALVE COLLET REMOVAL TOOL 6/00 2263
MB430L
Instruction Manual
Mirrlees

AIR VALVE GUIDE EXTRACTION 6/00 2388
MB430L
Instruction Manual
Mirrlees

AIR VALVE GUIDE INSERTION 6/00 2385
MB430L
Instruction Manual
Mirrlees

VALVE LAPPING TOOL 6/00 2259
MB430L
Instruction Manual
Mirrlees

VALVE LAPPING TOOL 6/00 2259
MB430L
Instruction Manual
Mirrlees

INJECTOR TUBE REMOVAL 6/00 2267
MB430L
Instruction Manual
Mirrlees

AIR START VALVE REMOVAL 6/00 2268
MB430L
Instruction Manual
Mirrlees

TAPPET GAUGE 6/00 2286
MB430L
Instruction Manual
Mirrlees

PISTON LIFTER 6/00 2257/1
MB430L
Instruction Manual
Mirrlees

PISTON RING GUIDE 6/00 2578
MB430L
Instruction Manual
Mirrlees

PISTON RING PLIERS 6/00 2272
MB430L
Instruction Manual
Mirrlees

PISTON PIN LIFTER 6/00 2258
MB430L
Instruction Manual
Mirrlees

PISTON CROWN REMOVAL 6/00 2296
MB430L
Instruction Manual
Mirrlees

PALM END GUIDE / PROTECTOR 6/00 2270
MB430L
Instruction Manual
Mirrlees

SUPPORT FOR PISTON & CONNECTING ROD 6/00 2331
MB430L
Instruction Manual
Mirrlees

PALM END STUD STRETCH GAUGE 6/00 2262
MB430L
Instruction Manual
Mirrlees

PALM END STUD LENGTH GAUGE 6/00 2282
MB430L
Instruction Manual
Mirrlees

STRETCH GAUGE FOR LARGE END BOLTS 6/00 2274
MB430L
Instruction Manual
Mirrlees
5.
1
1
1. 2. 8.
6. 7. 2
30 O
2
2 2
1
1 1
3. 4.
9. 10.
1 1
2 2 1
SEE SECTION 6 CHAPTER 5

1 FOR DETAILED INSTRUCTIONS
ON LARGE END INSTALLATION
AND REMOVAL
2 2

LARGE END INSTALLATION AND REMOVAL 6/00 2248/1
MB430L
Instruction Manual
Mirrlees

CYLINDER LINER INSTALATION (A) AND REMOVAL (B) 6/00 2254
MB430L
Instruction Manual
Mirrlees
1. Adjuster shown in ‘Coarse’ position.
2. Universal joint
3. Adjuster shown in ‘Fine’ position.
4. Hone carrier
5. Stone carrier
6. Caphead Screw
7. Spring

HONING TOOL HEAD 6/00 1697
MB430L
Instruction Manual
Mirrlees
SECTION 7 PAGE 41A Blackstone

EQUIPMENT FOR CLEANING LINERS AFTER 6/00 1699
DEGLAZING
MB430L
Instruction Manual
Mirrlees
SECTION 7 PAGE 41B Blackstone

DEGLAZING EQUIPMENT ASSEMBLY 6/00 1700
MB430L
Instruction Manual
Mirrlees

CYLINDER CASING LIFTING EQUIPMENT 6/00 2249
MB430L
Instruction Manual
Mirrlees

FUEL PUMP LIFTING EYE 6/00 2255
MB430L
Instruction Manual
Mirrlees

CRANKED EXTENSION FOR FUEL PUMP NUTS 6/00 2260
MB430L
Instruction Manual
Mirrlees

SETTING GAUGES 6/00 2275
MB430L
Instruction Manual
Mirrlees

FUEL PUMP SPRING COMPRESSOR 6/00 2296
MB430L
Instruction Manual
Mirrlees
L4801

FUEL PUMP RACK SETTING GAUGE 6/00 2284
MB430L
Instruction Manual
Mirrlees
NOT REQUIRED WITH BOSCH FUEL PUMPS

FUEL PUMP DELIVERY VALVE HOLDER 6/00 2277
EXTRACTOR
MB430L
Instruction Manual
Mirrlees
HAND PUMP
HYDRAULIC CYLINDER JACK
JACK SITS ACROSS SUMP BAFFLE PLATES

MAIN BEARING CAP LOWERING JACK 6/00 L4482
MB430L
Instruction Manual
Mirrlees

THRUST CAP LIFTER 6/00 2261
MB430L
Instruction Manual
Mirrlees

FLYWHEEL LIFTER 6/00 2264
MB430L
Instruction Manual
Mirrlees

DAMPER LIFTER 6/00 2273
MB430L
Instruction Manual
Mirrlees
--0+
10 10
20 20
30 30
40 40
50
Distance
Length bar
piece Locknut
(various)
(various lengths)
Gauge
(0.025mm scale)

