Text

Instruction Manual,Model DSR-48 Diesel Engine,Shoreham Unit 1
	ML20084E167
Person / Time
Site:	Shoreham File:Long Island Lighting Company icon.png
Issue date:	03/19/1984
From:	; TRANSAMERICA DELAVAL, INC.
To:	;
References
	PROC-840319, NUDOCS 8405020155
	Download: ML20084E167 (216)
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instruction Manual Model DSR-48 Diesel Engine i Serial Nos. 74010-2604 74011-2605 74012-2606 l

LONG ISLAND LIGHTING COMPANY !

Snoreham Nuclear Power Station l

l Unit No.1 t I

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Transamerica Delaval Inc. l Engine and Compressor Division ;

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SWEC'J.O. NO.: 11600.02 Revision: Insert 12 Document No.: 1R43/1 March 19, 1984 Os .!

TRANSAMERICA DELAVAL INSTRUCTION MANUAL MODEL DSR-48 DIESEL ENGINE

' SERIAL.NOS. 74010-2604 74011-2605 74012-2606 SHOREHAM NUCLEAR POWER STATION - UNIT 1 LONG ISLAND LIGHTING COMPANY DROOKHAVEN TOWNSHIP, LONG ISLAND, NEW YORK This revision to the Transamerican Delaval Instruction Manual incorporates the following E&DCRs:

F-30537, F-32015, F-33599D, F-33599F, F-34711, O F-36214, F-37605, F-38251, F-38813, F-38813A, F-38813C, F-39832A, F-44681, F-44795A, F-44984, F-45031C, F-45089D, F-45416A, F-45416D, F-45486, F-45564 F-45577, F-45633, F-45802, F-45802A, F-45843A, F-46239B, F-46245, F-4C325 , F-46361, F-46371, F-46372, F-46404, F-46404A, F-46404B and F-46427 These E&DCRs have revised or incorporated the folicwing pages in the instruction manual:

Pages: 1-3, 2-4, 2-4-A, 2-4-D, 3-4, 1-5, 4-7, 4-6, 5-B-2, 5-B-3, 5-B-4, 5-B-5, 5-D-6, 5-D-12, 6-B-3, 6-D-3-A, 6-B-4, 6-B-5, 6-B-6, 6-D-7, 6-B-8, 6-D-2, 6-D-2-A, 6-D-2-B, 6-F-2, 6-F-3, 6-H-1, 6-H-2, 6-I-1, 8-3, 8-3-A, 8-4, 8-4-A, 8-5, 8-5-A, 8-5-D, 8-8, 8-11C and 8-11D.

Drawings: 52071, 52075, 61-560-7096 and 100399 and 100404.

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! SWEC J.O. NO.: 11600.02 Revision: Insert 12 ;

I g Document No.: 1R43/1 March 19 1984 l I

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. TRANSAMERICA DELAVAL j INSTRUCTION MANUAL i MODEL DSR-48 DIESEL ENGINE 1 .

I SERIAL NOS. 74010-2604 [

, 74011-2605 >

( 74012-2606 i i SHOREHAM NUCLEAR POWER STATION - UNIT 1 [

l j LONG ISLAND LIGHTING COMPANY [

BROOKHAVEN TOWNSHIP. LONG ISLAND. NEW YORK i f

~

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! The following Engineering and Design Coordinntion Reports I have been issued against the Transamerica Delaval.

] Instruction Manual (IR43/1 Vol 1), but are not required to '

i be incorporated::

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! E&DCR Description 1

) F-32015A Incorp. E&DCR F-32015 into ranual i i ,

f F-33.'.99 Latest torque values (1979) 4 -{

i r-33599/ Latene terque values (1980) .,

j (Flywhsci torque decreasod) j i

j F-4',416 Replace Rocker Arm Tube Plugs l 4

l J

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Instruction Manual ii O

v ENGINE DATA MODEL ...................... DSR-48 SERIAL NUMBERS ............. 74010-2604 74011-2605 74012-2606 FUEL ....................... DIESEL TYPE INSTALLATION .......... STATIONARY - NUCLEAR STANDBY CONFIGURATION .............. IN-LINE NUMBER OF CYLINDERS ........ 8 BORE ....................... 17 IN.

STROKE ..................... 21 IN.

CYCLES ..................... FOUR BMEP ...................... 225 PSI HORSEPOWER ................. 4889 RATED SPEED ................ 450 RPM

ROTATION ................... CLOCKWISE - VIEWED FROM FLYWHEEL END STARTING SYSTEM ............ PILOT AIR - GEAR DRIVEN DISTRIBUTOR y, FIRING ORDER ............... 1-4-7-3-8-5-2-6 DISPLACEMENT PER CYLINDER .. 4766.6 CU-IN.

TOTAL DISPLACEMENT ......... 38,133 CU-IN.

) FLYWHEEL DIAMETER .......... 73 IN.

FUEL INJECTION TIMING ...... 23* (14.65 IN.) BEFORE TOP DEAD CENTER FUEL INJECTION PUMP RACK ... REFER TO ENGINE NAMEPLATE VALVE CLEARANCE ............ N/A (HYDRAULIC VALVE LIFTERS)

NOTES: REFER TO ENGINE NAMEPLATES FOR FIRING ORDER AND FUEL PUMP RACK SETTINGS AT FULL LOAD.

REFER TO APPENDIX X IN SECTION 8 FOR COPIES OF THE FACTORY TEST LOGS AND A

SUMMARY

OF FACTORY TEST RESULTS.

ALWAYS INCLUDE SERIAL NUMBERS WHEN COMMUNICATING WITH TRANSAMERICA DELAVAL INC., ENGINE AND COMPRESSOR DIV.

CONCERNING ENGINE PERFORMANCE.

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Instruction Manual m s

'% J Tatde of contents Secton 1 - Introduction Purpose...................................................................1-1 Sc ope of M a nua l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1 Related M a nuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1 Cu stomer A s si st a nce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1 N otes, Cautions a nd Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 Saf ety Prec a ution s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2 Working Principle .......................................................... 1 2 General Engine De scription . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 Nuclear Power Standby Service ............................................. 1 3 Section 2 - Instanston General...................................................................21 Foundation D r a win g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 Installation Drawing ........................................................21 System Schematic Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 H a ndling a nd Shipm ent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 F oun d a ti o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 Foundation Bolt Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 Preparation For Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 Placing Engine Over Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 x_/ Mounting Flywheel and Connecting Shaft .....................................24

Grouting .................................................................. 2 5 Pi ping Syst e m s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 6 Treatment of Piping ........................................................ 2 6 J a ck et Wate r Syst em . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 7 C ooling Wat er Sy st e m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 I n t er c oot e r Li n e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 F uel Oil Sy stem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 9 L ubncating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 10 Flow Pnnciple .............................................................2-10 K ee p Wa r m Cir c uit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 10 Auxiliary Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 10 Placing Lubricating Oil System in Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 10 l I nt a k e Sy st e m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 1 E x ha u st S y st e m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 12 St a r ting Air S y st em . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 13

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Instruction Manual iv Section 3 - Engine Controle .

1 1

General...................................................................3-1 Ref e r e n c e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 D r a wing s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 Alarm System ........... ................................................. 3-1 Control Pa nel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 Operation .................................................................3-1 Local Ma n ual St a rt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 Remote Manual Start ....................................................... 3-3 Remote Automatic St a rt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 4 Automatic Safety Shutdown System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 N o r m a l St o p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 5 Automatic Switch Over Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 5 Section 4 - Engine Operation General...................................................................4-1 Cle a r Cylinde r C he c k . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2 Saf ety Prec a utio n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3 Standby Mode Status Check ................................................ 4-4 Pre St a rt P roced ure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 6 Te st St a rt s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 7 E me rge ncy St a rt s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 8 Stopping Procedure ........................................................ 4 9 osa t e oirect lV

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Section 5 - Inspection and Maintenance Part A - Preventive Maintenance G e ne r a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 A - 1 Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 A-1 Perf orma nce Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 A.1 Operating Reports ............................................... 5 A-4 Part B - Suggested Maintenance Schedules G e ne r a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 B - 1 Maintena nce Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 B 1 Inspection Guides ............................................... 5 B-1 Daily inspection Guide ........................................... 5-B-2 Weekly inspection Guide ......................................... 5 B 3 Monthly /Each Exercise Test inspection Guide ...................... 5 B 4 Annual /Each Plant Shutdown Inspection Guide ..................... 5 B 5 Bi-Annual / Alternate Plant Shutdown inspection Guide ............... 5 B 6 Every Five Year Inspect.on Guide ................................. 5 B 7 Part C - Preservation and Storage Preparation For Shipment and/or Storage ..........................5C-1 Preservation Matenals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C- 1 Desicca nt s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C- 1 General Preservation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C 1 Long Term Storage .............................................. 5 C 2 Levels of St or a ge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C- 3 Receiving ins pection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C 4 On Site Preparation For Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C 5 St ora ge i nspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C- 5 Recoating Of Preserved Surf aces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C-6 G e ne r a t or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 C 6 Part D - Inspection and Maintenance Records G e n e r al . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 D - 1 Instructions For Use ............................................. 5 D 1 o,

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Instruction Manual vi

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J secuen s - overhaul and Repair Part A - General ,

Rotation and Cylinder Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A.1 ,

Assembly of Parts ............................................... 6 A.1 Use of Assembly Drawings ....................................... 6 A.1 Cleanliness ..................................................... 6-A 2 T o r q ui n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A 2 Torq ue T a ble s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A 2 Adhesives and Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A-3 Saf ety Pr ecautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A 6 l

Part B - Cyiinder Heads and Valves Cylinder Head Removal .......................................... 6 B 1 Inspection ...................................................... 6 B 1 Va l v e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 2 Valve Spnng Replacement ........................................ 6 B 2 Valve Removal From Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 2 Valve Inspection and Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 3 Cylinder H oad Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 3 Part C - Pistons and Rods General.........................................................6C1 P a rt s Li st s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C - 1 Special Tools ................................................... 6 C 1 Replacing Connecting Rod Beanngs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 1 2

Removing Piston and Connecting Rod ............................. 6 C 3 v) inspecting Connecting Rod Beanngs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.5 Checking Piston Pin Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 5

. Inspecting Connecting Rod ....................................... 6 C 6 Checking Piston Ring Side Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 6 Piston Ring Replacement ......................................... 6 C 6 Cle a ning Piston Ring s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C-7 Checking Piston Ring Gap Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.7 inspeCling Piston ................................................ 6 C.7 Disa ssem bling Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.7 Assembling Piston ............................................... 6 C 8 Instalkng Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 9 Replacing Piston Pin Bushing ..................................... 6 C 9 Inspecting Cylinder Liners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.10 Liner Degf azing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.11 Removing Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.1 1 Instalhng Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.11 installing Piston and Rod ......................................... 6 C.12 Seating Ne w Rings in Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C.12 Part D - Crankshaft and Beanngs M a in Be a n ng s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D 1 Bearing Removal ................................................6D.1 Installation of Bearing Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D.1 Crankshaft Alignment and Thrust Clearance . . . . . . . . . . . . . . . . . . . . . . . . 6 D 1 Checking Thrust Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D i Crankshaft Web Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D 2 Deflection Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D 2

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Corr ective Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D 3 w VI

Instruction Manual vn p

Section 6 - Overhaul and Repair (Continued)

Part E - Cams, Camshafts and Bearings General.........................................................6E1

, Camshaft Beanng Replacement ................................... 6 E 1 Cam Replacement ............................................... 6 E t Timing Gears ................................................... 6 E-3 inspection ...................................................... 6 E 4 A s s e m bl y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 E 4 l Camshaft Timing ................................................ 6 E 5 J

Part F - Fuel System l Fuel injection Equipment .........................................6Ft Parts Lists ...................................................... 6 F t Fuel Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 2 Nozzle Adjustment ............................................... 6 F 3 Cleaning Spray Tips ............................................. 6 F 3 '

Fuel I njection Pum ps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 3

Desenption of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F.4 Malf unctioning Pum p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 5 Pump Removat .................................................. 6 F 5 Disass embly of Pum p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 6 A s sem bly of P u m p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 7 Pump Installation and Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 8 i

Part G - Engine Controls

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Ove r s peed Tri p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 G 1 Overspeed Tnp Adjustment ....................................... 6 G 2 Governor Drive Replacement ..................................... 6 G 3 i Logic Board Trouble Shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 G 4 Checking Logic Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 G 4 Part H - Engine Balancing General.........................................................6H1 Cylinder Bala nce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 H 1 Fuel injection Equipment ......................................... 6 H 1 Engine Out Of Tune . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 H 1 Preventive Maintena nce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 H 2

, Trouble Shooting ................................................ 6 H 2 1

Part 1 - Starting Air System G e ne r a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 1 A ir Suppl y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 1 Oper ation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 1

Starting Air Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 2 Valve Disa ssembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 2 Valve Assembly .................................................6I2 Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 2 Timing Starting Air Distnbutor .....................................613 Air Filter inspection ..............................................6t3 St ra i ne r s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 3 O

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I SeeHon 6 - Overhaul and Repolt (Conunue4 Part J - Cooling Water Systems G e n e r a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 J .1

Water Treatment Program ........................................6J1 O pe r a tio n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 J 1 U se of E t hyle ne Glycol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-J 1 '

Scale and Corrosion ............................................. 6-J 1 Treatment of Jacket Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 J 1 ,

Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 J 2 Cleaning the Jacket Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 J 2 Part K - Lubncating Oil System Filter s and Strainer s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K 1 Lubncating Oil P um p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - K - 1 Re m oving P u m p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K .1 P u m p Di s a s s e m bly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K .2 P u m p Re a s s e m bly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K .3 I n st allation of Pu mp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K 3 i

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Pump Gear Carrier Assembly ..................................... 6 K.3 Disassembly and Assembly of Gear Carrier Assembly ............... 6 K 3 Pressure Regulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K.5 Adding Lubncating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K 6 Selection Of A Lubncating Oil ..................................... 6 K 7 Changing Lubricating Oil ......................................... 6 K 7

( A n aly sis of Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K . 7 Turbocharger Beanng Lubncation ................................. 6 K 8 Part L - Miscellaneous

] Manometer .....................................................6L1 Measuring Vacuum ..............................................6L1 Operation and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 L 1 Crank ca se Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 L 2 Section 7 - Trouble ShooHng General...................................................................7.t Records ..................................................................71 i

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Section 8 - APPENDICES i

Appendix l -

Conversion Factors and Other Useful Information ...........82 ;

j Appendix 11 - Operating Temperatures and Pressures . . . . . . . . . . . . . . . . . . . . . B 3 l j Appendix lil -

Table of Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 4 i

, Appendix IV - Torque Tables .......................................... 8 5 Appendix V - Timing Diagram ......................................... 8 6 Appendix VI - Lubncating Oil Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . 8 7 ,

. Appendix Vil - Alarms and Safety Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 8 ;

. Appendix Vill - Fuel Oil Specifications ...................................89 -

) Appendix IX - Torsional Stress and Cntical Spoeds . . . . . . . . . . . . . . . . . . . . . . . 8 10 t Appendix X - Factory Test Logs .......................................811 Section 9 - DrawinSe 4

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' v) l.ist Of 111ustrations Fig. No. Title Page 11 Diagra m of Working Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 1-2 Cross Section. Typical Model R Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 21 Suggested Foundation Bolt Template . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 22 Flywheel Mounting ............................................................. 2-4 2-3 Jacket Water Piping System ................................................... . 27 5 D.1 Inspection and Maintenance Record. Main Bearing Caps . . . . . . . . . . . . . . . . . . . . . . . . . . 5D3 5D2 Inspection and Maintenance Record. Crankshaft Web Deflections ................... 5 D 4 5D3 Inspection and Maintenance Record. Main Bearing Shells .......................... 5 D 5 5D4 inspection and Maintenance Record. Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 D 6 5D5 Inspection and Maintenance Record. Cylinder Liners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 D 7 5D6 Inspection and Maintenance Record. Connecting Rod Bearing Shells ................ 5 D 8 5 D.7 Inspection and Maintenance Record Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 D 9 5 D 10 Inspection and Maintenance Record, Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 D 10 5D9 Inspection and Maintenance Record. Piston Rings .................................5D-11 5 D 10 Inspection and Maintenance Record Cams and Tappet Assembhes ................. 5 D-12 5 D 11 inspection and Maintenance Record. Camshaft Beanng Shells ......................5D13 5 D 12 Inspection and Maintenance Record. Gearset .....................................5D-14 5 D 13 Inspection and Maintenance Record. Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 D 15 5 D 14 Inspection and Maintenance Record. In'ake and Exhaust Valves . . . . . . . . . . . . . . . . . . . . . 5 D 16 5 D 15 Inspection and Maintenance Record, Fuel injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 D 17 T 5 D 16 Inspection and Maintenance Record. Fuel injection Nonle and Holder . . . . . . . . . . . . . . . 5 D 18 i d 6 A.1 6B1 Engine Rotation and Cylinder Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A-1 Cylinder Head Lifting Fiat ure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 1 6B2 Va!ve Spring Compres sor Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 2 6B3 Valve Spring Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 2 6B4 Tightening Sequence For Cyhnder Head Stud Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 B 3 6 C.1 Connecting Rod and Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 2 6C2 Connecting Rod Cap Lifting Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 3 6C3 Removing Connecting Rori Bearing Cap ............._............................. 6 C 4 6C4 Lifting Piston and Rod From Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 4 6C5 Measunng Bearing Shell Thickness .............................................. 6 C 5 6C6 Measunng Piston Pin in Bushing Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 6 6C7 Piston Ring Side Clearance ..................................................... 6 C 6 6C8 Pist on Me a s ur ement s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - C 7 6C9 '

Piston Assembly ............................................................... 6 C 8 6.C 10 Cylinder Liner Wear Pattems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 C 10 1 6D1 Ma in Be a n ng Ca p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D 1 6D2 Crankshaft Thrust Rings ........................................................ 6 D 1 6D3 Pr e Stresser As sembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D 2 6D4 Crankshaft Alignment Record. Form D 1063 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 D 6 6 F.1 Ty pecal Fuel infection Sy stem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 1 6 F.2 Fuel Injection Noule Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 F 2 6F3 Pump Pfunger and Barrel Arrangement ...........................................6F4 6 F.4 E ff e ctive Str oke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ' F . 4 (O) m

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\ List of litustrations (Continued)

Fig. No. Title Page 6F5 Fuel Pump .................................................................... 6 F-5 6 F.6 Flywheet Timing Marks ......................................................... 6 F 8 6F7 Pump Base To Tappet Adjustment ............................................... 6 F 8 6 G-1 Overspeed Trip Governor .......................................................6-G-1 i 6-G 2 Governor Drive Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - G 3

6I1 Sta rting Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1 2 6 K.1 Lubricating Oil Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 K 2 i

6K2 Oil Pressure Regulating Valve ............................................ ...... 6-K 5 6K3 Turbocharger Bearing Drip Lubrication System .................................... 6 K 8

6.L 1 Ma nometer With Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6L1 6 L.2 Reading Manometer ............................................................6L1 i

List of Tables 31 Pressure Switches .............................................................32 32 Sol e n oi d Va lv e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2 33 T i m e D el a y s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2 34 Relays........................................................................33 6A1 Threadlocker Adhesives ........................................................ 6 A 3 6A2 Thread Sealants ............................................................... 6 A 4 6.A.3 Gasketing Material ............................................................. 6 A 4 6.A 4 Retaining Compounds .......................................................... 6 A 5 6.A.5 Superflex Silicone Adhesive Sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A 5 i

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Transamerica Delavil Inc TNR88m8n08 Engine and Compressor Division gggl 550 85m Avenue P.O Box 2161

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! T Oakland. Califomia 94621 GUARANTEE Unless otherwise specifically stated, all machinery and equipment purchased hereunder is subject to the following warranty: Transamerica Delaval Inc., Engine and Compressor Division (hereinafter called Company) warrants that machinery and equipment manufactured by Company and furnished and delivered to the Purchaser hereunder shall be of the kind and quality described in the Company's specifications, and no other warranty or guaranty except of title is made or shall be implied, if any part of said machinery and equipment thus manuf actured by the Company fails because of defective workmanship or material within one year from the date of starting the engine af ter delivery,but not exceeding fifteen months from the date of shipment, the Company will, provided such machinery and equipment has been used for the purpose and in the manner intended and the Company's examination shall disclose to its satis-faction that such parts are defective, replace such defective parts f ree of charge, f.o.b. cars at its warehouse in Oakland, California, but the Company will not be liable for repairs or alterations unless the same are made with its written con-sent or approval. The Company will not be liable for damages or delays caused by such defective material or work-manship, and it is agreed that the Company's liability under all guaranties or warranties, either express or implied, is expressly limited to the replacing of parts failing through defective workmanship or material within the times and in the manner aforesaid. Parts claimed to be defective are to be returned to the Company at its option, transportation prepaid. The Company makes no guaranties or warranties whatsoever in respect to products other than that manu-factured by the Company as they are sold under the regular warranties of the respective manufacturers, copies of which will be furnished if requested. All warranties and guaranties as to efficiency and capacity are based upon shop tests when operating under specified conditions, but do not apply to any condition varying from the foregoing. The liability of the Company (except as to title) arising out of the supplying of said machinery or equipment or its use, A whether on warranties or otherwise, shall not in any case exceed the cost of correcting defects in the machinery or

( ) equipment as herein provided, and upon the expiration of said warranty, as herein provided, all such liability shall terminate.

PRODUCT IMPROVEMENTS The Company reserves the right, where possible, to include changes in design or material which are improvements.

Also reserved is the right to furnish equipment of design modifications best suited to a particular installation, location, or operating condition, as long as such modification exceeds Purchaser's design specifications. The Company cannot be responsible for including improvements made af ter start of production on Purchaser's equipment.

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Poem S 991 (R 2) 3/79

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Instruction Manual 1-1

%.J SECTION 1 INTRODUCTION PURPOSE.

The purpose of this Instruction Manual is to assist the owner and operating personnel in the operation.

maintenance, adjustment, overhaul and repair of the equipment described on the data sheet in the front of the manual Theinstructionsgivenhereincovergenerallytheoperationandmaintenanceof this equipment Should any questions arise which are not answered specificaliy by these instructions, they should be referreo to Customer Service Department. Transamerica Detavat Inc , Engine and Compressor Division f or f urtner detaited information and technical assistance The name Transamerica Delaval, as used in this manual, shall be 1 amen to mean the Engine and Compressor Division unless another Transamerica Delavaldivision is specifically named SCOPE OF MANUAL.

This manual cannot possibly cover every situation connected with the operation, adjustment, inspection, test.

overhaul and maintenance of the equipment furnished Every offort is made to prepare the text of the manualso that engineering and design data is transformed to the most easily understood wording Transamerica Delaval, in furnishing this equipment, must presume that the operating and maintenance personnel assigned thereto have sufficient technical knowledge to apply sound safety and operational practices which may not be other-wise covered herein. In applications where Transamerica Delaval equipment is to be integrated with a process or other machinery, these instructions should be thoroughly reviewed to determine the proper integration of the p equipment into the overall plant operational procedures.

\d I RELATED MANUALS.

In adortion to tnis Instruction Manual, a Parts Manual and an Associated Publications Manual are normale r provided The contents of these manuals is as follows.

a The Parts Manual contains engine specifications, assembly parts lists and assembly drawings instructions are provided to assist in the ordering of spare and replacement parts The assembly drawings are intended to assist in the identif Cation of parts, however,ilis recomm9nded that the pari numbers appearing on these drawings not be used when ordering parts. Rather, use the part numbers shown on the appropriate group parts list -

b The Assoc #ated Publications Manual es a compilation of manufactutor's bulletins, forms. instruct,ons drawings, etc , which are applicable to components and equipment which is furnished with the engine. but not manufactured by the Engine and Compressor Division The contents are indened, both alphabetically by manufacturer's name, and numerically by Transamenca Delaval part number Completeinstructions for using the manual are contained in the manual CUSTOMER ASSISTANCE.

Transamerica Delaval maintains a statt of factory trained customer service personnel who aro availabte at nominal rates to assist or advise in the installation, overhaul or repair of Enterpnse machinery. It is rer om-mended that one of these customer service representatives be requested when entensive repa,rs are being made on the equipment. If assistance is required, write or wire the Engine and Compressor Division. Customer Service Department, furnishing complete information, including all serial numbers

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instruction Manual i-2 e) t V'

NOTES. CAUTIONS AND WARNINGS, Notes, cautions and warnings, as used in this manual are intended to convey the following meanings a NOTES - operating procedures, conditions. etc. which it is essentiai to empnasize or nignnght because of their importance to the proper operation of the machinery b CAUTIONS - Operating procedures, practicos. etc. which. if rsot strictly observed could result in damage to, or destruction of equipment c WARNINGS - Operatingprocedures. practices. erc *hich could resuit on ontury or oss s?thnon cnte of not followed correctly SAFETY PRECAUTIONS, Although the design features of the Transamenca Delavai engine include considerations for the safe operat'on of the machine, all operating and maintenance personnel should be fully aware of the potential 6 atatds that are present dunng the oporation and maintenance of any fargo. medium speed. internal combustion eng no These batards encompass many areas - rotating machinery, temperatures. pressures. handhng of heavy weights flammable liquids. slippery surf aces. and an environment of high nose levels Thes instruction Manual should not be considered a'linclusive in the area of safety, but rather as but one source of information for the formutation or a comprehensive plant safety program Specific safety precautions in the form of Cautions and Wa'nings are l

given throughout this manual for specific conditions and situations in addition, general precautions are provided in Section 4 for operation of the equipment, and 6n the beginning of Section 6 for overhaul and repair activities Safety programs, to be effective. must be the concern of alllevels of management as *cn as the individual worker Transamerica Delavat will be pleased to advise on any specific situations which are not consiocred to be adequately covered by these instructions WOMNING PRINCIPl.E.

l 1 Transamerica Delaval Enteronse eng nes operate on the four stroke Cycle pnnciple The compacto cyc e for l

each cylinder consists of theintanc compression, power (or capansion) and onhaust strones andicqwr es t4o complete revolutions of the crankshaft

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a INTAKL Sf HOKE - Dunny the downward movement of the patori on the inta.c stee e ino ,* ia.e valve es open and combustion air enters the Cylinder The eehaust yalvo f ema ns open ilanty the e an, gsis t i it'u stroke to scavange the Cylinder of any uriburned gases from the previous power stro.e Comtet un ad enfe4 the Cylindt!r from the turbocharger under pressure s;

. . . 12

I instruction Manual t-a ;

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b COMPRESSION STROKE - Shortly after the piston passes bottom centor and starts upward,the antake valve closes and the ser is compressed, raising the temperature of the air to wcll above the agttion i

temperature of the diesel fuel Just before the piston reaches top center. diesel fuelis 6njected into tho combus- .

lion chamber by a nogale which alomites the luet and spraya it in a pattern that will achieve optimum combustion I efficiency. The heat of compression ignetes the fuel j

c. POWER STROKE - The burning fuel air misture onpands and forces the piston downward This !

downward thrust tr ansmets power theough the connecting rodlo the crankshaft, causing it f o rotate Towatcs the l end of the pc*er stroke the enhaust valse opens and omhaust gases start to leave the cyhnder [

d EXHAUST STROKE - As the paston movas upward, past bottom centor,os naust gases are fof cod out [

of the cyhnder theough the open eshaust valves Duringthelast half of the enhau ,1 stroko the intan e vah,e operis ,

to admit combustion air into the cylinder for scavenging purposes ,

t GENEMAL ENelNE DESCMIPfl0N.

The Model M engine it a four stroke. cycle, tutbucharged. af tercooleil,inhne d esel engme, telt in an 8 cyhndet aerang" I ment. Trunk type pistons, removeble wet type cylmder kneet, peettuve tubeication amt mothenetal fool injection are featutes of the M engme. Individual fuel injection pumps are provided for each cyhtider, and as they are of standard ,

design, are interchangseble, The fuel imot are of equal length and see relatively short, featucing kne surgi to a mmimuni l Fuel pumpt, no##les and ottfice life and angle are all carefully matched to the engine and the fuel to tr useil to give i magimum thermal efficiency. A goat driven statting sit delttsbutor providen a timed ribution of pilot a.t to o.xn the ait start volves, permitting the engine to be started cold in a few seconds with a 4 ttarting alt tupply. i ngit'e d rotation and cyhndet designation are determmed wh61e facing the engine at the fly et end, number one cylindet always being the f arthest from the flywheel.

NUCLE AM POWIN ST ANOtV SEMVICE.

The engmes furmthed the Long li and l Lightmg dompany's Shoreham Nuclear Power Station, Umt No i see designed to operate in case of a complete lost of r ormal and reserve station aunihaty power to supply emeegener pq*er to v tat equipment. Each engine generator tot it a complete unit, embodying the engene, generator and the basic atteitariet mounted on a rigid common tub base, l'ach engme generatne tot 64 capable of being statled either matma'ly, t,t auto-matically by electrical tignal without local attendance.

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instruction Manual 14 O

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Instruction Manual _ _

21

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SECTION 2 INSTALLATION GENERAL.

! As the installation requirements for an engine may vary from site to site, the instructions contained in this section of the manual are representative of a typical installation and not necessarily the exact procedure for a specific site.

Certified installation and foundation drawings are furnished to each customer which detail the dimensions and installation requirements for that particular unit.

FOUNDATION DRAWING.

The foundation drawing will be accurately dimensioned and must be carefully observed. Carelessness in locating foundation bolts, pipes, conduits and drains will cause difficulty during installation and alignment of the unit. It is essential that the foundation be constructed to the highest standards of accuracy.

INSTALLATION DRAWING.

I The installation drawing details the measurements for machinery location, distances required for normal maintenance tasks and the overhead clearances necessary for piston removal, in addition,the drawing willindicate the location and site of connection points for pipes and the electrical requirements for alarm and control mechanisms.

SYSTEM SCHEMATIC DRAWINGS.

Electrical and flow diagrams are f urnished for the various systems. Flow diagrams describe graphically the recommended system for interconnecting the various items of equipment in that particular circuit, as well as the minimum pipe sites.

HANDLING AND SHIPMENT.

Care must be exercised to avoid damage during the handling of the engine and associated equipment during shipment and installation. The unit should be lifted only from the lif t pads on the side of the engine base (where provided) as indicated on the installation drawing. When securing the engine during shipment or other movement, make sure no I binding stresses are imposed on the engine base or crankshaft.

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instruction Manual 22 '

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FOUNDATION.

Make a foundation bolt template, using the certified foundation drawing to determme the location of the equipment mounting bolts. See figure 21 for a suggested method of building the template. Exercne cose in locating bolt centers.

Place and support the template from the foundation forms. Anchor securely to prevent movement of the template-Thread foundation bolt into lower nut in pipe sleeve being careful not to damage cap at tiottom of nut. Insert foundation bolts and sleeves in holes provided in the template then tighten the upper nuts. Sleeves must tw securely held in correct position to prevent any movement when pouring concrete. A suggested method is to use reinforcing rods welded to each sleeve or on top of each anchor plate in both rows of bolts, running the length of the engine, and adding "X" bracing between the two rows of bolts. Another suggestion is to tie the tjolt assemblies to other reinforcing rods already in the foundation. Recheck template position, alignment and elevation l>efore pourong con crete it is recommended that a Transamerica Delaval Engine and Compressor Division service representative be present to check bolt layout. The foundation is to be poured monolithic and must be suitably reinf orced with reinf o'cing steel.

Let concrete set for 10 days before instalhng equipment, and 30 days before running equipment.

MATE Ri AL WOODEN PL ANKS SECURELY N AILED TOGETHE R I i 9 I 1

1 i i l i 1 2 a 6 's N AiLE D TOGt THE n O

s 1 a 6 CROSS BR ACING c NOTCH TOP OF 2 a 6 AT COANE R$ TO Suet

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The foundation bolts are so designed that the anchor studs can be removed from the anchors af ter the foundation has been poured. This permits the engine to be placed over the foundation without any interference or danger of damage to the studs. Once the engine is in plaie, the studs are installed and screwed into the arichor assemblies.

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Instruction Manual 2a O,

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PREPARATION FOR INSTALLATION.

Before landing the unit on the foundation, the surfaces of the foundation must be roughened wherever grout is to be applied. Chip and clean as necessary to remove all laitance and foreign matter so that the clean, dry, sharp agregate required for a good bond to epoxy grout is exposed. The machined surfaces of the sole plates and chocks must be thoroughly cleaned and the leveling screws waxed to prevent their sticking to the grout. The machined bottom faces of the engine base must also be cleaned thoroughly. Remove engine foundation bolts. Place steel plates at jacking screw locations, level plates and grout in place.

PLACING ENGINE OVER FOUNDATION.

Position engine over foundation and insert four toe jacks, one at each corner of the engine, inboard of the shipping skids. If engine is rolled into position, the ends of the jacking screw shields and foundation bolt shields must be protected to avoid damaging shield ends with the rollers. Do not place jacks in the center of the engine as this could cause damage to the engine base, insure that the combined capacity of the jacks is at least fif ty percent greater tnan the total weight of the engine. See Installation Drawing for weights,

s. Remove shipping skids, thoroughly clean mounting rails and then lower engine to grade, Be sure the foundation bolt holes in the engine base are correctly aligned with the foundation bolt sleeves in the foundation for easy installation of tne foundation bolts,

b. Clean sole plates and chocks with a deyeasing type solvent, it is remmmended that af ter the sole plates are washed, they be primed with a primer temmmended by a grout manuf acturer. Lubricate the threads of the jacking screws with a mixture of powdered graphite and engine lubricating oil. The lower end of the jacking screws should be coated with wax to prevent the epoxy grout material f rom binding to the screws.

c. Place sole plates and chocks in position under the engine as shown in the foundation drawing. Install sole plate retainers on the front and rear sole plates, making sure the sole plates are forced tightly against the shoulder at the inner edge of the engine mounting rails.

d. Lubricate lower threads of the foundation bolts with standard graphite and oil mixture, install bolts in sleeves and screw firmly into the threads at the bottom of the sleeve. Lubricate threads at the upper end of foundation bolts with oil and graphite powder then place washers and nuts on bolts,

e. Level and align the engine. Refer to Section 6, Part D of this manual for the method of taking crankshaf t web deflection measurements. Record web deflection measurements on Form D.1063. Insure that all sole plate jacking screws are so adjusted as to distribute the weight evenly on all sole plates.When leveling and alignment as satisfactory.

snug down the foundation bolt nuts to prevent movement of the engine during installation of the driven equipment and grouting.

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23 m si e m

Instruction Manual 2-4

/

h MOUNTING FLYWHEEL AND CONNECTI:4G SHAFT.

Carefully Clean and de burr the bores and mating surfaces of the flywheet, the Crannshaft t!ange arW the connecting flange. Dirt or burrs will cause misabgnment bet 4000 the Crankshaft and the connecting sNatt The mating surfaces of the flywhcol and the flange must be free of alllubrication Manimum friction is requ, red for power transmission a App 7 G IM Onct ^! 7000'0'- ^ !O t'::"nchng ^Jo;;; of r - f:,3.d v ;;M 7; Sunt the flywheel on the engine Crankshaft flange. Make sure no dirt is allowed between the mating surf aces 'Ahile t"e flywheet is being mounted Install three retaining plates (see figure 2-2) and draw the flywhu:1 up on tr.i; fiange until it is seated b Bring the connecting shaft into position, align the half inch locating hole in the Connecting shaf t flange with the locating hole in the flywheel and gdp\ p 7 move the connecting shaft into engagement with the < / g flywheel. Keep dirt from entering the matina area Use two long or'e or one and one quarter inch 7fqq x

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d:ameter temporary bolts with washers and nuts to -

3 - ---

draw the connecting shaft to the flywneci untilit is y (j -

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seated Check with feeler gauges between face of { ,g, connecting shaft flange and flywheel to be sure the ig 3 %

hange is fully seated and square with the flywheel N*;,7 ,'; - 's N,

c Special tapered abgning dowets and a Q "* T.' q flywhee' bolt teamer are ava.lable from the '=

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(Vp) Transamerica Derava! Engine and Compressor m @D ..,

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D..as'on Service Department for use in ahgn4ng and . , ~ . . .

fitting tne flywheel bolts Lubricate the two abgning . . . . . .

do Acis A,tn a thin coat of anti seite tubncantinen tap l fnem ir.to two opposite flywheel bo t holes, abgning the boit holes hith those of the shaft flanges. Do not an<e cawels up ha'd Roam two flywheel bolt holes e%.%

A th the speciai reamer and measure diameter of ruamed noie to the nearest 0 0005 inch, figure 2 2 /tywht.e '.f 0untm) and compare d ameter of reamed hole with diarneter of bolt Reamed holes should be approximately 0 0005 inch larger than the bolts to allow for an easy Iap fit Do not anve the bolts irr with a sluPjt hv J'wV / a" or grca Coat bctts with an anti seite lubricart and fit into teamed holes LUDricate thread 3 wim pacere.f g*aphite and engine oil, assembfe nuts on bolts and draw up tight. Homove two temparary Dolls und at aning oche:s and fit remarning bolts Torque all bolts to the torque specified in Apport'h IV a nd aerviee i n f o rtra t i on memo No. 640. *

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SUBJECT:

FLYUllEEL DOLT, TOROUU IllCREASI:

AFFECTED E!1GIllES:

DSR-36 & 46 DMR-36 & 46 DCSD-36 & 46 l Dsn 38 & 48 DMR-38 & 48 DGSR-3P & 48 l i l DESCRIPTIO!!:

l l 1. The torque on the flywhool bolt nut, on all flodel "R" e engines, has been increased to 3000 ft/lbr. (from a -

previous torque of 2000 ft/lba). (

!!LTl!OD : l l 1. Untorque cach nut in its turn. !

l ;

l 2. Cican tho bolt threads and the flywhcci face. [

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! 3. Lubricate the bolt thread with a 50-50 nixture of l

! engine lubo oil and powdorod graphito.

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4. tiake a wrench (sco Figuro 1) to fit tho nut.

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y 4.1 Use an overhead chainfall or cono-along to torque the nut, naasuring torquing with a Dillon dynanonoter. ;

i l 4.1.1 The Customor Service Department hac Dillon dynamomotorn for rent, an por S.I.M. 209.

5. Torque the nuts to 3000 f t/lbn, in four oqual lif ts t i

(750, 1500, 2250, 3000) using a crion-cronn reatt.orn.

PURPOSE

1. This torquo increane it, dor,igned to improve the bolted joint integrity betwoon tha ongine crankohnft flange and the flywhoci.

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2-18-82 Andrew Hunh liub j ec t ELWillil!L NOT!I' TOPQUr P tt[G1tlt:9 kl i 1 f2 A

. 4fp Transamenos ';,",J*!%';ta,,,, Service information Memo

, R Delavel oa'~ ca * * * "' 2-4-n

(' fil: Colt!!CNDI:D WRENCll V

1" 11010 for Dillon Dynanonotor cablo connection I

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TOtt0Un CA1. Cut,ATIO!!:

Torque roquired = 3000 ft/lbn Uning a wrench longth of 24", the reading reqtiired on tne Dillon Dynornornoter for 3000 f t/lbn in:

hx3000a1500lbs.

(750 ft/1bn = 375 lbr! 1500 ft/lbo

750 lbn!

2230 ft/lbs

1125 lbs) 2-10-u2 Andrnw liunii dubject ITVilliECCIT(A F

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instruction Manual 2s l

OROUTING.

Cheek alignment of etenkthef t, then slign driven equipment. Tighten foundation bolts on driven equipment moderately with locking screws in piece, then techeck entire slignment including crankshaf t. Record crankshaft deflections on f

form D fM2, Creenaheft Ahrmenf #ecord. Engine and Comptemot Division service reprewntative must be present to supervice siipiment procedures. l l

a. Pout and vibrate the yout undet the engine and driven equipment. It it recommended that a representative 8 of the yout suppleet be present at the instellation to be sure that yout 66 prepared and placed in accordance with i specifications. Do not fell bolt thield holet with yout.

L

b. After grout het cured, back off the sole plate jock 6ng screws one turn each and torque the foundation bolts l

to the specified value. Snug all bolts in a cri66 crost pottern, then apply a leght torque to each, using the name crits crost

[

noneen. Coniinue .ppiving to,im in incrementi .ad in the some p.ttern uniii ihe finai ineque v.iue it reacned r I

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Instruction Manual n l P l

d' l MMNG SYSTEMS.

Transamerica Delaval Engine and Compressor Division furnishes suitable piping diagrams to the purchaser of his s,esipi apnt, recommendmg minimum pipe sites for all nervice lines. In addition, the following should be observed in the fabrication and installation of piping not furnished with the unit, but procured from other sources.

l I

a. Piping must never cause deflection in the mounting of reciprocatmg or rotating auxthary equipment,nor should heavy auniliary equipment ever be supported by service piping.

l

b. Whenevet there is a possibihty of deflection, flexibility must be designed into the piping.

c. Chill tings should not be used in welded pipe joints as they tend to retain scale, weldmg slag and beads which can come loose as the pipe becomes hot during operation.

TRE ATMENT OF PIPING.

It it strongly recommended by Transamerica Delaval Engine and Compressor Division that all lubricating oil and fuel pl system piping be pickled by a company specializing in this kind of work. Such a company will have the necessary equipment and possess the technical knowledy to completely clean and prepare the pipe for service. Piping which is furnished by Transamerice Delaval Engine and Compressor Division with the unit will have been pickled at the time of fabrication. All piping procured from other sources should be pickled and prepared as follows:

l

a. Accessible welds inside carbon steel pipes and fittings must be visibly inspected and the weldmgbeadi yound of f. All fabr6cated steel pipes, valves and fittings must be blown clean with steam or alt to remove loose scale, tend and weldmg heads, and be cleaned by the following procedure before the pickling process.

(1) Wirebrush the entire surface, includmg the interior with boiler tube brushes or a commercial pipe cleaning apparatus, then blast thoroughly with air to remove loose particles.

l (2) Depending on the degree of contamination, tubmerge parts for 15 minutes or longer in a solution I contammg leven to ten ounces of anhydrous trisodium phosphate of sodium hydroulde and one ounce of detergent, !

Mihtary Specification MIL-D-16701 to one pilon of water at 200 0F (93.3 C) 0 toinsure complete removal of pamt and grease.

l (3) Mmse parts in warm, fresh water at 120' F (48.90 Cl to prepare them for the acid treatment. {

(4) Peckle fabricated carbon steel pipes and fittings by tubmergmg them for 30 to 46 minutes in an !

acid both containing one part of sulphur 6c ac6d,46 0 Baume to 16 parts fresh watet, supplemented with an inhibitor.

The acid both remat be maintained at a termerature between 100 0 F (71.1* C) and 186* F (82.20C). While the parts

( are submerged, agitate the bath. At the end of the pickling procedure, tinte parts in warm, fresh water. Af ter the finse the perte must be momentarily submeryd in a coolmg tolution contaimne four ounces of sodium carbonate per gallon of water, then r6nsed in cold fresh water and deeed by air blast.

l

b. Immediately following pichhng and tinting. coat both the inside and the outside of the f abricated steel I g pipes and fitt6ngs with a rust and corroseon preventive compound and teal the ends to prevent entry of dirt. The

, compound must be soluble in the lubtecating oil that will be used, and compatible with it to as not to contammate 8

the oil. Ordinety lubricating od will not prevent rust in the pipet. Mechanical cleaning will not completely clean the d pipes, therefoto, this method is not acceptable. Apply the compound by spraying or floodmg the pipet-swabbing with tags or mops will leeve hnt.

M The above procedute 66 a mmimum tequ6tement to produce acceptable clean pipmg Substitute methods may produce pipes and fittmes of equal or hetter cleankness.

2-4

1 Instruction Manual 2-7 b)

V JACMET WATER SYSTEM (See Figure 2 3).

]

The jacket watet system is individual for each engine, and in addition to its normal cooling function, it provides the means for keeping the engine in a warmed condition during standby service. The engine driven jacket water pump draws water from the standpipe and discharget it to a thermostatic valve where it is either directed through the jacket water cooler, or diverted directly to the lubricating oil cooler. After passing through the lubricatmg oil cooler, part of the water is passed through the intercooler and the remainder is bypassed directly to the engine jacket water header. Flow toturn is to the standpipe, When the engine is in a standby status, a jacket water circulating pump draws water from the jacket water heater in the standpipe and directs it through the lubricating oil cooler thence through the normal circulation paths through the intercooler and the engine and back to the standpipe. Refer to the lacket water schematic piping diagram in the drawing section of this manual for the relative location of all components, and for pipe sites and direction of flow, O ER l JACKET WATER HE ADER

=/ -

JACKET WATER STANDPIPE

$q

$g J ACKET W ATER PUMP l /

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i Instruction Manual 2-8 i

i i

COOLING WATER SYSTEM.

l I The cooling water system provides a cooling medium for the jacket water cooler. Cooling water is pumped from its l source through the jacket water cooler. Temperature control of the cooling water is not provided.

l INTERCOOLER LINES.

j The intake air cooler (intercooler), located between the turbocharger air discharge and the intake air manifold, utilites

} lacket water as the cooling medium.

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instruction Manual __

28 I

PUEL OIL SYSTEM.

The fuel system provides the mens for storing fuel in the day tank, removal from the day tank and delivery to the fuel injection pumps at the cylinder s. The fuel oil system piping sdvematic drswing in the " Drawings" section of this manual show the pipe sites, connectiow, diredson of flow and relative location of all major components. Fuel injection equipment on the engine is hand lorped to entremely close tolerances, therefore, fuel cleanliness is of the utmost importance. The fuel system must be (cat chm as possible during installation and assembly, and should be cleaned internally and blown clean before triiteel start up. All piping #9ust be properly supported to minirnire pipe vibration and flange loading. Flexible connect't.ns we not recommerufed at customw connections because of the potential f ailure hasard during operation. All pipiava muet to mechanctly cseened after welding and preserved to prevent rust. The day tank should be mountert hyh ermunh to proview twiequate suction at the enginedriven fuel oil booster pump.

4 Drains should be provided at all low points and vents at vil high points.

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29

Instruction Manual 2-10 c.

(J)

L LUSRICATING OlL SYSTEM.