CRANKSHAFT ALIGNMENT INDICATOR (K59703) 6/00 2302
MB430L
Instruction Manual
Mirrlees

‘LEMAG’ MAXIMUM PRESSURE INDICATOR 6/00 2276
MB430L
Instruction Manual
Mirrlees
SECTION 7 PAGE 54A Blackstone
LEMAG PEAK PRESSURE INDICATOR
1.) Overhaul Intervals
1.1) After 200 measuring periods dismount and clean non return valve.
1.2) After 1000 measuring periods or after 12 months use, check pressure gauge.
2.) Wear Criteria
2.1) If the pressure drop within 60 seconds is higher than 5 bar (test pressure 100
bar), we recommend that the non return valve is cleaned through re---lapping.
WARNING
For testing the pressure drop use only exhaust gas or nitrogen
gas.Oil must never be used or carbon will get inside the
measuring instrument
11.) Dismounting and Mounting
3.1) Dismount the valve screw No. 51

3.2) Turn the screw No. 2 into the instrument to enable dismounting of housing No.
3.3) Loosen the screws No. 4 (six pieces) for dismounting upper and lower part.
3.4) After dismounting of the upper and lower part you can take off the non return
valve assembly.
3.5) Lap the valve and the valve seat.
3.6) Renew the seal No. 5 and screws No. 34.
3.7) When mounting the upper and lower part take care to use only original screws.
3.8) Tighten the screw No. 35 to 10 Nm without oil.
3.9) After mounting of the instrument you can measure again without any new
calibration.

MB430L
Instruction Manual
Mirrlees
SECTION 7 PAGE 54B Blackstone
4.) Checking the Pressure Gauge
We recommend that the pressure gauge is sent to our factory for testing. We will
calibrate the complete instrument and send it back to you with a new calibration card.
If you prefer to test the pressure gauge yourselves you will need one test device
consisting of:
1 T---piece
1 control gauge class 0,2, range 0 --- 250 bar, 250 dia.
1 pressure reducer
1 vent valve
1 special indicator valve
Nitrogen gas (200 bar)
WARNING
For testing the pressure gauge use only nitrogen gas. Oil must never
be used or carbon will get inside the measuring instrument
5.) Operation
5.1) Indicator valve should be blown through.

5.2) Connect the peak pressure indicator to the indicator valve and open the valve.
5.3) After a few seconds the maximum pressure on the gauge can be read.
5.4) Close the indicator valve and open the valve screw.
5.5) Close the valve screw and start again at 5.1.
WARNING
The respective measuring period should not exceed 30
seconds. This is not a problem in the practice, as peak
pressure is being indicated after about 3 --- 5 seconds
6.) Maintenance
After normal use no maintenance is necessary.

MB430L
Instruction Manual
Mirrlees

LUBRICATING OIL PUMP GEAR HUB REMOVAL & 6/00 2295
REFITTING
MB430L
Instruction Manual
Mirrlees

‘MERLIN’ VALVE HEAD GRINDING MACHINE 6/00 1995
MB430L
Instruction Manual
Mirrlees

‘CRIS MARINE’ VALVE SEAT GRINDING MACHINE 6/00 1973
MB430L
Instruction Manual
Mirrlees

PRODUCING LOCATION CHAMPER FOR VALVE 6/00 2548
SEAT GRINDING MACHINE
MB430L
Instruction Manual
Mirrlees

EXHAUST VALVE SEAT GRINDING RIG 6/00 1693/1
MB430L
Instruction Manual
Mirrlees
NOT ILLUSTRATED

INJECTOR NEEDLE SEAT RECONDITIONER 6/00
(MERLIN)
MB430L
Instruction Manual
Mirrlees
1. Positioning Bridge for Camshaft Gear

2. Hydraulic Ram
3. Connecting Piece Camshaft to Ram
4. Hydraulic Hand Pump
5. Hydraulic Connector for Camshaft &
Intermediate Gears
5 2
Hydraulic connection to Intermediate gears to facilitate Timing adjustments This tool is NOT supplied
unless specifically ordered

CAMSHAFT GEARWHEEL REMOVAL & REFITTING 6/00 2597/1
INSTRUCTION
MB430L
ENGINE TYPE
SECTION 7
MANUAL PAGE 62
NOT ILLUSTRATED
Date: Title: Man. No

7/93 INJECTOR NEEDLE SEAT RECONDITIONER (MERLIN)
MB430L Mirrlees
SECTION 8 INDEX
PNEUMATIC ENGINE CONTROL
CHAPTER 1 PNEUMATIC CONTROL

SYSTEM OPERATION
1 Introduction 1
2 Control Air Supply 1
3 Starting Sequence 2
4 Running Sequence 3
5 Stopping Sequence 3
6 Overspeed Emergency Shutdown 4
7 Manual Emergency Shutdown 5
8 Remote Emergency Shutdown 5
9 Control System Failures 6
CHAPTER 2 CONTROL SYSTEM

SETTING PROCEDURE
1 Setting The Lubricating Oil Priming 1
Pressure Start Interlock valve
2 Setting The Fuel Limit Cylinder 1
Adjustment
3 Checking And Setting The Duration 2
Of Fuel Limitation And The
Lubricating Oil Pressure Trip Override

MB430L Mirrlees
SECTION 8 CHAPTER 1
PNEUMATIC CONTROL SYSTEM OPERATION

DRAWING No. S171393
1. Introduction
1.1 The engine pneumatic system integrates control and protection functions into a single
comprehensive system but which can, for the purposes of description be divided into two parts:---
a) To provide a starting and stopping system which is simple to operate.
b) To provide an automatic protection system against serious mechanical damage in the event
of:---
i) Failure of lubricating oil pressure.
ii ) Engine overspeed.
1.2 An emergency stop feature is also provided should it be necessary to stop the engine rapidly for
any other reason. In the event of a failure of the air supply to the emergency air receiver, the engine
can be stopped manually. If the emergency air supply fails, the protection against low lubricating
oil pressure and engine overspeed are maintained, in the case of overspeed via a secondary
system. Electrical functions are also integrated into the control and protection systems.
Particularly the cancellation of starting air when the engine has attained a motored speed of 100
RPM.
2. Emergency Air Supply
2.1 The emergency system operates with air supplied from the main air starting line. However, this
pressure must be reduced to an acceptable level for the system. Air at 27.6 Bar is fed to the
‘emergency air receiver module’ which reduces the pressure to 6.2 to 6.9 Bar. The relief valve
required to safeguard the system in the event of a regular malfunction is set to relieve at 7.6 Bar
2.2 The output line in the module is fitted with line filter (LF1) which must be cleaned and drained by
following the instructions given on the filter body. The line lubricator (LL1) fitted in the same output
line of the module must have its oil level checked and if necessary topped up with Shell Tellus 37 oil
or its equivalent --- an inhibited oil that is water or moisture tolerant without emulsification.
2.3 The air reservoir in the module stores sufficient air (56 litres) to maintain emergency shutdown
protection facilities if there is a temporary interruption of the starting air supply. Periodically drain
any water from the air reservoir by opening the drain cock provided. From the air supply module,
air is passed to the pneumatic control module which is normally mounted in a main engine control
panel.

MB430L Mirrlees
SECTION 8 CHAPTER 1
3. Starting Sequence
3.1 Turn on the start air supply at stop cocks (SC10) and (SC1). This action allows the air reservoir to
charge.
3.2 Energise the ‘start’ soleniod valve (SV1) in the pneumatic control module by pressing a remote
‘Start’ pushbutton. Air is directed to the lubricating oil interlock (PV1). Providing the lubricating oil
has reached the priming pressure, air will continue to pass through (SV1) and on to the barring
gear interlock (PV2).
3.3 If the barring gear is safely disengaged, the air will pass on and activate the pilot port of (PV5). The
cylinder (AC1) will then be pressurised directly from the air receiver (AR) so that the fuel racks may
be reset.
3.4 Once the fuel racks are reset, air from the lubricating oil interlock (PV1) and barring gear interlock
(PV2) is also directed to the quick exhaust valve (QEV2) via (PV4) so that the main air starting valve
operates supplying air (27.6 bar) to the engine starting system. The engine will commence to
rotate.
3.5 The cylinder (AC3) when actuated inhibits the cylinder (LC2) from tripping the latch due to a low
lubricating oil priming pressure and so shutting down the engine prematurely, as the ‘start’
pushbutton is released.
3.6 When the engine reaches 50---80 RPM and has commenced to fire and accelerate release ‘start’
pushbutton. Control air will then begin to exhaust from the system. The quick exhausting valve
(QEV1) operates rapidly to conserve starting air.
4. Running Sequence
4.1 Air is exhausted slowly through the flow control valve (FC1) so that there is a pause before cylinder
(AC3) retracts. This timing delay has the following function:---
a) To maintain the air pressure in the cylinder (AC4) for a short delay so that there is sufficient
time for the engine lubricating oil pressure pump to supply a high enough pressure to
prevent the cylinder (LC2) being released and tripping the shutdown latch.
5. Stopping Sequence
5.1 Normal Stop