The lubricating oil system is of the dry sump type which has a sump lank for holding tho oil supply Oills circulated throug'1 the system by an ongme drison pump. Refer to tho lut;ricatin0 0il p' ping schemat-c drawing in the " Drawings" section of this manual for the specific details of the system, re:ativo locat on of major components, direction of flow, and notes rotativo 10 installation of the system PLOW PRINCIPLE.

Pump suction draws the lubricating od from the sump tank and discharges it tu the lot ric ating nd cayor Fiaw from the cooler is through a lubricating oil filter and pressure strainer to the eng+no erain headom A branth line from the strainer takes oil to the turbochargers Hoturnis by gravity flow from the er:g no base to mo Sump tank. Separato lines direct return flow from the turbochargers lowe6*the surtp tank A relitt val.o set at 70 pa A providos protection to the system, and pressuto regulatmg vab8s regulato the system pressuro KEEP WARM CIRCulf.

A " keep warm" circuit is provided to maintain the lubricating oil chargo, and incrob/ tno eng ne. in a Aarmed and lubricated condition when in the standby status Heators at the sump lank warm the oil wh.c'i is the'i pumped by the keep warm pump to the koop warm filter and struinor and then 10 the mam engivt lubnca!ity oil heador To prevent floodirig of the turbochargers, thero ls no supply to the tuttochargerriin th 1 circuit ihe lubriCaling oil heator thermostat should be set at t 50' F PLACING LUSRICATING OIL SYSTEM IN SERVICE.

Before the ongme is first started, the assembled lubncaling oil pipmg system must be thorought/ Hushed w th cit Disconnect the pipe at the pressure strainer inlet and arrango a tempo'ary bypats from th s p rv ta the p sump tank The bypass will permit oil circulation through the pipes without fil'ing tho internal lut ritatirv) oo system of the engino Soveral thickness of cloth sack should be securod to the outlet of the tapar. to cdc%

debris as it is flushed out. The sump tank and engine base must be thoroughly cleaned Dufo'o being fille Th>

auuliary tubncating oil pump. or any of her continuous duty pump of suffecient capacitf Cetn be u',cd to run p od during flushing operations Flushing should continue for at least eight hours if coro was entcise t dureng fabucation of ino system As much as 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months of flushag may be required for a dirty 3%!0"1 n' un ut it.

Circulating througri the system, the pipes shoutJ bo thoroughly pounded soveral timon with a huJty hananor to loosen dirt and doDris Hot flushmg oil wtll clean botter than cold oil Piping around the* oil cov'er requvet spoClal attention to insure that the pipes and oil cooler are proporly flushed ProCautenh inuit be 1860'1 to insure the cumpinto removat of losting fluids, watet or other liquids befolo attempting to f;ush the c30'er Note Engines may be received with the strainer mourited ori tho engino and conhocted to the ong.no lubricalmg oil heador if it is certain that the connect oris betwoori t'to strairier and the engine od heador have not boort disconnected sinco the Ong no left the factory, the following paragraph may be omitted Disconnectkn per tubos botheon the ong:no ubricatings oilhoader and the main beanng9. AnJ bet 409rNiam headers and auaifiary headers Securo a fine setoon such as a nylon stocumg over eacn mam heador fathrig to catch dobns that may be washed througri as the systom 6s flugned Cuver main beanng f.Itoga eind open ent.

of auniliary header foedots to provoht the entry of ditt En@no od should be pumport theoug'iInc opc'i systerti for at least four hours to be sure that any foregri material romamma in the he*adors is removed Heassert.blo internal tubos and bratkofs as required

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I 1

i instruction Manual 2-1, I

INTAKE SYSTEM.

Each engine has an independent intake system, the combustion air being piped from outside the engine room through a remotely installed air filter. An inline silencer is fitted in the pipe just ahead of the turbocharger air inlet. The air filter protects the working parts of the engine from the entry of dust. Filters should be cleaned at regular intervals to maintain adequate protection against abrasion and wear. Refer to the piping schematic in the " Drawings" section for connections, pipe sizes and relative locations of components.

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. . , _ , . . . _ - . , _ . - _ _ _ - . . . _ _ . , . . --...._....._..m._

Instruction Manual 2 12

/s U EXHAUST SYSTEM.

Each engine is provided with an individual, independent exhaust system. The water jacketed, multi-pipe passage manifold discharges directly into the engine mounted (turbocharger (s), and the gas then discharges from the turbocharger (s) through exhaust piping and a silencer to atmosphere. As few bends as possible should be used when laying out exhaust piping. Necessary bends should be of long radius. If three to six bends are used, the entire pipe should be increased to the next nominal size. If more than six bends are necessary, pipe size should be increased two nominal sizes. The length of exhaust piping is not entical, however, if an unusually long pipe is used, the pipe size should be increased to reduce back pressure. A length of flexible metal tubing should be installed in the exhaust line as near the engino as possible to allow for movement, heat j expansion, and for isolation of vibration. The exhaust line should be lagged to minimize heat radiation in the engine room. A separate support should be provided so the weight of the exhaust silencer and line is not borne by the engine. Refer to the piping schematic in the " Drawings" section for connections, pipe sizes and relative locations of components.

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1 lnStruCliOn Manual 2.i3 l STARTING AIR SYSTEM.

The required redundancy of the starting air system is accomplished by utilizing two separate systems. Each consists of a motor 4 riven air compressor,an af tercooler,an air dryer and two storage tanks. Each storage supply is then piped to a solenoid valve which blocks the supply until a starting signal is applied. Check valves downstream of the solenoid valves prevent back flow from one system to the other When a start signal is applied, the solenoid valves open, admitting starting air to the starting air header. Pilot air is provided through the starting air distributor which then sends timed pilot signals to the starting air valves in the cylinder heads in the correct sequence and, as each starting air valve opens, starting air is admitted to the combustion chamber of that cylinder, forcing the piston downward and rotating the crankshaft. This system permits the engine to be cranked even though one supply system fails to operate. Reference should be made to the starting air piping schematic in the ** Drawings" section for complete details of the system, including the relative location of components and installation notes.

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Instruction Manual _ __. __ _ _

3-1 Section 3 Engine Controls GENERAL.

The control system is a electro-pneumatic network which provides the means for starting, operating and stopping the unit from either a local or remote position. Local starts are manual while remote starts may be either manual or automatic. The pneumatic portion of the system uses air as the control medium and utilizes pneumatic logic elements )

as well as pilot and manually operated valves, regulators, transmitters, indicators and other pneumatic control devices. l The electrical components include relays, timers, solenoid valves and pressure switches. The starting circuitry is redun.

dant, designed to permit a start even though one portion of the starting system may fail to function properly.

REFERENCES.

The Associated Pub // cations Manual contains the manufacturer's literature covering the various components of the system. Of special significance are the ARO Corporation's publications which give a clear, concise explanation of the functions of the various logic elements as well as a parts breakdown and repair procedures. When ordering spare and replacement parts for the system, refer to the Parts Manual for the correct part numbers.

DRAWINGS.

The drawings provided with these instructions include system schematics, layouts and connections pertaining to the logic board assembly, showing the location and orientation of the components on the board, the circuit diagram and checkout procedures. Refer to the control panel group parts list 08-500 for 74010 in the Parts Manus / for a listing of drawings applicable to the system.

O ALAFtM SYSTEM.

The engine is equipped with an alarm system that provides a visual indication when certain abnormal conditions are present. If one of the alarm or shutdown sensors in the system is activated by an abnormal condition, an indicator on the control panel is illuminated.

CONTROL PANEL (See Drawing 52070).

The engine control panel houses the components of the control system which are not engine or remotely mounted.

Access to the cabinet is through a hinged door in the back. The functions of the items on the panel are generally self-explanatory.

OPE R ATION.

4 The engine may be started in the manual mode, either locally or from a remote position, and automatically from a remote position only. The mode selector switch on the e,ngine control panel has three positions, LOCKOUT, REMOTE and LOCAL. When the mode selector is in the LOCKOUT position, a 60 psi air signalis applied to Port 5 of the Shut-down Logic Board (1, Dwg. 52071) and also locks the engine out by applying a 60 psi signal to line E 89, causing the shutdown cylinder (16 Dwg. 52075) to extend and prevent fuel rack movement. When the mode switch is in the REMOTE position, the engine may be manually started by actuating the remote manual pushbutton,and the LOCAL mode position permits starting from the engine control panel. Automatic starting may be accomplished with the mode selector in either LOCAL or REMOTE.

LOCAL MANUAL START (See Drawing 52072).

When the mode selector is in the LOCAL position, actuation of the local start pushbutton on the engine control panel will cause relays R4 and R7 to energize, closing their normally open contacts. At the same time, time delays TD1 and TD2 commence timing. Relays R4 and R7 energize solenoid valve SOL 3 which then supplies a 60 psi signal at Port 12 of the Shutdown Logic Board,1 A 5907 (1, Dwg. 52071) and there is an output from ports 2,9 and 10 of the board.

i Relays R4 and R7 also energize solenoid valves SOL.1 and SOL 2 which admits starting air to the header on the engine l ,V (14, Dwg. 52075) and the engine cranks. Starting air is reduced to 60 psi by a relieving regulator (10. Dwg. 52075) l l

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No. Pressure Contests Function PS4 35 psi f elling N.O. Low tubncating oil pressure PS-4 20 poi felling N.O. Low turbocharger oil pressure PS-5 15 psi falling N.O. Low fuel oil pressure alarm PS-5A 25 psi rising N.C. Fuel oil boost pump control PS4 12 psi folkng N.O. Low jacket water pressure alarm PS-7 210 osi falling N.O. Low starting air pressure alarm PS4 50 psi falling N.O. Start permit PS4A 50 psi f alling N.O. Start permit PS-9 45 psi f alting N.O. Low lubnceting oil pressure shutdown PS-10 45 psi f elling N.O. Low tuebocharger tubricating oil pressure shutdown PS-11 45 psi f ailing N.O. Unit locked out PS 12 45 psi falling N.O. High lubricating oil temperature shutdown PS-13 45 psi failing N.O. High locket water temperature shutdown PS 14 45 psi falling N.C. High crankcase prassure shutdown PS-15 45 psi rising N.C. Engine shutdown PS 16 45 psi rising N.O. Overspeed shuadown p Table 31. Pressure Switches No. Function Opereend by SOL 1 Starting air admission R3, R4, R6 or R7 SOL 2 Starting air admission R3, R4, R6 or R7 SQL-3 Manual start R4 or R7 SOL 4 Stop Stop pushbutton or remote signal SOL-5 Lockout Mode seiector switch SOL 4 Shutdown deactivate R3 or remote signal SOL 7 Shutdown doectivate R6 or remote sienal Table 3-2. Solenoid Valves

. No. Time Contests Punction TO1 3 see 1 N.C. Provides power to R4 until it times out.

TD2 3 see 1 N.C. Provides power to R7 untit it ilmes out.

TD3 60see 1 N.O. Provides power to R2 and R2A af ter it times out.

TD4 30see 1 N.O. Resets R1 upon tiening out.

Provides Fed To Start indication.

Table 3-3. Time Delays v

DSR 740tO/74012 S2

i instruction Manual a-a No. Contacts Punction R1 4 N.O. Provides power to termined 18 of SS2A Provulos power to TD3 and R1 A Power to fuel booster purno (auto model Power to crankcase fen and hour meter R1A 6 N.C. Activates overspeed shutdown Activates high tubr6cating oil temperature shutdown Activates high jacket water temperature shutdown Provides power to Bai A pump (auto mode) i Provides power to J.W. keep warm pump lauto mode) '

Provides power to circuit breeker trip R2 5 N.C. Activates low lubricating oil pressure alarm Activates low turbocharger lubricating oil pressure alarm Activates low jacket water pressure alarm Activates low flow row vetor eierm Activates low fuel oil pressure alarm R2A 3 N.C. Activates low lubricating oil pressure s5utdown Activates low turbocharger oil pressure shutdown Activates high crankcase pressure shutdown R3 4 N.O. Enerpres SOL 1 Energizes SOL-2 Provides power to SS1 Prowdes latching power to Rt R4 4 N.O. Energines SOL 1 Enerpres SOL 2 Energizes SOL 3 Provides latching power to R1 O.

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R6 1 N.O.

4 N.O.

With R8 provides power to Control Power ON light Energizes SOL 1 Enerpres SOL 2 Provides power to SS2 Provides latching power to Rt R7 4 N.O. Energizes SOL 1 Enerpres 1,0L-2 Energizes SOL 3 Provides latching power to R1 R8 1 N.O. With R5 provides power to Control Power ON light R9 1 N.O. Power to Remote Alarm Table 3-4. Relays and applied to a Timer /Not Logic element (19, Dwg. 52075) which emits a short pulse which momentarily actuates a four way valve (18 Dwg. 52075). Control air pressure is momentarily applied to the fuel limiting cylinder, extending that cylinder to limit fuel rack movement. This pulse is also applied to the spring side of the fuel tack shutdown cylinder to insure it will be in the fully retracted position. Starting air is also applied to the pilot of a three way valve (5, Dwg. 52075) and through a shuttle valve (9, Dwg. 52075) to the pilot of another three-way valve. Crankcase pres-sure signal is removed from the high pressure trip (4, Dwg. 52075) and the trip went is blocked. Pressure from con-nection E 68 then builds through the three-way valve back through the shuttle valve, locking the valve in the no-vent position. After approximately three seconds, timing delays TD1 and TD2 time out and solenoid valves SOL 1, SOL 2 and SOL-3 are de energized to stop cranking. This also removes starting air pressure from the pilot of the three way valve and from the shuttle valve. The three-way valve shifts, but by this time crankcase pressure has been reduced and the high pressure trip (4, Dwg. 52075) will not vent. The high crankcase pressure upon starting is caused by the venting of the engine's air start valves into the engine.

REMOTE MANUAL START ISee Drawing 52072).

When a manual start is initiated from the remote position, the contros circuitry functions the same as during a local V start.

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j j REMOTE AUTOMATIC START (See Drawing 52072).

When a remote automatic (emergency) start signal is applied to the engine control system, the following takes place.

s. Pressure switees PS-8 and PS-8A are closed (provided there is a minimum of 150 psi starting air pressure available), and, as the engine is below 200 rpm, switches SSI A and SSIB are closed. This permits the start signal to

{ energize relays R3 and R6.

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b. When relays R3 and R6 are energized, their normally open contacts close and the relays are latched in until l

! the engine reaches 200 rpm. Relay R1 is latched in and solenoid valves SOL.1 and SOL 2 are energized, admitting l

starting air to the engine.

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c. The engine cranks and when it reaches 200 rpm, switches SSI A and SSIB open, solenoid valves SOL 1 and f

SOL 2 are de-energized and cranking stops.

d. When relays R3 and R6 were energized, solenoid valves SOL 6 and SOL 7 were energized. This locks out the ;

safety shutdown system, however, the annunciators on the control panel remain operative because only the shutdown ,

j ability is inhibited in the logic board. I

e. Relay R1 provides a signal through switch SS2A to energize relay RIO and the field is flashed. Timing delay

,i TD-4 starts timing. When the engine reaches 430 rpm, switch SS2A opens, field flashing stops and TD-4 stops timing. 1 AUTOMATIC SAFETY SHUTDOWN SYSTEM. l t

During manual operation of the engine, it is protected by an automatic safety sleutdown system which senses certain

, operation conditions. When a sensed condition reaches a pre-determined point, the system initiates an automatic shut-down sequence. There are other conditions which are monitored and which will alarm if they reach their alarm point, i but will not shut the engine down. During automatic remote (emergency) operation the shutdown system will not ,

l function, but will give a visual indication of an alarm or shutdown condition if one should exist. Shutdowns are placed into two youps. Group i shutdowns are those which must be "GO" in order to start. Group 11 shutdowns are those

. that would be in a shutdown (venting) condition until the engine is running. The Group 11 shutdowns are locked out !

{ during engine starts for a fixed time period. The Shutdown Logic Board, I A 5007 (1, Dwg. 52071) functions to

provide the necessary shutdown signals to the engine and, when operating in the remote automatic mode, provides j the means for preventing the engine from shutting down while still giving panel indications of an existing shutdown

] condition. During a start, Port 12 of the board is momentarily pressuriaod which results in an output from Ports 2,9

and 10, and g0* esconds later an output from Port 3 and loss of output from Port g. Ports 2 and 10 pressunze the shut-i down sensor circuits. if an unsatisfactory condition should develop which would trip one of the shutdown sensors, there will be a loss of pressure at either Port 10 or Port 2, resulting in an output from Port 8. This pressure is trans-f mitted through a shuttle valve (15, Dwg. 52071) to connection E 89, through another shuttle valve (9. Dwg. 52075) and an orifice to extend the shutdown cylinder (16. Dwg. 52075) and the fuel racks are moved to the "No Fuel" position, shutting the engine down. A shutdown due to engine overspeed is accomplished in a different manner. Air

! pressure supply at 80 psi from connection E 53 (see drawing 52075) posses through an orifice, and as the overspeed trip valve (2) is blocking flow, the pilot of a three way volve (5) is pressurized, venting the valve. Actuation of the

overspeed trip valve (2) will vent this pressure, the three wey valve will shift to allow E 53 pressure to extend the over-

speed shutdown cylinder (151 and the fuel reek shutdown cylinder (16). An air butterfly valve in the intake manifold

closes, cutting off combustion air flow, and the fuel ranks are moved to the "No Fuel" position. The engine stops as

} no fuel or combustion air is allowed to enter the combustion chambers. During emergency operation in the remote

automatic mode, solenoed wolves SOL-6 and SOL 7 are energiaod, allowing 80 psi air to be applied to Port 7 of the

Shutdown Logic toord. This blocks output from Port 8 and there will be no shutdown signal. Shutdown indications, however, will still be displayed on the contrul panel to inform the operator that an alarm or safety shutdown condition

does exist. Overspeed and generator fault protection are still retamed, however.

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' Tolerance is plus or minus 5 seconds.

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Instruction Manual a-s NORMAL STOP.

Momentary actuation of the stop pushbutton on the cor' trol panel will energize solenoid valve SOL-4 which then applies a 60 psi air signalto port 11 of the Shutdown Logic Board. There is an output from Port 8 and the engine is shutdown in the same manner as during an automatic safety shutdown. Generator f ault,through relay contacts of 86 P, perform the same function.

AUTOMATIC SWITCHOVER LOGIC (See Dwg. 52000).

The full flow lut'ricating oil filters and strainers are equipped with an automatic switch over system which transfers from the operating filter or strainer to the reserve filter or strainer when the differential pressure across the operating unit exceeds a preset limit. In addition to referenced drawing, see drawir.gs 100404 and 61 500-c 5663 in the " Drawings" section of this manual. Inasmuch as the switchover system used on the filters and strainers is identical, the following describes that used on a filter only for sake of clarity,

a. Flow through the lubricating oil filters is determined by four-inch ball valves at the inlet and outie' of the filter. These valves are ganged together with a maintained position actuator. Both valves rotate simultaneously when a transfer signal is received. The actuator will rotate as long as the transfer signal is maintained. Upon loss of the transfer signal, the valve remains in its last position.

b. The transfer signals are delivered to the actuators by the Automatic Switchover Logic Assembly.

When the system is initially pressurized, control air flows through the shutoff valve (6) to the "b" ports of the two NOT logic elements (4), then out the "c" ports of the elements to the selector switch then to both sides of the p valve actuator. Since both sides of the actuator is pressurized, the valve remains in the same position.

4 c. Control air also flows through orifices (3) to differential setpoint valves (1), accumulators (2) then to the "a" ports of the NOT elements (4). When this pressure builds to approximately 45 psi, the NOT elements vent, and the pressure to the valve actuators is lost. Filter selection can now be made by the manual operator.

Care must be taken to insure the valve operator assembly is fully transferred before the signal is released

d. The system is now ready to automatically transfer to the other filter. When the pressure differentral across the filter in use exceeds 20 psi, the differential valve (1) shifts and the pressure on the "a" port of the NOT element is vented. The NOT element now has an output at port "c" which is directed through the selector to the actuator and the actuator moves the ball valves to place the standby filter into operation This signalis maintained until the differential pressure valve (1) spring return resets the valve, permitting air pressure to build in the accumulator. When the accumulator is charged, the NOT element is vented and the pressure on the actuator is released.

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1 Instruction Manual 4-1 SECTION 4 j

ENGINE OPERATION GENERAL.

If the engine is being started for the first time, remove any preservative matenals that may have been applied i to the control and exterior surfaces of the engine. Rust preventive which has been sprayed inside the engine will mix with the lubricating oil without causing contam. nation. To reduce the amount of preservative abscrbed by the oil charge, however, it may be desirable to wash and clean the interior surfaces of the engine before circulating oil for the first time. Do not attempt to wash connecting rods, crankshaft or pistons as this i may deposit dirt between the beanng surfaces. The following inspections and checks are recommended prior to starting the engine for the first t'me, or after a long shutdown or major overhaul.

a Check bolts, nuts and capscrews, both inside and outside the engine to insure that alt locking wires

! clips and cotter pins are in place and secure.

b Inspect all piping systems. Trace out each system to insure that all connections are secure and tnat

, all valves and other control devices are properly positioned for engine operation.

c. Check lubricating oil strainers and filters for Cleanliness and proper assembly.

d Check that lubncating oil and cooling water systems are clean and filled to the proper level

e. Check starting air system for cleanliness and absence of moisture.

f. Check all Controllinkages for proper adjustment and freedom of movement. Venfy that allfasteners p are properly tightened.

g Check crankshaft web deflections and thrust clearance (See Section 6, Part D).

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CLEAR CYLINDER CHECK An essential part of the pre-start procedure is to check for the presence of water in the combustion chamDers and the intake air manifold in any water cooled engine there is some possibility of internal water !cakage This may be from the internal passages in the engine, the interCooler(s), or from the turbocnarger(s) Other possible causes of water leaks include improper maintenance or repair procedures. faulty installation, or improper handling dunng shipment and storage. Although the presence of water in a combustion chamber, or the intake manifold in any significant quantity is a rare occurance, the Consequence of such a condit on can be serious.

If the engine is cranked with full starting air pressure, and with water in one or more combustion chambers., or in the intake air manifold, the result may well be serious damage to the cylinder head and/or block Therefore it is essential that the cylinders and intake manifolds be checked and determined to be free of liquids pr.or to a start This check may be considered mandatory when starting the engine for the first time after installation or after a long shutdown or major overhaul, or whenever the engine has been shut down and allo Aed to cool for eight hours or more. For maximum protection, it is strongly recommended that the check De performed before each engine start. It is recognized that this may not be practical in installations where remote or unattended operation are a part of the design, therefore, in these cases the status of fluid systems and pressure vessels should be regularly monitored to minimize the risks of water leakage problems The engine should not be rolled on full starting air pressure until such time that it has been determined that there is no hquid in any of the combustion chambers. Barnng the engine over to determine this is satisfactory Briefiy the procedure for checking to determine that the combustion chamber and the intake manifoldts) are free of moisture involves the following sequence of actions a Open indicator cocks on all cylinders b Check for presence of water in the intake air manifold (s). Stnking the sides of the manifold with a mallet and listening to the sound is one method of doing this if water is detected. the source must be found and the condition corrected before proceeding c Place Stop/Run valve on the engine in the STOP position This will prevent fuel admission to the engine during the subsequent steps d Bar the engine over slowly with the barring device for two complete revolutions of the cranksnaft Caution if any resistance to free turning is encountered. stop cranking and determine cause before proceeding e Check allindicator cocks for presence of moisture. If any liquid has been elected from any cocas.

the source must be found and the defect corrected before proceeding

f. Roll engine two complete revolutions on starting air then again check allindicator cocks for presence of moisture if all clear, proceed.

g Close att indicator cocks.

h Place Stop/Run valve in RUN V)

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4-3 SAFETY PRECAUTIONS.

Of all the rules of safety, common sense is foremost. One must admit the frailty of body and senses,and respect the forces present with an operating engine which could destroy him in an instant if not controlled. The following standing rules of safety should be observed at all times when operating the engine, as well as those required by the owner and operator, governmental regulatory agencies, and the dictates of good cummon sense.

a Keep area around engine and associated components clean and uncluttered at all times

b. Do not store tools or parts on platforms or engine.

c. Always monitor instrumentation often enough to be aware of the condition of the running engine.

d Never start an engine without knowing exactly how the engine can be stopped in an emergency

e. Never start an engine without visually checking for personnelin dangerous positions

f. On initial startup atter an overhaul, always station a man near the governor.

g Never run a generator set with the switchgear doors open

h. Always wait 10 to 15 minutes after shutting down before removing engine covers.

i. Know the top turbocharger speed, and observe it.

J. Never look directly into an air flow nozzle from close proximity. Use a mirror.

k. Never take firing pressure on a detonating engine.

l. Never run with the oil system pressure over 90 psi.

m. Use guards around all rotating wheels and shafts.

' n. Never expose the hands to injector pop spray, o Never run an engine if a dangerous condition is suspected. Stop first, then consult a supervisor.

p The use of safety glasses and ear protection while the engine is running should be in accordance with the owner's regulations q Do not weld next to crankcase relief doors when engine is running.

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1 OPERATION: STANDBY MODE STATUS CECK 1 l______ _ __ __ __________________.l l I I i != REMOTE I i 1 i Tl l 2= PANEL i i l i EI I 3=EN61NE I I I i i M I CONTROL / INDICATOR I 4=0THER 1 POSITION 1 1 l i=====================================================================l l l 1.1 ANNUNCIATOR TEST I 2 1 DEPRESS I Depress pushbuttons ini i i PUSHBUTTONS l 1 I seeuence to test bulbsi I I a. TEST I i 1 and annunciator func- 1 I I b. SILENCE I I I tions. Replace bulbs i 1 1 c. ACKNOWLEDGE I I I if necessary. I I I d. RESET I I I I l___ _ _____________________________________________________________l 1 2.I ANNUNCIATOR LAMPS 1 2 1 0FF l All lamps should be 1 1 1 l l 1 off. If any lamp is 1 I I I i 1 DN stop status check 1 1 1 1 1 1 unkil defect correctedi l l______________________________ ______________ _________ -_______i l l 3.I STARTING AIR I 2 1 220-240 l Normal range. l l l l PRESSURE GAUGE I I PSI I l .

l_____________. ______- _ _ _ _ _ _ _ _ _ ________________________l l l 4.I LUBRICATING OIL I 2 1 19-20 l Normal range. I l l PRESSURE GAUGE I I PSI I i

_______-- - - __________________ -_______.________.i I 5.I JACKET WATER I 2 1 19-29 i Normal range. I I I PRESSURE GAUGE I I PSI I 1 l - .. _ _ _ _ _ _ _ _ _ _ - - __________________________________l 1 6.I FUEL OIL PRESSURE I 2 I ZERO I Not pressurized in i l l GAUGE I I PSI 1 standby mode. I g.__ ____________ _______________________________________ _

I 7.I COMBUSTION AIR I 2 1 ZERO 1 Not pressurized in i l i PRESSURE GAUGE I 1 PSI I standby mode. I g___________.. ______________________________________________l l 8.I TURBOCHARSER OIL I 2 1 ZERO I Not pressurized in thel i I PRESSURE GAUGE I I PSI 1 Standby Mode. l l_________ ____________________ ________ ___________________l 1 9.I RAW WATER 1 2 I ZERO 1 Not pressurized in thel l l PRESSURE GAUGE I I PSI I Standby Mode. I l___________________ ____________....________________..____ ___ .__l 110.I "AC POWER" I 2 i ON 1 Makes AC power i l i SWITCH I I l available. I g ________ ______________________________________________________l 111.I "DC POWER" i 2 i DN I Makes DC power i i i SWITCHES 1 1 1 available. I l_______._____ ____ __________...________ ______________________l 112.I ENGINE HOURMETER I 2 i VARIABLE I As occurring. I g_____________________________________________________________________l 113.I ENGINE TACHOMETER I 2 I ZERO I I l l l l 1 RPM I I

! l________________ _______________________.- ..._____________________g 114. l THERMOCOUPL 1 2 i ROTATE I Rotate and observe I i l i SELECTOR SW TCH I i 1 temperature readings. I i i i I I Cylinders should read i l i I I I at ambient and fluids 1 I I I I I should be in " keep- 1 I I i 1 I warm status. I g___g. _.____ _ _________g..._______l__._____ l______"_______..________g 115.I " CONTROL POWER" 1 2 1 ON I i 1 1 LAMP l 1 1 I l_____________ ________________ _ _______. ___________..___________l 116.I START PUSHBUTTON I 2 i DO NOT I i 1 1 1 1 DISTURB 1 l l_________.____.._______________.__ _____________________l l DSR_74010/74012 4-4

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1 OPERATION: STANDBY MODE STATUS CHECK i l___________________________________..._______________________________l l ! I i 1= REMOTE I i 1 1 T l l 2= PANEL 1 l i iEI 1 3= ENGINE I 1 I I M 1 CONTROL / INDICATOR I 4=0THER 1 POSITION 1 l l=====================================================================l 117.1 SPEED CONTROL 1 2 1 DO NOT I I i 1 SWITCH I I DISTURB l i l i I I l I l__.____________.....___ ._____________________._________________.____l 118.1 MODE SELECT I 2 i DO NOT I Unit should be in the I l 1 SWITCH I 1 DISTURB 1 REMOTE control. I g___________________________________________________._________________l 119.1 STDP PUSHBUTTON I 2 i DO NOT l I i I i i DISTURB i i l____________________________________________________.._______._______l 129.1 FUEL OIL BOOSTER I 2 l AUTO I Status lamps will showl 1 I PUMP SWITCH I l l current operating i i l i l I status of pump. I l____._________________.______ . ____________._________.. ____________l 121.1 FUEL OIL TRANSFER I 2 1 AUTO I Status lamps will showl i I PUMP #1 SWITCH I 1 1 current operating i l I i l I status of pump. l l______...._________..__________________________________________..____l 122.1 FUEL DIL TRANSFER I 2 i AUTO l Status lamps will showl i I PUMP #2 SWITCH I I I current operating i i i i i i status of pump. I fS l_____________________________________......__________________...___..I 123.1 LUBE 01L KEEP 2 i AUTO I Status lamps will showl Q4 i I WARM pump AND 1

1 i i current operating i l I HEATER SWITCH I I l status of pump. I l__________________ _____________________ ____________________...._l 124.1 JACKET WATER KEEP l 2 i AUTO I Status lamps will showl i i WARM PUMP AND 1 1 I current operating i i i HEATER SWITCH I I I status of pump. I g______________...______________________________________________.___._1 125.1 AIR COMPRESSOR I 2 i AUTO I Status lamps will showl i I #1 SWITCH I i 1 current operating i i l i 1 i status of pump. l l___________________________________________________._____. ._________g 126.1 AIR COMPRESSOR I 2 1 AUTO I Status lamps will showl I i #2 SWITCH l i I current operating 1 I I I I I status of pump. I 1 1 127.1 JACKET WATER 1 3 I CHECK I Add make-up water as 1 I l STANDPIPE 1 i LEVEL I required. I l l 1 l l NOTE: If abnormally 1 i i i i i large amount of Jackett i i i l i water has been consum-l l 1 1 I I ed investigate cause 1 l

i i i i i bekore proceeding, or 1 I I i i i serious damage may I 8

1 1 1 I occur. I g_.___.....________..______..._______...___________.__________________l 127.1 BARRING DEVICE I 3 ID1SENGAGEDI Verify. I I i 1 la LOCKED 1 l l_._________..__._______._____...________ ____ .....____________.____l t 128.1 SOVERNOR DI AL I 3 1 1 Verify that field 1 l l l SETTINSS CHECK: 1 1 1 established settings 1 1 1 a. LOAD LIMIT KNOB 1 I i remain in effect. 1 l 8 I b. SPEED DROOP I I AS SET I Make a record of dtal I i s I i KNOS I 1 IN l posttions for future i s

1 1 I c. SPEED SETTING i ITEST RUNS I refence. I

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i 1 KNOB i l I l 1 1 1 1 1 l l i_____ ________... _______________ ___________.._----____.._________..i l

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l 1 OPERATION: PRE-START PROCEDURE I ,

l_______ .______...______ ___.._____ _ ...______ ... ___..______ ;

I I i i != REMOTE I 1 1 1Tl l 2= PANEL i 1 1 1EI I 3=ENSINE I I I I M i CONTROL / INDICATOR I 4=0THER I POSITION i i 1..............................................................======.1 1 1.1 PERFORM 1 1 1 See checklist. I i 1 " STANDBY MCDE I I I i l i STATUS CHECK 1 I I I g.... ____.._____"__...____________ ..._____. --_____.__.____ .____-1 1 2.1 MODE SELECT 1 2 i LOCAL i I

. I I SWITCH I i 1 1 i ....._______________________ .._____________ ..________..___ .I l 1 3.l INTAKE MANIFOLD 1 3 i OPEN I Check for presence of I l l DRAIN CDCK 1 1 1 water an manifold. 1 I H I i 1 Insert rod into dratn i i 1 l i I to clear any blockage.1 ;

i l 1 1 i 1 If not equipped with I i 1 l I 1 i l l 1 1 1 l draincock, with malle t to checktap mantfold i 1 1 1 1 1 i for presence of water.1 j g____..__________________ .... .__._____.......______________..___i 1 4.1 CYLINDER INDICATORI 3 i OPEN 1 All cylinders. 1 I I CDCKS I i 1 1 l._____....___________..__....______....._____..__________l 1 5.I BARRING DEVICE I 3 1 ENBAGE I Bar engine over slowlyl i I I i l If there is any resis-l I i l i i tance to free turning,1 1 I i 1 i stop barring and checkl i i 1 1 I cylinder 1Micator i l i 1 1 1 cocks for ejection of 1 I i 1 1 1 liquids. If no resis- 1 I I I i i tance is encountered, i I I I i i pntinue barring over I i 1 i i I for two complete i l 1 i i i revolutions. Then 1 I I I i 1 check cylinder cocks I I 1 i H I for e tion of liquidl

l l l l EaWCTDFks.'IR818AISl R H CDCKS TERMINATE TEST l 1 I I I 1 i 1 1 1 PROCEbuRE. THE LIQUID 1 1 I i i 1 SOURCE MUST DE FOUND I i 1 i 1 1 AND THE DEFECT COR- 1 1 1 1 1 1 RECTED DEFORE I 1 1 1 1 1 PROCEEDING. I

g. ....__ ......._....... __..__ ._____ .. _____......______..__ ..i I 6.1 INDICATOR CDCKS I 3 i CLDSE I Af ter successful test, I i 1 i l i close indicator cocks i 1 1 I l 1 at all cylinders. I

g. ......___ ........___..______ .___. ...........___________....._g i 7.1 SARR!NG DEVICE I 3 IDISENSAGE I Lock out barring i l i I la LOCK l device. I n_ . . ... .. __________________.... .____. ____ .........__...

S.I 4 ..M LECT 04 1 2 i REMOTE I Return to REMOTE I i ,

I WITW l 1 1 mode for startin I

i. _ ____ _ ___._____ _ ____ _ ____ _ ____ . .________ .... __g._.._.i j

1 i

l i

PSR-74010/74 Git 4-6 1 l

\

Instruction Manual 4-7 O

I 1 OPERATION: TEST STARTS g_ . _____... . __ ...________.____..___. .________.----- ..-----.I i 1= REMOTE I I I i !I i TI I 2= PANEL I I I i 3= ENGINE I I I IEI I I M l CONTROL / INDICATOR I 4=0THER 1 POSITION I

=========================================l l============================4 1 1.1 MODE SELECT l i LOCAL i Select desired stationi i i SWITCH l LOR REMOTE I for control. I g......__ .....___ ..........____....____ ....................-_-..___l 1 2.1 START PUSHBUTTON I 2 1 DEPRESS I Initiate start from I I i i station selected in i I 1 I I l l 1 previous step. Depressi i l I l i pushbutton momentarilyl I....--..---_.--.......-----.-..-----------...-----.------------------II I 3.1 ENGINE HOURMETER I 2 I VARI ABLE I Activated.

i_________.__.... ..________..____.______..___-._..____ ._________-...I i 4.1 ENGINE TRCHOMETER I 2 1 450 1 Observe acceleration i I I I I RPM l to rated speed l l____ ...__......______________..__....___....__ .__ ._______...___...I I 5.1 FUEL OIL PRESSURE 1 2 1 20 - 14b i Refer to Appendix VII I 21

! I I GAUGE I l PSI J 5

l I g_. ._____..........________...................____.____________._____g I 6.1 JACKET WATER I 2 1 44.- 30 l Refer to Appendix VII ii gg l l PRESSURE GAUGE I w f 2 0 PSI I g_..__._____..___..._____ ______....'______....____ ___.....__....____.i I 7.1 LUBRICATING OIL 1 2 1 54 - 1MF- I Refer to Appendix VII i g3 1 1 PRESSURE GAGUE I I PSI 6 5

t i g g_____....____.._____________..__......___________ ..___..__ ._____.i

! l 8.1 TURBOCHARGER OIL i 2 1 -@t-- 46. I Refor to Append a x VI1 I 1g i I PRESSURE SAUGE I 0 g _ _ _ _ _ _.. . . _ __ _ _ _ _ __ _ _ _. . ._ _ _ _ _..___________________..___..___l

_ _ __5_ .P S I 3 5 *

l 9.1 COMBUSTION AIR I 2 1 1.5 - 29 i Load dependent. I I I PRESSURE GAUGE I l PSI I i g.______.__..... ____________.....__...__________ ....__.......______g 119.1 RAW WATER 1 2 1 1 System dependent. I i i PRESSURE GAUGE I I I i g..___....._________.........______....________.______.__ ._______....g 111.1 THERMOCOUPLE I 2 i ROTATE I Rotate and observe i i i SELECTOR SWITCH l 1 1 temperature readings. I g..... ....___________.....________........____....________.._______..;

112.1 SPEED CONTROL l 2 i RAISE or i Use switch to control i I I SWITCH I 1 LOWER I engine speed during i i l i i i loading operat ions. I g .......__.....__....______........_____________....____.._________g 1

Ref. E6DCR F-45633

- Ref. E6DCR F-44795A O

V DSR-74410/74812 4-7

i instruction Manual 4-8

______.._______________ ________= __ _ ___,

1 OPERATION: EMERGENCY

________ STARTS I l_______________________________________________________-l I I l Il l 1= REMOTE I ITI 1 2= PANEL i I I I

IEI I 3= ENGINE I I 1

1 M i CONTROL / INDICATOR 1 4=0THER I POSITION I l======================================a==============================li i 1.I AUTOMATIC START l 1 1 CONTACT I Emergency start is 1 I l l CLOSURE 1 instaated due to the i 1

l I i i i closure of the owner'st i 1 l l l remote contacts. Unit i I i i l i will start and come usii I I l i i to rated speed and I I I I l voltage with no oper- 1 I I I I I ator action required. I l_________________....____________________________________________- 1 I 2.1 ENGINE HOURMETER I 2 i VARIABLE I Activated. I 1

l__________________________._______________________________________--I I 3.I ENGINE TACHOMETER I 2 1 450 i Observe acceleration i1 i 1 l l RPM i to rated speed l____ _ _____________________.____._________ _ ________ _ _____._____ - l 1 4.I FUEL DIL PRESSURE I 2 1 20 - 90 i Refer to Appendix VII 1 i

g i I GAUGE I I PSI 35*l I I

I 5.I JACKET WATER I 2 I te - 30 i Refer to Appendix VII I I

A 1 I PRESSURE GAUGE 1 eo** PSI I l_____________ _ ___ _ __.____ _ _______....________ _ ________________ - 1 i 1 6.1 LUBRICATING 0!L i 2 1 58 - 551 Refer to Appendix VII I g i i PRESSURE GAGUE I l PSI I i g l _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __________ _ _ _ _ _ ___________

_ _ _ _ __ _6_

i _5_h

1 7.1 TURBOCHARGER OIL I 2 1 fo - 251 Refer to Appendix VII I A I I PRESSURE GAUGE I I 2 5 PSI 3 5 f:

I

I_____..________.________________________________________..___________i I 8.I COMBUSTION AIR I 2 1 1.5 - 28 i Load dependent. I I I PRESSURE GAUGE I l PSI i i i_______________________________________________. _____________ _ l 1 9.I RAW WATER I 2 1 1 System dependent. I I l PRESSURE GAUGE I I I I a 1._______________________________________.. ______________________ l lie.I THERMOCOUPLE I 2 1 ROTATE I Rotate and observe I l 1 SELECTOR SWITCH I I I temperature readings. I 1_____________________________________________ ______________ ________l 111.I SPEED CONTROL l 2 i RAISE or i Use switch to control I i i SWITCH I I LOWER I engine speed during I I I i 1 l load ang operat ions. l l_____.._____._________... _____________________...___________________l 1

i f

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Ref.E&DCR F-45633

- Ref. E6DCR F-44795A

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DSR-74810/74812 4-8

- - . _ ~ . . - - __ _

l Instruction Manual . -.- - -. _ _-.

4-9 l b

1 OPERATION: STOPPING PROCEDURES I l____________________________________ ______________ ------ i i II i 1= REMOTE I I i iTI 1 2= PANEL 1 1 I i EI I 3= ENGINE I I I I M I CONTROL / INDICATOR 1 4=0THER I POSITION I i l=====================================================================l 1 1.1 NORMAL STOP 1 1 I I I i 1 1 1 1 1 I a. STOP PUSHBUTTONI 1 or 2 1 DEPREGS 1 Apply stop sagnal fromi l i i i I station in control. I I I I I I Note that load should I i l i I I be removed, and the 1

, i I l I i engine allowed to cooll I I I I i i before a stop signal l l l l l l l 1s applied. I l_______ ______ - __________ __- __ _

_______l l 2.1 EMERGENCY STOP 1 1 i i l I i i i i i i If engine fails tol i I I I I stop when the 1 I I I I I stop signal is 1 I I i i 1 applied perform I l 1 I I l one of khe follow-l l l I l l ing: 1 I I I I I I I i 1 1 I b. OVERSPEED TRIP 1 3 i TRIP i Manually trip over- 1 I I I I I speed device. 1 i I i

(' 1 1

I c. STOP/RUN 1

I 3 i STOP l Manually push valve tol 1

i I VALVE I I I stop position. I 1 1 1 1 I i l i d. FUEL RACKS I 3 i PUSH I Manually push fuel i l i I I I racks to the no fuel i I l l I I position. Hold rack i l I i l i until engine stops. 1 l_____________________________ ___________________________________l I

i

\

l l DSR-74018/74812 4-9 ,

i

Instruction Manual s.A-1

! 1 N

SECTION 5 INSPECTION AND MAINTENANCE PART A - PREVENTIVE MAINTENANCE GENERAL Continuous design refinement and many years of experience in the manufacture of large, medium speed diesel, dual fuel and spark ignited engines have become a part of the Transamerica Delaval " Enterprise" engine. Each engine undergoes a thorough testing program and inspection procedure before shipment. Transamerica Delaval does not recommend the type of progressive maintenance system used by railroad maintenance shops, nor is any specific time interval between major overhauls or cylinder head valve reconditioning recommended. Experience and local operating conditions must be the final determining factors as to the actual frequence of upkeep, overhaul and repair actions.

MAINTENANCE PRACTICES.

To give the engine the longest useful service life with the least amount of down time for unscheduled maintenance or repair, it is necessary to have a program in ef fect to keep the equipment clean, to inspect it regularly, to take the neces-sary preventive maintenance actions, and to keep the records of the operation and other useful information.

a. If the engine and other equipment is kept clean, it will be easier to make a good and complete inspection. It will also keep dirt out of moving parts and thus reduce wear. It will also provide a good indication of how wellthe

, equipment is being taken care of in general.

V b. If the engine and equipment is inspected at regular intervals, small defects can be found and corrected before they become large and require more expensive and time consuming repairs.

c. A program of regular preventive maintenance, together with keeping the unit clean and inspecting it regularly, will permit the replacement of wearing parts before they can cause serious malfunction and/or damage to the engine and equipment.

d. Records, when kept on adequate forms and filled out on a regular basis will keep operating personnel informed of the current running condition of the equipment. Then, when compared with past log sheets, gradual changes in such things as temperatures, pressures, noise, etc., will reveal the general condition of the equipment and greatly assist in the planning of general overhaul requirements.

PERFORMANCE CURVES.

The majority of engine problems are preceeded by some change in the operating data, however, these changes may be so slight and gradual that they are not easily detectible unless the data is recorded in a manner that graphically makes these changes appear as a trend. Charts and performance curves can fulfill this function. As with any technique which depends on the recording of observations, it is essential that the data be accurately read and carefully recorded. The following paragraphs illustrate some of the information that can be obtained from charts and curvas. Charts may be kept on graph paper, or any other convenient form, and in the format that will present the data n the most useable form. Logs and daily operating records should be maintained in a form that is suitable for the purposes. Data should be taken and recorded each day under the same load conditions. The load should be selected according to average operating y conditions, and should be within the 75% - 100% load range. The following illustrations provide an example of how I

the data on performance curves can be used in planning future maintenance actions.

A o

5 A-1

instruction Manual 5-A 2 l

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PART A - PREVENTIVE MAINTENANCE (Continued) i Temperature 5 Pressure i N TIME (Deily and Monthly Summeries)

a. If lubricating oil pressure starts to decrease, but the lubricating oil temperature remains constant, this would indicate that bearings are starting to wear to excessive clearances, that the lubricating oil pump is wearing excessively, or that the relief valve is not functioning properly. It could also indicate excessive fuel dilution. If lubricating oil pressure starts to decrease while the lubricating oil temperature rises, it might indicate that the heat exchanger equip.

ment is plugging up.

A sudden increase in lubricating oil temperature with an increase in the amount of vapor from the crankcase ventilation discharge may indicate some overheated internal part of the engine. A sudden increase in lubricating oil temperature requires an immediate reduction or removal of the load if this is possible. The cause of the temperature increase must be determined and corrected.

6 p 4 s

i E

J TIME (Deily and Monthly Summeries)

b. If lubricating oil consumption starts to increase it could mean that the piston oil control rings are starting to foul, or have worn excessively. If this is the mse, oil is being burned and should show up in the exhaust as a light blue or grey smoke. It could also mean that the intake or exhaust valve guides have worn excessively. A third possibility is a leak in the lubricating oil cooler. This can be checked by looking for evidence of oil in the cooling system.