Energising the stop solenoid valve (SV2) in the “pneumatic control module” by operation of a
remote ‘Stop’ pushbutton supplies air via shuttle valve (ST1) to pilot valve (PV6) which directs a
standing air supply to actuate stop cylinder (AC2) to trip the engines fuel control system.
5.2 Dog Clutch

MB430L Mirrlees
SECTION 8 CHAPTER 1
a) The dog clutch, one of the main features of the actuating equipment, is a lost motion device.
It carries a shutdown lever to which the shutdown springs are connected.
b) For normal operation this lever is reset by the cylinder (AC1) and held in position by a latch,
thus allowing the fuel pump control shaft to move freely under the control of the governor, by
means of the lost motion section in the clutch. In shutting down the engine the latch is
tripped by hand with the manual trip lever or by the action of the cylinder (LC1), (LC2) or
(AC2). The shutdown springs then rotate the lever through the lost motion section so that the
clutch engages and rotates the fuel pump control shaft to bring the fuel pump racks to zero
delivery.
c) Spring connected levers interposed between the dog clutch and the governor give freedom
for the governor to endeavour to apply full fuel.
d) A second set of spring connected levers permit checking the overspeed devices by allowing
manual control of the fuel pump racks independently of the governor. These levers are held
rigid for normal operation by a pin.
5.3 Engine Fault Shutdown

Energising the stop solenoid valve (SV3) on the pneumatic control module by an electric current
via temperature and pressure contacts, actuates the valve and directs air to pilot valve (PV3) which
directs a standing air supply to actuate the sprag cylinder (SP) to trip the engines fuel control
system.
5.4 Lubricating Oil Failure Shutdown
a) Under running conditions with normal lubricating oil pressure, the piston of the emergency
stop cylinder (LC2) mounted above the dog clutch latch is maintained in the retracted
position by lubricating oil system pressure.
b) If the lubricating oil pressure falls below the limit of 0.35 Bar (5 lbs/in2) below the main gallery
pressure, the ‘Amot’ control valve supplying oil pressure to cylinder (LC2) exhaust the oil
pressure in LC2 allowing the piston return spring to override the reducing pressure,
extending the piston and tripping the dog clutch latch.
NOTE: Do not attempt to adjust the oil trip pressure by the adjusting screws on trip cylinder
LC2. This cylinder is factory set 0.7 Bar (10 psi) below running pressure, any adjustment
should be made at the ‘Amot’ valve which controls the oil supply to LC2.
6. Overspeed Emergency Shutdown
6.1 General
There are two independant overspeed trip devices which are both set at 15% above the normal
engine speed.

MB430L Mirrlees
SECTION 8 CHAPTER 1
In the unlikely event of the engine speed rising to 15% above the normal engine speed, the
pneumatic control system provides a positive and rapid method of stopping the engine.
6.2 Operation
a) The emergency stop pilot/manual valve (PV3) is activated and supplies air to spragging
plungers to each fuel camfollower tappet on every cylinder. The plungers project under the
tappets and hold them up, preventing any further fuel pump plunger strokes and therefore
stopping fuel injection into the engine cylinders.
b) The engine fuel control system is also shutdown by activating the cylinder (AC2) via shuttle
valve (ST1) and pilot valve (PV6) tripping the dog clutch latch.
c) In addition to the above pneumatic sequence there is a secondary system, activated by a

speed switch in the engine control panel this opens the overspeed trip valve (OSV), allowing
lubricating oil at full gallery oil pressure normally retained by the valve, to pass to the
hydraulic overspeed trip cylinder (LC1). Piston movement trips the dog clutch and the
shutdown springs bring the fuel pump racks to zero delivery.
NOTE: It is important that the emergency air reservoir is fully charged for the system to
operate satisfactorily.
d) To restart the engine after an emergency shutdown, it is necessary to:---
i) Reset the emergency stop valve (PV3) manually. This is to prevent the engine being
inadvertently re---started before correcting the fault which caused the engine to
overspeed.
ii ) The spragging plunger is automatically released in the first two revolutions of the
engine on starting air.

MB430L Mirrlees
SECTION 8 CHAPTER 1
7. Manual Emergency Shutdown

Should it be necessary to shutdown the engine for any emergency other than previously
described, there are three methods available as follows.
7.1 By means of the pilot/manual valve (PV3) which initiates the sequence described before in section
6.2b,c & d, activating the spragging plungers and trip cylinder (AC5).
7.2 By means of the “emergency stop” pushbutton on the LEAP panel. This activates (PV3) and
initiates the same sequence described above.
7.3 The engine can also be shutdown by manual operation of the dog clutch latch trip lever, which is
mounted adjacent to the free end of the latch. Operation of the trip---lever trips the latch allowing
the shutdown springs to move the fuel pump racks to ‘zero delivery’, thus stopping the engine.
7.4 It will be necessary to reset the emergency stop valve manually after the engine has been
shutdown. If the engine was running on light fuel oil at the time of the emergency stop it can be
restarted at any time after clearing the shutdown fault. If the engine was running on heavy fuel oil at
the time of the emergency stop:---
7.5 It may be restarted --- if the stop has been of 10 minutes or less duration.
7.6 If the stop has been longer than 10 minutes duration the fuel system must be flushed through with
light fuel and the injectors and injection pipes must be flushed out. The engine fuel cams,
camfollower gear, fuel injection pumps and injectors could be extensively damaged if the system
is full of cold excessively viscous heavy fuel oil when a start attempt is made.
8. Remote Emergency Shutdown
8.1 By means of the emergency ‘stop’ soleniod valve (SV3) in the pneumatic control module. This
activates (PV3) and initiates the same sequence just described in section 6.2b,c & d.
9. Control System Failures
9.1 If there is a failure of electrical supply the engine will stop as both the ‘UG’ Actuator and the stop
solenoid are energised to run
9.2 Failure of circuitry to ‘Emergency Stop’ electric pushbutton --- the engine can be stopped by
operating pushbutton pneumatic valve PB3.
9.3 Start air supply failure --- the engine will continue to run. Overspeed pneumatic protection will
initially be maintained from the emergency air reservoir.
Alarms will indicate that the pressure has fallen below 4.8 Bar (70 lb/in2) and if the engine needs
to be stopped it is possible to do so by manually operating the emergency stop pilot valve (PV6)
or by tripping the dog clutch manually, or by turning the governor load limit dial to zero.

MB430L Mirrlees
SECTION 8 CHAPTER 1
In the case of a emergency air system failure, any additional shutdown services which operate via
control valve (SV2) will be rendered inoperative. The engine cannot be restarted until the control
air system pressure and supply is restored.

MB430L
Instruction Manual
Mirrlees
SC11 ASI
SC10
QEV1
ON ENGINE
ON ENGINE TRANSDUCERS/SW
OFF ENGINE
SP SP
SC1 TX1 30 BAR REF DESCRIPTI0N

STARTING AIR PRESSURE AC1
10 STEEL
FUEL FUEL AS1 AIR START VALVE
PUMP PUMP TX1 STARTING AIR PRESSURE
SC2 TX2 10 BAR
VALVE GUIDE LUB TX2 VALVE GUIDE LUB OIL PRESS A BANK
FUEL RACK
8 Cu OIL PRESS A BANK OVERRIDE LEVER
TX4 CHARGE AIR MANIFOLD PRESS A BANK

LC1
EMERGENCY AIR RECEIVER MODULE No.1 PV4
TX6 ENGINE JACKET WATER INLET PRESS
TX7 ENGINE LUB OIL INLET PRESS
PG2 SC4
PG1 RV2 10 BAR AC2 TX8 EMERGENCY AIR PRESSURE supply 1
TX4
RV1 CHARGE AIR MANIFOLD
8 Cu
PRESSURE A BANK QEV1 QUICK EXHAUST VALVE
PR1 SC2
NR1 FC1 FLOW CONTROL VALVE INSTANT ACTUATION
SC1
TV1 TIMING VOLUME FUEL LIMIT TIMED RELIEF
10 STEEL 22mm TAPPING
SYSTEM
AR1 01 02 FIXED ORIFICES
SV1 START SOLENOID VALVE
30 BAR LL1 7.5 BAR LC2 AC3
LF1
SC3 SC4 SC6 TX6 10 BAR SV2/4
SC5 TRIP SOLENOID (13mm PORT)
ENGINE JACKET WATER OSV SV3 ENERGISE TO E--STOP SOLENOID
8 Cu
PRESSURE INLET
SC1 BALL VALVE WITH BLEED

12 Cu DRY CONTROL AIR TAPPING 12 Cu LUBRICATED CONTROL AIR TAPPING LUB OIL SC2 BALL VALVE WITH BLEED
FC1
SUPPLY
8 Cu
FOR FULL DETAILS OF EMERGENCY AIR RECEIVER SEE Drg. S171369
SC4 BALL VALVE WITH BLEED
TX7 10 BAR
SC7 TV1
ENGINE LUB OIL 01 02
10 STEEL SC6 BALL VALVE WITH BLEED
INLET PRESSURE
(LATCH ONLY) SC7 BALL VALVE WITH BLEED
BARRING GEAR SC8 BALL VALVE WITH BLEED
SHOWN ENGAGED
EMERGENCY AIR RECEIVER No.1 & 2
SV1 SC10 AIR SUPPLY STOP COCK