+2-o ir *-

N h 3 .2 -

TIME (Deily and Monthly Summerles)

U 8 c. If crankcase vacuum starts to go towards a positive pressure it may indicate that the compression ring; on the pistons have worn excessively. This may be checked by taking a set of compression cards.

i A,

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5A2

l Instruction Manual s-A-3 l h PART A - PREVENTIVE MAINTENANCE (Continued)

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d. If jacket water temperature starts to rise, it could mean that the jacket water cooler is starting to foul it must be remembered, however, that the temperature control valve starts to open five degrees farenheit before the set point. This means that the controlled outlet temperature may vary 15 F, depending upon ambient conditions. If inlet temperature starts to drop, indicating a greater temperature differential across the engine, it could mean one or more of the following conditions may be present.

(1) Poor combustion.

1 (2) Leeky head gasket (s).

(3) Scuffed piston (s).

(4) Faulty venting of jacket veter system.

1 (5) Faulty water pump.

i 4 6 8

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5A3

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Instruction Manual 5- A-4 PART A - PREVENTIVE MAINTENANCE (Continued)

OPERATING REPORTS.

A record should be maintained of the conditions of engine operation, andin the case of an engine / generator set.

the generator as well. This record may be kept in any form which proves to be suitable to the owner for his purposes, however, it is recommended that as a minimum the following Conditions be recorded a Load (%)

b Engine Speed c Crankcase vacuum readings j d Fuel pump rack positions (mm settings) e Temperatures (1) Ambient air (2) Intake air manifold l (3) Lubncating oil (4) Cooling water (5) Exhaust (cyhnder and stack) '

f Pressures (t) Ambient air (2) Intake air manifold (3) Lubncating oil (4) Fuel Transamerica Delaval Forms E-276 and E 277, copies of which follow, are available for this purpose, and may be ordered from the Parts Department. Form E 276 provided for a daily recording of data, and Form E 277 is designed to provide a periodic summary of the daily reports. Due to the normally limited operating hours of an engine in nuclear standby service, the frequency of observations will, of course, depend upon the frequency of ;

I operation. '

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Instruction Manual 5-B-1 m ,

b PART B - SUGGESTED MAINTENANCE SCHEDULES GENERAL.

The maintenance schedules outlined on the following pages are those recommended as an acceptable means for maintaining the engine in peak operating condition. Operating experience and the particular needs of trie owner may indicate the need for additionalinspections inspection intervals used are considered to be generally ideal, but operating experience must be used to decide the ultimate suitabilty of the suggested schedules.

Where experience indicates more frequent inspection of a particular part or system is needed, tt.o time interval between inspections should be shortened.

MAINTENANCE SCHEDULES.

Unless otherwise stated on the Inspection Guides, the following inspection intervals are recommended for use.

a. DAILY - Operations which are to be performed on a daily basis, independent of engine operating hours.

b. WEEKLY - Operations whicn nre to be performed weekly, regardless of engine operating hours

c. MONTHLY / EXERCISE TEST - Operations which should be performed each time the unit undergoes its penodic exercise test, but in no case less frequently than once a month.

d ANNUAL /EACH PLANT SHUTDOWN - Inspections that should be performed on an annual basis, or at plant shutdown for reactor refueling. The interval may be adjusted to meet plant shutdown schedules.

e. Bi ANNUAL / ALTERNATE PLANT SHUTDOWNS - To be performed at alternate reactor refueling shutdowns, or bi annually.

f. FIVE YEARS - To be performed at the nearest plant shutdown penod prior to a five year interval.

INSPECTIONS GUIDES.

The recommended maintenance actions are listed on Inspection Guides, divided into inspection intervals.

The guides are further separated by component groups such as the diesel engine, electrical components, auxiliary equipment, etc. References are provided to direct the user to the sources of information needed to assist in performing the maintenance actions, in addition to those maintenance actions listed on the individual guides, all external parts of the engine should be frequently felt by hand, particularly dunng the first few hundred hours of operation, to detect any excessive temperatures on heads and crankcase side covers a

1

a. o. u 5-B-1

Instruction Manual s-s-2 ._

p PART B - SUGGESTED MAINTENANCE SCHEDULES (Continued)

INSPECTION GUIDE Frequency: DAILY Component Group: Dieset Engine Special Conditions: Nonc item Reference Observe and record lubricating oil and jacket water temperatures (keep warm pumps running)

Drain all low point water col!ectors, cY".44asers and air instruction Manua! Section 6. Part I receiver tanks in starting air system.

Check engine and auxiliary equipment for oil, water and fuel oil le3ks Check level of lubricating oil in sump tank Add 01 as needed instruction Manual. Section 6, Part K I

Check level of lubrtCating oilin governor and pedestal bearing Associated Pubhcations Manual Add oil as needed.

Check fuel oil pump rack for freedom of movement through See assembly drawings in Parts Manua' fulllimit of travel. Do not disconnect from governor

Check turbocharger bearing lubricating system sight glass instruction Manual, Section 6. Part K

for oil flow. .

Drain water from crankcase vent piping drip legs.

Verify all controis in proper position for standby. Instruction Manual, Section 4 Checn all governor knob settings. Associated Publications Manua' Load. Maximum Droop- M d. point Zero Speed To provide mechanical governor * *[\

control atg rpm i

l l

If water is found, drain air start sys 'em "Y" _

Strainers. Refer to Note 1 on page 5-B ,- 4 . , , /pl

/^' 3 ** Hef. ELDCR F-46404A

'J

...... 5-B-2

5-B-3 lnStruCtion Manual O eaar e - suooesTeo =^'"Te"^~ce so"eou'es (c """ed)

INSPECTION GUIDE Frequency: WEEKLY Component Group: Diesel Engine Special Conditions: None item Reference Turn on electrical fuel oil booster pump for a short time and circulate fuel through system Check Skaisers for clean fuel. - "['g strainers & filters i ,

l l

l O *Ref. E&DCR F-46404A

= =,,, u 5-B-3

instruction Manual 5-B-4 q

PART B - SUGGESTED MAINTENANCE SCHEDULES (Continued)

INSPECTION GUIDE Frequency; MONTHLY or EACH EXERCISE TEST Component Group: Diesel Engine Special Conditions: MONTHLY, or each test, whichever comes first ttom Reference Clean a'nd inspect "Y" strainers in starting air system. 1 instruction Manual, Section 6, Part I b*

Check lubricating oil filter pressure differential if 15 psi or Associated Publications Manual more, clean or replace element.

Inspect rind clean air fi!ter in starting air distributor. 2 Associated Publications Manual I*

i Drain water and'ar sludge from lubricating oil full flow filter. Associated Publications Manual if dWorential pressure indicates (15 psi or greater), clean Associated Publications Manual or replace strainer screens in fuel oil and lubricating oil pr, essure strainers.

- Check lubricating oil with a viscosimeter for fuel oil dilution. Instruction Manual, Section 6 Pan A I Send a sample of oil to laboratory for analysis. Section 8. Appendix VI I

n Check pH factor of jacket water. Correct es recommended Instruction Manual, Sec. 6. Part J *.

( by chemical supplier, Fleccmmended pH is SG6-or4 76.- /l 9 10 5*

Check air bitterfly valve (s) in intake manifold't freedom of Inst Manual, Sec. 6, Part L movement Lubncato as necessary with automotive type wheel beanrr,1 grease. Check may be done manually by disconnecer.o 1.nkage, or by applying 60 psi air to the

, actua'ing cyknder Check tube and'shelliist-s cf interccoars and Associated Publications Manual ,.

heat exchangers 3 Record all operating parac eiers Compare with baseline i data to insure engine is operating properly

1. Should excessive moisture or fouling be noted during monthly inspectio'ns of "Y"

, /[-

strainers, then increase frequency of draining ,

2, Required frequency for inspecting the ,

starting air dist ributor. filter should be j established by periodic ini.pection results.

l ~ Prequer'cy can be decreased if warratited by ,

inspectInn andings. 7

3. Heat exchanger performance can be eval- l usted by checking engine iperating pararneters.

Ref. Et,DCR F-44681

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, ap,., u 5-B-4

lnStruCliOn Manual s-B-s PART B - SUGGESTED MAINTENANCE SCHEDULES (Continued)

INSPECTION GUIDE Frequency: ANNUAL /EACH PLANT SHUTDOWN Component Group: Diesel Engine Special Conditions: Annualif shutdown exceeds 18 months, or annual operation exceeds 8000 hours0.0926 days 2.222 hours 0.0132 weeks 0.00304 months ,

item Reference i

Drain lubricating oil system -ReWw@ee+ and clean Inst. Manuat. Sec 6 Part K. f*

sunp tank. Depending on results of lube oil Section 8. Append:x VI analysis, refill with new oil.

Remove alternate left side doors and examine inside of '

engine for any abnormal condition Check with a good light j

for evidence of babbitt flakes 11 excessive water or studge 1

is present, drain crankcase Determine cause and take l

necessary corrective action.

Check valve lash (If equ.pped with hydraulic valve htters, Instruction Manual data sheet !

perform leak down test. reinstall and adjust) and Section 6, Part B Remove fuelinjector nozzles, clean. reset and reinstall Instruction Manual. Sec 6. Part F 1 Asso. Publications Manual - Bcnaix Inspect connecting rod bearings, , A Cheo connectogsodandank rod beanag4teawices Instruction Manual. Section 6, Part C /\\

and Section 8. Appenda 111 Visually inspect foundation for breaks in bond between sole plates and grout ,

i Check foundation bolts for correct torque Retorque as Instruction Manual Section 6.

necessary. Check and record crankshaft web deflections Part D and Section 2 Check lubricating oil lets for plugged or broken hnes i

Remove cam covers and cylinder head covers inspect Inst Manual. Sec. 6. Parts B & E '

, cams. tappets rohors, rocker arms, push rods and springs l Drain governor oil Clean and flusn then ref.il with new oil. Instruction Manual. Sec. 6 Part K Replace governor drive coupling element. Asso. Publications Manual - Woodward Cnecir cold compression pressures and maximum firing inst. Manual. Sec 6, Parts B & C pressures if so indicated. remove cyhnder heads, grind i valves and reseat Check rings and liners ,

I Remove end plates from heat excnangers and intercoolers Associated Puchcations Manuai 8

Examine and clean as necessary inspect intake air filter, and service as recommended Dy Associated Pubhcations Manual manufacturer.

Inspect and clean air filter in starting air Associated Publications o.

distributor. Manual /t Clean turbocharger drip filter Aswaciated Public.it ions t f^N v

l Mamia l I

Ref E&DCH F-46404 Ref E&DCR r-46404A a+.iu 5-B 5 .. . . i u

Instruction Manual 5-B-6 PART B - SUGGESTED MAINTENANCE SCHEDULES (Continued)

INSPECTION GUIDE Frequency: BI ANNUAL / ALTERNATE PLANT SHUTDOWNS Component Group: Diesel Engine Special Conditions: Bi annual if alternate Shutdowns exceed 36 months. or annual operation exceeds 6000 hrs ltem At forence inspect gears for general condition. Check backlash and Inst. Manual. Sec. 8. Appendu ill replace worn gears exceeding maximum clearance.

Remove fuel injection pumps. Disassemble, clean, repair Instruction Manual. Sec. 6. Part F and and adjust as necessary. Asso Publications Manual Bendiv i instructions l t

Check main bearing shell thickness inst. Manual. Sec. 6. Part D and Section 8. Appendu Vi inspect main bearing crank journals. Instruction Manual. Sec. 6, Part D Section 8, Appendix lil I camshaft ,,

Check-cf amesheM bearings and idler gear bushings. Inst. Manual, Sec 6 Part E. /

Section 8, Appendix 111 /i O I l

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Ref. E&DCR F-46404

- Pef. E&DCR F-46404A naen 5-2 ; . . , . . .

Instruction Manual s-s-7 PART B - SUGGESTED MAINTENANCE SCHEDULES (Continued)

INSPECTION GUIDE Frequency: EVERY FIVE YEARS Component Group: Diesel Engine Special Conditions: Nearest plant shutdown to five year point item Reference Remove turbocharger (s). Disassemble, clean, inspect, Associated Publications Manual.

repair and reassemble. manufacturer's instructions.

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Instruction Manual _ _ .

s-Ca 5o!

V PART C - PRESERVATION AND STORAGE PREPARATION FOR SHIPMENT AND/OR STORAGE.

The diesel engine / generator set is prepared for shipment in conformance with contractural requirements, and consistent with the provisions of ANSI N45.2.21978, " Packaging, Shipping, Receiving, Storage and Handling of items For Nuclear Poner Plants (During The Construction Stage Phase)." The degree of preservation will depend upon customer requirements, and the anticipated term of storage Unless otherwise provided for by contractural arrangement, the following preservation methods and requirements are the normal standard for Transamenca Delaval Inc.

PRESERVATION MATERIALS.

In addition to the tapes, barrier materials, desiccants etc. specified in Section 3 of ANSI N45.2.2-1978, two preserva-tion materials are normally used. These are Tectyl 502 C and Tectyl 890, both manufactured by, and availab;e from Ashland Petroleum Company. The characteristics of these two preservatives are as follows

a. Tectyl 502 C (U.S. Government specification MIL-C-16173, Grade ll, and MIL-P 116G preservative type P 2) is a sof t, amber, transparent film preservative which may be applied by spraying, dipping or brushing. It provides extended undercover or indoor protection for the interior or exterior surfaces of machinery, instruments, bearings, etc.,

and provides hmited periods of outdoor protection where metal temperatures do not produce a flow of the film. It may be removed with petroleum solvent, lubricating oil, hot alkali wash, or with a vapor degreaser. Tectyl 502 C should provide adequate protection for six months outdoors, and for 18 months when indoors, or interior surfaces which are sealed off from the elements.

b. Tectyl 890 (U.S. Government specification MIL-C-16173. Grade I, and MIL-P.116G preservative type P-1 is a firm, black, opaque film preservative which may be applied by spraying, dipping or brushing it provides for preserva-O tion of items stored indoors or outdoors, with or without cover where a firm film is required. It may be removed with

/ petroleum solvents, or with a vapor degreaser. Tectyl 890 will provide protection for up to 30 months when outdoors, and in excnss of five years when stored indoors, or under cover.

DESICCANTS, When the use of a desiccant is specified, a silica get type product such as PROTEl5 SORB 121 manufactured by Davison Chemical Division, W.R. Grace & Co. is normally used for this type protection. PROTEK-SORB 121 sihca get is a pure, chemically inert amorphous silica. The action is purely physical, with no change in size or shape of the particles as they become saturated. Even when saturated, the material looks and feels perfectly dry. Desiccants are packaged by " units" rather than by weight, a unit being defined as that weight of desicant which will absorb at least three grams of water vapor at 20% relative humidity, and at least six grams of water vapor at 40% relative humidity at a temperature of 25 C. Silica gel can be regenerated in a vented oven, following the manufacturer's instructions. Although sihca get provides no visible indications as to the condition of the gel, humidity indicators, or TEL-TALE indicatinq get may be used for this purpose. These indicators will gradually change color from a deep blue towards a pale pink a.

the gel becomes saturated with water vapor.

GENERAL PRESERVATION PROCEDURES, The following depicts the general procedures used prior to shipment for the preservation of diesel engines and, when appropriate, other appurtances furnished by Transamerica Delaval, Engine and Compressor Division, and for the maintenance of this preservation protection during storage.

y a. With the engine running, disconnect the fuel 1;ne ahead of engine fuel booster pump and allow the engine Ti to burn about five to ten gallons of pure tectyl 502 C before shutting down. Cap fuel hne to engine.

5 b Seal all openings to the interior of the engine.

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! c. Remove fuel injectors and spray Tectyl 502-C inside the combustion chamber, coatmg the cylinder hners, piston crowns, and cyhnder head faces. Replace injectors.

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Instruction Manual _ .

s.C.2 l \

v PART C - PRESERVATION AND STORAGE (Continued)

d. Plug all openings to each fuel pump. Disconnect the drain line and pump Tectyl 502-C through the connec-tion until Tectyl is observed leaking past the fuel rack. The pump is then reversed and all excess Tectyi removed.

e. Drain jacket water and cooling water systems, especially the water pump, thermostatic valves and inter.

Coolers.

f. Remove cylinder head covers and coat all areas inside sub-cover with Tectyl 502-C. Replace covers.

g. Remove cam gallery side doors and thoroughly coat the entire camshaft and housing with Tectyl 502 C.

Replace doors.

h. Remove cover plates and inspection doors on gearcase covers. Coat gears with Tectyl 502-C. Replace cover plates and doors.

i. Remove engine side doors and spray all accessible machined interior surfaces within the cra'1hcase with Tectyl 502-C. Replace side doors.

j. Remove upper half of rear oil seal and spray Tectyl 502-C on the shaf t and throughout the area. Reinsta!!

upper half of rear oil scal,

k. Carefully examine all gaskets and equipment removed from engine for damage prior to reinstallation.

Replace all gas,kets that show signs of damage.

l. Wrap rear crankshaft oil seal with duct tape.

O)

L

m. Coat all machined and unpainted surfaces on the exterior of the engine with Tectyl 890.

n. Fill governor to top with oil. Any good 40 weight automotive type oil will be suffic.cnt.

o. Check that all openings to interior of engine are closed. Replace all covers, plates, blind flanges, etc. that were removed.

LONG TERM STORAGE, in addition to those procedures outlined in the previous paragraphs, the following procedures can be used prior to shipment of diesel engines and their appurtenances to prepare them for long term (six months or longer) storage.

Although each of these procedures is strongly recommended, they must be specified by contract if they are to be per-formed by Transamerica Delaval.

, a. Remove liquid filled gauges from the engine and store them sep3rately to protect them from accidental breakage or damage.

b. Place one 80-unit bag of desiccant per cylinder on a 1 x 3 inch board in the bottom of the crankcase. A blank plate with a tapped hole should be bolted over the crankcase vent opening and a probe type humidity ind:cator installed in the tapped hole.

O

E c. Place one 80-unit bag of desiccant at either end of the intake manifold. One 1& unit bag of desiccant should 8 be placed within the intake port of each cylinder head and either taped in place, or secured to some kind of wooden block.

d. Place one 4 unit bag under each cylinder head cover, o

5C2

m Instruction Manual -

- s-C 3 f I

(,,/ PART C - PRESERVATION AND STORAGE (Continued)

e. Grease all gaskets on both sides during reassembly, and bolt all surfaces tightly together.

f. Remove all fines from fuel pumps and injectors. Wrap in plastic bags together with desicmnt and tape closed. Store in a box. Cap all injector and pump openings. Tape a 4 unit bag to each pump, staple an indicator to each bag of desiccant and wrap the pump in a plastic bag. Tape shut with duct tape. Make sure all fuel racks and hnkages are thoroughly greased, or coated with Tectyl 502-C.

g. The barring device, air distributors, air solenoid <3lves, governor and overspeed trip should each have a

4. unit bag of desiccant taped to it, together with an indicator and then wrapped in plastic and sealed with duct tape

h. Each junction box on the engine should have a 4 unit bag of desiccant placed inside and ths. cover sealed with duct tape.

i. One 16-unit bag of desiccant should be placed within the turbocharger (s) outlet port. Seal all turbocharger openings with blind flanges and duct tape.

j. Highly visible warning placards should be placed on each piece of equipment, or at each access to areas which contain desiccant to warn of the presence of the desiccant, and to serve as a reminder to remove the desiccant before the engine is started.

LEVELS OF STORAGE.

If the engine and associated equipment is to be placed in storage prior to installation, the preservation procedures applied prior to the shipment must be maintained. For long term storage (six months or longer), the following levels of storage,as defined by ANSI N45 2.21978 are recomrnended.

1 a. Level B - Storage within a fire resistent, tear resistent, weathertight and well ventilated building, or equi.

V valent enclosure, not subject to flooding and with a paved or otherwise surfaced floor with good drainage. Items should be placed on pallets or shoring to permit air circulation. Temperature control and uniform heating to prevent conden.

sation and corrosion, and to provide temperatures between the ranges of 40 F minimum to 140 F maximum. The following types of equipment provided by Transamerica Delaval should be stored in Level B facilities.

1. Motor controf centers.

2. Generators.

3. Switchgear.

4. Control Panels.

5. Air filters.

b. Level C - All provisions and requirements of Level B except for heat and temperature control.

1. Engines and attached equipment.

2. Pumps and Valves.

3. Auxiliary skids.

4. Lubricating oil filters and strainers.

O E c. Transamerica Delaval recommends that items listed for Level C storage have heat and temperature control I as well.

Information concerning storspe Jewis entracted from America.1 NationalStandard Packing Shipping, Receiving Storage k'%,) and Handling of items for Nuclear Power Plants (During the' Construction Pheae) ANSI N24.2.21978, with the permis-

~'

sion of the publisher, The American Society of Mechanical Engineers, United Engineering Center,345 East 47th Street, New York, NY 10017.

'6C3 m ts a:ea

Instruction Manual sC4 PART C - PRESERVATION AND STOR AGE (Continued)

RECEIVING INSPECTION.

A visual examination of the engine and other equipment should be made betore off loading to determine if any damage was incurred during shipment. This inspection should be made in accordance with ANSI N45 2.21978. Thefollowing areas of inspection should be conducted.

a. Fire - Charred wood, paper or paint, indicating exposuro to fire or extremely high temperatures

b. Excessive exposure - Weatherbeaten, frayed, rusted, or stained containers indicating tirolong.d exposure during transit.

c. Environmental damage - Water or oil marks, damp conditions, dirty areas, or salt film (indicating exposure to sea water or winter road salt chemicals).

d. Tiedown failure - Shifted, broken, loose of twisted shipping ties, and worn material under ties, indicating improper blocking and tiedown during shipment.

e. Rough handling - Splintered, torn or crushed containers indicating improper handhng Review of impact 4 recording instrument readings.

J f, item inspection - Unless the package marking prohibits unpacking, the contents of all shipments should be visually inspected to verify that the specified packaging and shipping requirements have been complied with When items are contained in transparent, separate moisture proof bags or envelopes,a visual inspection without unpacking is p preferred. Statistical sampling methods may be used for groups of similar items. Care shall be taken to avoid contamina-tion of the items during inspection. The inspections shall be performed in an area equivalent to the level of storage required for the item. These inspections are examinations shall include the following, as appropriate.

1. Identification and Marking: Verification that identification and markings are in accordance with

] applicable codes, specifications, purchase orders, drawings, and these instructions.

2. Complete Shipments. Verify that the contents match packing lists, if there are discrepancies, contact Transamerica Delaval, Engine and Compressor Division, Customer Service Department immediately.

3. Manufacturing Documentation: Assurance that the document certifying that the item received was fabricated, tested and inspected prior to shipment in accordance with applicable code, specification, purchase order and/or drawings is included in shipment if applicable.

4 Protective Covars and Seals. Visual inspection to assure that covers and seats are secure 5 Coatings and Preservatives: Verification that coatings and preservatives are apphed in accordance with specifications, purchase orders or manufacturer's instructions. l *

6. Inert Gas Blanket. Verification that the inert gas blanket pressure is within the acceptable hmits,if used.

5 7.. Desiccant: Venfication that the desiccant is not saturated, determined by the use of humidity indica II tors. Desiccants shall be regenerated or replaced as necessary in accordance with manuf acturer's instructions.

8. Physical Damage- Visual inspection to assure that parts of 6terris are not broken, cracked, rnissatig.

deformed or misaligned and rotating parts turn without binding Accessible internal and external areas shall be free of O- detrimental gouges, dents, scratches and burns.

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Instruction Manual s-C-s

.c) (V PART C - PRESE RVATION AND STOR AGE (Continued)

9. Cleanliness: Visual inspection to assure that accessible internal and extunal areas are within the specification requirements for dirt, soil, mill scale, weld splatter, oil, grease, or stains. Inspection for cleanliness is per-formed prior to sealing and shipping, therefore, if receiving inspection indicates that there has been no penetration of the sealed boundry, then inspection for internal cleanliness is optional.

g Conformance inspection - Unless the completed item was inspected r.r examined at the source,it should be inspected or examined at the point of receiving to verify that the following characteristics conform to the specified requirements. These inspections or examinations should include such items as the following

1. Physical Properties. Nondestructive examination to assure that physical properties conform to the specified requirements and the chemical and physical test reports, if required, meet the requirements.

2. Dimensions. Random visual inspection to assure that important dimensions conform with drawings and specifications. Examples Base plate mounting holes, overall external site, configuration and orientation of parts.

3. Weld Preparations. Random verification that weld preparations are in accordance with applicable drawings and specifications.

4. Workmanship: Visual inspection of accessible areas to assure that the workmanship is satisfactory to meet the intent of the requirements.

4

5. Lubricants and Oils. Verification of presence of proper lubricants and oils, if required, by either specification, purchase order or manufacturer's instructions.

j 6. Electrical Insulation: Performance of insulation resistence tests for motors, generators, control and power cable, to ensu's conformance with specifications.

i

h. Special Inspection - Where receiving inspection in addition to that described above is required, the "Special inspection" procedure, complete with documentation instructions, shall be attached to the item or container, this is iq addition to the inspection, and the results of the inspection shall be documented.

ON. SITE PREPARATION FOR STORAGE.

if the engine and other components are to be placed in storage prior to installation, the engine should be of floaded and moved to its storage location. Place engine onto Tectyl coated hardwood blocks. The mounting flanges must be sup-ported by 50% of their area, equally spaced. The engine should be completely covered by a tarpaulin, and the tarpaulin securely f astened to the skid. If the storage is to be long term, the preservation procedures applied prior to the shipment I must be maintained. The engine should be stored in the level of storage specified in preceeding paragraphs.

STOR AGE INSPECTIONS.

Six month inspections of the unit should be conducted to the following criteria, witnessed by a Transameria Delaval service representative (upon receipt of a purchase order), or documented by a formal report by the owner's inspector.

a. Do not rotate the engine, h b. Examine all engine cover plates for tightness and seeling abihty. Do not open the engine unless it is abso-lutely necessary.

-, c. E xamine gaskets for any covers removed and replaced if any damage exists.

(j) d. Emamine all humidity indicators for 60% saturation. Replace or regenerate the saturated silica get as neces.

sery. If the interior of the engine is enposed for any reason, reapply Tectyl as needed.

5C5

lnStruCliOn Manual sCs Q PART C - PRESERVATION AND STOR AGE (Continued) e inspect the hardwood supports for any indication of setthng. If setthng has occurred during storage, supports

should be repfaced or adjusted as necessary.

i

f. Examine intake manifolds and turbocharger (s) for deterioration. Clean and praserve as necessary, g Replace tarpauhns and secure.

RECOATING OF PRESERVED SURFACES.

In view of the finite life of the preservative material,it is recommended that the surfaces be recoated as follows during the term of storage.

a. Every six months, or less of inspection indicates need, all outside surfaces of the engine which ha* been coated with Tectyl 502-C should be recoated.

b Every 18 months all interior surfaces of the engine and other equipment must be recoated

c. Every 30 months all exterior surf aces which were coated with Tecty! 890 should be recoated GENERATOR, Large,one bearing generators are shipped disassembled,and are preserved for shipment and storage by the manufacturer.

In addition to those requirements specified for engines and associated equipment, the following cond:tions apply to all generators. Additional requirements may be specified by the manufacturer,

a. Inspect Shipment - inspect stator, rotor and bearing pedestal to determine condition as received Damage to skid timbers is evidence of humping or rough handhng. Damage to tarpaulins and p'astic covers could enpose equip-(- ment to moisture. Inspect leads and accessories. Check bearing and shaf t surface for moisture and rust. Inspect stJtor and rotor windings and test insulation resistance, a low value indicating presence of moisture or contaminant on coils.

If generator is shipped as a sealed unit, do not open for inspection unless there is evidence of external damage to the packing

b. Insulation Resistance - Take insulation resistance tests on stator and rotor windin months. Take a one minute reading with a 500 volt megger, Recommended minimum

"""'jg"

1 values x megohm on stator and one megchm on rotor. A dry, clean winding will test much higher, A more thorough test of insulation is to continue megger test for one to 10 minutes. The 10 minute reading should be much higher than the one minute reading. For dryout procedure, refer to generator instruction manual. This paragraph applies only if generator

, is not completely sealed.

c. Storage - Should be in a Level B storage facility as defined by ANSI N45.2.21978.

d Bearing and Shatt - Pedestal bearing should be stored in a clean, dry area and covered or boxed. The sleeve

, bearirvj surface is greased or coated with Tectyl for shipment. For long term storage, a desiccant placed inside the covering is recommended. ---

CAUTION

_ w Some desiccants may be corrosive on contact.

Level C storage is recommended Bearing and pedestal parts should be inspected after the first month and every three h months thereof ter. They should be cleaned and regreased if necessary. Unpointed surfaces on bearing housings should a be bept cove'ed with greese or Tectyl 502 C. Unpainted parts of the shatts are covered with a rust preventitive such as I Cosmohne, or with Tectyl 502 C, and should be inspected every three months. If bearings and shaf ts are not assernbled, then set both parts on a block of wood, preserve with Tectyl 502 C and cover,

(%

, l e. All generator equipment must be inspected at six month intervels by the manufacturer's service represen-V tative. The windings must be megged at this time, and accurate reports sent to Transamerica Delaval, and to the mano.

facturer of the generator, 5C8 m ,s aies

1 Instruction Manual s-D-1 m

(U) PART D -INSPECTION AND MAINTENANCE RECORDS GENERAL.

In addition to operating records, and any other record which may be kept by tne owner or operator, it is recommended that a permanent record be kept of essentialinspection and maintenance observations A series of Inspection and Maintenance Record" forms. Transamenca Form E 267 (Figures 5 D 1 through 5 D 16)are available for this purpose. These are used by Customer Service Representatives to record clearances, torques, and other vital inspection observations and conditions These records will be of great value in the future planning of maintenance and overhaul requirements, and to assess the wear trends and performance characteristics of the engine.

INSTRUCTIONS FOR USE.

To be of value in helping to determine both present and future repair and replacement needs,it is essent.at that all information be accurately recorded. The following should be observed when using the forms

a. Torque values should be recorded in foot pounds (ft lbs) unless otherwise noted.

b Clearances should be recorded in thousandths of an inch, i e. 4=0 004 in ; 2 0 002 in., 25=0 025 in :

12=1.002 in.; 1.25=1.025 in , etc, if other than inches is used, specify on each sheet the unit of measurement used C Where significant, dialindicator readings should be recorded as + or -(plus or minus) A reading not so specified will be assumed to be a plus (+) reading d The heading of each form is filled out as follows.

(G

1. Component Group Title. Pre pnnted with name of major component which is covered by that sheet

2. Parts Group No.: The three digit parts group number to which the component group belongs and in which it may be found in the Parts Manual.

3. Sheet. The identity of the record within a parts group.

4. Page. The page number for a particutar parts group / sheet.

5 Customer. Fillin name of owner / operator of equipment.

6 Equipment Location. Physical location of equipment, specified by name, position number, or other descriptive term which may be appropriate to clearly identify the location

7. Engine Model. Complete model as appearing on nameplate 8 Senal Number: The number appearing on the engine nameplate Usually consists of a five digit group, a dash and a four d'Oit group

9. Customer's designation. When an owner or operator has a specified designation for the engine within his system which serves to identify it to him, enter this designation 10 Total Engine Hours: Hours since first startup O)

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lnStruCliOn Manual - - . - - - . . . -

s-D-2 !

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PART D -lNSPECTION AND MAINTENANCE RECORDS (Continued) f II, Hours Since Last inspection: The time between the present Total Engine Hours reading and the last inspection.

4

12. Date This inspection: Self explanatory,

13.

References:

Prepnnted. Indicates sources of instructions that should be used in conjunction

with the inspection being performed l

, e. Ensure that the proper designation is entered on all sheets where the position of the component being inspected serves to identify it For instance, a soparate sheet is needed for each bearing. each cylinder head, each piston and rod, etc. Identify these items l

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,4 Measure by noting deflection on valve head while rocking valve in its guide Remove wedgas, retainers (or rotators) and springs Lay cyhnder head on its side with valve amis in the horizontal piane. Leave a wedge on valve stem and push valve out until stopped by wedge hitting guide (see Figure 2).

Position a dial indicator as shown in Figures 1 and 2 to that spindle of indicator is bearing against side of valve head on the A- A amis (see F qure 3). Zero the indicator, then apply suf ficient pressure by hand at a point diametrically opposite the spindle to move the valve in the guide Record this deflection Repeat the process in the 8-8 sais and record all readings in the space provided below See Figure 1 for valve identification (EX 1. IN 1, etc.).

i A..s/Vaiv. EM t tx2 IN t iN 2 A-A 8-0 Valve Heed Thickness Measure valve head thickness (Figure 4) with a miuometer and record in space below veive txt tx 2 iN t iN 2 Thecs nets General Inspection Inspect valve for general condition and not all abnormalities or other segnificant information betun g

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Instruction Manual _ _ _

6-A 1 (O

O SECTION 6 OVERHAUL AND REPAlR PART A - GENERAL ROTATION AND CYLINDER DESIGNATION.

Crank .haf t totationisdetermined from the flywheel end of the engine. Number one cyhnder is that nearest the gearcase, or auniliary end, on the opposite end of the engine from the flywheel (see Figure 6 A H. Engines are designated es either right hand or lef t hand accords.1g to the side of the engme on which the controls are mounted.

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'\ DIRECflON op MOf ATloN WHEN VitWED FMOM PLYWH8tL eND Foin,r* ti A.f. Engina Rotation and Cylindrr L>sipatron ASSFMBLY OF PARIS.

Before starting any ct.sessembiy of the eng'ne, ot' serve that many parts are match marked and identified by part or essembl( number. Engine parts which have been in service should be returned to the same position in the same engine from which they snre removed. This applies principeily to cylmder hetsrs, pistons, connecting rods and bearing caps.

New parts should be mothed in the same way es the parts which they replaced. Safety clips, cotter pins andsafety wire, where srxCohed, must be re-installed correctly to insure that the parts eSmain secure in use.

USE OF ASSEMSLY DRAWINGS Reference may be made to the assembly dre.+ities in the Parts Menues to assist m the disassembly and assembly of various engine components.

Note Do not use the part numbers on these drew +ngs for ordering replacement parts. The Parts Meeuel should always be used for this purpose.

In U

m-6 A.1

instruction Manual _ . _

6A2 l O

V PART A - GENERAL (Continued)

CLEANLINESS.

Cleanliness is essential to the proper operation of an engine. Care must be exercised to keep dirt, grit,and other debris from entering any of the lubricating oil, fuel or cooling water systems as well as from tho bearing surf aces of moving parts.

TOROUING. j All torque values stated in this manual, unless otherwise specified,are based on the use of a thrmd lubraunt composed I

[ of equal parts by volume of engine lubricating oil and Dixon number two medium powdered flake graphite, or equai They do not apply to' dry threads,or to threads lubricated with so-called " Super Lubricants". Dry threads un result in torque readings as much as fif ty percent in error. The following procedure should be used when torquing fasteners,

s. Lubricate thrnads with a mixture of oil and graph 6te and auemble threads. Tighten hand tight.

1

b. Tighten all fasteners by snugging the first one, then moving to the one farthest remove <1 and continue in a i

criss cross pattern until all f asteners are snug.

i

c. Unless otherwise specified, apply 20 percent of the required torque to each fastener in the secluente de-

{ smbed above, then repeat procedure in increments of 40,60,80 and 100 percent of the prescribed turque value 1 l l

d. Active nuts which are secured with cotter pins must be brought to the specified torque value before

} attempting to abgn the cotter pin holes. If the hole in the bolt is halfwey between the slots in the nut, or beyond, the

nut should be tightened to maka alignment. If the hole is shott of the halfway point, nuts on botts farger than one inch in diameter may be backed off to the neerest pomt where it will align.

. TOMOUE TABLES. !

i

Refer to the Torque Tablas, Appendia IV, page 8 5 to imd the torque value to be used when tightening f asteners on the engine. The tables are divided into two pyts, the first being for thoes fasteners for which a specific torque value has been assigned. The second part contains general torque values for use when no special torque value has been suigned.

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l Instruction Manual eA3 V PART A - GENERAL (Continued)

ADHESIVES AND SEALANTS.

The Ashland Oil Company produces a series of useful adhesives and sealants under the trade name " Lock *lte '.

Transamerica Delaval recommends the use of these products, and in certain instances specifies their use. Most Locktite adhesives are a.naerobic, that is, they cure or set when denied oxygen. They utilize oxygen to keep the adhesive in a liquid state while in its container, and during application. When the parts are assembled, however, oxygen is excluded and the anaerobic resin hardens into a tough thermoset plastic. The curing mechanism, then, is a combination of contact with metal and the exclusion of oxygen. Copper and brass provide a very fast cure, whereas iron and steel provide a slightly slower rate of cure. Aluminum, cadmium and tinc platings are very slow cuting. Nonmetallic surfaces do not initiate a cure, and a special Locktite primer must be used. The following paragraphs and tables are prooded to assist maintenance personnel in selecting the best sealants or adhesives for a particular job. It should be noted that in some instances a specific product is recommended for a specific use. For additional information,it is suggested that the product manufacturer be consulted, or that inquiries be directed to the Transamerica Delaval Customer Service Depart-ment.

a. THRE ADLOCKER SEALANTS - An anaerobic adhesive used to prevent a fastener from loosening. corro.

sion and leakage. Although not essential, the use of a primer will clean off oil, and accelerate curing

1. Apply to thread engagement area, filling the thread root. Assemble parts.

2. For blind holes, put a few drops into the hold and onto the f astener. Assemble parts.

3. For already assembled parts, clean fastener or nut parting line. Apply Locktite 290 at the Interface area and al!ow the capillary action to carry the adhesive into the threads.

A 4 Threadlocker sealants act as liquid lockwashers.

l _ __

CAUTION Do not use Locktite on any fastener for which a specific torque value is assigned, and which utilizes a lubricant consisting of a 50-50 mixture of powdered graphite and lubricating oil.

LoCKTITE PROouCT E 271 277 222 290 Nuts, bolts ai screws Festeners as stude Festeners a studs Small screws Preessembled Application general purpoes up to 1" die. over 1" die. No. 5 & below festeners (med.

(T hroedioc k 6ng) (medium strength) (hlgh strength) (high strength) (low strength) to high strength)

Gep-fillms .005 .007 .010 ebility, enches

.005 .005 i,] 1000 500 6500 1000 12 Torque 6n/lb brookewev/ 60/35 160/225 100/145 40/20 60/200 proveeling Sheer strength 1600 2500 pel 3000 900 1800 Temperature 45 to 300 45 to 300 45 to 300 65 to 300 65 to 400 range OF (OC) (-55 to 149) (-55 to 149) ( 55 to 149) ( 55 to 149) ( 55 to 2046 Cure speeds without pr6mer 20 min /6 hr 20 m6n/M hr 30 min /6 hr 20 m6n/6 hr t o mm % hr F 6 s ture/f ull U Cure speeds g with pr6mer 5 min /2 hr 5 min /h .1 hr 10 min /2 hr 5 m6n/ 2 hr Not Required f e a ture/f ull

- ,, ,7*** T (optionel) T (opt 6onell T (optionel) T toptionell None s

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6 A-3 a

Instruction Manual e-A-4 PART A - GENERAL (Continued)

b. THRE AD SEALANTS - Used to stop leaks in threaded pipes and fittings.

1. Wipe threads with a clean cloth to remove any contamination.

2. Apply sealant behind leading thread, avoiding filling the first thread. Apply to only three-quarters of a thread turn. Assemble parts. Fittings will seal at any angle without heavy wrenching.

3. For pipes greater than two-inch diameter, apply sealant to both male and female thread surfaces.

4. For leaking castings, isolate leak area, heat to drive out oils, then apply Locktite 290.

5. Pipe Sealant with Teflon (PST) seals moderate pressures instantly, and is superior to tape. It can be used anywhere 16flon tape is used.

Pipe Seelent Hydraulic Steinless LOCKTITE PRooUCT with Teflon Seelent Stees PST g Application General purpose Fluid power system Steinless steel & Porosit y leek ege (Seeling) throod seeling connections monel threaded pipe (penhole leek s)

& fittings Geo-filling ability, inches .020 .005 .020 .005 Viscosity (cP) Mean 200.000 400 400.000 12 Temperature 45 to 400 45 to 300 45 to 500 45 to 300 range. 'F (DC) ( 55 to 204) ( 65 to 149) ( 55 to 250) ( 55 to 149)

Cure speeds carbon steel:

without pr6mer 24 hr/72 hr 45 min /2 hr 30 men /4 hr 10 min /12 hr f 6eture/ full stainless steel:

! 3 hr/24 hr -

Cure speeds with primer 15 min /5 hr Not Required Steintees steel: Not Requered flature/ full 5 min /2 hr

",,1*

m *'"* *"'*d NF None N (Optionell None Table 6-A 2. Thread Sealants

c. GASKETING (Anaerobic) - For sealing flanges. For gaps over 0.010 inch primer should be used. Clean contamination from flange surfaces, apply continuous bead to one surface. If primer is applied to speed the curing rate, or to cure through larger gaps, both flange surfaces should be primed. Allow one to two minutes for primer to dry, then assemble parts with minimal interface movement. Torque fasteners to metal to-metal firmness. Allow sealant to cure before pressurizing.

Gasket Geeket Cesket Plastic Geeket Eliminator Gask et Eliminator El6minator Eliminator Meeter 515 510 504 Gesk et 515 568 LoCKTITE PRooUCT Large gaps. Maintenance Sealing or conting High adhesion /

Appincetion Generet High (Gesketing) purpoes Temperature Instant emel & repeir conventional structural strengte gaskets

.010A020 .030/- -/.050 .0104050 .010/.020 b4 t . inches .010/.050 unprimed / primed Viscosity 200.000 to 700.000 to 1.000.000 to 200.000 to 200.000 to 5000 to 1.200.000 2,000.000 500.000 500.000 7000 (cP) meen 500.000 1350/2000 1300/1350 2000/1900 2000/1900 /5000 sb h*sYi 2000/1900 45 to 300 45 to 400 45 to 300 45 to 300 45 to 300 -65 to 300 Temperature ( 55 to 149) renge OF (OC) (-65 to 149) (-55 to 204) ( 55 to 149) ( 56 to 149) ( 55 to 149)

Cure seemos 1 hr/12 hr 12 hr/24 he 1 hr/12 hr 4 hr/12 hr 30 min /12 hr

$ wtthout pr6mer f e a ture/ full g

Cure speeds 6 br/12 hr w6th primee 15 min /2 hr 30 min /4 hr Not Required 15 m6n/2 hr 15 min /2 hr f e a ture/ full

[

Master Geeket Recommended Primer N (optional) T primer N (Optionell N (optionell None Table 6 A3. GasketingMaterial 6A4 l .--

Instruction Manual e A.s

/%

i \

V PART A - GENERAL (Continued) d RETAINING COMPOUNDS (Anaerobic) - Used to improve cylindrical part assembly.

1. Clean both surf aces with Locktite Safety Solvent, or equivaient. I

2. If faster cure is required, or if surfaces are inactive, apply Locquic Primer T to both surfaces. Allow Primer T to visibly dry (two to five minutes) before applying retaining compound.

3. Apply retaining compound to both surfaces. If Primer T has been used, parts must be loined within four minutes af ter retaining compound is applied.

LoCKTITE PRooVCT R C /601 RC/680 RC /620 Appucation (Retaining or Mounting General High Hign Cyl6ndrical Parts) purpose strength temperoture Gap filhng ability 6nches .005 .015 .015 Viscosity (cP) mean 100 2000 7000 Sheer strength psi steel /elum. 3000/600 4000/600 3000/600 Temperature -65 to 300 45 to 300 -65 to 450 range CF (OC) ( 55 to 149) (-55 to 149) ( 55 to 232)

Cure speeds (steel) without primer 10 min /14 hr 30 min /4 6 hr 30 men /810 he fla ture/f ull Cure speeds (stee0 s with primer 5 min /30 min 5 min /44 hr 5 min /810 hr i fixture /fute Recommended primer T (optionet) T footione0 ~ T (optional)

Table 6 A 4. Retaining Compounds

e. SUPERFLEX SILICONE ADHESIVE SEALANT - Forms a cured silicone rubber for use in gasketing, seahng, bonding and caulking. Clean surface with Methyl Ethyl Ketone (MEK) or Locktite Safety Solvent 755 Apply Superflex to one surface and assemble parts.

Gap F6iling Temperature Abil6ty. Range Viscosity Strength Cure Speed inenes OF (OC) (P) Mean Del Tensite Tecir /F uit

.250 -95 to 400 Paste *400 30 m6n/24 hr 70 to 204 Table 6 A.S. Superflex Silicone Adhesive Sealant

f. PRIMERS - Locquic Primers (more accurately, Activators) are curing agents for Locktite anaerobic adhe sives and sealants.

1. Locquic Primer N assures fixture of parts within 15 to 30 minutes,and full fixture in 12 hour1.388889e-4 days 0.00333 hours 1.984127e-5 weeks 4.566e-6 months sor less.

5 2. Locquic Primer T assures fixture of parts within 5 minutes, and full fixture in sis hours or less 8

3. Locquic Primer NF assures fixture of parts within 15-30 seconds, and full cure in four hours or less.

[

U 6.A 5

l l

Instruction Manual 6-A-6

( .

U PART A - GENERAL (Continued)

SAFETY PRECAUTIONS.

Personnel performing maintenance, overhaul and repair work on the engine and its associated equipment must be aware of the hazards involved in this type of work, and observe all Safety precautions. In addition to those precautions listed in Section 4 for engine operation,the following are some of the areas in which safety practices are indicated

a. Observe all specific Warnings listed in this manual for the operation being performed.

b. If, in the course of maintenance work, it becomes necessary to crank or operate the engine, those precautions listed in Section 4 should be observed.

c. When handling heavy weights, all weight handling equipment must be inspected before use

d. Exercise extreme care to insure that tne weight of all parts being handled is under complete control at all times.

e. Under no circumstances should any person extend any part of his body under any suspended heavy part.

f. When handling liquid nitrogen, or other super cold liquid, wear suitable gloves to protect the hands Gloves should be of a type approved for protection against extremely low temperatures g Crankshaft should be blocked to prevent inadvertant movement when working in the crankcase

h. Do not exceed maximum allowable hydraulic pressure on hydrostatically operated tools and equipment.

i. Do not disconnect any pressunzed line until you have determined positively that no pressure exists in the line.