PR1 PRESSURE REGULATOR (LOCKING) SET @ 7.5 BAR SC11
TO BARRING GEAR MASTER ISOLATING VALVE
PG1 PRESSURE GAUGE 8 Cu
8 Cu PV1 LUB OIL INTERLOCK PILOT VALVE
PG2 PRESSURE GAUGE
PV2 BARRING GEAR VALVE
RV1 PRESSURE RELIEF VALVE SET & 10 BAR (NONE ADJ)
TX8 10 BAR PV5
PV3 EMERGENCY STOP PILOT VALVE (MANUAL RESET)
SC8
RV2 PRESSURE RELIEF VALVE SET & 10 BAR (NONE ADJ) TO EA 1 22 STEEL
8 Cu PV4 TRIP INTERLOCK PILOT VALVE
PV2
LF1 LINE FILTER AUTO DRAIN EMERGENCY AIR PRESSURE 1 PV5 START CYLINDER PILOT VALVE
LL1 LINE LUBRICATION PV6 DELATCHED (ENGINE STOP)
NR1 NONE RETURN VALVE
PS1 PRESSURE SWITCH (EMERGENCY STOP, CB TRIP)
AR1 AIR RECEIVER (2CUFT) SV4 ENERGISE TO RUN (E--STOP) 430M & REDUCED K & KV ST1
SP SPRAG CYLINDERS
SC1 BALL VALVE 22 STEEL SV2 ENERGISE TO RUN (N--STOP) LATCHED SYSTEM ST1 STOP SHUTTLE VALVE
SC2 BALL VALVE
22 STEEL AC1 START CYLINDER
SC3 PV6
BALL VALVE, SPARE OUTPUT (DRY CONTROL AIR)
AC2 ENGINE STOP CYLINDER
SC4 BALL VALVE, SPARE OUTPUT (LUBRICATED CONTROL AIR)
AC3 LUB OIL OVERRIDER CYLINDER
SC5 BALL VALVE, DRAIN
LC1 OVERSPEED TRIP CYLINDER (LUB OIL SYSTEM)
LC2 EMERGENCY STOP CYLINDER (LUB OIL SYSTEM)
PV3
SV3 ENERGISE TO STOP (E--STOP) OSV OVER SPEED TRIP PILOT VALVE (LUB OIL SYSTEM)
TO EA 2
8 Cu PV3 PILOT 8 Cu
PS1
8 Cu
RISING
SPRAG OPERATED
& CB TRIP
MODULE REFERENCE NUMBER S171301/1

PNEUMATIC SYSTEM DIAGRAM 6.6.02 S171393
MB430L Mirrlees
SECTION 8 CHAPTER 2
CONTROL SYSTEM SETTING PROCEDURE

To avoid the unnecessary repetition of adjustment and ensure systematic fault finding, the
following procedure is recommended when commissioning the control system or after engine
overhaul.
1. Setting The Lubricating Oil Priming Pressure Start Interlock Valve (PV9)
1.1 Close the start air main isolating valve (M11) to prevent engine start and open the control air stop
cock (SC1) to charge the control oil system to 6.9 Bar.
1.2 Press the engine start local pushbutton and check that the start cylinder (AC2) with the dog clutch
does not operate.
1.3 Maintain the start button depressed and start the lubricating oil priming pump, observing the
pressure rise on the lubricating oil pressure gauge, and ensure that the start cylinder (AC2)
operates.
1.4 The start cylinder (AC2) should operate when the priming pressure reaches 0.35 bar, i.e. the
interlock valve (PV9) has operated to pass air.
1.5 Release the start button and stop the priming pump.
1.6 Of the operating pressure is incorrect, or the start cylinder does not operate, rotate the adjusting
screw at the end of (PV9) valve.
NOTE: Turning the screw clockwise raises the operating pressure and anti ---clockwise
lowers the pressure.
1.7 Repeat Operations 2 to 6 until the interlock valve (PV9) operates consistently at the required
priming pump pressure.
2. Setting The Fuel Limit Cylinder Adjustment (AC3)
2.1 Close the start air main isolating valve M11 to prevent engine start and open the control air stop
cock SC1 to charge the control air system to 6.9 bar.
2.2 Start the engine lubricating oil pump.
2.3 Press the engine start local pushbutton to operate the engine start/stop cylinder and latch
mechanism and also extend the push rod(s) of the fuel limit cylinder(a) (AC3). Maintain the button
depressed.
2.4 Rotate the adjusting screw of the fuel limit striker arm to produce a rack stand---out reading
23---25mm, retighten the locknut.
2.5 Release the start button, open the main isolating valve M11 and attempt to start the engine.