1 Exercise good housekeeping practices to provide good footing on platforms. ladders and other areas around the engine and associated equipment.

k. Under no circumstances should any interlock, safety switch, or other safety device be bypassed, blocked or otherwise rendered inactive.

1. When performing repair work involving disassembly of any spring loaded device, be aware of the deadly force present which, if accidentally released, could cause severe injury.

m Use no cleaning agents other than those approved by the cognizant local occupational safety and health authorities. Never use gasoline for cleaning purposes.

v

.c 6-A-6 ...,,.u

instruction Manual e.a.1 PART B - CYLINDER HEADS AND VALVES CYLINDER HEAD REMOVAL.

Each cylinder head may be removed from the block independently of the other cylinder heads. The cylind-r head has two intake and two exhaust valves, together with their associated springs, wedges, retainers, etc. Valve springs may be replaced with the cylinder head installed on the engine provided the piston is at top dead center to prevent the valves from f alling into the cylinder. To remove a cylinder head from the engine, proceed as follows.

I

a. Drain jacket water from engine.

b. Remove cylinder head cover.

I

c. Remove air jumpers.

. l

d. Disconnect exhaust and intake air mani- .,

folds.

. .L

e. Disconnect fuel injection lines and nozzle y drain fittings. W

7e

f. Remove rocker assemblies and push rods. J !

l Remove hydraulic valve lif ters if engine is so equipped.

j g. Remove fuel injection nozzles and holder assemblies. I

h. Remove cylinder head sub-cover.

f s. Attach lif ting fixture to the f uel injection studs as shown in F;gure 6-B.1. Attach an overhead ,

hoist to the lifting ring of the fixture, g ,

~ i

). Remove cylinder head stud nuts and washers, fi ure 9 6 B-1. Cylinder Head Lifting Fix ture

k. Lif t head from block. If head sticks it may be necessary to take a strain on the hoist and break the head i loose by striking the sides with a babbitt or lead hammer.

INSPECTION.

, Clean inside of combustion chamber. Bar engine over until piston is at bottom dead center and clean and inspect upper 2 portion of cylinder bore. Clean gasket surfaces of engine block and cylinder head. Remove intake and exhaust valves.

.$ Ref ace and rescat as necessary, following the procedures outlined in subsequent paragraphs.

4 &

l I

6-B 1

Instruction Manual _ . . _ _ _ . . _ _ . _ _ - . _

082 n

Q PART B - CYLINDER HEADS AND VALVES (Continued)

VALVES, Intake and exhaust valves on diesel engines are interchangeable. When replacing valves that hisve been removed for grinding and seating, however, they should be returned to the sarne relative location as that from wtuch they were removed.

VALVE SPRING REPLACEMENT (Cylinder Head Not Removed).

Valve springs may be replaced without removing the C cylinder head from the block. Remove rocker arm assem- -

"'"""'"~"

blies and fuel insector, then bar engine over until the QaoLL aw piston of the cylinder being worked on is at top dead ; ,

center. This is important as the valves can fall into the N Combustion Chamber if piston not at top center. Attach a valve spring compressor tool.part number 00-5904155 novran mataman Y \ r enacant (see figure 6-B-2) to the cylinder head by positioning the la}{,8g,"'*G tool support over the fuel injector studs. Place a washer on each stad, then thread a spacer nut on each stud to

\ --

st"N " "

hold tool in place. Slide the adapter retainer over the ; I sracta nut

"- supon valve spring retainer (figure 6 B-3), then swing bracket to l

position compressing screw over adapter-retainer. Turn ,

l Screw in until all slack is removed, check proper engage- **" ' " "' " N ^j]""~'"

ment of the adapter retainer to the valve spring retainer, then continue to turn screw in, compressing the valve ',

A spring When spring is compressed sufficiently to permit ,'b

['- '

( removal of the two wedges (figure 6-B 3), lot valve by its 9- [ ,/],O .

stem and remove the two wedges. Slack of f on compres- ?-

~

sing screw and swing bracket arm clear. Remove valve wassson Toot ,N vatve ramo ,

spring retainer and valve springs. Tool can then be used to remove other valve springs on that cylinder head. Note .

that when tool is mounted on injector studs, all four ,,,,,,,w , , , , , , , , , ,

valves are accessible without removing cylinder head sub- no gg,= 8,A,*g",aus way ang, cover. An alternate method is to mount the tool on the we ao sue cows a starting air valve studs, however, only the intake valve Figure 6-B 2. Va/w Spring Compressor Tool springs can be removed with tool in this position. Instal-lation is the reverse of removal.

VALVE REMOVAL FROM CYLINDER HEAD. wioces m vatvi stiu With cylinder head removed frc,m engine, install valve ;p;,sy,amo spreng removat tools as shown above, and remove valve springs Remove valves by pushing out of guides on the l l /

combustion chamber side of the head. ,

/ $

U 5 N 8

A vav...= ~c

[ h i V Figure 6-8 3 Valve Spring Retainer l

l 6B2

i Instruction Manual eB3 i

PART B - CYLINDER HEADS AND VALVES (Continued)

VALVE INSPECTION AND RECONDITIONING.

The seating surf ace of valves, particu! ely exhaust valves, may have the appearance of pitting due to small carbon particles which may have been trapped on the seats and impressed on the metal. This condition hcs no effect on operation unless there is an indication of blowby, in which case the valves should be reseated Valves may be re-f aced on a standard valve re f acing machine, or on an ordinary lathe. The seating should be exactly 45 degraes. It dar.e on a lathe with a cutting tool, be sure to use very fine feed and a sharp tool for the final cut. If a grindmq wheelis u;cd, l the wheel should be dressed for exact trueness before the final grinding cut is taken. Remove just enough"bterial to eliminate pits and to make the seat run exactly true with the stem. If the valve guide is worn, a new guide should be installed before re ' acing valve seats. Re seat head with a valve grinder. If a grinder is not available, use a 45 degree hand teamer. Face just enough for trueness and removal of pits. Limit width of valve seat to 19/32 1 164 inch (1.51 1 0.04 cm) with a 45 tiegree tool. If the engine is equipped with valve rotators, the rotators must be replaced whenever the valves are serviced. Before removing intake valve guides from the cylinder head, match-mark both the cylinder head and the guide to insure proper alignment when guides are reinstalled in the heads. Remove, clean and inspect valve guides as necessary. It is not practical to measure exhaust valve-in-guide clearances directiv. Therefor 6, wear is determined by measuring the diameter of the exhaust valve guide bore at two points, one at a point one half inch from the top of the bore and the other two inches from the bottom of the bore. Refer to Append;x 111 for the prcper bore diameters.

I i

CYLINDER HEAD INSTALLATION.

l Use new seals when the cylinder head is installed on the engine block. Make sure all areas are cleari and free of dirt i l

or other foreign matter.

a. Attach lif ting fixture to cylinder head e and hoist head in place over cylinder head studs. '

g N *

b. Carefully lower head into place, taking * *; .

care not to damage stud threads or seals, y Lubricate cylinder head studs and nut I'

c. p

! threads with a 50-50 mixture of graphite and lu-bricating oil. Assemble Washers and nuts on studs

[.' i and run down on the threads.

6 j d. Tighten nuts in increments, and in a cross-cross pattern, following the sequence shown in figure 6 B 4. Torque to the specified torque -

i value. This procedure will pull the head down #*

)

evenly. / /

CD

\

k\ - m Fogare 6 B4. Toghtenrog Sen.rence f.s Cylinder HeJd Stud Nu ts

Refer to pace 6-B-3-A for revised cylinc:er head irst:111ction procedure.

6B3 "i ' '

Instruction Manual e.sa-A O PART B - CYLINDER HEADS AND VALVES (Continued)

CYLINDER HEAD INSTALLATION.

1. Install cylinder head stud using Locktite 242, 272 or equal, with an air motor of 1" max, size, at a maximum of 60 psi air supply pressure. Desired torque of stud is80-120 ft/lbs. Do not use impact tools. Stud should be moderately landed on lockwasher. Do not overtighten. Check height above cylinder block - length should be 15" + 1/16".

To remove" Preheat to a max. of 300*F, checEing Temp. with a templestik. Do not overheat.

2. Attach lif ting fixture to cylinder head and hoist head in place over cylinder head studs.

3. Carefully lower head into place, taking care not to damage stud threads or seals.

4. Maintain tension on lifting fixture so that the cylinder head is just in contact with the gasket surfaces. Rotate the head within the limits.of the cylinder head studs to obtain optimum alignment with the intake and exhaust elbows.

5. Lubricate, install and snug capscrews in the intake and exhaust elbow flanges to maintain alignment with cylinder I head. .

6. Lower the cylinder head to rest on gasket and remove lifting fixture.

7. Lubricato cylinder head studs and nut threads with a 50-50 mixture of graphite and lubricating oil. Assemble washers and nuts on studs and run down on the threads.

8. Tighten nuts in increments and in a criss-cross pattern, following the sequence shown in Figure 6-B-4. Torque to the specified torque value. This procedure will pull the head down evenly.

9. Torque intake and exhaust flange capscrews in accordance with Appendix IV, Torque Tables.

NOTE: When performing Step 3, capscrews should only be snugged to prevent rotation of cylinder head during Step 4. Capscrews should not be tightened to where they prevent vertical movement of flange connection and induce stress in elbows during final lowering of head.

Ref. E&DCR F-45848A O

Ref. E & DC R F- 45089D A

Instruction Manual

/m -

( )

PART B - CYLINDER HEADS AND VALVES (Continued)

HYDRAULIC VALVE LIFTERS.

If the engine is equipped with hydraulic valve lif ters, the htters are installed in both the exhaust and intake valve l rocker arms, between the adjusting screw and the swivel pad Pressure oil from the engine tubricating oil system is j supphed to the htters by means of drilled passages in the i l rocker arms. When the cam follower rollers are on the base

/ circle (of f the lobes) the plunger m the valve hiter assembly

'N / _\ is extended by a combination of internal oil pressure and

. '! ! plunger spring force. As the valve is hf ted from its seat by

'q I~~'} ,u the rocker arm, the vJlve lif ter plunger is force j into its 1 i }' barrel, increasing the spring fo ce and slightfy encrea::ng V l the internal oil pressure. This causes the htter check salve

to close and trap the oilin the pressure chamber. When the cam follower roller returns to the base circle, force on the

' [

'._..'

s., valve lifter plunger is reduced, inttrnal oil pressure and spring force extend the plunger, the check valve comes oft l

, [M # its seat and oil flows into the pressure chamber to replace N s any that was lost when the plunger was depressed s '..; /, ,. v VALVE LIFTER MAINTENANCE.

i '-

-V' The valve gear should regulre httle maintenancc under O' normai operating mnditions. Since hydraulic fitters com.

s i s pensate for small amounts of wear in the valve mechanistn.

w , , ,, . . . . ,

" It is not necessary to make vaf/c adgustments as of ten as

$ N. *

/ would be necessary with solid salve lif ters. If noise should

? '.'/ .'.'[ .* % .. . . ,', develop in the valves it is usually due to one of the foliow.

$ b' 2.' ing reasons.

L ::,1' :.'.' ,'2.'.. m

, ,'. .78. ',' a. Insufficient oil supply in lif ters.

Figure C B S. Hydrau//e Valve ls/ter b. Air or air bubbles in the hf ter mechanism.

c Incorrect adjustment screw setting.

d Dirt m the hf ter mechanism.

e Lacrtuer or varnish deposits m the valve litter mechamsm due to the lubricating oil conditions.

It is not necessary to remove the hf ters from the rocker arm assemblies to perform a routme adjustment. When such an adjustment is to be made, omit the following two paragraphs and oroceed directly to the paragraph on adjustment.

LIFTER REMOVAL AND DISASSEMBLY, if it is necessary to remove the hf ters from the rocker arms for it'spection and/or cleaneng, or when installmg new letter mechamsms, the following procedure should be followed.

a. Remove the adjusting screws and pull valve htter assemblies from cavity in swivel paJ with a magnetic pickup tool,

In order to eliminate possible Lube Oil draining.

(p) Hydraulic lifters are inverted in nuclear standby engines only.

'd (Ref. E&DCR F-45564) n/nvloiHL t 7t, r 84

Instruction Manual eBs 4

PART B - CYLINDER HEADS AND VALVES (Continued)

b. Insert a soft wire in one of the plunger fill holes then slide the plunger out of the barrel, taking care not to let the ball check valve and the valve retainer drop. Remove the sprireg from the barrel cavity and wash all items in kerosene. Use lacquer thinner to remove lacquer and varnish deposits caused by lubricating oil conditions. Do not use grinding compound or a hard tool to clean the barrel or plunger as this may scratch the surfaces which are built to close tolerances. Wipe all parts with a clean, lint free rag.

c. The condition of the unit may be best determined by performing a leakdown test. Specifications for a new unit require that, with the unit completely assembled and filled with kerosene, the plunger should travel 0.125 inch in l one and one half to three seconds when subjected to a 50 pound load. Plungers are not interchangeable in the barrel as the units are factory assembled for a specific leakdown rate.

ASSEMBLY AND INSTALLATION OF LIFTERS.

Assemble litters in the reverse order of disassembly, insure that all parts are clean, free of dirt or other foreign matter, and do not stick or bind. Fill and purge the assembled unit then install in the engine as follows:

a. Hold the check valve off its seat by inserting a sof t wire about 3/8 inch into one of the hil holes, then submerge the unit in clean SAE 10 or SAE 20 grade oil. Push in and release the plunger repeatediy until air is no longer expelled from the assembly. This will purge the unit of air and fill it with oil,

b. Remove the wire from the fill hole and remove the assembly from the oil.The plunger should extend 1/8 inch from the barrel and should not compress when pushed in by hand.

> /%

c. With the rocker arms completely assembled and installed on the cylinder except for the hydraulic valve litter assemblics and adjusting screws ('the swivel pad assembly is held in the rocker arm by a roll pin), fiil the cavity of the swivel pad with clean oil.

d. Insert the valve htter into the swivel pad cavity. The rocker arm must be kept in a near horizontai position atter the lif ter has been inserted to keep the lifter submerged in oil install the adjusting screw and locknuts.

ADJUSTME N T, Af ter the lif ters have been installed, or if a periodic adjustment is to be made, bar the engine over to position the cylinder being worked on at top dead center on the compression stroke and adjust lifters by one of the following methods. The first rmthod (Method "A"I involves advancing the adjusting screw until it just contacts the lifter, but does not compress it, then advancing the screw one additional turn. The alternate method (Method "B") is to com-pletely collapse the hf ter, then back off one full turn from the point where the valse just seats. Either method, if properly done, will accomplish the same thing. It must be kept in mind, however, that cold oil will increase the time required for the lifter to leak down to complete collapse when using the latter method.

a. ME THOD "A" (1) Hold the rocker assemblies tight against the pushrods to remove all play, then advence adjusting screw by hand until the end of the screw just contacts the lifter under it, taking up all the slack in the valse operating gear, Make sure the swivel pad rests squarely on the valve stem. Due to variations in threads, the fecl of turn ng the adjusting screw is not sensitive enough to make an accurate determination as to when all stack has been removed, there fore, the feel for taking up the slack has to be on the pushrod or cross (intermediate) rod and the swivel pad on the adjusting screw. Lift each swivel pad by hand to make sure that all clearance is removed between the swivel pad and the valve stem.

v 6B5

instruction Manual e.e.e Ci PART B - CYLINDER HEADS AND VALVES (Continued)

(2) Turn the adjusting screw one full tura (0.070 inch) with a wrench and tighten the locknut. This will locate the lif ter plunger near the middle of its 1/8 inch travel.

b. METHOD "B" (1) Advance adjusting screw with a wrench until the valve begins to lif t of f its seat, then adunce adjusting screw at least two additional turns.

(2) Wait approximately ten seconds (longer if oil is cold) then back off on adjusting screw untilvalve seats. The point at wwtiich the valve seats may be easily felt by the reduced torque required to turn the screw.

(3) Note the position of the wrench at the point where the valve just seats, then Jd/snce screw at least one-half turn.

(4) Back out adjusting screw until valve just seats. If the position of the wrench is the same as (3) above, l

j ttie lif ter is fully collapsed. If not, repeat procedure until the position of the wrench is the same each time the valvo seJts.

(5) Back oat adjusting screw one full turn from position where valve seated then tighten locknut.

c. Swivel pads should now be free to be rotated by hand, if they cannot be rotated, the adjusting screwhas collapsed the lif ter to the end of its 1/8 inch travel and the valve has been lif ted of f its seat.

d. Swivel pad clearance should be such that the pad cannot be rocked on top of its valve stem. If the swivel pad can he rocked it means that the lif ter is either fully extended and not at the mid point of its travel, or tinat it has not been completely purged of air. This may be due to an improper adjustment caused by burrs or dirt on the adjusting screw threads, or because of incomplete purging of air from the assembly.

,b)

V ninvlo/Hi.I 7s G.B.6

. Eg5E Transamenca s El Delaval e-e-7 (p).) PROCEDURE FOR REPLACING GA-012-000-RIVET REFERENCE TDI ASSYMBLY DRAWING 03-390-04 l

1) Remove the two adjusting screws (7) on the intake rocker arm assy (7).

2) Place a large wrench against the two adjusting screws (7) on the exhaust rocker arm (3) and using a 4' pry bar, compress the exhaust valves, and remove the, connector push rod (14).

3) Remove the two adjusting screws (7) on the exhaust rocher arm assembly (3).

4) Remove the hydraulic lifters (8) with a magnet.

5) Roll each rocker arm so that the side with the adjusting screws is as high as possible.

6) Using a 1/8" pin punch remove roll pins (9) from all rockcr arm ends.

7) Remove swivel pad assembly (4) from the bottom of the rocker arm ends, valve side.

8) With a " cold chisel, tap around the existing rivet in the rocker arm ends, valve side only, until it lifts approximately 1/16" then remove with a pair of pliers.

f%

( ,) ) Using a flat steel punch slightly smaller than 3/8", attempt to drive out the small piece of tubing presently inserted in the rocker arm end. See Detail "D" of marked print.

10) If the tubing cannot be removed, drill through with a 7/16" drill supplied. Check the angle before drilling by inserting an 1/8" drill in the hole in the tube,

11) Tap with h" NPT tap.

12) Coat the \" NPT pipe plug with loctite RC/601 and insert it in the tapped hold. %" NPT Plug is TDI Part No. CD-005-127.

13 Stake the plug with a cold chisel or a punch in two places at 90' frcm each other.

14) Reassembly in reverse order fron step 7 to step 1.

15) Adjust valve lash as directed in Volume I.

Note: If it is desire to replace the rivets on the pushrod end of the rocker arms, remove the rocker arms from the engine following the procedure in Volume I.

la) After removing the rivets as outlined in Step 8, drill the hole to 3/8" and a depth of 9/16".

2a) Tap and plug as outlined in Step 10 through Step 13.

(V) 3a) Replace the rocker arms as outlined in Volume I.

Refc E&DC R. F-4 5 416 B b 4

R ef. E & D CR,W[MI/fA '