MB430L Mirrlees
SECTION 8 CHAPTER 2
If the engine does not fire, repeat the start attempt, after recharging the air receivers to full
pressure. Repeat again if the engine still does not fire. Observe that the fuel racks are powered
by the governor to apply fuel. During starting it is the function of the booster to charge the governor
with oil pressure/hydraulic power so that the governor actuates the fuel racks.
2.6 Initially the fuel system may not be fully primed, or striction may not allow the engine to attain an
adequate motored speed (50 RPM) on starting air. The engine should fire at 23---25mm fuel rack
standout setting, should then accelerate at a controlled rate up to full speed within 10 to 15
seconds. If the start and acceleration rate is sluggish the fuel can be increased progressively until
a satisfactory start is achieved. The fuel rack standout should be adjusted by 2mm increments until
starting is consistently good and positive when starting a COLD engine. Reducing the rack
standout setting increases the fuel, do not adjust the fuel limit striker arm screw so that the fuel rack
standout would be more than 30 mm. Observe instructions 2.1 to 2.4 above when making any
adjustment.
3. Checking And Setting The Duration Of Fuel Limitation

And The Lubricating Oil Pressure Trip Override
The time delay period, during which the fuel limit cylinder (AC3), the lubricating oil low pressure
trip override cylinder (AC4) are in operation while starting the engine, is adjusted as follows:---
3.1 Setting Duration Of The Fuel Limit
a) Close the start air main isolating valve M11 to prevent engine starting.
b) Start the lubricating oil priming pump.
c) Press the hold start button valve (PB1) observe that cylinders (AC3) and (AC2) operate.
d) Apply hand pressure force to cylinders (AC3) then release (PB1) and note the time taken for
(AC3) to commence to retract. If the time is less than 10 seconds or more than 25 seconds
adjust the back flow needle valve of flow control valve (FC1) until the time taken is 15 to 20
seconds.
e) Open starting valve M11 and start the engine. Observe the fuel pump racks and ensure that
they do not increase beyond the position set as described.
f) If the engine settles on speed in say 10 seconds and the governor is in control the flow
control valve could be readjusted to allow cylinder (AC3) to commence to retract at 12
seconds. The optimum setting should generally be plus approx 2 to 5 seconds longer than it
takes the engine to settle on speed after starting up. The object being to avoid excessive fuel
being injected into the engine cylinders whilst the engine is accelerating up to speed.

MB430L Mirrlees
SECTION 8 CHAPTER 2
3.2 Setting Duration Of (AC4) And Lubricating Oil Trip Cylinder (LC2) Time Delay.
WARNING
There is no protection against loss of lubricating oil pressure during this time delay and it is
therefore important to keep this time to 12 seconds minimum and 30 seconds maximum.
a) First check and ensure that the lubricating oil flow pressure trip cylinder (LC2) operates
when the engine is being shut down. The cylinder should operate closely after the engine oil
pressure has reduced by 0.35 Bar below the normal hot condition engine running pressure.
b) Open wide the needle valve of flow control valve (FC2).
c) Start the engine, when (PB1) button is released at 50 to 80 engine RPM, the cylinder (AC4)
should retract quickly and the trip cylinder (LC2) should operate to trip the latch and stop the
engine. Note the time for this action to take place.
d) Close the starting valve M11 to prevent the engine starting.
e) Operate (PB1) for 10 seconds and observe that (AC4) and (AC2) operate and the latch is
engaged. Release (PB1) and note the time taken for (LC2) to operate and trip the latch.
f) Fully close the needle valve of flow control valve (FC2) and repeat ( e ). In this instance (LC2)
will operate at the maximum time interval possible as the air from (AC4) and (TV2) will only
exhaust via fixed orifices.
g) Open the needle valve of (FC2) one turn and recheck the action and time interval as in ( e ).
h) Adjust the needle valve of (FC2) until the minimum time interval of 12 seconds is obtained.
i) Open M11 and start the engine, ensure (LC2) does not operate and trip the latch when (PB1)
is released. Accept the 12 second minimum setting if the engine consistently starts without
(LC2) operating to trip the latch.
j) If the engine starts sluggishly and the engine lubricating oil pressure does not increase
sufficiently rapidly the time delay may have to be increased by further adjustment of the
needle valve of (FC2). Do not increase the time delay beyond 30 seconds maximum.
k) If the engine stops because the lubricating oil trip operates, increase the delay and repeat
start sequences until continuous running is achieved (30 seconds maximum delay).
l) Allow the engine to reach its full operating temperature. Stop and restart to check for
continued running at the temperature. Re---adjust the time if necessary.