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Instruction Manual s.c.i V
) PART C - PISTONS AND RODS GENERAL.
Pistons and connecting rods may be removed from the engine by pulhng them out through the cyhnder hners Connecting rod bearings may be removed and installed without having to pull the cyhnds heads The procedures in the following paragraphs involve the handhng of heavy and unwieldy parts in a confined space. All weight handling equipment must be inspected prior to use, and extreme care must be exercised to insure that the weight of the parts being handled is under complete control at all times Under no circumstances should any person be permitted to extend any part of his body under any suspended part.
PARTS LISTS.
Refer to the below hsted group parts lists in the Parts Manual for a breakdown of the parts covered in this part of the manual
a. 340 Group Paris List. Connecting Rods
b. 341 Group Parts List, Pistons.
c. 315 Group Parts List. Cyhnder Block and Liners.
(3 !
i V d 590 Group Parts List. Special Tools.
SPECIAL TOOLS.
The following special tools, which are listed in the 590 Group Parts List in the Parts Manual,are reauired to perform the operations described in this part of the manual, a Piston Pulhng Fixture, Part No. 00590 01 OW.
b Piston Ring Guide, Part No.18661.
c. Ring Compeessor, Part No.02-590 01. AN.
d Piston Holder Plates, Part No.12561.
e Connecting Rod Cap Lif ting Lug. Part No 03 59001 AB
f. Cyhnder Liner Pulhng Finture, Part No. 00-590-01 OV.
9 Liner 0-Ring installation Ring. Part No. 02 590-01.AE f REPLACING CONNECTING ROD BEARINGS.
v C The following procedures for replacement of connecting rod bearir gs may be performed for that purpose alone, or in conjunction with the remuvat of the piston and rod from the engine in the latter case, the ryhnder head of the cyhnder
,-m involved must diso be refnuved.
t i
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6 C-1
Instruction Manual s.C.2 PART C - PISTONS AND RODS (Continued) 4 v
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)
3 m 7
, l%c e4 1 Connettmg Rod Soit peut i 2 Cotter Pm 3 Locating Dowei g *\
. c - i.ngRo.S*i s Poton Pm Sushing 4 -8 7
9 Connecteng Rod _
7 Connecting Rod Seereg Cap "
4 Upper Beeres shesi .
9 Seering shell Locateng Dome 4 '
10 10 Lower Beerme shele li t figure 6-C 1. Connecting Rod and Bearings
a. Position piston at top dead center. Remove engine side doors on both sides of engne adjacent to crank journal of piston and rod involved.
N 1
Q b. Install two Piston Holder Plates, Part No.12561, in the lower end of the cylinder hner to support the weight of the piston and rod This tool bolts to the lower part of the liner and extenos vertically to suoport the bottom of the piston skirt.
c. Install an eyebolt, or other suitable lif ting bracket, into the tapped holes in the side of the connecting rod bearing cap (see fig 6 C 2L This tapped hole may not be present in all case. If not,use a Connecting Rod Cap Lif ting Lug, Part No. 03 590-01 AB to provide a lif ting point on the cap. This special tool has two fingers, welded to a lif ting lug. The fingers are inserted into the connecting rod bolt holes af ter the bolts have been removed This provides a lif ting point on either side of the cap. Remove bolts one side at a time, insert the tool on that sideand attach a suitable hf ting device such as a chainfall or chain puller, Remove the other two bolts and install the tool on that side
d. Lower bearing cap sufficiently to allow for removal of the bearings. If piston and red are to be removed.
the bearing cap may be maneuvered out of the engine side door as illustrated m Figure 6-C 3.
e Lif t lower bearing shell out of cap.
f. Carefully bar engine over sufficiently to cause piston to rest on Holder Plates (Part No.12561). Continue to rotate crankshaf t until upper bearing shell can be rotated out of the journal. Remove bearing snell.
g Upon completion of bearing inspection, or if bearings are to be replaced hberally 'ubricate bearing shels with clean engine lubricating oil. Roll upper shell into position, then bar engine over until weight of rod and pistun is
taken by the bearing and journal, t.
h. Position lower bearing shell in connecting rod cap, then raise cap into position on 1+e cranksh.ntt sourrial.
Insure locating dowels enter dowel holes (see figure 6-C 1).
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%.J 6C2
Instruction Manual e-C-3 (j\ PART C - PISTONS AND RODS (Continued)
I i
1 .I
' Connecting Rod l'
l,l o ;l s ring C.
I I . I I I eI
. i i Eyebolt n R 9 R Connecting Rod Cap i .
ki Lifeng Lug r U: rO h End Vww $.de Vew Figure 6-C 2. Connecting Rod Cap Lifting Methods
,m If the Connecting Rod Cap Lif ting Lug tools are used,one tool should be removed to permit the installation V)
( i.
of the connecting rod bolts on that side. It may be necessary to insert a long bolt through the remaining tool and assemble a washer and nut to the other end to clamp the cap in place until the connecting rod bolts on the other side have been installed and their nuts assembled.
j. Remove tool from other side and install connecting rod bolt nuts. Tighten nuts in a criss-cross pattern to the specified torque value bee Appendix IV).
REMOVING PISTON AND CONNECTING ROD.
With the cylinder head removed, and the engine side door covers removed, bar engine over until piston is at top dead center, then block crankshaf t to prevent further movement. Refer to Figure 6 C-4 for the installation of the special tools required to remove the piston and rod. Care must be exercised to completely remove carbon and other combustion deposits from the upper end of the cylinder hner before removal of the piston is attempted. Failure to clean off 'he combustion deposits from the area above the ring travel area in the liner will result in damage to the pisten rings if the piston is withdrawn from the cyhnder, and may interfere with the piston skirt to the extent that the piston cannot be withdrawn from the cyhnder.
a. Attach Piston Pulkng Fixture, Part No. 00 59001-OW to the crown of the piston,
b. Attach a chainf all or overhead hoist to the piston pulling tool and take up the stack.
c. Attach eyebolts to tapped holes in sides of connecting rod bearing cap (if so conhgured). If no holes are U present, proceed to next paragraph. Attach a chain puller or other suitable hf ting device to the eyebolts on both sides
" and take up the slack . Remove four bolts holding box to rod.
d. If there are no tapped holes in the sides of the bearing caps, install Connecting Rod Cap Lif ting Lug. Ps't
[]i No 03 590-01 AB as described in " Replacing Connecting Rod Bearings" (see figure 6-C-1)
J 6C3
Instruction Manual e c.4 l
PART C - PISTONS AND RODS (Continued)
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., i , .a Figure 6-C3. Removing Connecting Rod Bearing Cap
e. Maneuver bearing cap outside door as shown in figure 6-C-3.
f. Carefully lif t piston and attached rod with an overhead hoist, taking care not to allow Obl8"EAD HOIST O piston to bind in liner (see figure 6 C-4). Continue to lif t until piston and rod are clear of liner. Set piston and rod down on a pre fabricated stand, or t enuni rotate piston and rod by attaching a second hoist to the lower end of the rod with a nylon strap. With ,
position reversed, detach hoist from lif ting fixture, **
remove fixture, then set piston and rod down on floor, resting on piston crown Q (
g. Remove piston pin retaining rings from um u - -
grooves at end of piston pin. Slide piston pin out of bore, then lif t iod out of piston and set aside l
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i 6
Figure 6-C4 Lifting Piston And Rod From Loner l
6-C-4
Instruction Manual __ _ . ._ __
eCs _
s PART C - PISTONS AND RODS (Continued)
INSPECTING CONNECTING ROD BEARINGS.
Inspect both upper and lower bearing shells for wear and general condition. Record all inforrnation (on the appropriate inspection and Maintenance Record sheet) for future information j I
a. Visually inspect all surfaces of bearing shells for scratches, nicks, burrs, evidence of heat and excessive wear.
l Measure with a ball micrometer _
at all points marked "X" Avoid " "
crush relief area at end of shell.
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Figure 6-C-5. Measuring Bearing Shell Thickness b Measure thickness of bearing shells. Use a ball micrometer and measure each shell at six points, as ind4cated in Figure 6-C 5. Refer to Appendix 111 for permissible hmits.
c. Perform a non-destructive dye check on all surfaces of both shells.
d. Based upon the results of the above inspect;ons, make a determination as to whether the bearing shells are acceptable for f urther service.
CHECKING PISTON PIN CLE AR ANCES.
An ideal time to measure piston pin to bushing clearance is when the piston and rod are disassembled. Take and record the following measurements.
a. Measure inside diameter of piston pin bushing with a micrometer. Measure in the vertical ( A A) and the horizontal (B BI planes,90 apart (see Figuie 6-C-6). Measure both ends (flywhee' and gearcase), two inches f rom end of bushing
b. Measure piston pin outside diameter in two locations, two inches in from each end, in the vertecal ( A Al and horizontal (B B) planes in each location.
g c. Compare dif ferences in measurements. Consult Appendix lit for the specified clearance limits.
a
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V 6-C-5
Instruction Manual eCe (V) PART C - PISTONS AND RODS (Continued)
INSPECTING CONNECTING ROD.
^
Make a carefuland thorough inspection of the connecting rod, the piston pin bushing and the piston. Removeall .. -.-
carbon and varnish deposits from piston and accessible B~ -B l l areas of ring grooves. If it is deemed necessary to remove , rs _
piston rings for cleaning or replacement, or if it is neces- l l A sary to disassemble the piston itself, refer to the appro- 8 i priate paragraphs that follow. rz
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2" I l2
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Figure 6-C4. Measuring Piston Pin in Bushing Clearances CHECKING PISTON RING SIDE CLEARANCES, Measure piston ring side clearances in the gronve with a feeler gauge in three positions,120 degrees apart (see Fig;re 6-C 7). Record measurements and consult Appendix Ill for permissible clearances b" Use a feeler gauge and measure O "
e T
l at points A, B and C, Side Clearance i
B A C Location for taking side gap clearances Figure 6-C 7. Piston Ring Side Clearance PISTON RING REPLACEMENT.
Piston rings may be removed from power cylinder pistons for cleaning, inspection and end gap clearance measurement, provided care is exercised in the removal and handling of rings. The decision as to whether to reuse the piston rings or to install new rings must be based on an evaluation of the condition of the rings,and the prospect of the r giving ade Quate performance for an acceptable length of time. A piston ring expander tool must be used when piston rings are removed from a piston. The practice of using stript of leather, pieces of belting or other means to grasp the ends of the piston rings to remove them by hand is discouraged. The use of such makeshif t tools will usually distort the rings and 5 make them unfit for further use A K D Manufacturing Company tool, No. 892 has been found to be an cicellent ing 8
expanding tool. Starting with the top ring, expand the ring and slide it up and off the piston. If the ring ere to be re-used, they should be identified and tagged as tG the piston and groove so that they will be returned to the same relative p
o posit on.
l 6 C-6 1 j
Instruction Manual e-C 7 t
(s); PART C - PISTONS AND RODS (Continued)
CLEANING PISTON RINGS.
Hardened steel scrapers, steel wire brushes or power wire buffers must not be used to clean piston rings Hings can best be cleaned by immersing them in a commercial cleaning agent such as Turco, Transpo, Oakite Carbaway, Pennwalt Cleaner 45, or equal. Follow the manuf acturer's directions for the cleaning agent selected CHECXING PISTON RING GAP CLEARANCES, Gap (end or butt) clearance of the piston rings is measured with the ring in the hner. Used rings must be mwsured in the kner from which they were removed, and if new rings are to be used, their end clearance must be measured when installed in the hner in which they will be used. The rings must be square with the surface of the bore. Position ring in one of two posttions in the kner, the preferred position being six inches from the bottom of the liner, the alternate position being three inches from the top of the kner. Ensure that ring is the same distana from the top or bottom of the liner all around to make sure it is square in the liner. Measure gap between ends of ring with a feeler gauge and record the measurement for the engine records. Appendix lil, Table of Clearances hsts clearances when new, and the replacement clearances in the case of used rings,it is suggested that it is economically unwise to attempt to reuse piston rings with end clearance exceeding 0.155 inch for chrome faced compression rings,0.150 inch for taper faced compres.
sion rings, and 0.110 for oil control rings.
INSPECTING PISTON.
Inspect piston for wear and other abnormal conditions such as scuffing, scratches, etc. Pistons can be cleaned by immersing them in one of the commercial cleaning solutions listed for cleaning piston rings Measure skirt outside diameter of piston at two locations, four inches below bottom ring groove and four inches above bottom of skirt Take four measurements (A A, B-8, C C and D-D, Fig 6 CB) at each location. Measure piston pin bore inside diameter at O N either end in two directions, perpendicular to one another (A A and C-C, or B 0. D D).
l 1 s=== ==4:
~~ ~- - -> A D o B a_
C: : : C 8 "
D
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A Figure 6 CB. Piston Measurements DISASSEMSLING PISTON (See Figure 6-C 9).
If it is determined to be necessary to disassemble the piston crown from the skirt for further inspection, or replJcement, proceed as f ollows 3 a. Inspect connecting rod bearing shells for evidence of scratches, nicks, burrs, excessive heat and wear. Clear-cs ante tables should be consulted for the required bearing shell wall thickness.
- b. Inspect pistons for wer or abnormal conditions. Remove all carbon and varnish deposits from pistons and (m) v' accessible areas of the ring grooves Unless they are to be replaced, do not remove piston rir gs from grooves il neces-sary, deussemble pistons as f allows 6-C 7
1 Instruction Manual .- - _ - . - _ . - -
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1 Figure 6 C-9. Piston Assembly (1) Bend lok-strap tabs clear of hes nuts, remose roll pins fr.yn tie studs and remove heu nuts (2) Remove lok straps, spring collars, believille springs and tnrust wash ++s from tie studs (3) Separ ate crown from sbet and remove 0 rings (4) Clean parts thoroughly if crown is to be replaced, remove fote tie studs and split washers in tie stud holes in crown ASSEM8 LING PISTON (See Figure 6-C 9).
Assemble the piston as follows.
t (1) Measure depth of crown stud holes Musure from raird inrwe ring towards th( < ente. of it e c.ov.n.
not from the 0 007" deep relieved area Must be within tolerances (A. Fig 6 C 9 T.
8 (2) Install a heavy sprang lock washer in cath of the four tie stuct ho'es Uw Lnte ptise* pa.t No GA 00.'
091 washer (0 388" 1.D. 0 691" O D. 0.116" thick). Do not substitute.
(3) Measure length of tre stud from lock washer end to centev hne of g ouv piti hoie IB. Fiq 6 C Or At-
! \ ceptable tie studs must be within tolerances 6 C-8 m
Instruction Manual s.C-9 G PART C - PISTONS AND RODS (Continued)
(4) install tie studs in crown with groov pin hole up. Use Locktite "Threadlocker 242" on threads, and torque studs to 100 tt lbs.
(5) Take a micrometer measurement of crown and skirt pilots (C, D, Fig. 6-C 9). Must be within tulerances to ensure ease of assembly without damage to 0-rings.
(6) Measure skirt spot face depth (E, Fig. 6-C 9). Should be within stated tolerances.
(7) Install 0-rings on skirt. Do not twist rings during installation. Use no I,dhesive, grease or solvent on rings. Mineral oil may be used to ease entry of O-rings into crown.
(8) Assemble crown to skirt. Observe that there is a dowel pin in the crown which must enter the dowel hole in the skirt. Check O rings for proper positioning.
(9) Clean each Belleville spring and the spring collars by dipping them in solvent then thoroughly drying.
Dip all springs and collars into a 50-50 mixture of graphite and engine oil, making sure washer faces are completely wetted.
(10) Install thrust washer on each tie stud, then install exactly 13 Belleville springs on each stud, concave side towards skirt. Install 13 more Belleville springs on studs, concave side towards crown.
(11) Install spring collars on each tie stud, then install two lok straps as shown in Figure 6 C 9.
(12) Apply Locktite "Threadlocker 222" to stud threads, and assemble hex nuts to studs and tighten
)
V finger tight. Do not lubricate threads.
(13) Align each washer stack with fingers so outer edge of washer stack is even. Torque each nut to 115 f t Ib, then back off three-quarter turn.
(14) Retorque each nut to 105 f t lbs and check abgnment of tie stud groov pin holes with nut slots. In-crease torque as necessary to ahgn groov pin holes with closest nut slot. Do not exceed 115 f t lbs.
(15) Check for proper assembly. Groov-pin hole in stud should be even with, or a maximum of 1/16" above base of nut slot. If within this tolerance, clean groov pin hole and install groov-pin, using Locktite "Threadlocker 222", if not within tolerance, check assembly of parts for proper site and correct number of springs.
(16) Bend lok strap tabs up securely against side of nuts.
INSTALLING PISTON RINGS (See Figure S-C4).
Use the piston ring expander tool when replacing piston rings on the piston. If the rings are being reused, insure that each ring is returned to its original position. Rings are marked either "UP" or " TOP M" on their upper sides. Rotate rings in grooves so that gaps are staggered around circumference of piston. Take care not to spread rings excessively while installing them on piston. Measure and record piston ring side clearance in groove. Take measurements in three positions (A,B,C) for each ring.
3 REPLACING PISTON PIN BUSHING.
G Use the following method to replace the piston pin bushing in the connecting rod.
fh
/ \ a. If an arbor press is available, press the bushing from the rod, otherwise, carefully spht the bushing with a V hacksaw and drive it out of the rod. Remove all burrs and clean the connecting rod.
6C9
Instruction Manual s.C.10
! L v PART C - PISTONS AND RODS (Continued)
b. Place the new bushing in a suitable container such as a buch et or a deep pan.
c. Fill the container with liquid nitrogen. Nitrogen level should be approximately one inch from the top of the bushing to allow for handling.
d. Lay connecting rod on its side on a suitable support. Both ends of the piston pin bushing bore should be accessible.
Wear suitable gloves when handling bushing to avoid injury to the hands. Gloves should be of a type approved for protection against extreme low temperatures.
e. When the nitrogen stops boiling, remove the bushing from the container and insert in the bore, taking care to align the oil holes with the oil passages in the connecting rod. Insure that the bushing protrudes the same distance on both ends. The operation must be done quickly before the bushing expands due to heat pickup.
INSPECTING CYLINDER UNERS.
The water contact type cylinder liners fit into the cylinder block. Three sealing rings in grooves at the lower end of the liner prevent water from entering the crankcase. The silicone seal goes into the lower sealing ririg groove. It is recom-mended that the liner be deglazed before pistons and rings are replaced in the engine. In the case of new piston rings, they should be installed only in new liners, or in liners that have been deglazed. The glazed surfaces of a cylinder liner
(^ which has been in service will not seat new piston rings quickly or correctly. Rings which are not correctly seated will
( ) allow blowby of combustion gasses, and cause excessive usage of lubricating oil. Severe blowby can destroy the oil film on the liner surface and cause ring scuffing and possibly even piston seizure. Chrome faced compression rings will not conform to cylinder liners which are out of round by more than 0.003 inch per inch of bore diameter (0 051 inch for Model R & RV Engines). Taper faced compression rings and conformable oil control rings will not conform to kners which are out of round by more than 0.001 inch per inch of bore diameter (0.017 inch for Model R/RV eng.nes). No piston rings will seal in liners which have grooves, ridges, or low spots on the surface of the liner bore. Carbon deposits from the top of the liner above the piston ring travel area should have been removed prior to pulling the pistons Wash inside of liner with solvent and let dry. Visually inspect liner and note any of the conditions illustrated by Figure 6-C 10.
NORMAL CROSSMATCH g
e , ScR ATCHE s - Long nerrom yooves usweliv cowned by forer material Crosahete pottera i4
'p runs thrauti e-sCuF FING - Caused Dv piston and or regs .
Can start bosom sei veng and run up through upper compression eing trevei ersa Cross hate pattern cannet he seen l
- SmiGHT spot - Seervig through crosenatch
. gf'@.;
- Can opsmee envahere. Probotse cawee Heavy g(up g meeting c ed av nw.m..bo.e too reg i.ad Figure 6-C 10. Cylinder Liner Wear Patterns 6 C-10
instruction Manual . _ _ . -___ - . - - . - - - - -
e-C m -
(
{)/ PART C - PISTONS AND RODS (Continued)
LINER DEGLAZING PROCEDURE.
The Sunnen Model AN-815 portable hone with double length stone holders,and Sunnen W47.J19 c %47 J47 stones in the stone holders has been found to be ef fective for deglazing The cutting ability of the stones can be improved by cutting angular slots across the face of the stones. A hacksaw can be used to cut the slots. The slots allow the honing fluid to more easily wash the cuttings from the stones. The honing fluid can be kerosene, solvent or soapy water.
Patented honing oils are available, but are expensive and do not appear to do any better sob than the fluids mentioned Diesel oil makes a very poor honing fluid.
a. Maintain a firm pressure between the stones and the surface of the hner bore to make sure the stones are cutting
b. Maintain a steady flow of honing fluid to the stones to wash away the cuttings and to prevent stone glazing.
Arrange a sheet metal trough under the bottom of the cyhnder kner to carry off the fluid and cuttings. Do not allow the cutting laden fluid to flow over the crankshaf t and into the main bearings. Lay a series of clean wiping rags between the crankshaf t webs and the main bearing caps to prevent splashed fluid from entering the main bearings. Exercise care when removing the rags that cuttings do not fall into the main bearings
c. Drive the hone with a powerful, slow turning electric air drill motor. The surface speed of the hone stones must be in the' range of 25 50 rpm hone speed, and maintain a stroking rate of approximately 30 complete cycles per minute.
d. Af ter the first minute of honing, remove the hone from the hner and wash the bore surface and dry it.
Inspect the surface carefully to determine if there are any low spots. If low spots are found, measure the bore carefully with inside micrometer to determine if liner will be useable, or if it must be replaced, f]
e. Continue honing until all surface glaze is removed A properly deglazed line' will have a uniform satin gray appearance with a good crosshatch pattern. The knes of the crosshatch pattern should intersect at an angle of appron-imately 90 degrees.
Note Each set of Sunnen stones has an instruction pamphlet which describes the honing procedure.
This is an excellent pubhcation.
f. When honing is finished, wash the hner bore well with a stif f scrub brush and hot soap and water. Household laundry detergent in hot water can be used. Af ter washing, the surface must be dried completely, and oiled with engine lubricating oil to prevent rust. Use an air jet to blow out the lubricator tubes or other liner lubrication fittings to remove hone grit which may have entered these fittings during honing.
REMOVING CYLINDER LINER.
If it is determined to be necessary to remove the cyhnder hner from the block, first disconnect the lubricating oil lines at the bottom of the hner, including the elbow. Install a Cylinder Liner Pulkng Fixture, Part No. 00-590-010V to the bottom of the hner, and attach a chain hoist to the htting pad on the tool. Pull kner straight out of the blJck. It may be necessary to use blocking and a hydraulic jack to broak the liner free of the cylinder block.
INSTALLING CYLINDER LINER.
g installation of the hner is the reverse of removal with certain additional requirements. Use new seahng rings and coat G them with a hquid dishwashing soap, or a tire installing lubricant before mounting in liner grooves. The bottom seat is silicone and should be handled caref ully to prevent ' tearing er nicking. It is essential that the hners be replAed in their original positions in the block, and that the scribe marks on top of the liner be aligned with the marks on the block, A tool, Part No. 02 590-01 AE facihtates the installation of the liner in the block. A split ring device,it fits into the top V] bore of the block, and allows the liner with sealing rings installed to be lowered into the upper bore block. Af ter the rings have passed through the upper block bore, remove the rings then continue to lower liner until seated in block Remove hner pulkng fixture.
6 C 11
Instruction Manual s C.i2
/ i V PART C - PISTONS AND RODS (Continued)
INSTALLING PISTON AND ROD.
Installation is the reverse of removal. Be careful that rings do not catch on piston ring guide. Exercise particular care not to chip or break oil control rings. Damaged rmgs must be replawd.
a. Lubricate hner with clean lubricating oil.
b. Install Piston Ring Guide, Part No.18661 over top of hner.
c. Attach a hoist to lower end of piston rod. Lif t rod and position it over the piston. Carefully lower rod until piston pin bore is aligned with bushing bore in rod.
d. Coat piston pin with molybdenum disulphide prior to assembling in bushing. Use a rag or sof t bristle brush.
Molybdenum disulphide is available from Transamerica Delaval under Part No. B-6099-9.
CAUTION Do not permit molybdenum disulphide, or any mixture of it to come into contact with any threaded fasteners. The presence of molybdenum disulphide will allow specified torques to overstress the fasteners. All torque values are based on the use of a 50 50 mixture of powdered graphite and lubricating oil.
q e. Slide piston pin into bore then install retainer rings on either end of pin,
f. Take weight of piston and rod on the overhead hoist. When piston is clear of floor, bolt a Piston Pulling Fixture, Part No. 00-590-01 OW to the top of the piston pin crown. Attach second hoist to the lif ting fixture and rotate the piston and rod until weight is borne by the lif ting fixture. Detach hoist and strap from lower end of rod g Lower piston and rod into the liner. Hold piston rings in place as they enter the Ring Compressor Tool.
Insure gaps are staggered around circumference of piston.
h. Install upper bearing shell in rod and lower rod until weight of piston and rod is being borne by the crank-shaf t journal. Hoist connecting rod cap into position, install lower bearing then raise cap into engagement with the rod, insuring that locating dowels on bearings engage their respective holes.
i. If the Connecting Rod Cap Lif ting Lug tools are used, one tool should be removed to permit the installation of the connecting rod bolts on that side. It may be necessary to insert a long bolt through the remaining tool and assemble a washer and nut to the other end to clamp the cao in place until the connecting rod bolts on the other side have been installed and their nuts assembled.
j. Remove tool from other side and install connecting rod bolt nuts. Tighten nuts in a criss<f oss pattern ta the specified torque value (see Appendix IV). Install cotter pms.
t SEATING NEW RINGS IN LINER, 4 New piston rings must be seated in the liner as quickly as is practical in order to assure a good gas seal, and an acceptable U lubricating oil consumption rate. The f ollowing run in schedule should accomphsh these objectives.
s
a. Replace all covers on the engine except cylinder head covers.
v) 6-C 12
Instruction Manual _ __ _ _ _ _ . . _
s.C ia
] PART C - PISTONS AND RODS (Continued)
b. Start engine and run on diesel fuel at one-half speed and no load for 15 minutes (Note. Direct connected marine propulsion engines driving fixed pitch propellers wil! have a small amount of load). During the run insr>ect rocker arms, valves, pushrods, fuel injection pumps, nozzle holders, high pressure fuel injection knes, and drip return header to be sure all are secure, functioning properly, and that there are no f uel leaks.
c. Stop engine and remove crankcase side door covers. Feel connecting rod bearing boxes, main beanng caps, crank webs, cylinder liners and pistons to be sure there are no indications of excessive heat. Do not overlook the areas adiacent to the piston pins.
d. Replace all covers and run engine at 20 percent load for one hour,
e. Stop engine and remove side door covers and cylinder head covers. Bar engine over to place each piston in turn at top center, inspect the lower part of the liner bore. Bar engine over to place each piston in turn at bottom center and inspect piston skirt. Inspect rocker arms, rocker shaf ts, nozzle holders, high pressure fuel injection hnes, drip return header connections, and all other mechanisms under the cylinder head cover to be sure all is in good order and that there are no f uel leaks.
f. Replace all covers and run at 35 percent load for one hour.
g increase load to 50 percent and run for two hours.
h. Increase load to 75 percent and run for two hours.
O I
i. Reduce load to 25 percent and run for one hour,
V j. Increase load to 100 percent and run for two hours.
k. Stop engine and make a hot crankshaf t web deflection check. Record on Transamerica Delaval Form D-1063.
1. Allow engine to cool, then make a thorough internal inspection as a subparagraph e. above.
m. Replace all covers and start engine. Take and record cold cornpression pressures. Cold compression check should be made at 185 rpm.
n. Compare operating data during 100 percent load run with that of the factory test record, and with operating records to be sure the engine is operating as it should.
M Loads for engines not driving generators can be determined by fuel injection pump rack position, by referring to load / speed curves, or by obsorung the relative position of the fuel control linkay or the governal terminal shaf t lever, 5
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f 1 V
1 1
6-C 13
b y n y Instruction Manual mi rN
U .
- PART D - CRANKSHAFT AND GEARINGS.
N AIN BEARINGS.
Main bearings are aluminum, the us per arW lowes bearing shells being interchangeable. The upper shell is held in place
' on the bearing cap by two lock rings avi sackat head c.pscrews. Main bearings are f ront, intermediate and rear, the number of mtermediate bearing bemg determined by the number of cyhnders. Bearing caps are secured to th( engine c base by studs. Oil passages through the bearing cap provide for bearing shell lubrication. To prevent axial movement of the crankshaft, thrmt rings are attached to the rear bearing caps, each secured with button head capscrews BEARING REMOVAL.
Remove bearing cap lock plates and st0d nuts from four bearing casa studs. Lif t bearing cap off crankshaft and remove uoper bearing from bearing cap. Install a bearing shell remoWal tuul en the crankshaft journal oil hole then sinwly rotate the cranksh4f t until the tool is bearmg against the baGrang shell. Slowly continue to rotate the crankshaf t and roll the bearing shcIl out of the journal. To remove the thrust rings C am the f 6ar bearing caps, remove the button head screws and pull the thrust rings. Reverse the proceda to install thrust rings and bearing shells.
INSTALLATsON OF EEARING CAP.
With the upper bearfrg ahell secured in place on (N bearing cap, posit.oo the bearing cap over the studs and lower it into position. Assemble locking plates and stud re.es 4.,n seeh stud and torque to the value specified in Appendix IV.
Bend locking chp to hoed stud nut in place.
CRANKSHAFT ALIGNMENT AND THRUST CLI ARANCE.
p.ru be et@hasized that excessive' atankshaf t deflection can lead to en ultimate catastrophic f ailure of the crankshaft.
\ This is costly in both time and mancy. 't is recommended that crankshaf t alignment and thrust clearance be measured immediately af ter youting or chockmg cf the unit,.the day befors mitialstart 0,1,1fter the first seven days of continuous operation, and a'. six monfh intervals thereaf ter. Refe to Transamerica Delaval Engine and Compressor Division Form D 1063 (see figure 6 D 1) for an outli(e of these procedures. Note that space is provided for recording both deflection and thrust clearance readngs. Cupies of this form may be obtained frpm Transarnerica Delaval.
CHECKING THRUST CLEAR ANCE.
Experience has shown that the feeler gauf methud of measuring thrust clearance does not always produce satisf actory results The dial indicator method is recommended to produce the ouin d accuracy of readings. A Stanett No.196.
or similar, type dial indicator with magrietic base and extension rod 109 enough to allow the indicator to be mounted between the engine and flywheel with th$ spindle bearing on the flywneel. Check thrust clearance as follows.
a. Start auxihary (B&A) lubricat.ng oil pump. Bai.enene aver at least one half revolution to estabhsh an oil film between the main bearings and theer journals. This will pemit easy movement of the crankshaf t.
b. Mount Jial indicator on rear of engine frame. betwer.1 f rame.end flywheel. Spindle of indicator must bear on flyv heel to measure horizontal movement of the crankshaf t
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c. The crankshaft may be moved forwurd and att in tns horit' .tal plane with a pry bar such as a heavy, spade-type tewpered steel digging bar, approximately si3 feet long Make su bar is clean enough for use mside the engine.
insert bar between rear crank web and nearsst frame memtier'rn;ide crankcase. Do not insert bar deeply enough to damage either the main bearing shell cr the crankshaft igurnal.
t i d. P'y crank ;,hatt forward, towards tt'e gearcase end as f ar as it will go. If the crankshaf t is all the way forward.
lt shoudt be mpossitile to insert a. 0 0015 inch feeler geuge between we crankshaf t tear thrust collar and the rear thrust
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v ring: Ze+o the dul mdicator, allowing for at least f(050 inch mnsemer't pwards the minus direction.
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Instruction Manual s.02
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PART D - CRANKSHAFT AND BEARINGS (Continued)
e. Reposition pry bar to move crankshalt to the rear, towards the flywheel end. Pry ceanb shatt to the rear as far as it will go as indicated by the inabihty to insert a 0 0015 inch feeler gauge betweto the forward crankshaf t thrust collar and the forvtard thrust ring.
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f. Observe dial indicator. The number of thousandths (minus) indicated on the dial is the crankstett thrust clearance. Record reading in the appropriate place on Form D 1063, and compare with previous tbust c'earance r eadings.
Note it there is any doubt as to the accuracy of the reading. repeat proceduse CRANKSHAFT WEB DEFLECTION.
Ttw iniportance et cranlishaf t web daffection measurements is such that the care and attention to detais required to obtain and record these measurements cannot be overemphasised. Placement of the dial indicator is viNt if accurate readings are to be obtained. Form D 1063 (see figure 6 D 1) illustrates the five positions nf the ersokshar t at 7,nich v.tb deflections are to be measured, and the starting position of the crankshaft for each crank web. Care must be exercised to insure that the dial ewf aatoi is positioned in the center of the web, exactly opposite the centes of tt.e erar kpin, and orw f ourth irich f rom the edge of the crank web. Take web deflections as follows. ;
a. Remove eng rie side doors to gain access to the cvankcaw,
b. Bar engine over in the d:rection of normal rotation with barring device until riumbei one crank is fifteen degvees past bottom dead center. .
c. Insert dial indicator between web for number one cylinder. Double check that trankshalt ts properly positroned. If not m conect position, it is possible that the connecting rod will knock the dial ind'cator oJt of the eb as the engine is barred over to the next position insure the two bearmg points of the indkata are m a kneexatilv parallel to the centerbne of the crankshaf t. If indicator is not paratiel, erroneous readings will be obtainca Zero tne indicator .
d. With the dial indicator m place and not disturbed, bar engine over, stoppmg at e.ah position 12,J,4 and 5' as indicated on Form D 1063. Record each pos tion reading in mils (plus or m;..us) m the appropria'e space for sach position,
e. Repeat entire procrJure fur each crankshatt web and record readings on Form D.1063 ,
f Compare all readings with each othe' and with previous measarements. Evaluate results, based or. tbv standards set forth in the following paragraph. Dettemine need for cottective action.
DEFLECTION STANDARDS.
If the deflection in any crank of an engine m service exceeds 4.5 mils (0 0045 inch /0.1143 mmi, corrective action is indicated. If the deflection m any web exceeds 9 mils (0.009 inch,0 2286 mmL the engine shodd be taken out of service until the fauf t es corrected. Corrective action is also necsssary it the total deflection in any pair or adiacent cranks enceeds 4.5 mils. For example, if the deflection in one crank is 3 mils and the deflection m an adpcent cr.mk is minus two mils, the total deflection would be five mils.
Refer to page 6-D-2A and D for specific guidelines for etant; shaft (qj alignment for Shoreham Diesel Engines.*
Ref. E&DCR F-46361 ,
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November 11, 1983 Mr. John C. Kammeyer Stone & Webster Engineering Corporation P. O. Box 604 North Country Road Wading River, New York 11792
Subject:
Diesel Generatorn, TDI S/N 74010/12 Diesel Engine Alignment
Dear John:
This letter serves to clarify the basic guidelines for crankshaft alignment provided by the TDI Crankshaft Ucb Deflection and Alignment Record. The following Shoreham specific guidelines for crankshaft alignment are recommended:
(1) Engines designated for nuclear stand-by service are subjected to infrequent operation and are seldom operated under load long enough for the engine, Os sub-base and foundation to reach stable
-temperature; it is therefore desirabic to align the engine for a compromise between keep-warm and hot web deflections.
(2) Crankshaft position nos. 2 and 4 have the same web deflection criteria as position 3, these positions provide an indication of horizontal base alignnent and seldom require corrective action.
Crankshaft position-5 for an in-line engine should closely correspond with position 1 since there is only 30* of rotation between the two positions.
This position can provide an indication of reading accuracy, while 3 mils remains the criteria; any reading in position.5 which exceeds 1 mil should be repeated 'with the deflection gauge rescated.
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m 6-n-2 -n (3) The maximum of 3 mils deflection in any singic crank applies to cylinders 1 through 7, a total deficction value of 3 mils between any two adjacent cranks applies to all cylinders. Due to the greater vertical growth expected at the rear of the engine, the limits for web deflection on the number 8 crank should be increased to 4 mils.
(4) Maximum allowabic deflections apply to both hot and cold readings.
(5) Maximum allowable deflections apply to all crank positions for cylinder-1 through 7, reference comments concerning position 5 in item 2 above and number 6 cylinder in item 3 above.
Should you have any further questions regarding this subject, please feel free to contact me.
Sincerely yours, J7_' j,
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R. Johnston j Service Engineer
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v PART D - CRANKSHAFT AND BE ARINGS (Continued)
CORRECTIVE ACTION.
The nature of the corrective action needed to deal with excessive crank shaf t deflections mil vary, depending upon the specific cause of the defect The cause may be worn main bearings, improper foundation bolt totuut, the foundat on itself, or the grouting, misalignment of the engine and/or driven equipment, or a combination of elements. For instance, excessive deflection at positions two, three or four in the crank web adjacent to the enternal shattings on engin+ s having a Sohdly coupled connecting shaf t usually indicates rnisabgnment between the connecting shaf ting and the engme Crankshaf t. In some cases replacement of main bearings may correct the problem, and offers the problem is correctatste by reabgnment of the engine. If one portion of the engine base is found to be lowe than other par ts, it may tr riecessary to jack the base with jacking screws and shim the low area. It must be empha>Jed that engine ahynment n a complex, trial and error type of procedure which should be undertaken by only emp renced and quahfied personnot who are capable of cortectly interpr eting the web deflection pattern, and of taking the appv opriate measur es to correct def ects. It is recommended that the Transamerica Delaval Engine and Compressor Division Customer Service Department be consulted prior to undertaking any corrective measures involving a suspected crankshaf t abgnment problem.
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Instruction Manual e-D 4 o
(v) PART D - CRANKSHAFT AND BEARINGS (Continued)
CRANKSHAFT WEB DEFLECTION AND THRUST CLEARANCE RECORD CUSTOMER ENGINE MODEL SERI AL NO.
Ow this form to record aankshaf a dettecten and stuust clearance intormotion. Thrust c6earance shouid be measured by the dias md cator meihod o.fiecison and th,usi cienance shooid be checked and recorded immediateiv after erouieng or chockmg ine unei, the da, beto,e unii sini up, after i devi (isa hourin of contmuous operaison, and each a months thereafier oefiecison and en,ust eiearance checks made af ter the unit is in service should be made while the engme es hot, i e., withm 4 hours4.62963e-5 days 0.00111 hours 6.613757e-6 weeks 1.522e-6 months af ter the unit has been shut down Record the teni.weature of the oil m the engme tube ont sump tank or engme bau when an engme m which the connectmg shaft is solidly coupled to the flywheel is orouted on a concrete foundation, the desired deflection at crank position No. 3 is rero to plus (+) 1 mel (one thousandth) in est cranks escept the crank adiacent to the flywheel which should be mmus (-) 1/2 mil. This deflection allows for thermal distortion of the concrete foundation When an engme is mounted on a steel foundation, i o., marme mstallations, appropriate comssentations for thermal distortions of the foundation will be based on the locations and temperatures of fuel and lubricatmg oil tanks adsacent to the engme foundation if the deflection in ar*y crank m an engme in service encoeds 3 miss, corrective action must be taken Also, if the total deflection value in any two adjacent cranks onceeds 3 rrels, corrective action must be taken. E mampse. a +2 mets m any crank with a -2 mils in the nest ediacent trank adds up to a total of 4 mais deflecten between these adjacent eranks. The enception to the above will be engines that have a tienible coupling between the flywheel and the connecteng shaf t. These engines may have in escess of 3 mils deflection at positen No. 3 m the crank ediacent to the flywheel. In engmes with solidly coupled connectmo shaf ting excessive dettection at positions No. 2,3, or 4 m the crank adiacent to the enternal shafting usually indicates misalignment between the connectmg shaf tmg and the engme crankshaf t.
Set the deflection gauge et reto at position No. I and turn the crankshaf t m the direction of normal rotation Positen No.1 for placmg the deflection gauge is as follows: ALL INLINE ENGINES 150AFTER BOTTOM CENTER HV, HVA & GV8 ENGINES 380 AFTER VERTICAL BOTTOM CENTER RV ENGINES 620AFTER VERTICAL BOTTOM CENTER Record oil sump temperature and thrust clearance and sqrt the form.
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Record readmgs m mits,i e.14 rather than 0.00125 irues.
po$s 7808: CYLINDER NUse.ER ST ARTING AT GE ARCASE END
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Instruction Manual _
s.E.i O
G PART E - CAMS, CAMSHAFTS AND BEARINGS GENERAL.
The induction hardened steel cams are shrink fit on the precision ground camshaf t, using hydraulic expansion of the cam bore to position them on the camshaf t. Camshaft bearings are aluminum alloy and are pressure lubricated. Cams, camshaf ts and associated operating gear should be checked periodically for wear and/or damage.
CAMSHAFT BEARING REPLACEMENT.
Should it be necessary to inspect and replace camshaf t bearings, do the following.
a. Remove covers over camshaf t.
b. Disconnect lubricating oil line from bearing cap.
c. Remove bearing cap, lock rings and upper bearing shell, then roll lower bearing shell out of its saddle.
d. Inspect bearings for evidence of damage or wear. Refer to Appendix 111 for permissible wear limits.
e. Installation is the reverse of removal.
CAM REPLACEMENT.
Cams are positioned on the camshaft at the factory by hydraulically expanding the cam bore and sliding the cam
,h into position on the shaf t. If it ever becomes necessary to remove and replace cams in the field, the following b procedure is recommended,
a. Cams are located on the camshaf t by scribe marks on the carts and the camshaf t, placed there during manufacture. Circumferential marks locate the cams longitudinally on the camshaf t, and longitudinal marks locate the cams circumferentially. Cams have a radial scribe mark on the side of the cam which passes through the center of the hole in the side of the cam.
b. Make a sketch of the camshaf t assembly, indicating the location of the cams and the distance between each. Make sure the camshaf t and all cams are scribed,
c. Clean the camshaft and place on Vee blocks on top of a clean workbench. Make sure all burrs, dents and other irregularities are reduced to the common diameter of the camshaft. Irregularities will prevent removal of the cams.
d. Obtain a hydraulic pump unit, such as a "Porto Power", complete with a home and fittings, and a pressure gauge capable to reading up to 20,000 psig.
e. Remove camshaf t gear from camshaf t, then connect hydraulic unit to the fwst thrust ring. Raise pressure to approximately 2000 psig and slide thrust collary off camshaf t. Repeat procedure to remove other thrust ring. l
f. Connect hydraulic unit to first cam nearest the tapered end of camshaf t. Apply approximately 16,000 psig pressure (or pressure that will allow the cam to slide on the camshaf t) and move the cam towards the drive end of the shaft. j h)%
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instruction Manual e.e.2 p
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PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued)
The camshaf t has a taper near the drive end which serves as a starting ramp when installing the cams. As the cams reach the taper there is a strong tendency for them to shoot off the shaf t with considerable velocity. Arrange a stop plate at the end of the shaf t to keep the cams from shooting of f the camshaf t.
g. Remove all cams in order.
h. Wash and dry the camshaf t and the replacement cams. Check that scribe marks are clean, sharp and clearly visible. Lay cams out on a clean surface in the correct sequence and orientation for installation. Refer to the sketch and make sure the cams are f acing in the proper direction.
i. Choose the cam which will be farthest from the drive end of the camshaf t and shde it up on the starting ramp as far as it will go.
J. Attach the hydraulic unit to the cam and start raising the pressure. A vigorous effort will be required to move the cam up the starting ramp to the straight part of the shaf t. Approximately 16,000 psig pressure will be required.
(
v' k. Move the cam to its correct location on the shaf t. Align the edge of the cam bore with the circumferential scribe mark and align the radial (longitudinal) scribe mark cn the shaf t with the mark on the cam. Release the hydraulic pressure when the cam is correctly aligned.
1. Install and position the remaining cams in order, then replace the thrust rings.
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instruction Manual s.E a
! i PART E - CAMS, CAMSHAFTS AND BEARINGS (Coritinued)
TIMING GE ARS.
f Timing gears are enclosed in the gearcase, and are lubricated by jets of oil. Gearcase covers should be removed periodically, and the gears inspected for wear and for backlash. Refer to Appendix 111 for backlash clearances. If the
! prescribed backlash clearance is exceeded by 0.006 inch, or if damage is discovered perform the following disassembly
l steps to the degree necessary to accomplish the required inspection and repair. Accessories are doweled at assembly, if it is necessary to remove a dowel to reposition an accessory, drill and ream another dowel hole of the proper size ,
! in the accessory mounting flange and in the gearcase.
Remove the governor, overspeed trip, pumps and other accessories which would interfere with gearcase a.
j removal. As the pumps are removed, cover the shaf t, drive gears and openings in the pump housing to exclude dirt and to prevent damage. Cover the open ends of connecting pipes and tub ng.
i b. Remove gearcase from engine. The gearcase is heavy and difficult to handle, therefore, rigging must be
! done very carefully to insure that it is under control at all times, f
j (1) Rig chainfalls and slings for handling gearcase.
) (2) Remove bolts and capscrews, then lift gearcase from engine. Do not let it drop or swing. Set aside,
secured in such a manner that it cannot fall. .
c. Remove the governor drive assembly, and the overspeed trip and fuel booster pump drive assembly. .
I d. Insure that the crankshaft, camshaf t and idler gear are match marked for proper positioning at reassembly.
, if a new gear is to be installed, check to insure that the number one fuel injection pump is correctly timed. Fuel injection pump timing marks will serve as a reference point when reinstalling the gear.
e. Remove idler gear and bracket assembly.
l (1) Rig a small chainfall and wire rope shng to lift the idler par and bracket assembly from the engine.
I i (2) Straighten locking clips. Remove top bracket retaining capscrew and replace with a long capscrew
to serve as a guide and safety device while removing the gear and bracket assembly.
(3) Remove remaming capscrews and take a strain on the chainf all.
i (4) Carefully pry bracket assembly free of the aligning dowell at the top and bottom of the bracket, f (5) Slide gear teeth clear of other gears, taking care not to damage any teeth.
(6) Remove long guide capscrew, and move bracket assembly clear of engine.
4
f. Remove camshaf t gear assembly.
. 1 I
lC . (1) Remove cotter pins from camshaft gear hub retaining nut. A par puller may be needed to start the i 'a gear hub off the shaft. The gear assembly will usually jump when it breaks free of the taper, if the initial movement 1
is too yest the ram effect may cause displacement of camshaft collars or upset thrust clearance. To prevent this, I
loosen hub retaining not only far enough to limit this initial movement to 1/16 inch.
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Instruction Manual eE4 b :
PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued)
(2) If the gear assembly will not come loose with a gear puller, use an oxy acetylene torch and quickly apply heat to expand the hutz. Protect the front camshaf t bearing from the torch flame. Do not overheat.
j (3) Remove camshatt gear hub retaining nut and slide gear of f shaf t,
g. Remove camshaf t gear.
, )
(1) Protect the front main bearing with a wet asbestos heat dam.
(2) Make two 3/4 inch dsameter handling rods, 24 inches long with 3/4-10 threads at one end, and screw rods into the two tapped holes in the gear.
J (3) Use two " Rosebud" type heating torches to quickly heat the gear until it can be slipped off the crankshafI with the handhng rods. Be sure the exposed end of the crankshaf t is clean and free of burts. ,
INSPECTION. l inspect gears for broken teeth, or othat damage, if gear is damaged, inspect camshaf t with dealindicator to determine l if shaf t is bent,
s. Clean camshalt taper and check fit of drive key in hub.
1
b. Clean gear seat area of crankshaf t.
I c. If it is necessary to remove the idler gear from the bracket, cut the safety wire and remove the four bolts 3 that hold the idler gear stub shaf t in the bracket. Remove the stub shaf t then carefully slide the gear out of the bracket.
When reassembhng the idler gear in the bracket take care not to damage the bushings or the gear teeth, l ASSEMBLY, 1 a. Install camshatt gear.
! (1) Lubricate camshaf t taper with lubricating oil, if a new gear hub is being installed, fit a new key in 4 the key slot.
(2) If a new gear and hub are being installed, position the slotted holes in the hub over the drilled holes in the gear. Install camshaf t gear to hub bolts, washers and nuts. Tighten to hold gear and hub together, (3) Using a chainfall and sling. lef t gear assembly into position and slide onto camshaf t taper. Assemble washer and nut, tighten, and install cotter pin.
b. Install crankshaf t gear.
(1) Heat camshaf t gear to 360' F in hot oil. Do not overheet.
+ ,
g (2) Screw two handling rods into tapped holes in gear. Lif t gear out of the oil with rods, and with one smooth, continuous motion, position heated gear against the shoulder. This must be done quickly before the gear cools. Allow gest to cool, then proceed.
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Instruction Manual s.E.s O v PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued)
(3) Set flywheel to fuel injection poin't (see Engine Data Sheet in front of manua0 (4) Set the lef t bank camshaf t so that number one fuel insection pump timmg marks are rnetched.
c. Installidler gear and bra:ket assembly.
(1) Camshaf t, idler and crankshaf t gears are match marked at the factory, if the original gears are being replaced, install and abgn gears with these marks. If a new gear is being installed the followmg procedures must be used to insure correct camshatt timing and engine firing order.
i (2) Lif t the idler gear and bracket assembly into position with a chamf all and suitable sling. Align with l
match marks (if present) and mesh teeth. The camshaf t gear may be moved part of a tooth to allow gears to mesh.
(3) install a long capscrew through the top bracket mounting hole to serve as a guide. Seat bracket on engine block and install all capstrews.
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d. Adjust backlash clearance between gears.
(1) Make four brass shims,0.010 inch thick by ore-half inch wide and sin inches long. Insert shims between crankshalt gear and idler gears, and between idler gears and camshaf t gears.
(2) Loosen capscrews holding idler gear bracket to engme block, and lif t idler gear assembly until shims are held tight between gear teeth. This will establish the required backlash between each gear. Tighten idler gear retain ing capscrews.
, (3) Rotate the flywheel and check backlash clearance in at least four places around gear. Refer to the Table of Clearances. If backlash it within tolerances, tighten all idler assembly retalning capscrews to torque values shown in Appendin IV. Remove shims.
(4) Drill and team two holes in each idler bracket, install No.108-2 dowels in holes, and stake in place.
I CAMSHAFT TIMING. i The camshaf t of four valve head model engmes must be timed to the engine crankshaf t by the fuel injection pump tappet lif t method only. These camshaf ts are equipped with hydrauhcally expanded keyless cams and cannot be timed by the cam key method,
s. Remove numtwr one fuel mjection pump.
b. Bar the flywheel over until the tappet roller for number one fuel injection pump tappet is on the base circle of its cam.
c. Set up a one mch toevel dial indicator on the pump base for number one fuel injection pump with the I spindle of the indicator beating on top of the tappet pm for number one fuel tappet. Zero the indicator.
9 C d. Bar the flywheel m the direction of normal rotation until the tappet roller for number one fuel tapswt starts up the lif ting ramp of its cam.
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Instruction Manual s e.s _ _ - - -
V PART E - CAMS, CAMSHAFTS AND BE ARINGS (Continued)
e. Continue barring the flywheel until the degree mark for fuel injection for number one cylinder is directly in line with the flywheel pointer. This degree mark is shown on the Engine Data Sheet in front of the manual, and on the engine nameplate.
f. Observe the dial indicator to determine the lif t of the fuel tappet at this point. Lif t should be 0.197 inch.
If lif t is other than 0.197 inch, camshatt timing must be corrected.
(1) Remove two fitted bolts that fasten camshaf t ring to gear hub.
, (2) Loosen remaining four bolts and rotate camshaf t gear hub within ring gear to raise or lower the f tappet as necessary.
l l (3) If there is not enough travel in the slotted holes in the gear hub to allow the required correction,it ,
will be necessary to lif t the gear end of the camshaf t until the cam gear teeth disengage from the idler gear teeths,and I slip the mesh one or more teeth as judged necessary. Re-engage the teeth of the cam gear and idler, (4) Observe dial indicator to find tappet hit af ter correction. Make final correction by rotating the camshaf t gear hub with ring gear, i
(5) When correct tappet lif t is obtained, lock up the four bolts in the slotted holes and drill and team
) for two fitted bolts. New holes for fitted bolts should be moved approximately one inch from the original holes.
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(6) Torque six bolts that fasten ring gear to hub to a torque value of 70 f t lb, plus or minus 20 f t lb as required to align cotter pen holes. Tighten and lock camshaf t bearing cap bolts if they were loosened to slip gear
, footh mesh.
g Replace number one fuel injection pump.
h. Re-check fuel injection pump timing and cylinder head valve lash.
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l Instruction Manual 6-F-1 fm\
v PART F - FUEL SYSTEM FUEL INJECTION EQUIPMENT.
Each cylinder is fitted with an individual fuelinjection pump and injection nozzle assembly The fuel supply 1o the pumps is from a common header, and a separate high pressure line connects each pump to its respective nozzle assembly. Fuel injection equipment. particularly the injection pumps and nozzles. is built to extremely close tolerances and, therefore, it is essential that the fuel be delivered in as clean a condition as is possible This requires that the fuel filtration equipment be maintained in the highest possible condition of cleanliness for efficient operating conditions.
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figure 6 F 1. TypicalfuelInjection System PARTS LISTS.
Refer to the below listed group parts lists in the Parts Manualfor a breakdown of the parts covered in this part of the manual a 365 Group Parts List, Fuel injection Equipment.
b 371 Group Parts List Fuel Pump Linkage.
c. 445 Group Parts List, Fuel Oil Booster Pump d 450 Group Parts Lest, Fuel Oil Header e 455 Group Parts List, Fuel Oil Fitter f 590 Group Parts List Special Tools g 825 Group Parts List Fuel Oil Equipment o) uo .i 6-F-1
Instruction Manual _ _ _ _ _ _ _ _ . . _ _
6-F-2
n_.
v - _ . _FUEL . .SYSTEM
. _ _ (Continued) ._____.__._. e l
FUEL INJECTION NO22LES.
Because nozzles and tips are subsected to extremes in pressure and temperature, they normally are among the first sourcos of engine trouble. A nozzle in good condition must pop open at the proper pressure without dribble.
then close completely almost immediately. When subjected to a steady pressure at the opening pressure. it should " chatter'*, that is, open and close rapidly The spray form should be a uniform. finely atomized mist pattern, never a solid stream. If the fuel nozzle is suspected of malfunctioning. remove from engine and test as follows a Disconnect high pressure line and drain connections b Remove nuts from injector studs and terriove nozzle retainer.
l c Lift or pry the nozzle holder assembly from the cylinder head The use of a nozzle assembly puhef tool
(part no 00 590-01 BB)is recommended This toolis available for purchase from the Transamerica Delavai
! parts sales department.
d Plug opening in cylinder head to prevent dirt or other foreign matter from entenng the combustion chamber.
e Test the nozzle holder and tip assembly on a suitable nozzle tester, checking for the folioreng I
Conditions (1) Apply pressure and check nozzle for popping action. The valve should chatter if it is seating properly.
(2) Raise pressure slowly to determine pressure at which valve opens The valve should open at i 3000 psi (211 kg cm2) plus 200 psi (14 06 kg cm'), minus zero psi The opening pressure is adjusted by l ( means of shims in the valve assembly, requiring disassembly of the unit See Figure 6 F 2.
l (3) Dry off spray tip and raise pressure to within 100 psi of the opening pressure and observe tip for dribbing of fuel (4) Check to see if any spray tip holes are plugged (5) Place a clean piece of paper under noz21e tip and check spray pattern for uniform density and a p 1
symmetrical pattern.
! (6) Nozzles that f ail to perf Orm satisf actorily should be repaired or replaced Refer to manuf acturer's instructions in tne Associated Publications Manual. {
1 i
WARNING .
The penetrating power of atomized fuel under high pressure is sufficient to puncture the skin and senous injury can result. To avoid this danger,the hands
must be kept away from a spraying nozzle.
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. .i 6-F-2 . .. . .:
Instruction Manual 6-F-3 b
V PART F - FUEL SYSTEM (Continued) cbn.c> as @0;( f { t
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Fogure 6 F 2. FuelInjection Nottle Assembly NOZZLE ADJUSTMENT (See FIS ure S F 2).
Nozzle opening pressure is a'djusted by means of shims (11). located between the body (12) and the spring seat (10) If the opening pressure does not conform to 3000 psi, plus 200 psi. minus O psi, adjust as follows a install nottle and holder assembly on a pop tester then rapsdly actuate pop tester hand:o four to sin times to allow the needle to set properly Pump the pressure up to the point where the pressure gauge neeJ!y Q falls away quickly This point is the nozzle opening pressure.
b if pressure is not correct, do the following (1) Disassemble the holder (2) Add shims if opening pressure is too low, or remove shims if opening pressure is too high (3) Reassemble and check opening pressure.11 fuelleaks around the assembly nut, it Indicates poor lapped fits Re examine the parts.
(4) Always use a new gasket (3) when installing nozzle and holder assembly on engine CLEANING SPRAY TIPS.
Bendix stresses the importance of maintaining the original high polish on spray tips, especially on the nose,in order Io reduce carbon deposits as f ar as possible Caref ul f eference should be made to the Bendix publications in the Assocsated Publications Manual for the recommended procedures to be used in maitaining this level of cleanliness FUEL INJECTION PUMPS.
The fuelinjection pumps are of the constant stroke. Variable output type Equally important with cican. properly adjusted fuel nollles are clean, properly ad iusted fuelinjection pumps Refer to the Bendtx instructions in tne Assocsafed Publications Manual for complete details of the fuel injection pumps installed on this enpne b
v w ., 6-F-3 s.....
lnStruction Manual 6-F-4 i
PART F - FUEL SYSTEM (Continued)
DESCRIPTION OF OPERATION.
T he f ollo wing is a general discussion of ,
,,33, c , !
the operation of the fuel injection l pumps INLE T Ponis -.
a The pumps are of the con- M E T E H ING HEL'"
stant struke design, but the effective ;
i stroke of that portion of the plunger 3,,Lt ,gg7 /
)t I movement in which fuel is actually $ i dekvered is governed by a fuel meter- l ,
ing heka in the plunger (see f gure ;
j 6 F 3) On some pumps there is a .
,8 i second helix to retard the point Of ,
dehvery at low fuel settings k SARHEL % l 4 b To pump fuel at high pres- , ,
sure it is necessary to bring it into a
" f, pressure chamber through an inlet. CRosseAn I close the inlet and apply pressure for injection. terminate injection pressure L and re.open the inlet to admit more fuel The fuel injection cycle is ac-comphshed by tne location of infet figure 6 F.3 Pump Plunger and Barrel Arrangement and spill ports in the barrel It is further accomphshed by the metering helix and a passage in the plunger that extends from the end of the plunger i to the metenng hehn on the side of the plunger This passage attows fuelin the pressure chamber to spilt into the niet cNmber when the hehn uncovers the spill port c When the plunger is at its lo Aest point fuel enters the barret through the inlet port As the s' plunger rises, it closes off the inlet port. pressure starts to rise and the dehvery valve opens Fuel l J; I injection continues until the upper edge of the INLET PORTS CL0sEO metering helix reaches the lower edge of the spill
port PressureisIhenreleasethroughthepassage
_u. EFFECTIVE PUMP ' in the plunger to the spill port and dekvery stops
/ sTHOKE "
_ _' l The dehvery valve closes The effective strone is
-- r the distance between the upper edge of the hehn and the lower edge of the spill port at the moment i the inlet port closes The rotation of the plunger and its hekx, then, determines the duration of the fuel injection.
j FULL OELIVERY a
d ROTATE C.W. TO ,,s STOP DELIVERY
)
I i.i figurn 64 4 f tfective Stroke i
l m.. 6-F-4 l
lnStruction Manual 6-F-5 A
I 1 V
PART F - FUEL SYSTEM (Continued)
MALFUNCTIONING PUMP.
Should a fuel pump be suspected of mattunctioning,the following cnocks should be made before removing the pump from the engine for inspection and repair, unless it is known for certain that the pump is defective a Check to insure that the fuel oilis being delivered to the pump With the fuel oil system pressurized.
loosen air bleed screw on pump Fuel should flow freely with complete absence of air bubbles b If air is present in fuel oil, loosen nuts on high pressure line connection at nozzle holder end and bar engine over until all bubbles disappear c if fuel oil flow is sluggish at the pump,it is a good indication that the fuel filters are clogged Check and clean filter.
d if fuel oil does not flow, check fuel level in tank and for c!0 sed valves in lines.
e Having made certain of fuel oil flow, operate engine and if pump still does not f unction properly. remove and replace with spare pump PUMP REMOVAL.
Fuelinjection pumps are removed from the engine as follows a Disconnect high pressure line fitting and remove high pressure line from pump b Disconnect supply and return lines from fuel pump.
A c Disconnect fuel control rack from linkage.
d Remove hold down nuts and lift pump off mounting studs
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Instruction Manual 6-F-6 l b
V PART F - FUEL SYSTEM (Continued)
DasAtsEveLY OF Puur (see Fleure e-F 5)
The manufacturer's instructions contained in the Associated Pubhcations Manual provide detailed instructions for the overhaul and repair of fuelinjection equipment, and should be consulted when any work is being done on fuelinjection pumps. Pumps may ve disassembled as follows.
a Secure pump in the inverted position in a soft lawed vise. Depress the plunger follower and insert a W inch diameter pin in the hole in the pump flange, b Remove lock ring by prying it out with a screwdriver. Again depress follower and remove W inch pin c Remove plunger follower. Take lower spring seat from plunger, then carefully remove plunger from barrel Carefully submerge plunger in spindle oil.
d Remove plunger spring, then pull control sleeve using a specially fabricated puller, or a pair of pliars whose laws are wrapped with masking tape. The upper spring plate will come out with the control sleeve
e. Remove pump from vise and re secure in an upright position.
f. Remove delivery valve flange and delivery valve holder. Remove and discard preformed packing g Remove delivery valve stop and spring. then, using a delivery valve puller, carefully remove delivery valve.
h Remove barrel locating screw then slide barrel from housing.
i. Remove control rack locating screw and contr01 rack. Do not remove timing indicator or shims unless pump is to be re-calibrated.
0 1
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.., 6-F-6
i !
Instruction Manual 6-F-7 PART F - FUEL SYSTEM (Continued)
ASSEMBLY OF PUMP (See Figure 6 F 5).
Assemble the pump as follows, observing the manufacturer's instructions in the Associated Pubhcations Manual.
a Secure pump housing in a vise in aq upright position b Position control rack in housing with teeth facing center of pump install tockwasher and control rack locating screw, making sure the screw enters the rack locating grcove
! c. Insert barrelin pump huusing Locating groove must be aligned with locating screa hole Instailloca-1 washer and locating screw d Invert pump and install control sleeve so that tooth directly under timing mark meshes Det Aeen 1Wo teeth indicated by liming dot on control rack
e. Install upper spring plate and plunger spring then carefully start plunger into barrel it should settle in of its own weight. Turn plunger so enar ked end of crossbar will go into control sleeve slot that has a mark a d;acent to it.
f Position lower spring plate on end of plunger. Fit plunger follower into housing Compress anc insert pin in housing flange. Installlock ring and remove pin.
g Install delivery valve assembly in pump housing Lubricate and install preformed packing and instati I
delivery valve spring and delivery valve stop Assemble flange in housing
h. Install pressure screw and new copper gasket. Install bleed screw and new gasket.
After pump is completely assembled, hold it horizontally with the controi rack vertical The rack should settle to its tower extreme by its own weight.
if pump will not be immediately installed, fillinlet and outlet with clean. anti corrosive tubricating oil ana i
close openings with caps 4
4 1
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v 6-F-7
lnStruCliOn Manual 6-F-8
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PART F - FUEL SYSTEM (Continued)
PUMP INSTALLATION AND TIMING.
~" "~"
Refer to the Engine Data Sheet in the front of the manual, and to page 6 A.1 for determination of f 1 t
,,, engine rotation. bank designation (V-type en-gines) and cyhnder numbenng The fifwheel is b : ." : ."'
*, ; *, marked to locate top dead center (TDC) of each
[
i ,*,, ; ,= cylinder, and is laid out in one degree increments l
for the twenty five crankshaft degrees preCee1 ng Ll C-0 gl 3- 0 TDC (see figure 6 F 6) For instance on a sa t
" cylinder inline engine. there will be marns ' TDC l
1&6" "TDC 2&5" and "TDC 3&4 each pre-h ' ' coeded by degree marks On eight cylinder inline k Y engines the markings will be for cylinder pairs k w - 188 2&7,3&6 and 4&S Markings onthe flywheci
.-*= .. for V type engines f ollow the same pattern. ea cept that the banks are also designated Refer to the figure 6 F 6 flywheel Timing Mams Engine Data sheet in the front of the manual f or the
. fuel injection point. Install and time fuel pumps as follows, a Before mounting pump on engine, and with the fuel tappet roller on the base CtrCle of the fuel Cam tsee figure 6 F 7), measure distance from the fuel pump mounting surface on the base assembly tothe tappet with a
/ depth micrometer. Add or remove shims from the top of the base assembly to obtain a measurement of approx-(9 / imately 0197 inch b Place pump on base assembly and install nuts on studs Torque nuts as specit ed in Appenda IV c Bar engine over in the direction of normal rotation until Ihe flywheel pointed is aligned with the fuelinjection point 22
( * * * ?".'* ".m*". .%, ,,
(degrees BTDC specified on Engine Data Sheet or Name- j- .- ~
T ?
.J plate) for the cylinder served by the fuel pump being installed , ,: M
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d Observe plunger follower timing mark in pump )j..
timing window if the plunger follower timing mark does not line up with the index mark on the timing window, remove o,,,,,,,
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pump and add or remove shims between the pump and the ,, g pump base assembly as necessary so that the marks willline
, , , , , , g ,,
up Re installthe pump and bar engine through one complete injection cycle to insure that marks do align at the fuel s '**-"'
iniection point l f agure 6 F 7. Pump Base To Tappet Adjustment CAUTION The timing mark on the plunger follower must never go beyond the upper or lower edge of the timing window if it does, the pump may be severely darnaged kj
.. 6-F-8
lnStruCliOn Manual sGa PART G - ENGINE CONTROLS G
OVERSPEED TRIP (See Figure 641),
A Woodward Model SG overspeed trip governor is mounted on the gearcase end of the engine. At a pre set eng:ne speed (15% above rated speed) it will initiate positive engine shutdown by tripping a dump valve which vents the automat lC safety shutdown system Operation of the overspeed trip governor is as follows o AoAlsti=G st avo tiust AoJustifeG sCRla ( gggggygyxwyggqv
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figure 6 G 1, Overspeed Trip Governor a Oil enters the overspeed trip at the oil inlet, drops down into the cavity on the suction side of the pump geurs, then around to the pressure side of the pump. If the supply of pressure oil is greater than required, the pump builds up pressure until the rehef valve plunger is pushed to the lef t against the force of the rehef valve spring This uncovers the bypass hole in the rehef valve sleeve and oil is recirculated through the pump If the overspeed trip R requires more oil than as being recirculated, pressure will be reduced and the spring will move the relief valve to the j right, blocking the recirculating pasuge to maintain operating pressure Additional oil, as needed, will enter the pump through the inlet port.
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QJ 6-G 1
lnStruction Manual s G.2 PART G - ENGINE CONTROLS (Continued)
b. The pilot valve plunger controls the movement of the power piston by directing oil to or from the area beneath the power piston. The power piston in turn controls the position of the termmal lever, and, therefore, the position of the terminal shaf t. Two opposing forces act upon the pilot valve plunger the speeder spring force tends to push the plunger down and the centrifugal force developed by the rotating flyweights tends to lif t the plunger.
c. When the engme is operstmg below the trip set point the speeder sprmg force holds the pilot valve plunger down and connects the oil under the power piston to dram. The reset spring, pushing the reset rod agamst the terminal
- lever, holds the power piston down.
i
[ d. If engine speed rises above tripping speed the centrifugal force of the flyweights overcomes the speeder spring force and lifts the pilot valve plunger. As the plunger rises, pressure oil flows to the underside of the power piston, forcing the piston up. As the terminal lever is rotated by the upward movement of the power piston, the pin in the speed droop bracket raises the right end of the floatinglever.This decreases the downward force of the speeder J
Spring and the flyweights move to their extreme out position. The power piston then moves to the top of its stroke, as allowed by the termmal lever, which rotates the terminal shaf t. The external lever on the termmal shaf t then actuates the trip valve.
4 l e. When engine speed drops back below the reset speed the speeder spring pushes the pilot valve plunger down and the area under the power piston is again connected to the sump. The reset spring rotates the terminal lever l
j and pushes the power piston down. Oil is then recirculated through the pump as before.
OVERSPEED TRIP ADJUSTMENT.
The speed at which the unit trips is determined by the position of the speed adjusting screw. Turning the screw into the cover raises the trippmg speed, and turning it out lowers trippes speed. The overspeed set point is adjusted at the f actory, and under normal conditions should not be changed in the f 6 eld. If it becomes necessary to reset the trip point follow these steps.
a. Back out servo limit adjusting screw to that it does not limit travel In the power piston.
b. Make tentative speed droop bracket setting at approximately one half its travel from minimum to maumum droop.
c. Make preliminary tripping speed adjustment with speed adjusting screw.
4
d. Headjust speed droop bracket to chtam approximately ten percent oncess range, then readjust trippmg speed. The speed adjusting lever can be locked in place by tightenmg the high speed stop screw agamst the speed adjustmg lever.
e. Reset overspeed trip at a speed shghtly below the desired reset speed. The servo limit a6uiting screw affects only the reset speed. Turn in to raise the reset speed to the desired value.
9 e
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V 6G2
I j Instruction Manual e G-3 l
{ PART G - ENGINE CONTROLS (Continued)
GOVERNOR DRIVE ELEMENT REPLACEMENT, Because of its operating environment, the Buna N flexible drive element (part no AK 007-001) in the governor drive l
1 couphng should brt chanrpd annually. The element is a wrap around devgn (see Figure 6 G 2), joined by a spht insert which permits easy removal and installation 1 a Remove fasteners all atound on both hubs b Pull end of element at spht in.ert and remove clern. nt
c. Install new element. Use Lock tite on fa>tener thremh l
d it couphng was in proper ahgnment t)cf ore repfa emerit of the drive clerrient, rio a.!d.tiona' abgnreir nt is l )
nex ess,it y I e if ahgnment is considered necessary,it may be aaomphshed with only a stra+ght ed je i
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If I el hgure 6 G 2. Governor Drive Couphng 6G3
Instruction Manual . . . . . . - - . .
ac4
] PART G - ENGINE CONTROLS (Continued)
LOGIC DOARD TROUSLE SHOOTING, Trouble shooting of the logic boards should be approached in a logical manner, eliminating the obvious first. The followmg steps will assist in the finding of faults in the system. l
{
1
a Check that there is proper supply pressure in the system, as specified on the apphcable system drawings.
i i
b Check that all operator controls are in the correct positions for the selected mode of operation l
4 c. Check the board for the proper output signals Since the system as designed to provide a predictablu Y:rles
) of output signals, the first place to start trouble shootmg is to determine of the output signals that should be present are present, and which ones should not be present when the problem occurs. Check out procedures for indaidaat logic boards are shown on the drawing for that board Also, check to see if the signats come on and off sharply without !
l gradual increases or dectmses in pressure unless this is called for in the check out procedures, if the increase or decrease [
is slow, check for leaks, pinched tubes, etc. If the proper signals are present, then the malfunction may be in one of the power devices. v l
2 d. Check for proper input signals to the logic board Once the determination has been made that the output i signals from the board are not on and of f at the proper time, check the input signals to the board to mab e sure they are i correct. Once again, return to the control schematic drawings and determine which input signals a'e to be on and which are supposed to be off when the problem occurs. Of equal importance is the order in which they go on and off.
e. Once the output signal conditions have been checked and found to be incorrect, and af ter the mput signals l have been checked and found to be correct, then and only then is the circuit board to be considered for trouble i
shooting Make sure the problem is in the circuit board before proceeding. ,
l b/
CHECKING LOGIC ELEMENTS.
f if a logic board is not prforming properly, the logic elements should be checked for proper installation on the board before removing them. Then, if the functioning of an element is suspect,it may be removed and replaced Testing and the repair of the elements should be in accordance with the manufacturer's instructions in the Associated Publications Manual. i e
i a Refer to the layout diagram on the appropriate assembly drawing and check element location on the circuit board to make certain that all elements are in their proper locations. l b Check for proper rotation of each element. Elements can be rotated 1800 , providing two different positions
that it can assume on the board. The rotation is selected at the time the circuit is designed and must agree with the circuit paf tern layout. Each element has an "a" or a "b" located on its top cover and these letters are to be oriented as shown on the assembly drawing. Any element that is mislocated or rotated should be changed and the circuit recheck ed
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i 6G4
i l
Instruction Manual
_ _ _ . ~ . _. ___ _. _ _ _ . . . _ _ . ,__
e.s.1 PART H - ENGINE BALANCING GENERAL, The load on a diesel engine should be evenly divided between all cyhnders. If it is not, one or more of the cylinders will be forced to carry more than their share of the load while other cyhnders loaf with a resulting loss in operating economy and the possibility of experiencing one or more of the following conditions.
s. Scored pistons and liners.
b. Excesuve vibration.
l c. Excessive piston, valve, bearing and crankshaf t wear. i
d. Excessive fuel consumption.
4
e. Excessive lubricating oil usage.
CYLINDER BALANCE.
The balance between power cylinders on Enterprise diesel engines is obtained by having all the fuel injection pumps i read the same millimeter of rack position when the governor is in a position equivalent to full load. In order to accomplish this it is essential that all fuel pumps be calibrated in acmedance with the fuel pump manuf acturer's 4 specifications. The fuel pump rack levers are adjusted during factory test and the lever clamps are then doweled to the fuel rock shaft.
CAUMON l This setting should not be changed in the field, not should shimming ever be used between l the fuel rock lever clamp and the fuel rack lever to change fuel rack settings for individual i cylinders. Also, the female rod end which connects the fuel rack lever to the fuel rock should not be adjusted. When a variation in cylinder exhaust temperatures indicates on overloaded or an underloaded cyhnder, this mndition should not be remedied by changing the individual fuel
rack settings. Rather, the real cause of the malfunction should be determined and corrected.
, FUEL INJECTION EQUlPMENT.
Clean fuel is essential to the operation of a diesel engine. Injection equipment is manufactured with close working tolerances and, therefore, dirt or other impurities in the fuel can cause pumps or spray norries to malfunction. Small depressions in injector valve seats, some so small they are not visible to the naked eye, may be caused by small particles of d;rt and will affect spray patterns in the combustion chamber. Pumps and valves must be checked and cleaned periodically. The frequency of cleaning can best be determined from experience, however, care must be taken not to wait too long before cleaning. Fuel pumps should deliver exact amounts of fuel according to the millimeter settings of
their fuel pump racks. If they do not, obviously the balance of the cylinders will be af fected and the problem must be corrected. It is recommended that whenever a fuel pump is disassembled for any reston, it be recalibrated in accordance with the manufacturer's specifications.
l R g ENGINE OUT OF TUNE.
j Spray norries are usually suspect if an engine is out of tune or smoking. There are other factors which may also a contribute to these conditions. All of them should be considered when evalueting engine performance.
, m 6H1
6-H 2
-- _ q _ . .
Instruction Manual PART H - ENGINE BALANCING (Continued)
a. Ignition timing.
b. Short or long burning lag in some f uels.
c. Cetane rating of the fuel.
d. Low compression pressure due to leaking valves.
e.
Worn piston rings and/or liners.
f. A change in fuel oil,
g. Detective fuel in}ection pump (s).
h. Valve or linkage maladjustment.
PREVENTIVE MAINTENANCE.
All available operating information should be used as diagnostit: tuols for determining the condition of an engine and in planning preventive maintenance actions to maintain the engine in peak operating condition. Among the conditions to be considered, peak firing pressures and cylinder exhaust temperatures are very valuable indicators of the condition of a cylinder. The pyrometer and thermocouples provide individual cylinder exhaust temperature information. There are a number of commercial instruments available to take peak firing pressures and cold compression pressures, and the manufacturer of the rnodel selected can provide detailed instructions for its use. The engine log is also en excellent tool for use in recording engine performance and making diagnostic evaluations for preventive maintenance purposes.
Readings should be taken and recorded hourly and be supplemented with written observations of all pertinent f actors.
1 TROUBLE SHOOTING.
When trouble shooting the engine, all available information should be used to determine the cause of a malfunction.
The trouble shooting tables in Section 7 can be of assistance, as well as the preventive maintenarice curves and the engine logs.
8 5
f!
c c
. 6-H.2
Instruction Manual e-i i O#
PART I - STARTING AIR SYSTEM GENERAL.
The engine is started by the timed admission of high pressure starting air to the power cylinders during the equivalent of the power strokesof therespectivecylinders Theairisadmittedatapptoximate!/ topcenterof the power stroke, and admission continues untilapproximately the open#ng of the exhaust valves The pressure M then relieved, thereby creating rotation of the engine Comparable to the normal power stroke As the engme accelerates on starting air, the heat of compression of the combustion air plus the starting air develops sufficient temperature to ignite the injected f uel within a f ew revolutions and the engine then initiates normat combustion and begins to accelerate under its own po*cf without further aid of starting air AIR SUPPLY.
There are two separate, independent air supply systerns, each consisting of a motor driven air compressor, a refrigerant drier and a storage tank. Each supply is availabletothe engine independent of the other. T ne starting g air supply is stored al psig (H%Mg/cm2), anti the luti P9& psig pressure is available to the starting air header without reducts to provido aximum acceleration lo extremely fast and reliable starting 220* I .47* 220*
OPERATION.
The on.cngine portion of the starting air system consists of remotely controIIed, solenoid valvesin the air supply line, a camshaf t driven starting air distributor, an aie filter for the distributor, and a pilot operated air starting valve (figure 61 1) in each cylinder head When the starting air admission valve in the supply line is opened.
2 2 0 *2% psig (hW7 kg/cm )2starting air is admitted into the starting air manifold and, therefore, to the ait starting /A 1 $ . 49
valves in the cylinder heads as well as to the starting air distributor. Individual spool valves en the distributor (one O
v for each cylinder) are engaged by air pressure and follow the profile of the starting cam attached to the end of the camshaf t. The cam profile is such that at least one spool valveis always in position to emit a pilot segnal toits respective starting valve in the cylinder, allowing starting air to enter the combustion chamber of that cylinder, rotating the engine As the engine rotates, the starting air cam will cause the spool valves to emit timed and sequenced pilot air signals to the starting air valves The starting process will continue until the signal to the starting air admission valve is terminated The starting air distributor emits a timed pilot air signal that starts five degrees before top dead conter and ends at 115 degrees af ter top dead center on the power stroke 1
Ref. EADCR l'-36214 O_
.u 6 1-1
instruction Manual en N
) PART I - STARTING AIR SYSTEM (Continued)
STARTING AIR VALVE REMOVAL.
Disconnect pilot air line(s) from valve cap and remove 12 point flanged capscrews holding valve to cylinder head. _/
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Pull valve assembly from cylinder head. @Qp ',*l," .
VALVE DISASSEMGLY (See Figure 611), ,,,,,4% M ' " " "
The starting air valve may be disassembled for inspection - 4 j C, E o C and/or repair as follows. f d l : i s .e
[j "l > ,L ah _/- -
a. Lif t valve cap from housing and remove piston. ["****
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b. Remove roll pin securing hen nut then, using a pin spanner or other suitable device in the two holes in the
'll Ii valve head to hold the valve in position, remove hem nut .I - -,,...
from threaded end of watve stem. l t
9l I
c. Slide valve out through bottom of valve housing. _p ii Slide spacers and guides off valve stem. ! jh. '"[
l .
d. Renove spring, retaining washer and spring ll 1 ;.
washer from housing. J '- -
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e. Remnve O rings and valve to head gasket. /
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f. Inspect all surfaces of valve, guides, rings and piston. Replace defective parts.
^'k- . . . .
VALVE ASSEMELY (See Figure 6 I.1l. Figure 6 l.l. Starting Air Valve Assembly of the valve is the towerse of disassentaly,
s. Assemble lower gulde with rings in place,long spacer and upper guide to valve stem,
b. Slide valve into housing from bottom, taking care not to damage rings on lower guide.
c. Slide short spacer down over top of watve stem, ensuring it seats in the upper valve guide.
d. Slide retaining wether down over short spacer, ensuring it seats on the shoulder of the housing bore. Slide down the spacer and install spring washer.
e. Assemble hem nut to the valve stem and tighten. Install roll pin then install piston and valve cap.
VALVE INSTALLATION.
Assemble 0. rings and valve lo. head ga'.ket to the valve assembly insert valve assert bly into valve hole in cyhnder head Lubricate threads of capscre*(s) with si 50 50 minture of lutricating oil and powderec graphite and thread capscreetsi into cyhnder head Torque capscrews to 150 ft lbs Connect pilot air hnots) Toinsure ti at the capscrews stay tignt as the coppei gasket squeeres ento the voids in the gasket c avity.the caDscre n s shoutd be ref orq >ed every eight hour s ot oper ation unt,I rio change in the high torque value is observed To prevent capscrew fatigue. it is e nportant that they in.sintain their proluad b
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1 l
Instruction Manual PAR T I - ST ARTING AIR SYSTEM (Continued)
TtMING THE STARTING AlH DISTHihuTOR.
The star ting air distributri' a timed at the f actot / when et is installed it it should brcome necessary to te time it, the follnwing proorduee may be used a Bar the engine over i#i dit..cton of ne mai ec.'ation ur'til number one evtuer is five degrees bef or e top dead center (UTDCI on the etM of ft,a exampression trioke.
b Hemt vu hen head opsr etws th o' secutt dNribu'or cover to housing Hemove covet and gaert to rpin an est to intenor of 'littribWot.
r, Disconnect tuk ig and eiDon at number one cylinder port on distributor Hemnve cap, spr ing anet spool f rom fiumtwr one posit.on He inntah .gnwt d L >osen cNcrews in elongate',' i ole 5 n distributor houunq Sufficiently to permit s.ight tof ation of houong assembly e Direct a beam of bright 4ght into spool valve open ry at top of distributor houting to otnerve position of spool valve f or number one cyht.det. When valve og open, hght should be visible through tubing port. While holdeng spord tijht sija,n'.t cant totate housing until light 65 Just vioble through tubing port This in the correct timing txunt e
Witle sut moving diste dsutor how.'i q, tighten capscrews in elongated holes to secure distributot hous'ng to eng ne,
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f, He (beck 'iming by rotating crankshaf t in direction of normal totation until hght just becomen vivble in s __ t4ing 6%t. The flywheet pointer thould it.sMatt that crankshaf t it,hv9 degrees BTDC with number one cvlowler on ths. end o' is. compteboon strok
H it is not, repeat timing orocedure.
q Hemov stwini f rom i omber one poution in distributor hout ng. instaff spring, spool and cap Conner t eltin* and tubing to oo" ott housk g,. Install gaskets, o ver and hen head bolts.
AlH FILTER INSl'ECil0N.
The air filter in the supply Ina 'o the diltnbutai thould be intpected and cleaned at regular iritervals T he fr eiluency of inte ution and cleaning shone f be de ' ermined bf overat.ng conditions and emperience ST Fml*lE A S Low polfit watei collecto's, "Y" st.a'nvt and air receiver tanks a W be dreined d4ily whether engine gener ator is e un of not lntpact and Clean "Y" 6tf airief t Mokly. If the fouhng of the tttairvtf it such that more f requent inspection is war tanted, thof ten the itisbection intetval 5
4 6
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lnStruCliOn Manual _ _ _ _ _ _ _ m . ._ _ .
su b PART J - COOUNG WATER SYSTEMS OENEMAL.
All Enterprise engines are cooled by a closed loop system in which a timed supply of treated water is continuously circulated through the systert(ly a jacket water pump with practically no loss in quahty The water supp'y for the jacket water system must be completely treated for both scale and corrosion, and raw, untreated water must never be introduced into the system. For the first run of an engine, distilled water is imperative.
WATEM TMEATMENT PMOGRAM.
i Tranumerica Delaval does not specify any particular water treatment program, recommend.nc)insteaa that a water speciahst be consulted about the degree and frequency of treatment, depending upon the type of water used There are a number of rehable water treatment companies who will contract to properly condition entne ladet water to prevent cortosion and/or scale in the engine jack et water passages,and in the piping systems and coo'ers Nalco Chemical Company, Drew Corporation, and Magnus Maritec International are examples of such companies it is recommended that such a company be employed for this purpose. When a contract is entered into, it is suggested that a wee ly test requirement be written into the contract OPEMATION.
I s i
All coohng surfaces must be kept free of scale or other deposits as any such accumu!ation will degrade the cochng capabihty of the system and, therefore, the coohng water temperatures will not accurately indicate the entent of cuol mg Any coateng on the coohng surfaces will act as an insulating material, and will prevent transfer of heat lf for aay reason there is a disruption of the circulation of the cooling water flow, the engme should be shut down as soon as practicable to prevent a build up of temperatures, and possible serious damage to the engine. To avoid therma! thoc6 O which could caum damage to the engine, do not admit cold water to the system until af ter the temperature of the coohng surfaces have dropped to approximately that of the intet water, USE OF ETHYLENE GLYCOL.
The use of ethylene glycol antifreete in the coohng water Will materially affect the coohng capacity of rad alors and other cochng devices A 60% ethylene glycol mixture will reduce the radiator coohng capacity approximately 12%
Theref ore,unless the cochng system was originally designed for this coolant mixture, the Transamerica Delaval Customer Service Department should twr consulted prior to the use of such a coolant.
SCALE AND COMMOSION.
All water contains some impurities suspended in the water The impurities in an engme cochng system can form scale l which wdl prevent the proper transfer of heat from the hot enigne parts to the coohng water. The use of distilled or a if tened water in the system simphfies the control of scale forming substances, Generally scale only forms on the hot surfaces of the internal passages of an engine coohng system and not throughout the entire system Scale is a very poor conductor of he.st, improper heet transfer, particularly uneven heat transfer, causes stresses in the af fected pauts These i stresses may cause cyhnder Imers, cyhnder heads and other parts of the engine to fail prematurely, Imtroperty trcated water may allow the internal surfaces of an engine to become pitted by corrosion The fatigue hmit of iron and steel is greatly reduced by corrosion Corrosion in the coohng system may lead to failure m the hners and heads, anst rnay tause terious damagn to other parts of the cooling system.
TRE ATMENT OF JACKET WATER.
S To mmimite serious corrosion and scate deposits, and to prolong the hfe of the coohng system, the treated water must
$ bn mamt.ined within specified hmits. Actual treatment will very dependmg upon the nature of the W. ster supply. The treatment of watet in an engine coohng system requires the use of chermcals to mamta'n the alkahnity and(hrufnate con &ntration of water as specified levels. If the alkalinity and chromate concentrations are property mamt+neyl. scale
[-)
D formation and corrosive action will be great'y reduced. The pH value of the water must be maintairwd withm the ranip of 8 25 to 9.76. A minimum value is specified because lower values can result in accele*ated torrosion To avoid 6J1
6-J 2
_. !nstruction Manual. _ _ . _
O PART J - COOLING WATER SYSTEMS (Continued) corrosion which occurs in highly alkaline waters, the alkalinity should not be allowaf to exceed a 9.75 ph value.
a. SODIUM DICHROMATE AND BOILER COMPOUND TREATMENT - Sodom dichromate is a convenient and inexpensive source of alkaline chromate which has been found to form a protective film on metallic surfaces which prevents attack on the metal by corrosive elementsin the jacket water, it must be noted that sodium dichromate is an acid compound which must have an alkalme compound sucts as boiler compound added to convert the sodium dichro.
mate to an etfective alkaline chromate form.
b. SODIUM AND DISODIUM PHOSPHATE TREATMENT - When using sodium chromate and d. sod:um phosphate for cookng water treatment, the Drocedurcs for preparing the system, mixing the solution, tut.ng and controibng the chromate concentration and aikahnity are the same as that used for sodium dichromate and boiler compound treatment. The only differences tx. tween the two are first, the chemicals used, and second, the amounts used. When using either of the above chemical tr0atments, specific proportions should be recommended by a water treatment company for the specific v.ater to be treated and fo'r the water capacity of thesystem.
The chromate chemicals used for water treatment of cooling systems are classified as a health hazard. Personnel should avoid any contact of skin or eyes with chromates when in a solid form, or in a solution. Breathing of chromate dust or solution spray should be avoided. Plant personnel, when handling chromate chemicals, should be provided with protective equipment which is consistent with the type and degree of hazard involved.
When skin has come into contact with chromates, the affected areas should be washed with large quantities of soap and water immediately af ter exposure.
ENVIRONMENTAL CONSIDER ATIONS.
When environmental considerations are paramount, nitrite compounds such as sodium riitrite, NANO ,are suggested as 2
d substitute. However, the selection of a chromate treatment over a nitrite treatment is strongly urged. Nitrites may adversely af fect the fatigue life of the major cast parts such as cylinder heads. Whenever possible, chromate compounds should be'used.
CLEANING THE JACKET WATER SYSTEM.
Should the cleaning of the jacket water system be required to remove rust or scale from the system, the recommenda-tions of the water treatment company should be obtained as to a suitable cleaner. Transamerica Delaval's Customer Service Department should be called upon for advice as to the compatibility of the cleaner with the cooling system materials Whenever it is necessary to change from one type of water treatment to another, completely drain and flush the system free of any chromates or glycol antifreeze to prevent any mixing of these materials.
I S
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6-J 2
Instruction Manual 6-x 1 c PART K - LUBRICATING OIL SYSTEM FILTERS AND STRAINERS.
The full flow filter continuously filters all of the lubricating oil from the pump before it passes to the oil strainer.
The length of time that the lubricating oil and the filter elements may remain in service can best be determinedby carefully watching the result of oil analysis and the pressure drop across the oil filter. Change period will vary with the operating conditions to which each individual engine is subjected. During the first two or three days of engine op! ration af ter initial installation, or after a major overhaul, the strainer at the pump suction and the strainer at the oil header inlet should be checked and cleaned as necessary to remove any debris and other foreign matter that may be present. If at any time the oil pressure gauge shows a low reading, the following should be done to the degree necessary to correct the situation.
a. Check the oil level in the' sump tank.
b. Inspect strainer, filter and lubricating oil cooler. A leak in the cooler may be detected by a sudden increase in oil consumption, and by the presence of oilin the cooling water systerrt Leakage may occur in the packing between the tubes and the tube sheet, or may be due to tube erosion, depending on the construction of the cooler.
c. Inspect all external and internal piping for tightness and freedom from obstructions.
d. Dismantle and inspect pump.
LUBRICATING OIL PUMP.
n The engine-driven lubricating oil pump is a positive displacement, rotary type. As the pump rotates, the unmeshing of the teeth of the two gears produces a vacuum which draws oil between the tooth spaces. Oil is confined in the space between the gear teeth and the housing, and is carried to the discharge side of the pump. The meshing of the gears forces the oil into the discharge line by displacing the oil from the tooth spaces as the opposite gear enters the space.
The pump is mounted on the engine gearcase by means of an adapter, and is driven by the idler gear through a gear carrier assembly. A spline on the pump shaf t engages internal splines on the gear carrier shaft coupling. Refer to figure SK 1 for mounting details.
REMOVING PUMP.
To remove the pump from the engine, do the following.
a. Remove the inlet and discharge piping as well as any other interfering piping or accessories,
b. Position a sling on the pump and attach to a chainfall and take up the r 4 )
s. Remove the capscrews that secure the pump to the adapter and pud no .. amp directly away from the I
g engine until it is clear.
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6.x.2 y PART K- LUBRICATING OIL SYSTEM (Continued) 1 PUMP ll 6 l 2 C APSCREW-HE X HD
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Figure b-K 1. Lubricating OilPump Assembly PUMP DISASSEMBLY (See Figure 6.K-1).
If it is necessary to disassemble the pump, exercise care to keep the parts clean so that no dirt, grit or other foreign matter will be present when the pump is assemb!ed. Disassemble as follows.
a. Remove spline from pump shaf t, taking care not to exert any internal forces on the pump parts.
b. Remove hex head screws from the faceplate end of the pump and remove the faceplate which contains two bearings,
c. Remove ;dler gear and shaf t, then the drive gear and shaf t.
g d. Remove hex head screws from backplate end of pump housing and remove backplate which contains
two bearings.
e
e. Carefully examine the surfaces of the gears. Slight burrs or feather edges may be removed with a hand stone, y f. Examine bearings and clean oil grooves and passages.
e N g. Remove burrs and foreign matter on gasketed surfaces of end 19 ate and case.
h. Check bearing wear, using the table of clearances provided on next page.
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l 6 K-2
Instruction Manual e.K-3 o PART K - LUBRICATING OIL SYSTEM (Continued)
TABLE OF CLEARANCES Roper Pump Company Figure 2877 Type 1 SHAFT OUTSIDE DIAMETER TO BEARING INSIDE DIAMETER' I Bearing Inside Diameter . . 2.0050" - 2.0055" Shaft Outside Diameter . . . . . . . . .. 2.0000" - 1.9995" Diametric Clearance . . . . . ... 0.0050" - 0.0055" Maximum permissible operating clearance . . 0.0100" NOTE: Wear can occur in bearing ID or shaft OD. Total of both not to exceed 0.010".
GE AR OUTSIDE DI AMETER TO CASE BORE' Case Bore . . . . . ... . 5.667" - 5.669" Gear Outside Diameter . . . . . ... . 5.658" - 5.657" initial Clearance 0.009" - 0.012" PUMP LATERAL CLEARANCE **
Case Width . . . . . 8.751" - 8.750" Gear Width . . . . . . . 8.750" - 8.749" Total Compressed Gasket Thickness . .. . 0.014" - 0.016" Total Initial Lateral Clearance . . . ... . . 0.018" - 0.014"
Not considering roundness, concentricity and positioning tolerance.
*Not conside-ing squarness. perpendicularity and positioning tolerance.
PUMP REASSEMBLY.
Assembly is the reverse of disassembly. The spl.ne must be mated to the shaf t without exerting any internal forces on the pump parts. The tapered end of the idler gear should be meshed to the opposite end of the drive gear. Taper ends are designated by the letter "T" appearing in the root area of the gear teeth.
INSTALLATION OF PUMP.
Before mounting pump on engine, make sure pump rotates freely. Mount pump to adapter, engaging dowel and the pump shaft spline with that of the gear carrier shaft. Use a gasket between the pump and the adapter. Assemble nuts on studs, and capscrews. Tighten. Lubricate pump through ports with any good grade of light weight oil to insure pump will not be dry at the time of initial starting. When installing piping, do not force as the strain imposed will cause undue wear on the pump. No external lubrication is required as the pump is self lubricated by the oilit pumps during operation.
{ PUMP GEAR CARRIER ASSEMBLY.
{" The pump gear carrier assembly consists of a shaf t, supported by two bronze bushings, pressed in the carrier assembly with their flanges to the inside. The pump end of the shaft has an internally splined adapter, yttached to the shaf t g with a roll pin, which accepts the spline on the pump shaf t. The drive gear is mounted on the shaf t between the two g bushmgs and engages the idler gear. The carrier assembly is secured to the engine block by capscrews and locking clips.
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6- K-3 1
lnStruCliOn Manual 6 x.4 PART K - LUBRICATING OlL SYSTEM (Continued)
DISASSEMBLY AND ASSEMBLY OF GEAR CARRIER ASSEMBLY.
To remove the pump gear carrier assembly, the pump must be removed as outlined above, then the gearcase removed.
a. Remove lubricating oil lines from carrier assembly,
b. Bend back locking clips and remove capscrews. Remove carrier assembly.
c. To remove gear, shaf t and bushings from carrier assembly, remove gear to-shaft roll pin then press shaf t out of gear. With shaft and gear removed, press bushings out of drive bracket.
d. Assembly is the reverse of disassembly. Use new locking clips.
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instruction Manual _ _
6-K-5 PART K - LUBRICATING OIL SYSTEM (Continued) !
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w A g SPR ING \ BUFFER CAVITY CAP SLEEVE SPR ING SPOOL VALVE gg SENslNG CHAMBER I I O Figure 6 K 2. OilPressure Regulating Valve PRESSURE REGULATING VALVE.
Lubricating oil header pressure in the engine is regulated by a pressure regulating valve, mounted on the pump discharge piping so that the pump discharge is directed to this valve before reaching any other system components. Set at 50 psig, it senses header pressure and regulates the bypass volume to maintain the set header pressure. Besides regulating header pressure, the valve protects the system from excessive pressure during starts with cold oil, or when flow in the system is restricted between the pressure regulating valve and the header pressure sensing point. The functioning of the valve is as follows
a. The "lN" port of the valve is connected to the pump discharge line and the "OUT" port is connected to a bypass hne leading back to the engine base. A sensing tube, connecting the valve seal cap to a point on the main engine oil header, applies header pressure to the valve pressure sensing chamber,
b. The pressure in the sensing chamber acts against the end of a spool valve, compressing a spong at the adjusting screw end of the assembly, if the sensed pressure rises above the set point, the lands of the spool valve will clear the lands on a sleeve. Oil then flows from the inlet section to the outlet-section of the regulating valve and back to the engine base to bypass a part of the pump discharge to reduce the pressure in the header.
c. A drilled passage connects the inlet section of the valve to the annular space around tl.e spool valve at the
,,, adjusting screw end This allows pump discharge pressure to act against the end of the sleeve and oppose the spring
{ force at the other end. When an excessive pressure differential exists between the pump discharge and the header pressures, such as when starting with cold oil, or because of an obstruction in the system between the regulating valve and the header pressure sensing point, the sleeve is forced towards the sensing chamber end, compressing the spring.
/~N This will uncover the lands of the spool valve and the excess oil will bypass through the spool valve and the excess
) oil will bypass through the outlet side of the valve back to the engine base.
6K5
Instruction Manual _ _ _
s K-e
/n Vl I PART K - LUBRICATING OIL SYSTEM (Continued)
d. The oil in the annular space around the spool valve, at the adjusting screw end, will leak past the sealing grooves of the spool valve and into a cavity in the cap. This cavity functions as a buffer chamber. To stop valve oscillation, an adjustable nMdle valve controls oil spillage from the buffer cavity to the outlet section of the valve.
e. The oil header pressure is set by increasing or decreasing the spring force acting against the header pressure in the valve sensing chamber. Turning the adjusting screw in will increase header pressure, and backing it out will I decrease pressure. l l
f. Normal lubricating oil pressure is 50 psi, measured between the engine lubricating oil strainer and the engine oil header which is also the pickup point for all gauges and other instrumentation that show or indicate engine lubricating oil pressure. Lubricating oil pressure shutdown devices may take their sensing point at the opposite end of the engine in which case the shutdown set pressure will take into account the normal change in pressure between the supply end of the engine and the shutdown sensor under all conditions of engine speed and lubricating oil temperature ADDING LUBRICATING OIL.
The lubricating oil sump tank is provided with a fill connectionandadipstick, located on thetopof theintake section of the tank. A level indicator may be provided at the control panel for monitoring purposes, however, the level in the sump tank should be verified by means of a visual reading of the dipstick before oil is added to the system, and the expected rise in the level in the sump tank must be verified by means of the dipstick. Oil may be added to the system with the engine running or with the engine stopped. The dipstick has two sets of marks, one for the static condition and one for tne running condition. The markings are " Full Static" and " Low Static" on one side of the dipstick, and
" Full Run" and " Low Run" on the other. Before oil is added,it should be determined that the correct oil is available.
Appendix VI of this manual contains the recommended specifications for the lubricating oil to be used.
O O
CAUTION ;
Oil must never be added from any location other than the fill connection on the sump tank. Do not overfill. Attempting to fill from any other location could result in oil reaching other than design locations.
om,.i 6 K-6
Instruction Manual 6-K-7 (V) PART K - LUBRICATING OIL SYSTEM (Continued)
SELECTION OF A LUBRICATING OIL.
The selection of a lubricating oil to be used in the engine is a complex matter, and is very important to the engine's successful operation. The recommendations of both the oil supplier and the engine manufacturer should be carefully considered. Transamerica Delaval's recommendations for a suitable lubricating oil are stated in Section 8. Appendix VI.
Other factors to be considered include the price, service life, load factor and fuel sulphur content as well as the filtration and oil purification system used.
CHANGING LUBRICATING OIL.
Once an oil has been selected the engine user, in consultation with the oil supplier, should map out a plan for periodic samphng and laboratory analysis of the oil. A careful review of these results by the owner, the oil supplier and the testing laboratory can then become the basis for deciding whether or not the oil needs to be changed. Transamerica Delaval recommends that oil be changed on the basis of condition of the used oil rather than on a time schedule. l l
ANALYSIS OF OIL.
Various chemical and physical tests have been developed to classify and identify new oil, and to determine what changes have occured in these oils while in service. The American Society for Testing Materials (ASTM) has standardized these tests, and certain of these tests have been approved as an American National Standard by the American National Standards Institute, Inc. (ANSI). Transamerica Delaval, as stated in Section 5. recommends that representative oil samples be submitted to a qualified laboratory for analysis on a monthly basis, or oftener if operating conditions inoicate. The following tests should be conducted.
a. OIL VISCOSITY - Tested in accordance with ASTM D88, D445, ANSI Z11.2 and ANSI Z11.107. The O viscosity test will indicate whether the proper grade of oil is being used, and will indicate oxidation (by increased viscosity) or fuel dilution (decreased viscosity). The oil supplier mn provide advice regarding the significance of the specific values obtained.
b. WATER / GLYCOL CONTAMINATION - A measure of water and/or glycol contamination of the oil can give warning of potential problems. Water or glycol contamination can come from liner seals, turbocharger casings or faulty lubricating oil heat exchangers.
c. NEUTRALIZATION VALUE - Test in accordance with ASTM D664, D974, ANSI Z11.59 and ANSI Z11.131. Engine oils are intentionally formulated slightly alkaline so that they are capable of neutralizing the acidic compounds that form from products of combustion and of oil oxidation. Generally this reserve alkalinity is depleted and the weak organic acids that attack bearing surfaces can be destructive. Periodic evaluation of Total Base Number (TBN) and Total AcdNumber (TAN) are an important measure of oil degradation. As time goes on, TBN is depleted and TAN begins to rise.
d. PENTANE AND BEZINE INSOLUBLES - ASTM D893. This test is a measure of oilinsoluble materials, oil resinous matter from oil or additive degradation, external contamination, fuel carbon and highly carbonized materials from degradation of f uel, oil, additives, engine wear and corrosive materials.
e. SPECTROGRAPHIC ANALYSIS - This test is used to measure quantitively the mineral elements in the oil, including wear or corrosion metals such as aluminum, chromium, iron, copper, silver, lead and tin. Also, dirt contami-nants from the coolant such as boron, p'otassium and sodium.
D0099 The Transamerica Delaval Customer Service Department in Oakland, California will welcome any correspondence regarding oil selection and/or testing. Although Transamerica Delaval cannat
[ j recommend a specific lubricant, nor accept any responsibihty for the ocrformance of the lubri V cant selected by the owner, it will be pleased to discuss its experience with a given oil product, or review your oil analysis and offer comments.
oor 6.K 7
lnStruction Manual _
e.k-8 PART K - LUBRICATING OIL SYSTEM (Continued)
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Figure 6-K 5. Turbocharger Bearing Drip Lubrication System TURBOCHARGER BEARING LUBRICATION.
The turbocharger bearings are lubricated by the engine lubricating oil system during normal engine operation. On the other hand, when the engine is in standby status oil is not c;tculated to the turbocharger. The design features of the Elliott BCO 90G turbocharger are such that the prolonged circulation of oil to the bearings while the turbocharger is at rest will result in oil intruding past the bearings into the turbine section. To prevent failure of the bearings during a start, however it is essential that the bearings be properly lubrimted during prolonged periods in standby. A drip lubrication system is provided to perform this function (see figure 6-K-3). Lubricating oil from the " keep warm" supply is passed through a 60 micron filter then through a 0.014 inch diameter orifice to a sight glass. The sight glass. one for each turbocharger, provides a means for positive determination of oil flow to the bearings. This flow is sufficient to provide for proper lubrication of the bearings without flooding the turbocharger. Little maintenance should be required other than the possible replacement of filter elements.
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Instruction Manual e-t-1
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(V PART L - MISCELLANEOUS MANOMETE R.
The U type marometer is a primary standard for the measurement of pressure. No other device offers a higher degree of accuracy of result. The vertical distance between the two levels of fluid in the U tube is a measurement of the dif-ference in pressure between the two sides of the manometer. The difference may be expressed in linear units of the indicating fluid, such as inches of water or inches of mercury. Because the pressure being measured acts directly on the indicating liquid in the tube rather than through any mechanical devices, the column will respond directly and imme-diately to the slightest change in applied pressure. For example,if water is the indicating medium, a pressure change of one ounce per square inch will change the indicating levels approximately one inch. As standard scales are graduated in tenths of an inch, very accurate readings are possible.
MEASURING VACUUM.
Vacuum and pressure,in the sense used here, are the same thing, vacuum gg being merely the degree to which the pressure has been brought below atmospheric pressure. Vacuum is normally read in inches of mercury.
PUMP T 7
If a vacuum pump were to be cunected to one leg of a U type manom- _T eter while the other leg remained open to atmosphere (see figure GL 1), o the pressure on the pump side would be reduced as the pump works. .L Atmospheric pressure, then being the greater pressure, will force the column of mercury down on the open side and consequently, the f
s 7 column of the leg will rise. The resultant difference in the height of the column is the measure of vacuum in inches of mercury created by the pump. Figure 6 L 1. Manometer with Vacuum Pump OPERATION AND MAINTENANCE.
With both legs of the manometer open to atmosphere as shown in figure GL 2, indicating fluid is placed in the tube until the level is at the center, or zero graduation of the scale. If the level of the two columns is less than zero, fluid should be added. If the reading is more than zero, fluid should 4 A be removed. Minor adjustments may be made by moving the 3_ .J., scale to obtain an exact zero reading. Application of pressure to 2 2 the right leg will force the fluid column down in the right leg
' ' and up in the left. The instrument is then read by noting the S S deflection from zero in both legs, then adding the two. In the i 1 case of the manometer illustrated on the right side of figure 7 GL 2, the difference is the sum of two inches below zero and
} y two inches above, or four inches.
4 4 Figure SL 2. Reading Manometer 2
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instruction Manual e-t-2 PART L - MISCELLANEOUS CRANKCASE PRESSURE.
The crankcase is fully enclosed and theoretically air tight. To remove gases and vapors from the crankcase, crankcase presure is maintained at a level slightly below atmospheric, measured in inches of water by a standard U type mano-meter.
CRANKCASE VENTILATION SYSTEM.
The crankcase ventilation system is designed to expel vapors from the aankcase while the engine is running. The system will also assist in determining the general condition of the engine, particularly piston ring and cylinder liner wear. If piston ring and/or liner wear becomes excessive, piston blowby will cause a rise in crankcase pressure and, theref ore, will be evidenced by a change in the crankcase pressure towards a positive pressure. A motor driven blower is used to draw directly from the crankcase through an oil separator, and discharges directly to atmosphere outside the engine room. Oil particles suspended in the air are removed as the air passes through the separator, and the oil drains back to the engine crankcase. The blower motor is started automatically when the engine is started, and shuts down when the engine is stopped.
CRANKCASE VACUUM.
A crankcase vacuum of 0.2 to 0.5 in H 2O is normal when the engine is operating at rated load and speed. Crankcase vacuum readings should be taken carefully, and compared with previous readings. In this way padual changes can be detected and investigated so that minor problems can be corrected before they reach major proportions. Should readings indicate a loss of crankcase vacuum, the cause should be promptly determined and corrected.
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7-1 SECTION 7 TROUBLE SHOOTING GENERAL.
Ef fective mamtenance trouble shooting requires a sound knowledge of the engine in both a theoretical and a practical sense. The mechanic must analyze the cause and effect of different conditions and, where the cause is not readily apparent, he must employ a fine sense of logic based upon the use of all the tools available to determine that cause.
Section 5 of this manual illustrates some trouble shooting data that can be obtained from the charts and curves which are rewommended. In addition,this section contains a listing of possible troubles that may be encountered, their possible causes, and the action that would appear to be appropriate.
RECORDS.
All possible malfunctions and their probable causes cannot be foreseen and recorded in advance. Each engine will develop and display characteristics which may not be common to all engines of the same model or type. Also, the same operator or mechanic will not always perform the trouble shooting and repair work. It is, therefore, suggested that the owner establish a detailed repair and trouble shooting record system. Each malfunction should be recorded in a readily usable form, listing the indications and findings for each malfunction encountered together with the repair action required. This record will be of assistance in determining the cause of any future malfunctions, and will be a valuable training aid for all operators and mechanics.
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Instruction Manual 72 (O TROUSLE POSSiSLE CAUSE ACTIO N
i. Er,gme fel, .. A b , . v. Ch.ek ei, lme ve,ves.
eb s,.rt v. to we ,turr, urn.dow.,
or,. wh.r, b. Al, . u,. tooe clo.w. C~ck pressur.. Ch.ck fo, c,ogg.d .ir et,e,n. .
c. Air start volve leekIng or stuck. Rolenes cylinder pressure by opening
Indicator cocks. Remove sat start valve end examine.
d. Air distributor out of 16me. Adjust timing.
e. Control eystem electrical power turned Turn switch ON.
O F F.
2. Engine turns on starting air but e. Fuelline valve closed. Open all fuel valves.
will not start. b. Fvel low in day tank. F ill tank,
c. Air in f uel system. Vent system by opening fuel pump bleeder screws.
d. F uel 66nes clogged. Clean lines.
e. Dirty or plugged fuel oil filter (s). Clean filteris).
f. Water in fuel 061. Drain and ref 6fl system with clean fuel oil. I
g. F uel control link ege st6cking. F roe and lubricate.
h. F uel oil relief welve stuck open. Free valve.
1. Fuel rock shutoff cylinder not actuated. Check engine control eystem.
. l. Overspeed shutoff cylinder not Check overspeed trip and valve. Check actuated. control system.
k. Stuck velve. Free. clean and lubricate.
l. Air intake blocked. Check overspeed shutdown butterfly valve.
Check intake air filter and lines.
m. Valves riding open. Adjust velve clearance or. If equipped with hydraulic lif ters. check lifter adjustment.
n. Velve seats worn. Reseet valves.
o. Leaking cylinder head pesket. Replace w6th new gasket (s),
p. Piston rings stuck. Replace r6ngs as required, using oversized rings if necessary. Replace liners if scored or worn.
3. Running engine slows or stops. e. Safety shutdown system tripped. Check control panel annunciator for cause.
) b. Low fuel level in day tank. Fill tank.
( . c. Water in f uel oil system.
d. Fuel filters plugged or dirty.
Orein and fill with new oil, Clean filters.
e. Engine overloaded. Reduce load.
f. Restriction in exhaust line. Clear obstruction.
g. Intake air supph/ restricted. Check and clear obstruction. Check intake air filter. overspeed air butterfly velve.
h. Setzed piston. Actual piston sleture makes a higs, p6tched.
souseking noise. STOP ENGIN E IMMEDIATELY. Check pistons, liners and cooling eystem.
i
4. Engine fires irrpeularly when e. Low fuel oil dey tank level. F611 tank, ru nn 6ng. b. Air in fuel oil system. Vent system by opening fuel pump header screws.
c. Water in fuel oil system. Drain and fill with new fuel o6l,
d. Fuel lines clogged. Clean lines.
e. Plugged or dirty f uel oil filter (s). Cloen filters.
f. Fuel injection norale stuck, clogged. Replace with spero and enemine.
damaged or d6rtv.
g. Injection tube connections leaklag. Cleen joints and tighten.
h. Fuel nogale blender velve open. Close valve.
l. Fuel injection pump derty, worn or Replace with spare and enemine, d amaged.
J. F uel 6njection pumps out of time. Adjust t6 ming (see engine data sheet).
k. Fuel injection pumps out of belence Check millimeter setting of all purnps with w6th other pumps. setting at f ull load shown on engine date sheet. Check indiv6 dual cylinder enhoust temper atur es.
1. Lack of compreselon. See perageeph 2 above.
, 5. Eno6ne has block enhoust while e. F uel nossle stuck, clogged, damaged Replace with spare end onamine.
t. running. or worn,
> b. Fuelinjection pump (s) out of time. Adjust timing.
(E c. Fuel injection pump out of belence. See 4.k. above.
d. Air intake blocked. See 2.l. above.
e. Engine overloaded. Check load. Reduce as necessary.
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TROUBLE POSSIBLE CAUSE ACTION
6. Engine has blue smok y eshaust. a. Piston rings stuck, Free, clean ring s'ooves and oil drain holes.
b. Worn piston r6ngs or liners. Replace rings as required. If necessary, use oversened rmes. Replace liners if scored or worn.
c. B urning lubricat6ng oli. Check peston r 6ngs. ring grooves and liners,
d. Creek or hole in piston. Repleco piston.
7. Engine knocais while runn6ng. a. Fuel nossle stuck, clogged. damaged Replace with spare and onamine.
or worn.
b. Fuel injection pump out of time. Adjust timmg
c. Poor fuel oil quality. Check specibcations of fuel being used ogsmst standards
d. Defective fuel tappet. Check, replace worn parts.
e. Paston loose in liner. Shut off fuel to suspected cylmder. If knock decreases, check paston and rmg clearances. Replace worn parts.
f. Loose piston pin or pm bushing. Place piston at bottom osed center. With pry bar, check piston for loose fit. Replace e pin or bushing as necessary.
g. Connecting rod beering defect 6ve. Check clearances,
h. Def ective main bearings. Check clearances-
8. Low lubricating oil pressure. a. Low oil level in sump tank. Add oil.
b. Lubricating oil suction clogged. Check stromer and clean.
c. Loose lubricating oil piping. Check and retighten as necessary.
d. Loaded filter elements. Clean or replace elements.
e. Stick 6ng relief valve. F roe and clean valve.
f. Defect 6ve lubricating oil pump. Inspect pump. Repair or replace,
g. Pressure regulating valve set too low. Adjust valve.
h. Loose or worn bearings. Check bearing cieerences.
9. High subr6 cat 6ng oil pressure. a. Rei6ef valve stuck. Free and clean,
b. Olrty lubricating oil cooler or f ull flow Clean.
filter.
D c. Pressure regulating valve set too high. Adjust to correct pressure.
\ 10. High jocket water 6nlet tempere. a. Jocket water pressure tuo low. Check and tighten connections.
t ur e. b. Air in water system. Check water pump - bleed air.
c. Pump suction or discharge clogged. Check and clean,
d. Pump serbound. Open vents on pump. or on top of suction.
e. Water passage clogged with scale. Clean with recognized solvent,
f. Inedequate heet enchanger coolant. Inspect and clean as necessary.
g. Dirty heet enchanger, inspect and clean.
h. Engine overloaded. Reduce load.
6. Loose pipmg. Check and tighten.
J. Inedequate raw water supply. Check.
11 E ncessive vibration. a. Cylmeer m6sfiring. Check f uel 6njector noarles, fuel pump.
cylmder fuel cut off.
b. Stuck volve. Free, re face, ressat or replace,
c. Mechenical problems. Investigate all systems and auxiliaries, particularly moving or rotatmg parts.
12. Escessive exhaust temperatures. e. E ngine overloaded. Reduce load.
all cyl6nders. b. Low manifold air pressure. Increase manifold pressure.
c. Piston st6cking Remove, clean, check clearances.
d. Bearing f ailure, inspect and check steerances.
e. Dirty 6nteke air f 61ter. Cleen.
13. Unequel en hauer temperatures o. Velve leakege. Check vetves, semd sad resset twlde spread w6th engine loaded) b. Fuelinjection pump out of adjustment. Adju st.
14. Rosme euhaust temperature 6n e. Burned enheust valve. R eplace veive one cylinder, b. Bad fuel inloction notale. Check and replace 6f necessary,
c. Faulty pyrometer. Check thermocoupies and pyrometer.
I 5 15. High prerturbine enheust a. Engine overloseed. Reduce load.
y temperature. b. Low mentfold ele pressure. Increase pressure.
c steeking pi. son. R.mov.. cia.n. ch.ck c eer.nc.s.
d. Seering feiture Inspect and check cieerantes.
e. 06rty intake air filter. Cleen.
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TROUBLE POSSIBLE CAUSE ACTION l
18. Low enheust temper ature in one e. Bad fuel pump. Check and replace if Indicated.
cylinder. b. Sad fuel pump noaale. Check and replace if ladicated.
c. Faulty pyrometer. Check thermocouples and pyrometer.
17. Erretic speed variations (hunting) a. Injection pump improperty timed. Retime pump.
b. Irgection noaale 160 clogged. Clean nosale.
c. Injection nosale improperty adjusted. Adju st.
d. Inloction pump plunger stuck. Free plung*r.
e. Low oil level in governor. F ell governor with clean o61.
f. Low fuel oil pressure. Increase pressure.
g. Governor or linkage sticking. Lubricate link ese with engine oil. R ef er to governor manufacturer's bulletins.
h. Governor adjustment. Refer to manuf acturer's bulletint
18. Constant engine speed e. Governor. Refer to manufacturer's bulletint fluctuation. b. Sticking control linkage. Clean and lubricate with engine oil,
c. Speed signal control e6r pressure. Check system and supply.
19. Encessive venting and/or vapors o. Leeking starting air velvet Check valves. Repair or replace.
from vent holes in each end of starting air henger.
20. Low jocket water pressure. a. Defective water pump. Check and repair.
b. Water purr *o sitbound. Bleed air.
21. Low row water pressure. s. Jefsetive water pump. Check and repair.
b. Air in syntam. Bleed air.
c. Dirty strainer. Cleen.
22. Low compression pressure. a. Worn p6ston rings. R eplace.
b. Burned valves. Replace,
c. Velve tappets improperly edlusted. Adjust valve clearance. or if equipped with hydraulic volve htters, adjust litters.
[N 23. Low fuel oil pressure. a. Dirty filters or stre6ners.
b. Relief valve stuck open.
Check and clean.
( Free and check.
N c. Def ective booster pump. Check and repair or repiece.
d. Air leek 6n suct6on 16ne. R epair.
24. Encess6ve tubricat6pg oil e. Worn piston rings or liners. Check clearances. Replace if clearance is consumption, ex cessive.
t. Leak in sump or piping. R epair.
c. Lequering of liners Hone.
25. Loss of crankcase vacuum. a. Peutty monometer indications Check tubing for leeks or obstructions.
b. Defective blower motor. Repair or replace.
c. Defective pressure sensing switch. R eplace.
d. Loose electrleal connectton. R ep e n ,
e. Air leek around cylinder head covert Check gasket condition and tightness of cover.
f. Air leek at fuelline entrance to head Check grommet and fuel line gaskets.
sub covers.
g. Air leek past volve guides. Check clearances
h. Piston blowing by. Check for stuck piston rings.
Check for encessive piston r6ng wear.
4. Plugged vent hne. Check and clean line.
J. Fuming tubricating oli. Check for hot spots m crankcase.
T_........_y.._y._....
and the engine should be stopped immediately. Allow to rest for 15
, minutes to allow fumes and vapors 3
y to dissipate before remov6ng any engine covers.
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Instruction Manual 7-5 g
TRDUBLE POSS15LE CAUSE ACTION
25. No f uel pump delivery, or s. Fuel tank empty, or volve in 16ne closed. Refill tank with f uel oil. Check if transfer Insuf ficient delivery. pump delivers fuel to tenk. Open all velves in fuel lines,
b. Fuel inlet pipe clogged or filter Clean pipe. Cleon fllter element.
element dirty.
c. Air lock in pump. Vent pump and noaale.
d. Pump plunger remains suspended in Thoroughly clean all parts, particularly barrel, plunger and barrel. If eithee are damaged, replace both with spares.
e. Broken plunger spring. Replace with spare.
f. Del 6very valve not seating properly, Clean delevery volve and seat. If either are damaged replace with spare.
3 Delivery volve spelns broken. R eplace.
h. Leekage back to suction chamber from Cloen f aces. Remove burrs and scratches surf aces between top of barrel and from delivery velve seat and barrel.
delivery valve esat.
B. Worn or defective plunger or barrel. Replace with spare.
J. Dirt cousing pump plunger to lem. Dismantle pump and clean.
k. Control rock (s) coated with d rt. Clean and lubr6cate.
l. SuppIV connection leaks. Install new gasket or replace connection if damaged.
m. Leekage post spring guide caused by Replace defective parts with spares.
worn plunger, or improper emel of barrel in main body.
n. High pressure connection leeks. Install high pressure tube only on the cylinder for wh6ch it was factory fitted.
Replace line if cone is damaged.
27. Inject 60n nostle vetve sticking. a. Dirt in nosale. Remove end clean nogale.
b. Poor lubriceting quality of fuel oil. ' Analize fuel oil sample. Change if tests indicate.
c. Notale body and valve corroded, or Check f uel and filters fieplace nozzle eroded due to acid, water or dirt in body and wolve with spares.
fuel oil.
d. Joint between noaale holder and Clean f aces. Remove burra and scratches i from noaale body and holder, y e. nogale Not body.
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ai. riot,v.ight.
worr, and loos. n rica31. R.pl.co no, ale body and ,alve w.,h spe,.m Check fuel and filters.
f. Noaale velve stuck in cloemd position Remove end clean noaale.
or nozzle orifices cloend.
g. Carbon deposits on nosale. Clean noaale.
' Check fuel being used for conformance to approved specifications introduce add 6tive 6n fuel if recommended.
23. High peak firing preemere. e. Overleed condition. Reduce toeJ.
b. Early injection.
c. Malfunction 6r:g noaale.
29. Low peek f 6 ring pressure. e. Late ognit60n.
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8-1 !
O Section 8 i Appendices The purpose of this section of the manualis to provide a single location for utta which,if located within the text of the manual, would be more difficult to locate. As a general rule, specific values, such as pressures, clearances, torques, etc., have been omitted from the text and, where appropriate, reference is made to the applicable appendix.
The following appendices are provided in this section:
Appendix l Conversion Factors and Other Useful Information Appendix 11 Operating Pressures and Temperatures Appendix ill Table of Clearances Appendix IV Torque Values Appendix V Timing Diagram Appendix VI Lubricating Oil Recommendations Appendix Vil Alarms and Safety Shutdowns Appendix Vill Fuel Oil Recommendations Appendix IX Torsional Stress and Critical Speeds Appendix X Factory Test Logs and Test Results 4
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Instruction Manual . - - _ - _ - _ . _ - . . .
8-2 Appendix l Conversion Factors And Other Useful Information l
The purpose of this appendix is to provide a ready reference for frequently used formulae, conversion factors and other data FORMULAE Brake Mean Effective Pressure (bmep)
E* '
bmep = L x A x N where bhp = Brake horsepower per cylinder l L = Stroke of piston in feet
! A = Net piston area (sq in.)
! N = Number of power strokes per cy!inder per minute Circumference of a Circle = diameter x 3.1416 O Radius of a Circle Area of a Circle
=
=
Circumference x 0.169155 Radius 2 x 3.1416 i
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Instruction Manual 8-2-A O
b Conversion Factors and Other Useful Information Areas of Circles (Diameters in inches, Area in Square Inches)
Diameters Area Diameters Area Diameter Area Diameters Area Diameters Area 1/16 .00307 3 to 22 1/2 1046 349 1/8 .01227 5/8 10.3206 1/4 82.5161 1/2 397.609 3/4 1060 732 3/16 .02761 11/16 10.6783 3/8 84.5409 3/4 406 494 37 1075 213 t/4 .04909 3/4 11.0447 1/2 86 5903 23 415 477 1/4 1089 792 5/16 .07670 13/16 11.4158 5/8 88 6643 1/4 424 558 1/2 1104 469 1/8 1104 7/8 11.7933 3/4 90 7628 1/2 433 737 3/4 1119 244 7/16 1503 15/16 12.1767 7/8 92.8858 3/4 443 015 38 1134 118 1I? .1964 4 12.5664 11 95.0334 24 452 389 1/4 1149 OH9 9/16 .2485 1/8 11 3648 1/8 97.2065 1/4 461864 1/2 1164 159 5/8 .3068 1/4 14.1863 1/4 99 4022 1/2 471 436 3/4 1179 327 11/16 .3712 1/8 15.0330 3/8 101.6234 3/4 481.107 39 11945M 3/4 4418 1/2 15.9043 1/2 103 8691 25 490 875 1/4 1209 95 13/16 .5185 5/8 16 8002 5/8 106.1394 1/4 500 742 1/2 1775 42 7/8 .6013 3/4 17.7206 3/4 108 4343 1/2 510 706 3/4 1240 9H 15/16 .6903 7/8 18 6655 7/8 110.7537 3/4 520.769 40 1756 64 1 .7854 5 19 6349 12 113.090 26 530 929 1/4 1772 39 1/16 .8866 1/8 20 6289 1/4 117.859 1/4 541.189 1/2 1/HB 25 1/8 .9940 1/4 21 6476 1/2 122.719 1/2 551.547 3/4 13u420 3/16 1.1075 3/8 22.6907 3/4 127.677 3/4 562.003 41 13202S 1/4 1.2272 1/2 23.7583 13 132.733 27 572557 1/4 1336 40 5/16 1.3530 5/8 24.8505 1/4 137 887 t/4 583.209 1/2 1352 6%
t/8 1.4849 3/4 25 9673 1/2 143 139 1/2 593 959 3/4 1369 00 7/16 1.6230 7/8 27.1086 3/4 148 489 3/4 604 807 42 13H545
' 1/2 1.7671 6 28 2744 14 153.938 28 615 754 1/4 1401.99 9/16 1.9175 1/8 29 4648 1/4 159.485 1/4 626 789 1/2 1418 63 5/8 2.0739 1/4 30.6797 1/2 165 122 1/2 637.941 3/4 1435 37 11/16 2.2365 3/8 31.9191 3/4 170 874 3/4 649 182 43 1452 20 3/4 2.4053 1/2 311831 15 176.715 29 660 521 1/4 1469 14 13/16 2.5802 5/8 34 4717 t/4 182.655 1/4 671.959 1/2 1486 17 7/8 2.7612 3/4 35.7848 1/2 1M 692 1/2 683 494 3/4 1503 30 15/16 2.9483 7/8 37.1224 3/4 194 828 3/4 695.128 44 1520 53 2 3.1416 7 3 4846 16 201.062 30 706.858 1/4 1537 Hb 1/16 13410 1/8 39 8713 1/4 207.395 1/4 718 689 1/2 1555 2's 1/8 15466 1/4 41.2826 1/2 213.825 1/2 730 618 3/4 1572 H 1 3/16 17583 3/8 42.7184 3/4 220.354 3/4 742.645 45 1590 43 1/4 19761 1/2 44.1787 17 226 981 31 754 769 1/4 1608 16 5/16 4.2000 5/8 45 6636 1/4 231706 1/4 766 992 1/2 1625 97 1/8 4 4301 3/4 47.1731 1/2 240.529 1/2 779 313 3/4 164389 7/16 4.6664 7/8 48.7071 3/4 247.447 3/4 791.732 46 1661.91 1/2 4.9087 8 50.2656 18 254.469 32 804.247 1/4 1680 02 9/16 5.1572 1/8 51.8487 1/4 201.587 1/4 816 865 1/2 1698 23 5/8 5.4119 1/4 53.4 % 3 1/2 208.803 1/2 829 579 3/4 1716.54 11/16 5.6727 3/8 55.0884 3/4 276.117 3/4 842.391 47 1734 95 3/4 19386 1/2 56.7451 19 281529 33 855 301 1/4 1753 45 13/16 E2126 5/8 58.4264 1/4 291.040 1/4 868.309 1/2 1772 06 7/8 E4918 3/4 80.1322 1/2 288.648 1/2 081.415 3/4 1790 76 15/16 &7771 7/8 61.0625 3/4 306.355 3/4 894 618 48 1809 56 3 7.08861 9 616174 20 314.159 34 90't 922 1/4 1828 46 1/16 7.3862' 1/8 86.3888 1/4 322 063 1/4 921.323 1/2 1847.46 1/8 7.6699 1/4 67.2008 1/2 330 064 1/2 934 822 3/4 1866 55 3/16 7.9798 3/8 88.0293 3/4 33.164 3/4 948 418 49 1885.75 1/4 8.2958 1/2 70.8823 21 346.361 3 962.115 1/4 1905 04 5/16 8.6179 5/8 72.7599 1/4 364.867 1/4 975.900 1/2 1924 43 3/8 8.9462 3/4 74.0621 1/2 363.061 1/2 M9.789 3/4 1943.91 7/16 9.2806 7/8 76.5888 3/4 371.543 3/4 1001788 50 1963 49 1/2 9 6211 10 78.5388 22 300.134 36 1017.878 1/4 1983 18 9/16 9.9678 1/8 80.5158 1/4 38822 1/4 1032 006 1/2 2002.97 3/4 2022.85
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Instruction Manual 8-2-s m
(V\ Conversion Factors and Other Useful Information (contd) l Temperature Conversion Chart i
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c i,* em. c.=,m e.n c.=,m r c m. e .n, 27317 -me 7 20 6 6 H0 88 1 62 125 6 64 4 930 266 268 .me 17 0 0 32 0 1I 7 63 1274 67 2 12 275 M2 -440 12 2 64 129 2 00 0 140 284 267 430 17 2 1 33 8 12 8 M 931 0 62 8 14 293 259 -420 16 7 2 35 6 13 3 M 932 8 65 6 160 302 246 -410 169 3 37 4 68 3 tu 311 240 -400 16 6 4 30 2 13 9 57 I;46 79 9 100 320 234 390 85 0 6 41 0 14 4 M 136 4 14 4 6 42 8 IS O 59 138 2 73 9 166 329 229 330 13 9 7 44 6 lb 6 60 140 0 76 7 170 33a 223 370 413 0 46 4 96 8 61 141 0 79 4 175 34 7 21s 360 to 7 62 143 6 02 2 100 3%
21, =0 t,. 9 42 iF 2 o t es . .s 0 m m 207 M0 12 2 to 50 0 17 8 64 1472 87 0 190 374 201 330 11 7 11 St S 90 6 19b 363 196 330 14.1 12 63 6 183 65 849 0 93 3 200 392 190 310 30 6 13 Sh e 18 9 66 150 0 96 1 206 401 10 0 14 67 2 19 4 47 152 6 DS 9 210 410 300 94 15 50 0 20 0 68 154 4 100 0 212 414
.164 iF9 m .9 1. 60 . 20 6 .9 m2 .02 m m 173 200 29 1 70 1580 104 220 428 169 273 450 4 83 17 42 8 21 7 71 150 8 107 225 437 168 270 -454 78 18 64 4 22 2 72 161 6 110 230 446 162 200 -436 -72 19 66 2 113 235 4%
167 MO 418 &7 20 48 0 22 8 73 1614 116 240 464 c, .1 .m .0 .1 n 69 . Fu 14 i.u
6. n 78 6 n9 n tuo li. m m 146 230 382 -60 23 73 4 24 4 76 1688 128 260 482 140 220 364 44 24 75 2 25 0 77 170.6 124 366 491 135 210 344 26 8 78 172 4 127 300 600 129 200 320 19 25 77 0 Mt 79 174 2 129 266 609 123 190 310 33 M 715 26 7 90 176 0 132 270 518
11. .. .m 2. n .06 m m u?
I12 170 274 22 29 82 4 27 2 S1 177 0 130 200 636 137 100 2%6 -17 20 M2 27 0 B2 179 6 141 296 645 11 30 36 0 28 3 83 1814 143 290 M4 101 .. n. 46 n .. =9 - m2 .6 m .3 96 140 220 00 32 80 6 29 4 M ISS O 140 300 572 90 130 202 30 0 36 186 8 154 310 600
. .. .. O. n Si . =6 ., m. m = .0.
79 110 les 11 34 912 31.1 88 190 4 106 32 826 73 3 100 148 0 37 N 96 0 171 340 644 67 8 -90 1300 22 34 9ES 31 7 se 1922 177 350 662 62 2 80 -192 0 28 37 94 6 32 2 90 194 0 n = m. n. 91 m. i.2 =0 60 69 4 76 103 0 19 N 102.2 313 92 1976 10B 370 008 56 7 70 94 0 44 de 104 0 31 9 93 1994 193 300 716 ut . .0 x4 94 20i 2 m .0 n.
$11 40 74 0 EO 41 10E 8 36 0 96 2010 204 400 752 40 3 56 -41 0 56 42 luP 6 36 6 96 2040 210 410 770 45 6 -le -MO &l 43 800 4 214 420 788 42 0 46 40 0 47 44 119.2 38 1 97 2006 228 430 806 40 0 -40 40 0 7.2 46 1110 36 7 98 208 4 74 48 114 8 37 2 90 210 2 227 440 824 37 2 5 31 0 &3 47 196 8 37 8 900 212 0 232 480 M2 x4 .= .n o n. 4. ,14 40 6 m n, m- 40 m 31.7 m 110 413 110 230 243 470 878 2&9 N 40 to 48 120 2 de 1 196 230 240 400 996 M1 16 E0 100 SS 122 0 48 9 120 248 294 400 914 2n 1. .. 0 iO. .. m. u? m n7 = 0 Sn
';l. = = -- 0 .c.gr.. g r. . , 0 . .. . t e . . 0.g re . u, n- - - - -
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3 Instruction Manual _ _ _ _ _ . _ _ _
8-2-C Conversion Factors and Other Useful Information (cont'd)
Altitude and Atmospheric Pressures Altitude Above Sea level Temperature *
Berometer' Atmospheric Pressure OC '"' ' "" Kg/sq F eet' Miles Meters' 'F PSIA HS Abt HS Abt cm Abs 5000 1526 77 25 3b.58 9037 1748 1.229 4500 1373 75 24 35 00 089 0 17 19 1.209 400u 1220 73 23 34 42 874 3 16.90 1.188 3500 1068 71 22 3184 059 5 16 62 1.169 3000 915 70 21 3127 845 1 16 34 1 t 49 2500 763 08 20 32.70 8306 16 06 1.129 2000 410 66 19 32 14 816 4 15 78 1 10t>
1500 -458 64 18 31.58 002.1 15 51 1.091 1000 -30b 63 17 31 02 787 9 1523 1 071 500 153 61 16 30 47 773 9 14 96 1 052 0 0 59 15 29 92 760 0 t o 896 10333 500 153 57 14 29 38 746 3 le 43 1 015 1000 3D5 55 13 2886 7310 14 16 .956 1500 468 54 12 28 33 719 6 1391 .978 2000 610 52 11 2782 7066 1366 .960 2500 763 50 10 27.32 0939 1141 943 3000 915 de 9 2&82 881 2 13 17 .926 3500 1068 47 8 26633 GAB 8 1793 .90')
40n0 1220 46 7 25 84 e66.3 12.89 892 4500 1373 43 6 25.37 644 4 12 46 .8 76 5000 0 95 1526 41 & 24 90 432.5 12.23 .860 6000 1.1 1831 38 3 2190 009.3 11.78 .828 7000 1.3 2136 34 1 23.10 586.7 11.34 .797 8000 15 2441 31 1 22.23 584 6 10.31 .767 9000 1.7 2746 27 3 21.30 5413 10 50 .738 10 000 1.9 3060 23 4 20 58 622.7 10.10 .710
/n\ 15000 28 4577 6 14 1&B9 429 0 8.29 .583
( 20.000 25.000 38
4. 7 6102 7628 12 30 24 34 1176 11.12 340 5 302 4 6.76 5 46
.475
.3H4 30.000 5. 7 9153 48 44 8903 226.1 4.37 307 35.000 66 10.679 46 7.060 179.3 3 47 ,244 40.000 7.6 12.204 70 57 E558 141.2 2.73 .192 45000 85 13.730 70 57 4.375 111.1 2.15 .15t 50.000 95 15.255 70 47 1444 87.5 1.89 .119 55.000 10 4 16.781 70 47 2.712 m.9 1.33 .0935 60 000 11 4 18,306 70 57 2. t 36 54.2 1.06 .073R 70.000 113 21,367 47 45 1.325 I
33.7 .061 .0458 80 000 15 2 24.40s 42 42 f 6.200' t.27T' 21 0 .406 .028S 90.000 17 1 27,469 57 40 112 .255 .0179 100 000 18 9 30.510 41 46 12904 6.36 162 .0114 120.000 22.8 36.612 26 -40 1.368 1 46 140.000 26 6 42.714 4 16 6.94 T 1.51 160.000 30 4 48 816 29 2 2.746-2 t8 97 180.000 34.2 b4.918 19 7 1.294' 1 26 200 ou0 37 e Ct,020 3 +19 5 846 1.48 67,122 44 3 6 4g.2 220.000 41.7 -42 2.52Y 4
240.000 46 5 71224 46 46 9.966*# 2532 260.000 40 3 79.326 129 90 8.97 2n0.000 53 1 1513 " 167 3 86.428 136 93 300.000 66 9 91,630 127 48 1 143'0 1 737 9 49^
400.000 75.9 122.040 &T I 1905 500.000 94 8 152.960 1.4 186 -64 000.000 114 103.000 6.9 4 1.60 800 000 152 4 4.06 244.030 1.8 1,000.000 IS9 306,100 E.1 4 1,30 9.200 000 228 336.120 2.04 S.00 1.400 000 306 427,140 E7# 2.0B' t.6u0.000 304 em,te0 18 94.ST 06 '
t.800 000 242 643,100 9.8 2.000 000 379 810,200 9.2 " 2.34 Data from NASA Standard Atmosphere 0962),
l q 'Temperette and herometer are appromimate for negative attitdat "Temperowres are everage seisting et 400 letiede and are rounded to even numbert l
l t
fV) (Netsteve esponent shouus number of spaces the der,imal point must be moved to the left.
00. . . 8-2-C
i l
l Instruction Manual 8-2-o g
V Conversion Factors and Other Useful Information (cont'd)
Conversion Factors most.,i, s, T. a6.ei. ==ee i,i, e, v. w. moi. . , or v. we.e see.e.n 16 0 Cat , ees., Co.< ,.. e 0e C= ,.c m *. e Oe n armenomen 19 92 earnes ee mece, Cm ,res em 3MF Gausas m Ga sms it e) G a as Atmoseme es 33 90 feel e8 ester Cueg pein em 17 74 Ldrie sM G e=s 10 8 W en avanearn 1 0313 Rei se s'a 10' W a s a* s el ','ami coar n amgee en 14 70 Les se men D-ievaes Grams G ems 00n?F siaetaaves i Osa feat se h secshtrs 0l Lde's 0'
tarves-tie 47 Genes 0ii tesimeters 01 neeics evene se S 600sIO ' Pe.aes me Orshee tteenal teds 0 7s20 mies enseiese* to m.avies D4+a tae mo uaits in S fest es e,es ugic 00iF45 I'am se se U 43 Peva n u :'u' S4+m f aerme unds 3 92fal0
steene ss e' ers , e,i,aag.c, p,g.,n ,, 36a0 ses,.aas, so e Grems co ce 0 0M13 Pouaes c Ac .ac*
em meeen '
Seit.it farms te.t sn taeemr umte unds 7 928 10? 5.10 a.ie
Lier.eit ars 'ees ses 00:74 5 ese eas wc Groes hier 58 4:7 Gr e as sa 01667 mese.t.eas m. G ams ide 8 34 ) Pe.an M se 6 0 f 5 a.e 17 %
feet its g,s,,een.
een sec sec 0 J02 ??$ teves.t.sar sec O 062427 Peva es No e 'ee' S19 mm 0 On% nesse oe.e: m. G,'s.",t,tr
g. ',I'le' 1000 Pc's " ea Stu ** 0 01757 a emtis estagroes le Grems 8f U ma 17 $7 mris Destegenes 100 G'an tomahters b 10 Lders Costaes lCenteest i Sevre me'es ,
asetweers 100 L 4e t 8stameters . 10 esers 88t'een 0 01 Gem gestemeters
,,,,g ,,,,p, g,,,q 10C uve i Caet hiers 0 01 (de's oisen 0 06M Ovaces mess,,egt 100 arti enn .acm *s i "'*a *~
Co.t g, ., .s twwesow 42 44 5t Co .e .e. ,
meen 0 01 it tsces
., m .,r. '- a r- - - - n at e- uaan ~ **
$2 f eet .is
( ..rs .o ai~. 'a' ma C-~* s Iserne sewer
~.e ees. i ci -,e,s..u -.< .
,, t oim een, e ee.,e.e,n, '- it ** -ie - i0 m =. re. ~
Cea .et . e,~~.c..e 0 nu '- =
Cea....
tea..,
..ei=0
.c , n n
% e me.
i a '- i3 ras a ~.
- ees, 0 rou to 7 a..e,.es
.e s Ceai m,.. .eme me.co.,0 nu L ,. sese -. ,, ,, se,e, 0 e,w .,me,s e.n in.
Coet,.ce.s.n.ec.e.ed e 0 0n.i
.~ '::::::;;- g, g,9*y-> no,,e - De er, . 03 . , . .
Co , . ..a.e.e ua
,~. ,.m....
,-eae 0 0m -- La = a ,ae e....
Cea .e.., '-*o- 0on La * -a .smeos.-s.,n
---.e .S.t,
- es.or o e es,o..,io.
1 Cea,.e e., ,meae 0. e i se ,
Cea,~ ....-eae 0env ..e.-
,e,,.,. 6u 7v .i.
% Cea. .. .eceae 3 in.iG e ..n - ,,e e 0 0m. ,0,0, C,o.,.m.,,e...
,e ,
e, emer a a..ec a*.* mee .. c . o. .n.
C.s ses 00u.i .ee .eet - emn m.em.e.s - --- ~s Oraf m'~
C.e e.. ers a u,,io . Cm ite, ;;;' = 80*a, a
",p,,~ m.ee 150 Coat-re.
Cd c ceat areen 6102n10 ' Cve< *caes Ces me'es tsabes eersary 0 03342 armesoam Cvec coat.me 10
se 30 as Ces s Inn encan v ecw, tm sm W orr (M cem'ac'en e< t 1 308 10
CM eets fed,u, ge s,egsec ,s 0 3044 tarie s nec ,ses Cec ce--e'e s 2 642nio ' Ceaea, lasten er meese s 0 03453 ads se ce Cde cee me'es 10 ' L4es festeesses 12Mele a g,,,,,n tne,mei gn.i, **# War-v 4 73 L65 se e Cue 4 ceaune'eas 3 l13:10
Pett 114 I f est eeunes 5 050:10
Inches of mercser 0 4912 Las se iact Ce c ceab~'e's 10S'e10 8 0.oris ag - p ees ,sene. 3 ;si.ie sesene.oe.e,e meeg. m4 e,,e*sits W olm GN2n8 4paewn Cees C.e feet
, ee ,
! O Un10a Cut.c ami ,',",", l Fu$le ' e7a, Iachu W es* O 073$5 e on C mon ,
os e, se,s. 0 00n40 int,ne,i
% e em s ae eve Cuec'- 0 028M Ces mee s g,,, ,,e 3 yg,tg i e t g,,a, a enenesof ore O l'ai ovaces se aca re 0 03704 Cec ores fw sevan om 0 Olu7 f set sevan ses anches of eeer S 702 Les se feet C.oc e C.e ' 'm' F 4:0$2 Gaasas f oss eewaes em 3 030sto
lierie sewer s"8*'s of eere 00 Mil LH se =*
~
!"l ll::' 0h, !**'s,'..e,e, ,
'me 'a - 3 toeio e- ~ ~ t a0 iG ; as o- <~'a ma.s Oem C.c .e,. n, 0. ti o 'i -s re.s se0 in u, s
in Cebet c.e t.ee.t ee m, ees.te..e 4 ?} 0, o ne Cub.4 Go as .ce.s. tog fes.teesses.es m e-nos 7 717:10 8
-i m.it 81 Ueds me [ f C Ai. '- **='e 0 4 f?0 Lnes see fosseswaen see t tes10 e 13%e10 *
-- es **
ag <per be. ens Res meest 0 4720 LH tw C.ec ter m.avte 62 43 Lh 88 este me feseoewnes sec ses et sa 0 9L 78 A Cesis teet nessee 0 646317 Mneaset'see emises 3'B5 Cec cetimete's agi ne ce 32 sn tw'mosear ee .rr n (da'er utene 444 431 Geneas sie Gaaiens 0 1337 CM teet asi ne cm 28 96 encaes s' me sure 23,1 has no em 7044 Les se oeot Cet< ectes 16 M CM ceahmeters Ge,upt g ,, 3 8Ss10 s Cde, C# me,,*ches, het se c* i8 ?? Let 64 *
C.t c **et t ?t's!0
Cm teet Geesas Se10
C.e c *c aen 16Me10
C e mers g,,, 4t,n 3
tve,it, rues go tes se gehester ip ogg to mee, Ceed man 2 143 10
Cved emos g,,, 0 C e4.aca ei 4 3nsiO
Gems g,e,, Pati,,ng g,,, s.s ie 8'""*' I@ 'd"'
e C *caran 16MsI0 ' Esteenes 10' Cpt. ors Cd c *aes 0 03463 L4rsn .ei Peen senses, ensurie t 70095 U $ Geseums MI! f eet CA< mass 0 01732 Quarts ogl ad.emeera Gam u n e tN67 How.as emps a. wiicci ici uvvi I'**"m*,,',,
g, 3g g e",, '
tenene reser 8 34h3 Pesa85 8' ee'er N e C- ~, s 6i m C.s -= ,e,se, .e , ,, ie . C .ee, ,e, ,,,,.e,e,,,, ,, ,0 C ea,,,,,. , ,-
CA *re's 1 308 C** e*8' Genens em 0 06300 Lars ses a.iommers te be 64 f ec e a Cec oce s 764 7 Geneas geen .,e 4 020e Ca n ar s.eennes te S till f ev m Cae4 me et 10' Lde's Cat < **'est Pets e4 B s.sweeses tr 0SH6 mae's Ill) gemess enese.ame lm ises sener/24 hes a.mmeve s me 166' Meie.i m.*
Cat < me'es 1067 hierts use l ademeira er man e.
0 62!4 Case pares 7 646e10' Cdas costasws Osa,n,s,I,pos e
l Gsans wer )
g me 0 stato teams nas he ses 77 Fa C., mm Ca84 e*es 77 Ce< teet seeme ttrew 0 0eit t Pease-e sees se,- a~ no mes Wm Canis m*es 0 9:11 CM e*es, e6 6% e, ems mees t #4310 e Ownes tirey' nos se us 0 2'13 8're ea e se; see Cet< veen 0 7646 Cm meiss
,' Cat < eeen 702 0 Geneas esame t8 gas 37 114 Parte mdeen Cat < ee'es 764 4 Lace Grams /U 5 3ei 142 06 Les tenhen em CM veen 1616 P*es e e l C.s 4w ei 0070 toets e.e i tems amo ses le P9l Pwis memes 0> . , 8-2-D
Instruction Manual _
8-2-e (w s Q Conversion Factors and Other Useful Information (cont'd)
Conversion Factors (cont'd) adeltiply By Te Obsein Moltiply By Te obtain adeltiply By Te obt in Esseestts 56 92 B I Wa.ts m* theigrams 10 ' Grams Posses setsiact 27 68 G'aes c.c cm aaoes'es 4 475s t? es Pavaes cec saca 2 768:10a - ass c adoects 737 6 I808 Foot 'ses *se*t thitektors 10 a giteri povaes cee , ace :728 lbs c.ec mete-c foot a.seestts 1 343 Dierse oower adoestts 14 34 ag esiosas em thilseeters 01 Cent metes posses teet i488 45 mcv a.%st s 1 08 watts Mdh8"etes 0 03937 inches Po. man *ch 178 6 G ams cm asiosan eeers 3415 Brit.snfhe maiuaits thahgrams hier i Parts /mdl.oa Peeses og Wt 0 016C? Fee' e' es'c adoesti neurs 2 655 10* inot ses Pov-as se foot a gg3 10 ys sg cm aaoeait novei 1 341 horse peer nts Ihalese sais ite 1 54723 C4c ft sec Povacs se foot 6 945=10 ' Poecs sc ac*
Edgestt hours 460 5 adogr am caiories adoestt hours 3 671 10s adogram metes theer's eestes IS Cutoc tt ime Posses se iscs 0 06804 A'mcsoae n Povaes se each 2 307 Fee' o' ea'e-Litees 10' C*c centimeters theetes tangle) 2 909:10
Gas <aan Peva es 54 mca 2 036 laches o' me'ce's L.te s C O3531 C*c feet Secu 16 Dips Povaes se mch 0 07031 ogi sa c'e Lire s 61 02 Cet *ches Ovacu 1F5 Grus titees 10
C*c meteen Pouaes tearts terri 6720 C*c mcmes Quaces 0 0625 02 $$ f,$ ,$ n,,, tearts oss i 57 75 Cvec acaes 7
'5 0 a?t ies i Ouaces Ovaces 2 790s10 8 f oas floag:
! 835:10 s fans ametric' go.etal digestme Overai 8,ard 10128 129 54 Po.aes Pasaes Lasers see 5 886s10
Cubic f t sec Ovetai Castde Peen 101 43 Po ass Seecn. My 440 Grps site.s ni.a 4 aL3alo
Gais se' Oveta Cnde 101 o Un tea..e, wie,. i.e i ,
O 0.vaces troy cn e,e, Qua ces tray 20 008m 31 103481 Penayeeights tiroyt Po a n<o,i Grams t;;;ll;;,; g,g ;;q Ysicsossa he i Leag's ett i Bosed f e,i ,
8 0204 Ovaces, tver 1 09784 Ovacu tavow ) 0 r,,tco 12 5,13. gai em . e ra e Ca Descos ttleel l 905 Cutoc mches 100 l eas,iers pp , 3;gg g,e,,timete's Cecn dive 86 0 02957 Lites feep l'Cp 273 1 des te , C Oucu se sect 0625 lbs ese och ye D 46 e!g 'I a ces Temo et s.32 1
59 fe , 1 Mete s 1 08 Waometers Parts eithea 0 0564 Gra.as U S gal vres
[
pers a.tesere.s s m.a 1 094 1667 man im Ceat. metes sec f eet m.a Parts mahoa Parts mahon 0 07016 8 345 Grams ime sat ttis rmen.oa gai y
j'[8,,
,eas org 8
y ('4y8*5 Peearee.gnts tiropt i 1200c ton sac.,
\d escrs m.e oce,s m.a tsces m.a 0 05464 0 06 0 03778 f ee sec
a. ion,ce.s =
Maes
24 Pwayee san nroy' i l55t ?
8*fS 8'sy' 0 05 Grama Grami Ouaces strey$ '"83
,j'"'"8 '"""4' W 2M
"'ega-s Pues N"'a'r*o*igats Pen e (troy' 4 1667:10 8 Povaes strovi Pwees 16 Quacn leas abem 2000 pm eYr's"sec 8 ec Povadi I8"5 ' shore U000 Ca e s neers sec 36 mapers w 256 Orams ins tsart 9071848e, Povaes 7000 Grams a ;g a+$
esce,s sec 0 06 maometei m'a Toas tsnort! 2430 56 W.iss n, Povaes 0 0005 Toas tshort! Pen e or werg sec 2 237 feas 'shrt 0 8928' foes m g P"88 4S3 5924 G'8*s we'en sec 00U28 Wars mm Povaes l 21528 Povaes (trevi I8's ishorti m66 66 cm 'e c, ts.creas 10
wetri Popes 14.5833 Ovaces ttrevi I"S ' snort' 0 90714 fo-smere es.ies 1 609:10' Ceaomee's Peenes firept 5760 Grams Tess et eater 24 bra 83 333 Pons es r au wres 5283 f eet Povaes itroy> 240 Peaaree.gnts Itrey) tensotearee 2 ears 016643 Gann m#
W ies 1609 maometees Povaes (troy' I? Ovaces ttroyl Toasetester let's 13349 Cu 't v w ies 1760 Tases Povaas ttroyl 373 24177 Grams Povaes ttro 0 822857 Povaas tavo.e l Wens 0 05692 8 f ya ts m.e than te 44 70 Ceateete's sec Popes stre,sti 13 1657 Ovaces tavo e I wans 44 26 im pes an er e Waes hr 88 f eet mia Pavaes tfroy> 3 6735:10
Tea:Hoasi wans 0 7376 toot pova s see uses nr 1467 feet sec Pounes 'trovi 4 1143:10
Taas 'shorti wans i 341:10 8 norse acer u .es nr 1 609 maometers nr Povaes ttroy! 1 7324:10
Tens teetrict wans 0 01834 og raiores e a M ies ne 0 8684 maets watts 10 8 m.oeaos man n. 26 82 teetvs mm P* eses of water 0 01602 C.c feet Powads of ester 27 68 Cec mches Wetteests 3 415 8 os tarea e es thies sie 2682 Coat me e i see Povads et mater 0 lite Gainoas s 2655 t oc' r u n van m.a 88 feet sec watt watt nov' how's 1 341:10 8 as ,ec.:er *u s Wan m a 1 609 asometc: m.a Peeeds of ester ese 2 470n10
Cat c tt /sec we't have s 0 8605 m ec.g 4 c e c. n kan m.a th,,,e,s 60 Man m a o,.am, Posses Pe.a csabi.cct-t feet 0 01602 il 02 Grams.estpc mes ,c c -ie.em
$lM' s f0 8 Isi iO.
Pavads cuts teet 5 787s104 las cue.c men j f
(v I m et 8-2-E
Instruction Manual . . _ . . . . . - - . - . _ . .
8-2-F O Conversion Table inch decimal mm. Inch decimal mm.
1/64 0 015625 0.3969 33/64 0.515625 13 0969 1/32 0 031250 0 7938 17/32 0.531250 134938 3/64 0 0467875 1.1906 35/64 0.546875 13 8906 1/16 0 062500 1.5875 9/16 0.562500 14 2875 5/64 0 078125 1.9844 37/64 0 578125 14 6844 3/32 0 093750 2.3812 19/32 0 593750 15 0812 l 7/64 0 109375 2.7781 39/64 0 609375 15 4781 l 1/8 0 125000 3.1750 5/8 0625000 15 8750 41/64 0 640625 16 2719 9/64 0140625 3 5719 21/32 0 656250 16 6688 5/32 0 156250 3 9688 43/64 0 671875 17.0656 11/64 0171875 4.3656 11/16 0 687500 17.4625 3/16 0 187500 4.7625 l 45/64 0.703125 17 8594 13/64 0 203125 5.1594 23/32 0.718750 18 2562 7/32 0 218760 5 5562 47/64 0.734375 18 6531 15/64 0 134375 5 9531 3/4 0 750000 19 0500 1/4 0 250000 6 3500 49/64 0.765625 19 4469 17/64 0 265625 6 7469 25/32 0.781250 19 8437 71438 51/64 i 9/32 0 281250 0.796875 20 2406 19/64 0 296875 7.5406 13/16 0 812500 20 6375 5/16 0 312500 7.9375 53/64 0 828125 21 0344 21/64 0 328125 8 3344 27/32 0 843750 21 4312 11'32 0 343750 8.7312 55/64 0 859375 21 8281 23/64 0 359375 9.1281 7/8 0 875000 22 2250 3/8 0 375000 9.5250 25/64 0 390625 9 9219 57/64 0 890625 22 6219 13/32 0 406250 10.3188 29/32 0.906250 23 0188 27/64 0421875 107156 59/64 0.921875 23 4156 7/1A 0 437500 11 1125 15/16 0 937500 236125 29,64 0 453125 11 5094 61/64 0 953125 24 2094 15'32 0 4M 750 11 9062 31/32 0 968750 24 6062 31 64 0 4tt1375 12 3031 63/64 0 984375 25 0031 1/2 0 500000 12 7000 1 1 000000 25 4000 82F
Instruction Manual 8 o O APPENDIX 11 OPERATING PRESSURES AND TEMPERATURES PRESSURES The following pressures should be present for starting' 4
Starting Air Supply a f50 psi -t+fr kg/sq cm A EW psi ........................
. . . . . . . . . . . . . . . . "W g / s q c m Starting Air Header While running at rated speed, the operating pressures should be as follows-psi in-hg kg/sq cm Lubncating Oil' 50 - SS ' .......... 101.8 - tite " . . . . . . . . . 3 52 - ef9 ^
Lubricating Oil at Turbocharger Inlet h 2 N .......... 404-- M . . . . . . 4-44 ---4-4 h Jacket Water 10 - 30 .......... 20 4 - 61 1 .... . ... 0 70 - 2.11 Fuel Oil 20 - 00 ^.......... 40.7 - frt+ A . . . . . . ... 1 41 - E-H A TEMPERATURES While running under rated load, the outlet temperatures should be as follows:
.s Lubncating Oil out of Engine
170o F - 1800 F (76 6" C - 82 22 C)
Jacket Water out of Engine 170 r - 100' r (70 0' C - 02 2' C; 4 v
) .
EXHAUST TEMPERATURES.
The exhaust temperatures shown on the " Factory Test Results" page are the average for all Cylinders during factory test under local ambient conddions. Temperatures in the field, therefore, may exceed this average temperature. Exhaust temperatures may be Considered normat if within plus or minus 503 F of the average taken for all cylinders. Temperatures, high or low, exceeding this range should be investigated (see Section 7)
The exhaust temperature limits for sustained operation is 150$ F between any two cylinders and 11003 F maximum FIRING PRESSURES.
Finng pressures may be considered normalit within plus or minus 75 pse of the average for all C/f inders High or low pressures exceeding this range should be investigated (see Section 7) The fir.ng pressure limits for sustained Operation is 200 psi between any two cyltnders.
NOTES.
Operating pressures and temperatures listed are established as a guide to proper operation Except as ncted for exhaust temperatures and firing pressures they should be held to within plus or minus 10 percent Sudden changes in readings require immediate investigation and correction.
When making adjustments as a result of a high or low cylinder exhaust temperature, or finng pressure, both temperature and pressure readings must be taken into account when cetermining the proper corrective action f~
O 'When using SAE 40 lubricating oil in engme o For revised values refer to supplement page 8-3-A uv. r.ww r m 8-3
Instruction Manual 8 3-s APPENDIX II
.. OPERATING PRESSURES AND TEMPERATURES PRESSURES The following pressures should be present for starting:
Starting Air Supply ****220-230 psi ............... 15.47-16.17 kg/sq cr Starting Air Header ****223-230 psi ............... 15.47-16.17 kr/sq cm While running at rated speed, the orcrating pressures should be as follows:
psi in-hg kg/so ce Lubricsting 011* 50-65**... 101.8-132.0.. 3.5;-4.37 Lutricating 011 at Turbocharger Inlet 25-35**.... 50.9-71.3....l.7t-2.46 Jacket k'a t e r 20-30**.... 40.7-61.1... 1.41-2.11 Fuel Oil 20-35***... 40.7-71..'6...l 41-2.46 TEMPERATURES While renning undct rated load, the outlet temperatures should be as fo21cws:
Luhricating 011 out of Enginc* 170*F-180*F(76.6*C-82.2*C)
Jacket Water cut of Engine 160'F-170*F(71.l*C-76.6*C)**
EXP/.US; TEMPERAT"RFS The exhaust te:peratures shown on the " Factory Test Results" page are t 'a e for all cylinders during factory test under local ambient 0,. average onditiens. Tenperatures in the field, therefore, may exceed this average Temperature. Exhaust temperatures may be considered normal if within plus or'winus 50'F of the average taken for all cylinders. Temperatores, high or inw. exceeding this range should be invertigated (see Sectior. 7). T.he exh..ust tenperature limits for sustained operation is 156*F between any two cylinders and 1100'F maximum.
FIRING PRESSUREE Firing pressures may be considered normal if within plus or minus 75 poi cf the average for n21 cylinders. High or low pressures cycceding this range should be investigated (see Section 7). The firing presoure lir.its for sustained operation is 200 psi between any two cylinders.
NOTES Operating pre %rures and temperatures listed are entablished an a guide to proper operation. Except as noted tor exhaust temperatures ind firing pressures, they should be held to within plus or minun 10 percent. Sudden changes in readings require immediate investigation and correction.
When making adjustments as a result of a high or low cylinder extau,t temperature, or firing pressure, both temperature and pressure readinga cust be taken into account,when dertermining the proper corrective action.
oWhen using SAE 40 lubricating oil in engine o* Ref. E&DCR F-44795A
() u*Ref. E&DCR F-45633
(_/ * * *
R e f . E&DCR F-36214 l
s
's
i 11 ,
3
\
(S \g
-- r- ---
Instruction Manual 84 b ,
i APPENDIX lli s
TABLE OF CLEARANCES MODEL R-4 ENGINE A
( y s
3 g; Ciw eace WnenNew Replace when One rism __ tachn ' Millimetwo &W Wittimetes hotn i
l Croatshaf t to hm taeemos . . 0.007/0 011 0 179/0 279 -- --- $w tearing med thichaes Ogvin Crea6*eti te Thruar il ap ' 0 022/0 030 0 559'0 762 0 040 1016 Rept.ce si seest one Cannettag Aed n;eerms to Croakeheft . 0 006/0 010 0 152/0 254 - --- see bwing sheil taichaen figuees (smeeti Beermes to Cesiehett (mtumedete: 0004/0007 0.102/O 178 --- --- Su twing se'e ts thichaeu t.gures temshah Thrust /.giust. neat 0 004/0 007 - 0.102/0 178 --- --- Ademi et 0 012" or ow Pete=
i ta Rud tveheng I Paton % :e Piston
. .* 0 009'0 01%
0 002/ft dQ4 0.229 1 381 0 051/0 102 0 020 0 005 0 508 0 127 l
Idiw Cw swuap to theti 00021405 0 051/0 127 0 010 i 2 54 edler Gw Thrut to trocket (shwnmed) . 0.004/0 001 0.102/0178 --- --- Ruhem et 0 012 or one Recher 4rm 5ushme te $hatt 0004'0006 G10?!Gil2 4 012 0 305 laiske Rotter Arm Auv.to S.4 Cowe lead cieerence) 0.010 1 025 G E 4M l35 0 045 1143 Iaheet Recher Arm Ane to14 Cowrtend slowance) 0 005.3 01% 0 127/0.381 0 030 0 762 toteke and E shouse Toppets a Gede 0 004/0.006 0 102/0 152 0 015 0 381 Fusi Tappet a Gum . 0003'O005 0.076/0 127 0012 0 305 Tappei moner m Ro64w sushing . 00021004 0 051/0 !02 0A06 0 152 Roller tushing te Pe tvihing 0 001/0 002 0.025/0 051 0004 0102 1 P a lus...ag te rm 0 00t/0 002 0 026/0 051 0 005 0 127 l As vain Piston m Cap . 0 001/0 003 , 0 025/0 076 0.009 0 229 Passa is leer-Crown Top Lead De sered) - Top . 3050 1 072 1 270/1.829 --- --- Redaitieerease i Croan Top Lead - Aben fast nas 0 A30 0 050 .9.762/1.270 --- --- Redies Clwaate l s Skwt - Swing surfece 0 017/0.019 0432/0483 --- --- See liner replacemeat figure l Psion Reg iad Gao Top Compreensoa pes tese 1) . 0 075 0 093 1.905/2 216 0 200 5080 Ceae ession Rutg We 21. . 0 076 1 090 1.905/2 206 0200 6 080 C wpressen Reg the. 3) . 0 850/0 065 1270/1651 0100 5080 fengressm RWile el . . 0.0501065 1.270/1.851 0200 5080 OilConcelRat(Uppe) 0.035/O 060 0 849/1 524 0200 5 040 Dis tenerel Reg ttower) . 0 035 1 060 0300/1524 0 200 5 000 Poten Rmg Se Cienrence m Green.
Tee Co,ipewen tes(No 1) . 0 007/0 011 0178'0278 0 020 0 508 Cemeremisa A*t14e 2) . . . . 01306'0009 0.127/0 229 0 020 0 504 Compresiea % (he. 31. 4 005'0 009 0127/0229 0.020 0 500 Compressos w.mo 4) . . 0 012/0 019 0.305/0 443 0 030 t762 Dal Cactret R.ag (Upport . . .x . 0.003/0 807 0.076/0 170 0 020 0 508 Od Cone 5'H Res fiewert .
4 0 0034 407 0976'0170 0 020 0 608 letets vein ste h Gede . . . . 00061 007 0.127/0 178 0 012 0305 lasste Valet Gude labt Demeter to M '
0007/0011 0.178 1 279 0 416 0 406 Ovea ls easiaes salv Gas laiection Petce AmgIad Geo , . 00018.1.015 0 046/0.381 0 0400 1016d Ow f w eas nes eat, 1.500 de 3410 de E ehousi vein leem to Gede (Upawl 0 006 4 000 e 152"J 203 --- --- See we recting test Isheast Vain Stem to Gede itenerl 0 6tt/0 000 8473/2 032 --- --- See vaiw rocking test Ishoust Ve1w Rocking imovement) Tes- . $ C12.1017 0.305'O432 0 046 1143 See sect.oa 6 Port B for metrod C.ameter r der out of Rovad Leer tore .
.sti.0%il7301 431 8,431 825 17 000 1 020 433 324 1 508
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W.a Gearmg Shens . . . . s 8 821/0 Ort 16.773/15 744 0 815 - 15 611 Lewer $heti hea Deerme Thrust Rep 9 0164 513 Il 446/15 570 --- ---~ See **Creatmeti to 7hriist Ames" o Ceaneciv s 'es twing sneel 0 621/t l20 15 773/15 748 0 615 15 821 Upow shell C caineen 6erms Shetis (meermediesel 0198 1 287 6.283/ $250 02C2
.i 5131 Leer Saett
- . Cairshah Seerms Thrust Finage .. 02111200 1259/5183 --- --- En *Camshaf t thrust Adigstmeat"
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Instruction Manual 8-4 ^
APPENDlX 1111 GEAR SET AND BACKLASH CLEARANCES MODEL R 4 ENGINE O
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SACKLASH ITEM DESCRIPTION OPL POS INCHES CE NTIME TE RS 1 CAMSHAFTGEAR 350 A 0.006/0.010 0.016/0.025 2 TACHOMETER DRIVE GE AR 402 0 0.004/0.006 0.010/0 015 3 OOVERNOR DRIVE GEAR 402 C 0.005/0 012 0.020/0 031
4 OOVERNOR DRIVEN GEAR 402 S ACCESSORY DRIVE GE/.R 410 4 IDLLR GE AR 3SS 7 CR ANKSH APT OE AR 310
$ CRANK TO PUMP OE AR 365
) S L. O. PUMP OE AR C ARRIE R GE AR 420 Q 10 W ATE R PUMP OE AR 428 84A
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. Instruction Manual 8-s
=
9 0
APPENDlX IV e
a TORQUE TABLES Model R-4 Engine K
The first portion of this torque table. Special Torque Values, apphes to those nuts, bolts, capscrews and other
threaded f asteners for which a specific torque value has been assigned. If no specifictorque value islisted f or a tastener, refer to the General Torque Values portion of the table, using the torque listed for the thread size of the
[ item in question All torque values are based upon the use of a thread lubricant consisting of a 50-50 mixture d
f by volume of powdered graphite and engine lubncating oil All torques are hsted in both foot pounds and in
kilograms per meter. Where applicable, bolt sizes in the special torque section are shown in parenthesis.
SPECIAL TORQUE VALUES 1 Torque ltem ft-lb kg-m NUT, Foundation Bolt (heat treated steel,1 %-8) . .. .................. 1400* . . . . . 193 6
[ NUT, Main Bearing Cap Stud ............................ ........... 2150 . . . . . . 297.24 5 NUT. Cylinder Biock to Be.se Thru-bolt f First bolt on each side (gearcase end) (2%") ....................... 3350 . . . . . . . 462 5 First bolt on each side (gearcase end) (2" ) . . . . . . . . . . . . . . . . . . . . . . . . . 300 0 . . . . . . . 415 h Intermediate Bolts (2 %") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2800 . . . . . . . 386.5 g Intermediate Bolts (2") .......... ............................... 2500 . . . . . . 34 5 Last bolt on each side (flywheel end) (2 %") .................. .... 3900 ....... 539 l Last bolt on each side (flywheel end) ( 2' ) . . . . . . . . . . . . . . . . . . . . . . . . . . 3 500 ......
484 NUT, Connecting Rod Bolt (1%") ............................. ........ 875 ....... 121 NUT. Cylincar Head Stud ..... .................................... 3600 . . . . . . . 497.7 NUT. Fuet injection Nozzle Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . M i ni mu m 75"........ 10 37 Maximum 80 ....... 11 NUT, Fuel Pump Stud . . . . . . . . . . . . . . . ... .. .. . ........ .......... 80 ........ 11 CAPSCREW, Fuel Pump Base (Allen) ... .... .................. ..... 120 ........ 16 6 CAPSCREW. Camshaf t Beanng Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 ...... . 27.6 NUT. ldier Gear Stub Shaft ...................................... . .. 300 ..... .. 41.49 NUT. Flywheel Bolt .................................. .............. 3000 ....... 414 75 NUT. Crankshaft Counter Weight ................. .................. 1000 . . . . . . . 138 C A P SC R EW, Roc k er Sha ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365 ........ 50 5 CAPSCREW, Sub Cover to Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 ....... 16 6 CAPSCREW, Cylinder Block Foot to Base ..... ....... ........ .. ... 325 ....... 44 9 Camsnatt Gear Retainer Nut . . . . . . . . . ........ . .... ............... 1800 . . . . . . 248 9 CAPSCREW, Air Start Valve to Cylinder Head ............... .... ... 150" . . ... 20 74
Heat treated bolts are identif:ed by the figure "4" stamped on end of bolt.
"Retorque this item every 8 hours9.259259e-5 days 0.00222 hours 1.322751e-5 weeks 3.044e-6 months of operation atter installing new copper gaskets until no change in tight torque is observed O
m 8-5 n ..
_ instruction Manual 8-5 A SpECIAL TOROUE VALUES (continued)
Torque Item ft-Ib kg-m
+ Capscrew, Exhaust Pipe Flange ...................... 100 ... 13.83 x Nut, Rocker Arm Hydraulic Lifter Retaining Assy..... 150 ... 20.74 h Capscrews, Turbocharger .to Mounting Bracket ........ 100 ... 13.83
= Capscrews, Exhaust Manifold Adapter to Turbocharger. 100 ... 13.83 v Bolt, A325 Bolts in Robertshaw Bronze Body Valve ... 20 ... 2.76
,o
Tolerance on Special Torque Values Above 800 ft-lbs is + 6 ?; .
+ Ref. E&DCR F-44984 x Pef. E&DCR F-45486
Ref. E&DCR F-46245 r Ref. E&DCR F-46 325 Ref. E&DCR F-33599F i
,-~ i WI 8-5A
Instruction Manual GENERAL TOROUE VALUES The torque values given on the preceding page are for specific applications and are to be used.The following torque values are for general application where no specific values are given.
Bolt Size & Toraue Wo. Threads (f t lb) (korn) 3/8-16 . . . . . . . . ..... 12 . . 1.66 3/8-24 . . . . . . ...... 15 . . 2.08 1/2-13 . . . . . .... . 30 . . 4.15 1/2-20 . . . . . . . . . .. .. 35 . . 4.'/4 5/8-11 . . . . . . . . . ... 60 8.29 5/8-18 . . . . . . . . ...... 70 . . . 9.68 3/4.-10 . . . . . . . . . ...... 100 . . . 13.83 3/4-16 . . . . . . . . . .... . 115 . . 15.90 7/8-9 . . . . . . . . . . .... 160 . . . 22.13 7/8-14 . . . . . . . . . ...... 180 . . 24.89 1-8 . . . . . . . . . . ...... 245 . . . 33.78 1-14 . . . . . . . . ..... 290 . . 40.11 11/8-7 . . . . . . . . . . ...... 335 . . . 46.33 11/8-8 . . . . . . . . . . ... .. 355 . . . 48.00 1 1/8-12 . . . . . . . . . . ...... 395 . . . 54.53 11/4-7 . . . . . . . . ...... 480 . . . 66.38 11/4-8 . . . . . . . . . ...... 500 . . . 69.15 1 1/4-12 . . . . . . . . .... 550 . . 76.07 13/8-6 . . . . . . . . . . ..... 620 . . . 85.75 13/8-8 . . . . . . . . . . ...... 680 . . . 94.04 1 3/8-12 . . . . . . . . . . ...... 745 . . . 103.03 11/2-6 . . . . . . . . . . ...... 735 . . . 101.65 11/2-6 . . . . . . . . ...... 800 . . . 110.64 1 1/2-12 . . . . . . . . . . ...... 865 . . . 119.63 1-20 4 ......... ..................... 4 .... 0.55
!-28 4 ............................... 5 .... 0.69 l
5/16-18 ............................... 8 .... 1.11 5/16-. 2 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6 .... 1.19
+ General torque values given do not apply to flanged bolt 2d pipe joints.
Sinple wrenching using standard piping skills shall be t: sed in bolting casketed flanged joints.
'Iblerence of -O% and +10% is to be used for general torcue valtes.
Incorp. E&DCR F-45802
+ Incorp. E&DCit F-45802/4 I
( t 0674 8-5 b
INSTRUCTION DELAVAL ENGINE AND MANUAL FOR COMPRESSOR DIVISION ENTERPRISE 550-85TH AVENUE ENGINES OAKLAND. C ALIF. 94621 O APPENDIX V TIMING DI AGRAM ,
i l
FUEL M O DE L TYPE R 8, RV 16, RV 20 Hydraulic Lif ters . Long Duration Exhaust Cams DIESEL EMHAUST C AM ROT ATION INTAKE C AM 02 35 LO6 AF CLOCKWISE 02-350-04-0T l top DEAD CENTER l v
SEE NOTE f FUEL CUT OFF 75" f g AIR OPENS 50 1200 AIR INTAKE EXHAUST OPENS CLOSES AIR CLOSES 300 ExHr.ust ENS
$ 50 280* TNT AKE l h #
.E 6
i O INTAKE CLOSES o
25 w
e O NOTES 1. Diagram es en crankshaf t degrees.
2 See Engine Data Sheet in front of manual. or engine namentate for fireng ordee.
3 See engine nameplate for cylinder and bank designation
= 4. See Eng.no Data Sheet for diesel fuel iniection point.
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Instruction Manual 8-7 (g
APPENDIX VI LUBRICATING OIL RECOMMENDATIONS The performance of the lubricating oil used in engines manufactured by Transamerica Delavalis of critical importance to assist the owner in achieving maximum economic benefit from his units. Unfortunately, selection of the one best lubricant is not easy. Since the choice is dependant upon type of engine, fuel being used, tubricating oil treatment equipment and service conditions encountered. While Transamerica Delaval cannot recommend lubricating oils by brand name it has identified certain necessary and desirable physical and performance characteristics of an oil from engir$e design parameters and service experience in a wide range of conditions. These requirements are set forth below it is the responsibility of the owner to consult with the lubricating oil supplier concerning the proper selection of a lubricant which will perform best under the conditions to be encountered. Transamerica Delaval will stand ready to assist in any way possible RECOMMENDED LUBRICATING OlL PHYSICAL CHARACTERISTICS All lubricating oils, regardless of service conditions, must have the following physical characteristics
(~N S AE Viscosity Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
() Viscosity at 100 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.5 C S T M in 16.3 C ST Max.
Viscosity Index - Min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Fla sh Point - Min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220' C (428 ) F)
Pour Point - Ma x. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oo C (323 F)
In addition to the above physical characteristics. lubricating oils must have certain performance characteristics These characteristics are not as easily defineable as physical charactenstics, and depend on service cond:tions and engine type They are highly important features of the oil.
A. DIESEL ENGINES Lubocating oils for diesel engines must meet the Amencan Petroleum Institute Class CD performance requirements, and most importantly, must be specifically compounded for use in 4 cycle, medium speed, highly turbocharged diesel engines. The oil should resist coking. have good alkalinity retention in service, have anti wear and anti-scuff protection, and be readily filterable in addition the oil should have the following relationship between fuel sulfur content (by weight) and alkalinity, as measured by the Total Base Number of the oil (TBN . ASTM D 2896)
Fuel Sulfur - % by Weight TBN 0 5% or less 10 to 12 0 5% to 1.5% 12 to 15 1.5% to 3 0% 30 3 0% or more 40
v. j
..., 8-7
Instruction Manual _. _ __ _
8-7A (Ul Note It is not recommended to specify significantly greater alkalinity than shown in the above table. Therefore,if fuel sulfur content is expected to change drastically for a significant period of time, the alkalinity of the lubricating oil should be adjusted accordingly. The fuel oil and lubricating oil supplier must therefore work in concert to achieve optimum results.
B. DUAL FUEL ENGINES The lubricating oil for dual fuel engines must meet the American Patroleum Institute Class CC performance requirement and must be specifically compounded for use in 4 cycle, medium speed highly turbocharged dual fuel engines. The oil should resist coking. have anti wear and anti-scuff protection, and have resistance to nitration and oxidation. It should have a minimum Total Base Number (TBN) of 6 (ASTM D-2896) and a maximum sulf ated ash content of 1.2% When the d esel pilot fuel being used exceeds 0.5% in sulfur (by weight) and/or the fuel gab is high in sulfur compounds, Transamerica Delaval should be consulted.
C. SPARK IGNITED GAS ENGINES Lubricating oil for gas engines must meet the American Petroleum institute Class CC performance requirement, and be specifically compounded for 4 cycle, medium speed, highly turbocharged gas engines The oil should resist coking. have anti wear and anti scuff protection, and have hign resistance to nitration and oxidation. Oils classited as " low ash"(less than 0 5% sulfated ash) are recommended Oils classified as " ashless" are not recommended.
V LUBRICATING OIL CONDITION AND TESTING There is available to every engine user, an extremely effective tool with which engine and oil condition can be determined without disassembling the machine or even stopping it. That tool is an ongoing program of lubricating oil analysis performed by a laboratory with sufficient experience to draw hard conclusions from the results of the testing A qualified lubncating oil supplier will own or have access to such a laboratory with the required experience.
Lubnc:. ting oil sampling is not as straightforward as it may seem. Pitfalls to avoid are dirty or moist sample containers, illegible or incomplete data entered on the container label, and failure to flush tne sampling kne before drawing the sample. Furthermore, samples should be taken at least every three months and, importantly.
should be collected just before adding makeup oil and/or changing oil filter cartridges The amount of makeup oil added for any reason, e.g normal consumption. filter changes, etc .must be caref uity logged in the engine records A valuable judgement of engine condition cannot be made if wear particles entrained in the oil are removed from the sample by the lubricating filter. Therefore it is recommended that samples be drawn from the piping system (not frorU the sump tank) before the filter /centnfuge inlet, and while the engine is running and up to temperature Lubricating oil test reports should be retained, and the values reported should be converted to chart form vs engine hours, since individual values of oil parameters are not nearly as important as are the long term trend of changes in these values. A sudden departure from the trend line of any parameter can then visually alert the owner that further investigation into either engine condition and/or the oil's suitability for continued service is required b)
V wu 8-7A
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instruction Manual I\j)
APPENDIX Vil ALARMS AND SAFETY SHUTDOWNS The following sensed parameters will initiate an alarm and/or an automatic safety shutdown as indicated, wt .
operating in the manual mode.
ITEM AL ARM SETTING SHUTDOWN SETTING Engine lubricatino oit 100 F risina 200 F rising 0
Jacket water 1900 F rising ___ 200 F rising Jacket water 1300 F falling
Turbocharcer_Lubricatinc_ Oil... 230' r 0
Hich Lubricatina Oil - in _
l'75 F
$
Hich LubricatiDa Oil - out 190 F E
Low Lubricatinc Oi1 in 140" F 6
Inw Lubricatinc Oil - out 1400 F f
- **Hich HinhJacketiacketWator Wafor - out in
- 14F 100 F i
Low Jacket Water - in 140" F
Low Jacket Water - out 140" F
Af termnlor mtor in 199V F
O.B. Benrina 1990 e ts;U r Engine lubricating oil - 40 Mpsi f alling
30 psi _ f all ng O Turbocharger lubricating oit 20 psi f alting 15 psi falling Jacket water 12 psi f allina
10 p31 f,114 r--
Startina air 210_psif allina Storace tank strainer High pressure
$ Fuel oil header 15 psi f alhna
10 ru1_.
$
Crankcase pressure .3__5 rm4 Hdh 3 nei
@
Fuel cas header 20 osi' 15pm 10 nqi f
Raw water inlet
Air cleaner AP 5 inc. H..O
Fuel Filtnr a D 70 psi
Funi Strninnra P ?n pp
nil filter A D on n71 194
Oi! n*rnincrA P 'o nei 91-
Engine overspeed (% above rated speed) hrom
.- j gh ttwgltL fvell _ . - .
LOW Fuel tank level Hiah or low __
Lubricatino oil Svel Low Auxiliary switch OfI f
w Jtoraan tank,,,lgygl StDict Water Lo_w LRW))9w Unit f ail tostart X s unit not av="*= -
_ __ .. __.X 5 -__=
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Incorp E&DCR F-32015
Incorp E&DCR F-37605
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Instruction Manual - --
8-9 Appendix Vill Fuel Oil Specifications Maximum Minimum
+
Viscosity, S S U. at 1000 F 45 32
' Gravity, Deg A P.I. 38 26 I Sulphur, % 1.05 -
i Sulphur, Corrosion Test (Copper Strip. 3 hrs at 2120 F) Pass Pass Conradson Carbon. % 0 20 -
Ash.% 0.10 -
Water & Sed. ment, % 0 50 -
Flash Point, o F (P.M C.C.) 150 or legal Pour Point, at least 100 F below coldest fuel oil temperature DISTILLATION,
F 90% Point 675
. IGNITION QUALITY l Cetane Number 40 t
' Heat Value - determine from A P.I. gravity limits shown to determine total or net Btu /lb or gallon The above specification covers fuel oils classed as Grade F.S. No 2.
Fuels heavier than the above can be burned in Enterprise engines provided proper treating and pre-heating i facilities are available in the event it is desirable to use such fuels, Transamerica Delaval Engine and l Compressor Division should be consulted for advice as to the arrangements that need to be made. An analysis 4 of the particular fuel to be used must be provided.
For lubricating oil recommendations, refer to Appendix VI.
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Instruction Manual _,
81o Appendix IX Torsional Stress and Critical Speeds !
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8-11 !
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Appendix X Factory Test Logs Copies of the Power Engine Factory Test Logs and a summary of the tests are provided in this appendix to assist operating personnel in becoming f amiliar with the operating characteristics of the engine (s). The data included is that recorded during the actual factory test of the engine. For ready reference, a summary of the factory test I '
results is also provided. It should be noted that the exhaust temperatures are those recorded at the factory, under local ambient conditions. Temperatures experienced by the owner / operator, therefore, may exceed this average temperature i
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I InStruCliOn Manual 8-11 A
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FACTORY TEST RESULTS.
Below is a summary of the resu't3 of the factory tests to which the engine (s) was/were subjected. Exhaust temperaturcs are the average for all cylinders under tOCAL AMBIENT CONDITIONS Temperatures in the field, therefore, may exceed this average temperature Refer to the Factory Test Logs that fo!!ow for a more complete detail of the f actory tests senbEku"*ber r s's"$ e'enNr"$iur 'IsYu'r'e Te7$Nat$Ee ten;.or'at$ea.e 4 74010-2604 51.5 IN.-HG 170*F 29.77 IN.-HG 62*F 914*F 74011-2605 49.9 IN.-HG 164*F 29.96 IN.-HG 62*F 930*F 74012-2606 52.3 IN.-HG 165'F 30.14 IN.-HG 67'F 946*F l
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FACTORY TEST LOG - ENGINE NO. 74010-2604 i l
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Instruction Manual e-1 O
! SECTION 9 DRAWINGS
! The drawings listed below apply to this installation, and are intended to assist in the installation operation, j overhaul and repair of the engine. In addition, the pages in the front part of this section Contain information to assist in the use of the drawings as well as other information of a general nature intended to provide ready reference data to the user.
~~Dwg No Rev. Title R-3884 J INS 1ALLATION DRAWING R-3886 A FOUNDATION DRAWING, SKID MOUNTED 52070 K PANEL INSTALLATION~~
. 52071 L PANEL PNEUMATIC SCHEMATIC
! 52072 AC PANEL ELECTRICAL SCHEMATIC (3 SHEETS)
! 52075 G ENGINE PNEUMATIC SCHEMATIC 52076 E ENGINE ELECTRICAL SCHEMATIC j 52080 B AUTOMATIC SWITCH OVER LOGIC 52091 -
SOLENOID MANIFOLD 52122 G AUXILIARY MODULE CONTROL WIRING
, 200398 E EXHAUST. INTAKE & CRANKCASE VACUUM SCHEMATIC PIPING DIAGRAM 100399 H FUEL OIL SCHEMATIC PIPING DIAGRAM
) 100400 F JACKET WATER SCHEMATIC PIPING DIAGRAM
! 100402 J STARTING AIR SCHEMATIC PIPING DIAGRAM 100404 F LUBE OIL SCHEMATIC PIPING DIAGRAM 61-500-5663 8 AUTOMATIC SWITCH OVER LOGIC ASSEMBLY 61-560-7096 -
SHUTDOWN PNEUMATIC LOGIC BOARD ASSEMBLY l
l l
l O
DSR-74010/74012 9/83 1
1
instruction Manual _
9-2
O V Piping Connection Numbers All enene and related auniliary oguapment connect,ons are identifed by a standard series of numtwrs applicable to all series of engmes. These numbers are used on all equipment and installation drawings for the identification of esternal connections 4 ITEM LU8E OIL CONNECTIONS ITEM FUEL OIL AND GAS CONNECTIONS 104 - Lube Oil Pressure Pump Suction 106 - Emergency Fuel Od - Inlet 105 - Lube Oil Scavenge Pump Discharp 107 - Fuel Oil suction. Engine 114 - Four Way Valve to Lube Oil Cooler 122 - Fuel Od Dram 115 - Four Way Valve from Lube Oil Cooler 134 - Fuel Od Suction. Transfer 123 - Emerpncy Lube Od inlet 135 - Fuel Oil Discharge. Transfer 124 - Lube Od Sump Outlet 148 - Fuel Od Header inlet 125 - Lube Od to Clarifier 149 - Emeryncy Fuel Od Outlet 128 - Emeryncy Lube Od Outlet 153 - Heavy Fuel Od inlet 152 - Line to Relief Valve - Lube Od 157 - Fuel Oil Pressure Pump Discharge 155 - Lube Od inlet 162 - Fuel Od inlet - Settimg Tank to Filter 7
) 167 - Lube Od Pressure Pump Outlet 178 - Gas Inlet i 168 - Lube Od Strainer inlet 181 - Fuel Oil Return 182 - Lube Oil Regulating Valve Outlet 183 - Heavy Oil 8vpass Outlet i
186 - Lube Od from Clarifier 197 - Vent. Get Shut Of f Valve 190 - Lube Od Pump Safety Valve Outlet 199 - Fuel Od 8vpass Outlet l
191 - Lube Oil Scavenge Pump Inlet 229 - Relief Valve Discharge - Gas
! 193 - Lube Od Relief Valve Return 139 - Fuel insection Line Shroud - Dram 198 - L.O. Sump Tank Vent Conr<ection 244 - Fuel Od Pressure Pump intet 200 - L.O. Pressure Control Connection 284 - Fuel Oil Centrifuge Sludge Outlet 208 - Pre Lube Pump Suction Conn. - Compressor 285 - Diesel Od Centrifup Study Outlet 209 - Pre Lube Pump Discherp Conn. - Compressor 286 - Fuel Oil Centrifuge Outlet 210 - Compressor L.O. Regulator inlet 287 - Diesel Od Centrifuge Outlet i
211 - Compressor Crankcase L.O. Dram 288 - Diesel Oil Inlet - Storage Tank to Strainer 212 - Engine L.O. Regalator inlet 289 - Diesel Oil Pressure Pump Inlet
+ 213 - Engme L.O. Dram 290 - Diesel Od Fdter Outlet d 218 - Pre Lute Pump Suction (Engme) 219 - Lubricator Supply - Compressor 291 - Fuel Oil Heater - Steam intet 292 - Fuel Oil Heater - Steam Outlet 220 - Pre Lube Pump Inlet - Engir*
295 - Fuel Od Filter Steam inlet 221 - Turbo L.O Drain 296 - Fuel Oil Fdter Steam Outlet 224 - Engine L O. Fall 297 - Fuel Od Viscometer Outlet 225 - Compressor L.O. Fall 303 - Fuel Od Drip Tank Vent 226 - Compressor Cylinder Lube Od Pump inlet 313 - Centrifuy Destudy Water inlet 227 - Compressor Lube Od Meter Inlet 241 - L O. Pressure Regulator Return 242 - L O. Stromer & F61ter Vent 245 - L.O. Return from 8y Pass Fdter 246 - Lube Oil Return from Gear LILM ST ARTING AIR. EKtMUSL 247 - L.O. Supply to Compressor M.lECELLANEOUS CONNECil0!iS.
248 - Compressor Seal Od Recirc.
249 - Compressor Seal Od Pump Outlet 108 - Startmg Air inlet (or Gas) 255 - Extra Distance Piece Lube Od Drain 109 - Enhaust Outlet 258 - Vent from Lube Od Filte, 113 - Compressor Outlet 259 - Compressor Motor L.O. Inlet 156 - Air inlet - Fuel Shut Down Valve 260 - Compressor Motor L O. Outlet 176 - Air Inlet - Supercharer 261 - Compressor Motor L.O. Supply 196 - Crankcase Exhaust Outlet 262 - Compressor Motor L O. Return 203 - Starting Air Outlet (or Ges) 263 - Compressor L.O. Module Inlet 204 - Cylmder Head Vent 264 - Compressor L.O. Module Outlet 205 - Turbo Air vent 265 - Compressor L.O. Module Iniet for Aux. L.O. Pumps 214 - Distance Piece Vent, Compressor 266 - Fdter Dirty L.O. Drain 215 - Distance Piece Dram. Compressor 267 - Fdter Clean L.O. Dre 236 - Control System Vent 268 - L.O. Strairwr Dram 238 - Power Air for Unioaders 269 - L.O. Cooler Dram 254 - Extra Distance Piece Vent 280 - L O. Filler Outlet 256 - Sweet Gas inlet 257 - Rod Packmg Vent 281 - L.O Clarifier Sksd inlet 282 - L.O Clarifier Skid Outlet 279 - Startmg Air Tank Dram 283 - L O. Clarifer Study Outlet 302 - Air inlet - Barrmg Device 293 - L.O. Hester Steam inlet 308 - Start Air Module Outlet 300 - Air Dryer intet b 294 - L.O. Heater Steam Outlet 300 - L.O. Inlet to Filter 310 - Start Air Tank Outlet 311 - L.O. Sump Tank Dram 312 - Air intake - Intake Sdencer 9-2
Instruction Manual ._ _
9-3 (mV; Piping Connection Numbers (cont'd)
ITEM WATE R CONNECTIONS lRM WST RUMWLE_AJ A RM_1 JHERMOMETE RS ETC.
100 - Fresh Water Pump Suction 101 - Fresh Water Pump Dischary 111 - Fresh Weser Alarm 102 - Salt Water Pump Suction - Marine 118 - Lube Oil Alarm Raw Water Pump Suction - Stationary 127 - Sea Water Alarm Contact Connector "
103 - Salt Water Pump Discharge - Marme 129 - Lube Die Alarm - Supercharger Raw Water Pump Discharge - Stationary 132 - Water Tesup. Alarm - Supercharger 110 - Jacket Water Vent 136 - Thermocompte to Instrument Board 112 - Emergency Circulaimg Water - Inlet 139 - Lube Oil Pressure Gage Connection 116 - Fresh Water inlet to En,;ine Manifold 140 - Jacket Wueer Cerc. Pump Discharge 117 - Jacket Water Manifold Outlet Pressure Gay Connection 119 - Thrust Bearing Water Outlet 141 - Lube Oil hessure Switch Connection 120 - Bilge Pump Suction 142 - Thermometer - Lube Oil to Engine 121 - Bilge Pump Discharge 143 - Lube Oil Pressure Gage to Engine 126 - Sea Water Discharge 144 - Lube Oil Pressure Gage Connection - Supercharger 130 - Surge Tank Connection from Tank 145 - Intake Mainfold Pressure Manometer 131 - Fill Line - Water System 146 - Fuel Oil hessure Gay Connection 133 - Circulating Water Outlet - Supercharpr 147 - Conduit Terminal to Alarm 137 - Coohng Water Vent - Supercharpr 150 - Jacket Weser inlet Thermometer 138 - Alt. Coohng Water Vent - Supercharyr 151 - Jacket Waarr Outlet Thermometer 154 - Belge Pump Priming Connection 172 - Pilot House Remote Control Inlet ( Astern) 158 - (hrust Bearing Water inlet 173 - Pilot House Remote Control inlet (Ahesd) 159 - Water Inlet - Lube Oil Cooler 174 - Pilot Houer Governor Control Inlet (Slow) 160 - Thertrostatic Valve - Inlet 175 - Pilot Hotse Governor Control inlet (Fast) 161 - Jacket Water Outlet to Cooler 177 - Pilot House Governor Control (Speed) 163 - Emergency Circulating Water Outlet 195 - Lube Oil Temp. Gage 164 - Emergency Sea Water inlet 305 - Fuel Oil ledet - Aua. Module 165 - Jacket Sea Water inlet 306 - Fuel Oil Dre Return - Aum. Module
[n\
y/
166 - Jacket Sea Water Outlet 170 - Jacket Water Outlet By Pass 307 - Fuel Oil Drip Tank Dram 171 - Water By Pass inlet 179 - Water inlet Compressor 180 - Water Outlet Compressor 184 - Raw Water inlet - Turbo Water Cooler 185 - Raw Water Outlet - Turbo Water Cooler 187 - Water Outlet - Lube Oil Cooter 188 - Water inlet - Intercooler 189 - Water Outlet - Intercooler 192 - Raw Water inlet 194 - Water inlet Turbocharger 206 - Coohng Water to Compressor L.O. Cooler 207 - Coohng Water from Compressor L.O. Cooler ITEM POWER GAS CONNECTIONS 228 - Jacket Water Drain & Fill Conn.
230 - Intercooler Pump Suction 216 - Pre Lube Pump Motor Inlet 231 - J W. Standpipe Overflow to Aun. Sury Tank 217 - Pro Lube Purm Motor Outlet 232 - Return to J W. Standpipe from Aum. Sury Tank 222 - Pre-Lube Purry Motor inlet (Compressor) 243 - Cyhnder Block Dram 223 - Pre Lube Purm Motor Outlet (Compressor) 250 - Coohng Water to Radiator 251 - Coohng Water from Radiator 252 - Sea Water to Cooler 253 - Sea Water from Cooler 270 - Drain, Compressor Water Supply Pipe 271 - J W. Skid Inlet 272 - J W. Skid Outlet M HYDR AULIC CONNECTIO31 273 - Raw Water Pump Outlet 201 - Hydrauhc Connections 274 - Raw Water - L.O. Cooler inlet 202 - Hydramhc Pump Discharge 275 - Raw Water - L O. Cooler Outlet 233 - Expanoon Tank Gas Supply 276 - Raw Water - J W. Cooler inlet 234 - Espannon Tank Relief Valve Outlet 277 - Raw Water - J W Cooler Outlet 235 - Bleed Line Return to Espansion Tank 278 - Raw Water - Discherp 237 - Hydramhc Pump Discharge (Compressor) 298 - Governor - L.O. Cooler Water inlet 240 - Hydrashc Pump Rehet Valve Discharge
[sj 299 - Governor - L.O. Coo 6er Water Outlet g j 301 - J W. Drain v
304 - Steam Condensate Outlet m ., 9-3
Instruction Manual . _ _ _ _ _
9-4 O einie9 sv -ee'.
MANOMETER PRESSURE REDUCE R LEVEL GAUGE "T"
p PRESSURE SWITCH N GATE VALVE X DI AL THERMOMETE R GLOBE VALVE ST R AINE R T TEMPE aatuaE SWITCH Q PLUG VALVE
~~DiREC TION Or~~
~~lou OS 5'S" * ^ " ' '~~
10l ""*"'"^'"'
(flent Sealing Typel D * " " ' "' ' "
ENGINE SHUT DOWN CHECK VALVE SCREWED C AP AND PRESSURE SWITCH -]
4 tetPPLE PY ROME TE R h STOP COC K dlb UNION PRESSURE SHUT DOWN ELEMENT SAFETY OR RELIEF WELD C AP
>] VALVE TEMPE R ATURE CONNECTION - PRES $URE CONNECTION -
Requeret 4" half coupime for all deal Requires %" c oupling, nipple.
theemometers and separable nochet stop tock. La" a h" bushing L LEVEL SWITCH
\ O thermometer wells and %" mait coupl6agt 4 and %" plug. (Feeld locate b for tempeesture switches, etc. (Feeld at detected by owner.)
locate as detected by owner )
% b1 R AINE R "Y" SOLENOID V ALVE TEMPE R ATURE SHUT DOWN DRESSE R COUPLING ELEMENT
-. . . ELEC T RIC WIRING h E XPANSION JOINT
. C APaLL ARY TUBING ORIFICE HI DLIND ALANGE ALARM CIRCUlf T HE RMOME TE R PRESSURE GAUGE T EMPE R ATURE GAUGE METER F LOAT VALVE FLOAT SWITCH DI APH R AGM CON T ROL THERMOSTAtlC TEMP. Thes form teme as g -) VALVE CONT R06 VALVE Foem D 4313 a
w ei 9-4
Instruction Manual 9-s Electrical Schematic Symbols Symbol l Device Symbol l Device Symbol Device SWITCHES - General SE LECTORS Time Delay Relay Coil-
. . Normally Closed Slow Operating Type
-- Disconnect (2 pole) Manual On energiration, con.
Normally Open
) tacts change state af ter e o Manual delay and reset imme.
-- Circuit Breaker (2 pole) Normally Open diately on de+nerg ta-
' I '0" FJ 5 ShU*"I Held Closed Normally Closed Time D.: lay Re-lay Coil .
ge Normally Open Lermt ei e Held Open Slow Reluse iyg.e - on om Normally Closed Limit *
~~Three Pos. tion~~
'"*' # d"""""Id6
Spring Return Chd"9" stater imread ate.
V Held Closed Limit
~~*
~~to Center ly and rewt af ter rs.; lay on de energotu n~~
6 Held Open Limit Three Position Slow Operatin;; Normal-Normally Open EA Maintained Position ly Open Enerved Liquid Level (shown in Hand position) Contat t
', Slow Operat.r 9 N.f mai P Normally Closed Liquid Level PUSHBUTTONS fy Closed inerg fed O T N mlNOwn Contac t e o
~~Normany Open Normally Closed .~~
, p, Slow Release Normany Normally Closed. Held Open Energited Contact eTe open
",,',mally Closed f
(,/ T y Slow Release NormaHy y NormaHy Open *j* Muttiple contacts. 4 Closed Enera ted g Dif ferential Pressure W Mechanically Connected Contact OTHER COILS NormaHy Closed COND W W Dif ferential Pressure ( Not Connected Solenoid
- Connected Dual Contact Ditferential Pressure RELAYS Overload. 7hermal Relay Coil- numbers e NormaHy Open to right of ladder indi.
Temperature O,8i l cate contact k> cations -
normally closed con.
W Normally Closed tacts are underlined E Temperature Normally Open contact
. Normally Open Thermostatic - Jy Adjustable NormaHy Closed contact 3
Normally Closed F*---- Latch / Reset Relay Cod .
Thermostatic -
Adgustable iM; l og numbers indicate con-tact iocations, nor maHy ormaHy Open l
! closed contacts under-ow H.$...d 6
lined x f maHy Closed v .
.., 9-5
Instruction Manual 9-6 Electrical Schematic Symbols (cont'd)_
Symbol l Device Symtml Device MISCELLANEOUS A Rheostat
--C3- Fuse A Thermocouple -
ne,,, -
_q}_
4> Termiruits I
Alarm Bell i
h Plug & Receptacle
-e--
g,,,
Line Plug Transformer N
Q Receptacle h Fixed Capacitor , ,
Magnetic Peck Up With Shield I
i C-Adjustable Capacitor
-h Motor, AC d Diode 9
i b SCR j -- Earth Ground Chassis Ground f7777tn Lamp Motur $ tarter or Contactor Mutor, DC 1
$ S-@ Remote Lountion I e- -
. Resistor
,M Adlustable Resistor I
(
Potentiometer
't o
~~' 9-6 l~~
1 1
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instruction Manual 9-7 Valve Symbols TWO POSITION VALVE (w/O ACTUATOH) ACTUATORS Basec two position W Spreng return Two way, two posateon -
M uanuaipuis aciumior Three way, two position W Manual pull ac tuator Four way, two posetson -
M oeienied m.noai.ctu.to, Dt1. "T""
F eve way, two position -
Pressure actuator j THHf E POSITION VAL VE (W/O ACTUATOR)
N
$ Solenoid actuator Basic three potsteon Vibratson actuator s L _Y
,, ,, ,N Three way, closed center, three position F Fion .ciuato,
~~Three way, open center, three position~~
~
gi Lequid level actuator ii Four way, closed center, three position T Temperaiu,. .civ.io,
.] ,7 Four way, open center, three posetion
~~1. Actuators (there may be one or two) are shown attacned to either end of volve symbol.~~
el F eve way, open center, three position 2. ,V,g,ve symbols 4 ,g,g are..always shown 6n non actuated. I e ,
conditeon.
_ . _ _ 3 The tube or p*pe connect.ons to the valve are considered 3, to be immoveable, while the 6nternal passage block s are 6 ave way, closed center, three position mentally shof ted between the enternal connections to f fff f vtsuelue velve action.
E X AMPLES
^
7 7 Three way valve, two position, pressure octuated, spreng return Output
_ Valve connected normally closed (supply shut of f when no pilot pressure en est )
'T T _
Note output is connected to eshaust.
E shaust - L Supply pressure Output Velve show4 with pilot pressure applied lectuated). Supply es row connected to output.
p 'I T(
- p
~~piiot .nd e.hausiisbioci.d Note that connecteone have not moved, and valve tiody is shefInf~~
- to the lef t, ceusing the alght passage block to come beneath the connections Alus note, E nhaust Supply this view well not show up on drawings.
oosi 9-7
instruction Manual 9-8 Pneumatic Control Device Symbols v
symbne Device Symbnt L>vice
, Tubing connections HH CId Pneumatic F lag Indicator H Not connected ' '
Pneumatic Indicator, o h ^ Spring Return Type Pressure Switch Pneumatic Indicator.
=
WlA % Spring Return Type.
With Position Lock
' D'f ferential Pressure ]* Pressure Regulator with Pressure Gauge Switch 5- O Manually Operated Filter Two way Valve -
normally open unless V otherwise indicated Manually Operated Filter Regulator with Three way valve Pressure Gauge k'
V I Single Acting Pneumatic Shuttle Valve (, '
rM Cylinder - Spring E n tended.
[ Pressure Retracts Piston Single Acting Pneumatic Pressure Relief Valve
((((([{ ,
Cylinder - Spring Retracted, Pressure Entends Piston y
Pilot Operated Two way Valve - normally closed h '"' *#
unless otherwise indicated p
t- Duplen Pressure cauge Manometer. "U" type X Bulkheed Termination
'll Capped Test Tee
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.a. 9-8
1 9-9 a
I L Pneumatic Logic Element Symbols
, Symbol Device Symbol Dev4e AfeO ACCUMULATOR Pressure flosso from port 5 to port C A fined volume chamber used for tems to when there se pressure et A Ond S if purposes Commonly used in eongunction l
.A either A or 8 is depressurised, C witt AACCl with an onfice, the occumuletor is fisied vent through internel eehaust port. by a metered pressure to deley or campen
)
3 With to poi supply at 3, etement snap circuit functions asime et 40 poi resmo sad 20 pse f ailing
' MEMORY (typicall.
Pressure fions from 8 to C if A is pres-OR '""""*'"'"*"'
j Pressure flows from port A to port C, or 3 MEML 'A"5 ,to"C" flow
' is maintemed because 1 L from port 5 to port C when there is 7- some port C pressure bieeds bece to port I 1 pressure et A or B Without preesure et i A to overcome pressure leek ege. s' eny either A or 8, pressure vents back from if port A vente completely, port C vents C to O thro'sgh internet enhaust port I
8007 ggt /RtstT MEMORY
, Pressure flows from port 5 to port C Common configuration o8 Sets Reset and oncept sehen there is pressure et port A.
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NOT g W,tn ,,e,su,e et A, C venis throveh Memo,y elements combined to convert momente,y mput signais to me nie.aed enternet enhaust port. Elernent snap 3 S/R yMEM g i ,I ou,,,,, p,,,u,e ,n,,a et po,t C o' s R acting et 40 pse resing and 20 poi fellme causes preswee fion to pore e of 5<R.
(typicall *I Y which flows to port A of MEM e'emeat With pressure et pori A of MEM eiement.
NOT With Pluneed E nhaust Performs pressure flows from port 8 of MEM to NOT function a shows, but enheust port po,t C of MEM When pressure removed a es blocted Pressure fleere from 3 to C from port C of $/R element, pressure NOT e,ce,, ,he, the,e ,, ,,,,,u,e et A. W,th ,,,s ,e ,,,,,,d pe,,e,n ,o,q g of wR !
preeeure et A, pressure flew frorn S to C and port A of MkM PrHsure flow from I
stops, but C does not went. Pressure poet 3 of MgM to port C of MEM con retamed clousnetream of C. tenues, despite loss of S/R mput signal j ' With no pressure et port C of sir element.
TIME R preseu,e aposeed et port A of S/R element Provides timme with slous pressure ries, toutes pressure between port 8 of ScR from 0 05 to 7.5 esconde odeveseble yug pori A of MEM to euhaust theough a TIM ' W'th supp'v s'e'ew's of A. 880a aas part C of s/R. With no pressuee ei port preneure et C, teaches full pressure when A of MgM,no pressure finn # rom po 4 8 deley comp 4eted Without pressure et Aa to port C of MEM C wents throuen internet enhavet port C680CK VALVE DELAV j Permits one wey pressure fion from poet With pressure et B only, no possure flow h 5 to common output ports A and C P<e er. e to C. When p,es.,e opp ied to vent. p,. sour. bec fion fro. ..e~
J g L A, flow permitted from B to C efter tune ports A sad C to 3 delay. Output doesy edevotense from y 0 00 to 7 8 esconds Porte A and e esme-tunes connertad to common source for time deley output funttiens ,ese @ e rHtntN Wmn two parts j
a v e of a sittwit With pressure applied to C ^
tommon ports 4 end C, prHsure es With peseeure et port e only, preneure **M throue onfin to pet a l
t flows from port a to port C. When Onfin ein a indicated on deewing
, preneure is opphed to port A, preneure 1
M1 L flow from port a to port C es termoneted PAR ALLE L ORffICE/CH4CM ef te, deiey Out t iermmmien t. Certibence f unctens ot o,ifio .,d e,,ec.
Y adivetehee from 0 De to 7 6 assonde. volve in peressel with orescure epolied et Poets A enrt 5 sometunee connected to
.ornnion e.v,o fee e.re shot puies . e.
e common input ports A stut C, pressure is mm. red ih, owe ontice porison of i,,e output element to port 3 When pressure et tented upstream of common inputs A OfPPGN0fetlATOel and C. pressure et pori S enheusts quickly
,g g g with pressure et input port 8, there se a efvoegh therh velve poetion of the ese -
einste shot output pules from port C. ment Orifice sise vuficatat on deewmg Puses outest duration se es mess.
Mf/ Rett? 00 Ret 8 OnefICE/CHE CM Preneure floor from port C to pert 5 will Combmes funct.on of o, fge and h,,g set osement Pressure evepest a port 3 we*we m eense With peessuee opp 4ied ei A S/R 8- "*"'"'"'""*"'a'"'"**'tCis esmoved Pressure sessied et port A
.a gp omt s, enau,e passed th,ou,h the<.
ve8ve end is meterat theough orifice to s
og eeuses preemere et pori 8 to seheuet common output pores A and C the through poet C. Pressure et part C over. thoth ve8ve portion of the element pee.
idos pressure et port A of boWi preewres vente preeevre flow from porto A end C present et the esmo time to port 8 Orifice sese inrficataf on diewing
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1. ITEMS MARKED ' ARE SUPPLtED BY TRANSAMiRICA y" DELAVAL WTTH THE ENGINE. 2 (100) NUMBE RS CORRESPONO TO NUM8E RED PvPE CO NECTIONS ON 14STALLAil0N OR AWING.
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LOCATE INTAKE AIR SILENCER AS LLOSE AS POSS THE TUR80 CHARGER AIR INLET ADAPTER. SOUND A , f 4NY 845ULAf t0415 REQUIRED ON THE PIPE BETWEEN TH
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l 3 a l LONG ISLAND LIGHTING COM PANY h #Ed* ms'*'O s } SHOREHAM NUCLEAR POWER STATION l . - .__ _ m i P.O. BOX 618. NORT*4 COUNTRY ROAD e WADING RIVER N.Y.11792 Direct Dial Number April 27, 1984 TDI-20 H. R. Denton, Director Office of Nuclear Reactor Regulation U. S. Nuclear Regulatory Commission gp,iYj$db Washington, D. C. 20555
~~Dear Mr. Denton:~~
Your-letter af February 28, 1984 requested certain information relating to the TDI Diesels from the TDI Owners' Group, the majority of which have been responded to. The last request outstanding from this letter is for a copy of the Engine Instruction Manual for each of the TDI Owners' Group Diesel Engines. Accordingly, enclosed please find one copy each of the TDI Engine Instruction Manual for all TDI Owners' Group Diesel Engines with the exception of River Bend (Gulf States Utilities) . We are attempting to obtain the Instruction Manual for this plant and will forward it to NRC on receipt. This manual is presently under revision and the copy which will be forwarded to NRC will not incorporate all changes. As indicated on the cover of the Shoreham Instruction Manual, that document is also being revised and does not incorporate all changes. Please note that these engine manuals are continually revised to incorporate TDI recommended changes as well as utility modifications. Very truly yours,
.Q W. J . Museler Technical Program Director TDI Diesel Generator Owners' Group enclosure RA/vf cc: C. Berlinger i R. Caruso W. Laity (Battelle Pacific Northwest Lab.) l g Y}}

ML20084E167

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Dear Mr. Denton:

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ML20084E167

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SUMMARY

SUBJECT:

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Subject:

Dear John:

Dear Mr. Denton:

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