MB430L Mirrlees
SECTION 8 CHAPTER 2
m ) Finally a margin of one second should be added to the minimum setting required to ensure
continued running under cold or hot conditions, whichever needs the longer delay period.
NOTE: The reason for making these precise adjustments is to avoid any detrimental
conditions when starting the engine. Applying a fuel limit allows the engine to accelerate
up to speed at a controlled rate and on achieving full speed the governor then takes control
with a minimum overshoot above full speed. The fuel limit is retained until steady state
governed speed control has been accomplished and full engine lubricating oil pressure has
been established.
The governor only takes control when the engine speed has increased to slightly more than full
speed, it then functions to reduce fuel and steady the engine on speed according to the speed
setting of the governor. For variable speed engines, normally, the governor would be set for ’Idling
speed’ prior to starting and the governor would take control and settle at idling speed after starting
the engine. When the engine is running at a speed below the governor speed control setting it is
a natural function of the governor to endeavour to apply maximum fuel. On a high pressure
turbocharged engine, maximum fuel should only be applied when the engine is at maximum load
and the air manifold is at maximum pressure. When starting, the engine air manifold has only
atmospheric air pressure, so the engine cylinders are only charged with sufficient air to require
less than 25% of maximum fuel. Maintain these correct fuel limit and time delay settings and retain
satisfactorily controlled engine starting conditions.

MB430L
Instruction Manual
Mirrlees

PNEUMATIC SYSTEM DIAGRAM 6/00 170056

Operation and Maintenance Manual Inca 8MB430

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MB430L Mirrlees

Instruction Manual Blackstone

STRESSED BOLT SCHEDULES AND TENSIONING EQUIPMENT

CHAPTER/SUBSECTION SUBJECT PAGE

CHAPTER 1 HYDRAULIC STUD AND BOLT

CHAPTER 2 STRESSED BOLT SCHEDULE

Last Issued 27.1.03 Page No. 1 Mirrlees Blackstone

CHAPTER/SUBSECTION SUBJECT PAGE

CHAPTER 2 TENSIONING IMPORTANT BOLTS

Last Issued 27.1.03 Page No. 2 Mirrlees Blackstone

HYDRAULIC STUD AND BOLT TENSIONING EQUIPMENT

SUBJECT PAGE PARAGRAPH

The Hydraulic Tensioning Equipment 3 3

Slackening A Bolt Or Stud 9 5

Last Issued 27.1.03 Page No. 1 Mirrlees Blackstone

HYDRAULIC STUD AND BOLT TENSIONING EQUIPMENT

Last Issued 27.1.03 Page No. 2 Mirrlees Blackstone

TENSIONING STRESSED BOLTS AND STUDS

1.9 Never leave a system unattended when it is under pressure.

Last Issued 27.1.03 Page No. 1 Mirrlees Blackstone

Last Issued 27.1.03 Page No. 2 Mirrlees Blackstone

3. The Hydraulic Tensioning Equipment

b ) Crankshaft main bearing cap studs --- side;

c ) Large end bearing housing bolts;

d ) Connecting rod palm end to large end bearing housing studs;

e ) Cylinder head studs;

f) Balance weight studs.

g ) Cylinder casing studs;

a ) The Intensifier Unit

Last Issued 27.1.03 Page No. 3 Mirrlees Blackstone

Last Issued 27.1.03 Page No. 4 Mirrlees Blackstone

b ) The Master Gauge.

d ) The Connecting Hoses

Last Issued 27.1.03 Page No. 5 Mirrlees Blackstone

4.1 Closing The Jack

FROM INTENSIFIER VENT PLUG OR

Last Issued 27.1.03 Page No. 6 Mirrlees Blackstone

4.9 Additional Notes

Last Issued 27.1.03 Page No. 7 Mirrlees Blackstone

Last Issued 27.1.03 Page No. 8 Mirrlees Blackstone

5. Slackening A Bolt Or Stud

GAP REDUCES BY AMOUNT

Last Issued 27.1.03 Page No. 9 Mirrlees Blackstone

WARNING: NEVER OVER PRESSURISE THE SYSTEM

Last Issued 27.1.03 Page No. 10 Mirrlees Blackstone

6.1 Changing Jack Seals

Last Issued 27.1.03 Page No. 11 Mirrlees Blackstone

FAULT CAUSE REMEDY

Failure to attain Tank on intensifier Fill tank with SAE30 oil

Jacks not lifting Air lock in system. Vent jacks

Sudden loss of Jack pumped beyond Change seal rings

Last Issued 27.1.03 Page No. 12 Mirrlees Blackstone

FAULT CAUSE REMEDY

Failure to hold Leakage in system Rectify leaks

Nut will not turn Tight thread Investigate, insufficient

Nut slack following Stud or bolt Check hydraulic pressure

Last Issued 27.1.03 Page No. 13 Mirrlees Blackstone

FAULT CAUSE REMEDY

Failure to remove Hydraulic pressure Open quick release valve/jack jack

Distorted thread. Change bolt or stud

Breakdown with If this situation arises, the

Last Issued 27.1.03 Page No. 14 Mirrlees Blackstone

Title: Date: Man.No:

Title: Date: Man.No: