WAICHAI 200 Series Diesel Engine (In-Line&individual Injection Pump)

Manual for operation & maintenance of 200 series inline engines with individual injection pump
Attention
1.
The diesel engine has undergone release test rigidly on specifications, and the lead seal on
fuel injection pump has been set. Do not dismantle the lead seal at will to increase fuel injection,
or the engine maker will not bear the responsibility due to it.
2. The operator shall read the instruction manual carefully to be familiar with the construction of
the engine, and manipulate it according to the regulations of operation and maintenance.
3. The oil shall be inspected and assayed after the first 50 running hour of new engine; the oil
filter shall be cleaned; the torque of cylinder-head nut and connecting rod bolt shall be checked
before further running.
4. In the case of new engine or engine having been standstill for a long time, before its starting, it
is necessary to open the air escape valve (or power indicator) of cylinder head to blow off the
engine in addition to starting of oil priming pump to guard against damage to the engine due to
condensation water in exhaust pipe flowing into cylinder.
5. The engine shall run at 500~600 rpm without load to warm up after it is started. Do not
increase its speed or load sharply. Do not shut down the engine immediately after running for
long time with heavy load. It must be shut down after running in low speed without load for 5-10
minutes.
6. The antifreeze agent shall be used in coolant if the ambient temperature is lower than 0. If
the ambient temperature is lower than 5, starting engine is to be implemented only after its
cooling water and oil are preheated.
7. The fuel and oil must be determined according to the specifications. When they are filled into
engine, they shall be kept in a clean container, and filtered by a strainer. It is preferred to allow
the fuel settle for more than 72 hours.
8. The inspection and maintenance of electrical system shall be taken over by the person with
electrical knowledge.
9. Installation and repair shall only be carried out by trained and qualified personnel.
10.The residual fluids must be disposal correctly according to local regulations.
11.The rated speed of the engine has been adjusted and limited. Never attempt to change the
speed adjusting device.
I
12.Some parts, such as the turbo, the intercooler, the pipes and injection pump of heavy diesel
and the exhaust pipes, are hot. All these parts are protected by guards or thermal isolation
material. Do not remove these protection till these hot parts are cooled down when repair or
maintenance. Restore these protections after repair or maintenance in time.
13.Do not install and use the engines in explosive environment.
II
III
Equivalence between GB standards and ISO standards

No.
1
2
3
4
5
6
7
8
Description
Flash point
Carbon residue
[10% V/V
distillation bottoms]
Ash
Pour point
Sediment
Carbon residue
Flash point
Foamability
GB standards
GB/T261
ISO standards
ISO2719
GB/T268
ISO6615
GB/T508
GB/T3535
GB/T6531
GB/T17144
GB/T3536
GB/T12579
ISO6245
ISO3016
ISO3735
ISO10370
ISO2592
ISO6247
IV
Remarks
Fuel oil
Lube oil
Preface
200 series diesel engines (inline, equipped with individual injection pump) are developed
and manufactured by Chongqing Weichai Engine Works based on researching techniques of
medium speed engine both at home and abroad, and are awarded the title of Famous-brand
Products in Chongqing.
The engines feature compact construct, reliable running, good economic index, easy
operation, so they are ideal propelling power for passenger ships, transport ships, fishing boats,
etc. and also perfect primary power for marine auxiliary sets, land-used generating sets and other
power plants.
Possessing techniques of four-stroke, inline, direct injection, water-cooling, pulse system
supercharging, intercooling, etc, they have rated power 450kW~1104kW and rated speed
720r/min~1000r/min.
This manual explains the principle of every system, and gives specification to the
operation, maintenance, procedure of service and test, the quality of fuel oil, lubrication oil, and
cooling water.
The user shall read this manual sufficiently to
acquaint himself with the construction and
operation of the diesel engine before starting it, so
that the efficacy of the engines can be brought out
fully.
The construction and performance of the 200
series engines will be improved with the
development of science and technique; thus, the
users will not be notified if there is modification
in newly developed engine, except a new version
is
published.
Please
notice
the
technical
documents delivered with the diesel engine.

Therefore, the diesel engine shall be regarded as
standard if there is difference between the
specification
of
manual
and
the
performance of engine due to the improvement of product.
J u n e , 2012
V
actual
Contents
Explanation of Model No. ........................................................................................................... 1
Explanation of engine model: ................................................................................................... 1
Longitudinal and cross section of diesel engine ........................................................................ 2
Overall drawing of diesel engine ................................................................................................ 3
Performance diagram of diesel engine ....................................................................................... 7
Chapter 1
Main performances, technical parameters and specifications of accessories of
engine ........................................................................................................................................... 11
1. Main performances and technical parameters ...................................................................... 11
Model 1000r/min.................................................................................................................. 11
Model 900r/min................................................................................................................... 14
Model 750~720 r/min ......................................................................................................... 17
2. Main specifications of accessories ...................................................................................... 20
Model 1000r/min................................................................................................................. 20
Model 900r/min................................................................................................................... 23
Model 750~720r/min .......................................................................................................... 26
3. Fit clearance and worn limit of major parts ........................................................................ 29
4. Tightening torque of main bolts (screws) of diesel engine.................................................. 31
Chapter 2
Quality requirements for fuel oil, lube oil and cooling water ........................... 33
1. Quality requirements of fuel oil .......................................................................................... 33

2. Quality requirements of lube oil.......................................................................................... 38
3. Quality requirements of fresh water .................................................................................... 41
Chapter 3
Main configuration and systems of diesel engine ............................................... 43
1. Construction feature ............................................................................................................ 43

2. Dimensions and weight of main parts ................................................................................. 44
3. Cylinder block and cylinder liner ........................................................................................ 45
4. Crankshaft ........................................................................................................................... 45
5. Dismantlement and installation of main bearing bolt ......................................................... 50
6. Piston and connecting rod ................................................................................................... 52
7. Cylinder head ...................................................................................................................... 56
8. Camshaft and timing gear system ....................................................................................... 61
9. Controlling principle of YT111 Governor ........................................................................... 62
VI
10. Controlling principle of PSG governor ............................................................................. 63

11. Fuel system of engine burning light diesel fuel................................................................. 65
12. Fuel system of engine burning heavy fuel......................................................................... 70
13. Oil system of engine burning light or heavy diesel fuel .................................................... 74
14. Oil system of engine burning heavy fuel........................................................................... 77
15. Cooling system .................................................................................................................. 81
16. Starting system .................................................................................................................. 88
17. Supercharging system ....................................................................................................... 90
18. Safety and automatic stopping system .............................................................................. 91
Chapter 4
Installation and coupling engine.......................................................................... 92
Installation of diesel engine .................................................................................................. 92

Chapter 5
Operation of diesel engine .................................................................................... 98
1. Check before operation ....................................................................................................... 98

2. Starting of diesel engine ...................................................................................................... 98
3. Running of diesel engine ..................................................................................................... 99
4. Stopping engine ................................................................................................................. 101
5. Running-in of diesel engine .............................................................................................. 101
6. Points for attention ............................................................................................................ 102
Chapter 6
Regular check and maintenance........................................................................ 104
1. Necessary repair ................................................................................................................ 104

2. Maintenance ...................................................................................................................... 105
Chapter 7
Typical failures and troubleshooting ..................................................................110
1. Low quality oil ...................................................................................................................110

2. High cooling water temperature .........................................................................................110
3. Insufficient output .............................................................................................................. 111
4. Black smoke ....................................................................................................................... 111
Troubleshooting table .............................................................................................................112
Annex ......................................................................................................................................... 117
1. Correction of output at nonstandard condition ...................................................................117
2. Torsional vibration calculation parameters ........................................................................118
VII
Explanation of Model No.

Explanation of engine model:
The model No. of the diesel engine consists of four parts: the first one indicating new
engine version and enterprise; the second one indicating cylinder quantity, cylinder arrangement,
stroke and bore; the third one indicating the construction and application; and the last one
indicating the variation (expressed by Arabic numerals) of this model. A hyphen could be used
between the third and the fourth parts.
Expression of model No.
CW
The last part: symbols of variation and rotation

direction. N means anticlockwise rotation. There
is no N if the engine rotates clockwise.
The third part: symbols of construction and
application
The second part: symbols of cylinder quantity,
cylinder arrangement, stroke and bore
The first part: symbol of new engine ( )
and enterprise (CW)
Example:
CW6200ZC:
6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,

marine main engine rotating clockwise if viewed from flywheel end, basic
version;
XCW6200ZC: 6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,

strengthened marine main engine (X version) rotating clockwise if viewed
from flywheel end
CW8200ZC-4N: 8-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,
variation 4, marine main engine rotating counterclockwise if viewed from
flywheel end.
CW6200ZD:
6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,

diesel engine driving generator, rotating clockwise if viewed from flywheel
end, basic version.
Longitudinal and cross section of diesel engine
Overall drawing of diesel engine
Performance diagram of diesel engine
10
Chapter 1
Main performances, technical parameters

and specifications of accessories of engine
1. Main performances and technical parameters

Model 1000r/min
Item
Model
Technical data
CW620
0ZC
Quantity of cylinders
Bore
mm
Stroke
mm
Rated power*
kW
Rated speed
r/min
Mean effective pressure
MPa
Mean piston speed m/s
Max. explosion pressure
MPa
Displacement
L
Air intake type
Specific fuel consumption
g/kW.h
Specific oil consumption
g/kW.h
Rotation direction
crankshaft
of
Firing order
Minimum steady speed
r/min
Exhaust back pressure kPa
600
1.415
MPa
1.642
1.698
1.91
XCW8200ZC
XCW8200ZC-1
CW8200ZC
XCW8200ZC-10
8
200
270
800
928
960
1030
1000
1.415
9
11.5
12.5
200
1.642
1.698
182
9
14
50.892
Supercharging intercooling
197
11.5
12.5
14
67.856
200
0.8
197
0.8
Diesel engine rotating clockwise if viewed from flywheel end is

standard arrangement of 200 series engine. Diesel engine rotating
counterclockwise can also be supplied if user requires, the model
code of which shall be followed by letter N.
CW: 1-4-2-6-3-5
CW: 1-3-5-7-8-6-4-2
CCW: 1-5-3-6-2-4
CCW: 1-2-4-6-8-7-5-3
400 (marine main engine)
2.5
2.5
13.37
13.37
Compression ratio
Boost pressure
(rated conditions)
XCW6200ZC
XCW6200ZC-1
XCW6200ZC-10
6
200
270
698
720
810
1000
0.16~
0.19
0.17~0.21
0.16~
0.19
530 (manifold pipe)

580 (main pipe)
Exhaust gas teperature

11
0.170.21
Valve timing
(crank angle)
Charge air temperature
before cylinder
Fresh water temperature at
engine outlet
Lube oil temperature at
engine inlet
Lube oil pressure at
engine inlet
MPa
Sea/ Fresh water
pressure at engine inlet
MPa
Fuel pressure at engine
inlet
MPa
Inlet
valve
opens
Inlet
valve
closes
Exhaust
valve
opens
Exhaust
valve
closes
4560
6585
6075
0.400.50
0.250.36
0.10.2 (diesel fuel)
0.30.4 (heavy fuel oil)
50before TDC
50before TDC
20after BDC
20after BDC
60before BDC
60before BDC
50after TDC
50after TDC
Advanced angle of fuel

Advanced angle of fuel supply depends on models of diesel engines,
delivery (crank angle) *
Initial injection pressure

MPa
Air pressure into starter
MPa
Wet oil sump capacity *
L
Volume of cooling water

in cylinder
L
Capacity of expansion
tank
L
Oil type
Fuel type
and is stamped on nameplate of engine.
24+0.8(non-cooling type nozzle for diesel fuel and heavy fuel oil)
30+0.8 (cooling type nozzle for heavy fuel oil)
0.8~1
0.8~1
140
185
75
100
150
150
CD-40 Oil.
See the specifications in this manual in the case of engine burning
heavy fuel.
Light diesel fuel (0#-10#); Heavy diesel fuel (10#, 20#, 30#)
HFO (RIS 600s, 1000s, 1500s; 3500s heavy fuel only applicable for
engine of power per cylinder not more than 100kW)
12
Net weight
Valve
clearance mm
(cold state)
kg
6500
7800
0.5
0.5
0.5
0.7
0.7
0.7
Note: * 200 series diesel engines other than basic model shall be supplied as per technical
agreement.
* Rated output is subject to the standard conditions (GB/T 6072.1-2000) of 100kPa
atmospheric pressure, 25 ambient temperature, 25 charge water temperature in intercooler. If
the actual condition differs from the standard one, it should be revised.
* Advanced angle of fuel supply depends on models of diesel engines, and is stamped on
nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are modified to
The
two configurations are identical. Seawater pump is called external circulating
ZD.
pump in the case of land-based engine.

When burning heavy fuel, the power would decrease by 5% due to higher thermal load.
* : Dry oil sump is used for engine burning heavy fuel oil, which will be equipped with
additional oil tank (0.8m3 tank for 6-cylinder engine and 1.1 m3 tank for 8-cylinder engine).
13
Model 900r/min
Item
Technical data
Model *
CW6200ZC-5 XCW6200ZC-4 CW8200ZC-9 XCW8200ZC-4
Bore
mm
200
200
Stroke
mm
270
270
Rated power*
kW
Rated speed
Mean effective
r/min
pressure
MPa
540
1.415
oil
864
1.698
1.415
1.698
11.5
12.5
8.1
11.5
12.5
50.892
67.856

Specific
720
900
Mean piston speed m/s

MPa
Displacement
L
Air intake type
648
200
g/kW.h
consumption
g/kW.h
197
200
0.8
197
0.8
Diesel engine rotating clockwise if viewed from flywheel end

Rotation
direction
of
crankshaft
is standard arrangement of 200 series engine. Diesel engine

rotating counterclockwise can also be supplied if user
requires, the model code of which shall be followed by letter
N.
Firing order
Minimum
steady
speed
r/min
CW: 1-4-2-6-3-5
CCW: 1-5-3-6-2-4
CW: 1-3-5-7-8-6-4-2
CCW: 1-2-4-6-8-7-5-3
2.5
2.5
13.37
13.37
Compression ratio
Boost pressure
Mpa
(rated conditions)
0.16~0.19
0.17~0.20
0.17~0.20
530 (manifold pipe)

580 (main pipe)
Exhaust gas temperature

before cylinder
0.16~0.19
45~60
14
45~60

engine outlet

engine inlet
Lube oil pressure at engine

inlet
MPa
Fresh/ sea water pressure at

engine inlet
MPa
Fuel pressure at engine inlet

MPa
65~85
65~85
60~75
60~75
0.40~0.50
0.40~0.50
0.25~0.36
0.25~0.36
0.1~0.2 (diesel oil)
0.3~0.4 (heavy fuel oil)
Inlet valve opens
50before TDC
50before TDC
Valve
Inlet valve closes
20after BDC
20after BDC
timing
Exhaust valve
(crank
opens
60before BDC
60before BDC
angle)
Exhaust valve
50after TDC
50after TDC
closes

MPa
Air pressure into air starter
MPa
L
Capacity of cooling water in

cylinder
Capacity of expansion tank

L
and HFO)
30+0.8 (cooling type nozzle for engine burning HFO)
0.8~1
0.8~1
140
185
75
100
150
150
CD-40 Oil
See the specifications in this manual in the case of engine
burning heavy fuel.
HFO (RIS 600s, 1000s, 1500s; 3500s heavy fuel only
applicable for engine of power per cylinder not more than
100kW)
Oil type
Fuel type
Net weight
engines, and is stamped on nameplate of engine.

24+0.8(non-cooling type nozzle for engine burning diesel oil
Wet oil sump capacity
Advanced angle of fuel supply depends on models of diesel
kg
6500
15
7800
Valve
clearance mm
(cold state)
Inlet
0.5
0.5
Outlet
0.7
0.7
Note: * 200 series diesel engines other than basic model shall be supplied as per
technical agreement.
atmospheric pressure, 25 ambient temperature, 25 charge water temperature in
intercooler. If the actual condition differs from the standard one, it should be revised.
* Advanced angle of fuel supply depends on models of diesel engines, and is
stamped on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are
modified to ZD. The two configurations are identical. Seawater pump is called
external circulating pump in the case of land-based engine.

* : Dry oil sump is used for engine burning heavy fuel oil, which will be equipped
with additional oil tank (0.8m3 tank for 6-cylinder engine and 1.1 m3 tank for 8-cylinder
engine).
16
Model 750~720 r/min

Item
Technical data
Model *
CW6200ZC-7 XCW6200ZC-5 CW6200ZC-51 XCW6200ZC-6

6
Bore
mm
200
200
Stroke
mm
270
270
Rated power*
kW
Rated speed
Mean effective
r/min
pressure
MPa
Mean piston speed

m/s
MPa
Displacement
L
Air intake type
450
540
750
g/kW.h
Specific oil consumption
g/kW.h
518
720
1.415
1.698
1.886
6.75
1.698
6.48
11.5
12.5
14
12.5
50.892
600
200
197
200
0.8
197
0.8
Diesel engine rotating clockwise if viewed from flywheel end is

Rotation
direction
of
crankshaft
standard arrangement of 200 series engine. Diesel engine

rotating counterclockwise can also be supplied if user requires,
the model code of which shall be followed by letter N.
CW: 1-4-2-6-3-5
CCW: 1-5-3-6-2-4
Firing order
Minimum
steady
speed
r/min
2.5
2.5
13.37
13.37
Compression ratio
Boost pressure
Mpa
(rated conditions)
0.13~0.14
0.18~0.19
0.13~0.14
Exhaust gas temperature
530 (manifold pipe)

580 (main pipe)
before cylinder
45~60
17
0.17~0.18

engine outlet
65~85

engine inlet
60~75
Lube oil pressure at engine

inlet
0.40~0.50
MPa
Fresh/ sea water pressure at

engine inlet
Fuel pressure at engine

inlet
MPa
Inlet valve
opens
Valve
Inlet valve
timing
closes
(crank
Exhaust valve
angle)
opens
Exhaust valve
closes

MPa
Air pressure into air starter
MPa
Wet oil sump capacity
Capacity of cooling water

L
Capacity of expansion tank

L
0.3~0.4 (heavy fuel oil)
50before TDC
50before TDC
20after BDC
20after BDC
60before BDC
60before BDC
50after TDC
50after TDC
Advanced angle of fuel supply depends on models of

diesel engines, and is stamped on nameplate of engine.
and HFO)
30+0.8 (cooling type nozzle for engine burning HFO)
0.8~1
0.8~1
140
140
75
75
150
150
CD-40 Oil
See the specifications in this manual in the case of engine
burning heavy fuel.
HFO (RIS 600s, 1000s, 1500s; 3500s heavy fuel only applicable
for engine of power per cylinder not more than 100kW)
Oil type
Fuel type
Net weight
0.1~0.2 (diesel oil)
24+0.8(non-cooling type nozzle for engine burning diesel oil
in cylinder
0.25~0.36
MPa
6500
kg
18
Valve
clearance mm
(cold state)
Inlet
0.5
0.5
Outlet
0.7
0.7
Note: * 200 series diesel engines other than basic model shall be supplied as per
technical agreement.
atmospheric pressure, 25 ambient temperature, 25 charge water temperature in
intercooler. If the actual condition differs from the standard one, it should be revised.
* Advanced angle of fuel supply depends on models of diesel engines, and is
stamped on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are
modified to ZD. The two configurations are identical. Seawater pump is called
external circulating pump in the case of land-based engine.

* : Dry oil sump is used for engine burning heavy fuel oil, which will be equipped
with additional oil tank (0.8m3 tank for 6-cylinder engine).
19
2. Main specifications of accessories

Model 1000r/min
Parts name, item, and unit
Technical parameters
S/N
Basic model
Type
Oil pump
Fuel
delivery
pump
XCW8200ZC
XCW6200ZC-1
XCW8200ZC-1
XCW6200ZC-10
XCW8200ZC-10
Gear pump
Gear pump
2455
2455
Pressure
MPa
0.4~0.5
0.4~0.5
Flow
m3/h
28.86
35.46
Power
kW
12.8
16.7
Pulley drive
Pulley drive
Speed
r/min
2800
2800
Pressure
MPa
0.36
0.36
Flow
m3/h
36
36
Power
kW
9.5
9.5
Pulley drive
Pulley drive
Speed
r/min
2800
2800
Pressure
MPa
0.355
0.355
Flow
m3/h
43
43
Power
kW
Gear pump
Gear pump
0.2
0.2
See the nameplate
See the nameplate
Type
Suction head
Model
Fuel
injection
pump
XCW6200ZC
r/min
Type
Seawater
pump
CW8200ZC
Speed
Type
Fresh
water
pump
CW6200ZC
Plunger dia.
mm
Lift range
mm
17
100fuel capacity per

cylinder (L)/ speed
(r/min)
20
18
17
18
15
15
100/500
100/500
S/N
Type
Hydraulic type
YT111GC-3 or YT111GC-5 used in marine main
engine
YT111UG or YT111UG-1 used in diesel engine
driving generator
Model
6
Governor
Work capacity
N.m
11.1
Adjustable range of
steady state
speed-adjusting rate
Stabilization time
010%
s
5 (generator diesel), <10 (marine main engine)
Type
Injector
Primary
intercooler
Multi orifice
Qty. of orifice
aperture
mm
Qty. of orifice: 4+5;

Aperture depends on power and speed of diesel
engine. Please see the drawing No. on fuel
injector.
Opening pressure MPa
24+0.8 (Non-cooling nozzle for diesel fuel and

heavy fuel)
30+0.8 (Cooling nozzle for heavy fuel)
Type
Cooling area
Screen pan
Screen pan
14
14
Screen pan
Screen pan
16
21
kg/h
4800
6400
10
12
Screen pan
Screen pan
See the nameplate
See the nameplate
0.6
0.6
Pneumatic
Pneumatic
0.8~1.0
0.8~1.0
311.6
311.6
Type
9
Cooling area
Secondary
intercooler Air flow
Cooling water flow m3/h

10
Oil/ fresh
water
cooler
Type
Cooling area
Working pressure MPa

Type
11
Air starter
Multi orifice
Starting air pressure

MPa
Starting torque
Nm
21
S/N
3
12
Air bottle
Volume of air bottle dm
160
320
Pressure of air bottle

MPa
See the nameplate
See the nameplate
Model
13
Oil fine
filter
Flow capacity
m3/h
30
38
Pressure
MPa
0.6~1
0.6~1
Rating
40
40
See the nameplate
See the nameplate
Model
14
Fuel fine
filter
Flow capacity
m3/h
2~5
2~5
Pressure
MPa
0.150.2
0.150.2
Rating
40
40
Note: All of these parameters are values when the engine rotates at 1000r/min. As for the
technical data and operation of the main parts such as turbocharger, governor and fuel
injection pump, please refer to technical agreement.
22
Model 900r/min

S/N
CW6200
ZC-6
Basic model
Type
Speed
1
Oil pump
Fuel
delivery
pump
2210
2210
0.4~0.5
0.4~0.5
Flow
m3/h
26
31.91
Power
kW
11.52
15.03
Pulley drive
Pulley drive
r/min
2520
2520
Pressure
MPa
0.36
0.36
Flow
m3/h
32.4
32.4
Power
kW
8.55
8.55
Pulley drive
Pulley drive
r/min
2520
2520
MPa
0.355
0.355
Speed
Pressure
Flow
m /h
38.7
38.7
Power
kW
7.2
7.2
Gear pump
Gear pump
0.2
0.2
See the nameplate
See the nameplate
Type
Suction head
Model
Fuel
injection
pump
Gear pump
MPa
Speed
3
XCW8200
ZC-4
Pressure
Type
Seawater
pump
CW8200
ZC-9
Gear pump
r/min
Type
Fresh
water
pump
XCW6200
ZC-4
Plunger dia.
Lift range
mm
17
mm
18
15
23
17
18
15
Type
Hydraulic
YT111GC-3 or YT111GC-5 used in marine
main engine
YT111UG or YT111UG-1 used in diesel
engine driving generator
Model
6
Governor
Work capacity
N.m
11.1
Adjustable range of
steady state
Stabilization time
010%
s
<10 (marine main engine)
Type
Injector
Multi orifice
Qty. of orifice
aperture
mm
Primary Type
intercooler
Cooling area

Aperture depends on power and speed of
diesel engine. Please see the drawing No. on
fuel injector.
24+0.8 (Non-cooling nozzle for diesel fuel
and heavy fuel)
Screen
Screen
pan
pan
m2
14
Model
Secondary
intercooler Air flow
Screen pan
16
21
4800
6400
10
12
kg/h
Cooling water flow

m3/h
Oil
cooler
10
Fresh
water
cooler
C62.19.
07.2000
C82.19.
07.2000
C82.19.
07.2000
C82.19.
08.200
m2
6.6
10
10
13.2
m2
C62.19.
07.1000
3.3
C62.19.
07.1000
3.3
C82.19.
07.1000
5
C82.19.
07.1000
5
Model
Cooling area
Model
Cooling area
Type
11
Air
starter
Starting
air
Starting torque
14
Screen pan
m2
Cooling area
Multi orifice
pressure
MPa
Nm
24
Pneumatic
Pneumatic
0.8~1.0
0.8~1.0
311.6
311.6
12
Air
bottle

MPa
Model
13
Oil fine
filter
14
320
See the nameplate
See the nameplate
Flow
m3/h
30
38
Pressure
MPa
0.6~1
0.6~1
Rating
40
40
See the nameplate
See the nameplate
Model
Fuel fine
filter
160
Flow
m3/h
2~5
2~5
Pressure
MPa
0.150.2
0.150.2
Rating
40
40
Note: All of these parameters are values when the engine rotates at 900r/min. As for
the technical data and operation of the main parts such as turbocharger, governor and
fuel injection pump, please refer to their manuals.
25
Model 750~720r/min

S/N
CW6200
ZC-6
Basic model
Type
Speed
1
Oil pump
Fuel
delivery
pump
Fuel
injection
pump
XCW6200
ZC-6
Gear pump
1842
1842
Pressure
MPa
0.4~0.5
0.4~0.5
Flow
m3/h
26.6
26.6
Power
kW
12.525
12.525
Pulley drive
Pulley drive
r/min
2100
2100
Pressure
MPa
0.36
0.36
Flow
m3/h
27
27
Power
kW
7.1
7.1
Pulley drive
Pulley drive
r/min
2100
2100
MPa
0.355
0.355
Speed
Type
Seawater
pump
XCW6200
ZC-5
Gear pump
r/min
Type
Fresh
water
pump
XCW6200
ZC-17
Speed
Pressure
Flow
m /h
32.25
32.25
Power
kW
Gear pump
Gear pump
0.2
0.2
See the nameplate
See the nameplate
Type
Suction head
Model
Plunger dia. mm
Lift range
17
18
mm
15
26
17
18
15
Type
Hydraulic
YT111GC-3 or YT111GC-5 used in marine
main engine
YT111UG or YT111UG-1 used in diesel
engine driving generator
Model
6
Governor
Work capacity
N.m
11.1
Adjustable range of
steady state
Stabilization time
010%
s
<10 (marine main engine)
Type
Injector
Multi orifice
Qty. of orifice
aperture
mm

Aperture depends on power and speed of
diesel engine. Please see the drawing No. on
fuel injector.
24+0.8 (Non-cooling nozzle for diesel fuel
and heavy fuel)
Type
8
Intercooler
10
Oil
cooler
Fresh
water
cooler
Air
starter
16
16
Air flow
kg/h
4800
4800
10
10
C62.19.07.2000
C62.19.07.2000
6.6
6.6
C62.19.07.1000
C62.19.07.1000
3.3
3.3
Pneumatic
Pneumatic
0.8~1.0
0.8~1.0
311.6
311.6
160
160

MPa
Model
Cooling area
m2
Model
Cooling area
Starting
air
Starting torque
m2
pressure
MPa
Nm
3
12
Air
bottle
Screen pan
m2
Type
11
Screen pan
Cooling area
Cooling water flow

m3/h
9
Multi orifice
27
Model
13
See the nameplate
Flow
m3/h
30
38
Pressure
MPa
0.6~1
0.6~1
Rating
40
40
See the nameplate
See the nameplate
Oil fine filter
Model
14
See the nameplate
Flow
m3/h
2~5
2~5
Pressure
MPa
0.150.2
0.150.2
Rating
40
40
Fuel fine filter
Note: All of these parameters are values when the engine rotates at 750r/min. As for the
technical data and operation of the main parts such as turbocharger, governor and fuel
injection pump, please refer to their manuals.
28
3. Fit clearance and worn limit of major parts

Unit: mm
S/N
Measuring position
Radial clearance
(vertical)
of
main
bearing
Axial clearance of crankshaft

1
Max. permissible crankweb deflection
Clearance for new

engine (mm)
Maximum
clearance (mm)
0.12-0.20
0.25
0.26~0.40
0.50
See the detail of measuring crankweb

deflectionNo.48
Crankpin bearing (vertical)
0.08-0.18
0.20
Piston pin bearing
0.08-0.15
0.20
Piston: Dimensions other than ring groove are not given as the salient factor limiting
the service life of the piston is the ring grooves.
Axial clearance of No.1 piston ring
Split clearance
2
Split clearance
Split clearance
Split clearance
0.13-0.162
0.3
0.7-0.85
0.11-0.142
0.3
0.7-0.85
0.11-0.142
0.3
0.7-0.85
2.0
0.073-0.108
0.2
0.4-0.6
2.0
* Piston rings must be replaced if there is any abnormal wear at surface of piston ring.
Cylinder liner: on new engine or being

replaced with a new one: No.1
cylinder:200.06
Max. admissible wear
0.60
Max. admissible ovality
0.20
Clearance of inlet and exhaust valve stem

4
5
6
7
2000.03~0.06
0.080.118
Inlet valve clearance (cold state)
0.5
Exhaust valve clearance (cold state)
0.7
Idler wheel bearing
0.15
Radial clearance
0.03-0.18
0.25
Axial clearance
0.5-1.0
1.30
0.09-0.247
0.30
0.5-1.1
1.60
Radial clearance of camshaft bearing

Axial clearance of camshaft
Driving gear system backlash at free end
is as follows:
29
Driving gear system schematic diagram
Driving gear system at free end

ATiming gear
BDual gear
CIdle gear
DCrankshaft gear
EDriving gear of oil pump
FDriving gear of governor
Meshing backlash between timing gear and dual gear 0.1540.215mm;
Radial clearance of dual gear bearing: 0.030.18mm; Axial clearance 0.501.00mm;
Meshing backlash between dual gear and idle gear :0.1610.242mm;
Meshing back lash between dual gear and oil pump driving gear 0.1310.195mm;
Radial clearance between idle gear 1 and bearing 0.030.18mm; Axial clearance 0.50
1.00mm;
Meshing backlash between idle gear 1 and crankshaft gear 0.1540.230mm;
Meshing backlash between driving gears of governor0.140.21mm;
30
4. Tightening torque of main bolts (screws) of diesel engine

4.1 Tightening torque of main bolts (screws)
S/N
01
02
03
04
Position of thread
Thread
size
Lubricant
Crankcase and engine feet

M16
Engine feet and frame base
M20
(foundation)
Reamed bolt hole between engine hole
M24
and frame base
MoS2
200
400
MoS2
200
470
Counterweight bolt
MoS2
250+25
M24
MoS2
Tightening torque
No.1 step No.2 step
+
(Nm)
(Nm)
Angle
140
303
+40
05
Flywheel bolt
M20
MoS2
100
400
06
Main bearing bolt
M30
MoS2
200
300+30
07
M16
MoS2
80
M16
MoS2
150
210
09
Connecting rod bolt (splined nut)

Connecting rod bolt
(Spiralock nut )
Cylinder head stud
M30
MoS2
100
300+30
10
Cylinder head nut
M30
MoS2
100
300+30
11
Idle gear bolt
M12
MoS2
70+10
12
Camshaft connecting stud
M12
Loctite 242
60
13
Camshaft connecting stud and nut
M12
Loctite 242
70
14
Camshaft housing fixing bolt
M16
Loctite 242
140
15
MoS2
70+10
MoS2
30
17
Dual gear bolt

M12
Stud bolts on fuel injector and cylinder
M10
head
Pulley bolt on free end
M16
Loctite 242
140
18
Driving gear nut of oil pump
M22
Loctite 242
250
19
Driving gear of seawater and fresh

M22
water pumps
Loctite 242
250
Loctite 242
300+30
Loctite 242
110+10
08
16
20
21
Injection pump shaft and flange

M24
Driving shaft of injection pump and
M12
gear
22
Injection pump fixing bolt
M12
Loctite 242
60
23
Water pump impeller and rotation shaft
M18
Loctite 242
60
24
Exhaust pipe and cylinder head
M12
25
Exhaust pipe and turbocharger
M16
31
Antisticking
agent
Antisticking
agent
60
140
140
+30
60
220+20
The 3rd time
280 20
905
90
+5
170
Note: When tightening screws to a given torque, only the

lubricant specified could be used.
4.2 Recommended torque for undefined general bolt

Expression for recommended torque for undefined general bolt
Tightening torque
= Conversion coefficientTightening torques for 8.8 strength grade of bolts
Conversion coefficient table
Strength
class
Conversion
coefficient x
Coefficient of friction
5.6
6.8
10.9
12.9
=0.08
0.47
0.75
1.40
1.7
=0.14
As per MoS2 lubricant (molybdenum

disulphide Gn)
If the surface is rough, slightly oil or
coat with Loctite.
4.3 Tightening torque for 8.8 strength grade of bolts

Coefficient of
friction
Thread size
M5
M6
M8
M10
M12
M14
M141.5
M16
M161.5
M18
M181.5
M182
M20
M201.5
M202
M22
M221.5
M222
0.08
Coefficient of
friction
0.14
Tightening torque (Nm)

4
7
17
34
60
95
100
140
150
200
215
205
275
295
285
370
395
380
6
10
25
50
85
135
145
205
220
280
320
300
400
450
425
540
595
565
32
0.08
0.14
Thread size
Tightening torque (Nm)
M24
M242
M27
M272
M30
M302
M33
M332
M36
M363
M39
M393
M42
M423
M45
M453
M48
M483
470
500
700
730
950
1015
1270
1350
1640
1710
2115
2190
2630
2760
3260
3415
3950
4185
690
750
1020
1100
1380
1540
1870
2060
2400
2550
3120
3300
3860
4170
4820
5180
5820
6370
Chapter 2 Quality requirements for

fuel oil, lube oil and cooling water
1. Quality requirements of fuel oil
1.1 Quality requirements of light diesel fuel
According to the standard GB252, the light diesel fuel shall meet the requirements as
follows:
Items
Kinematic
viscosity
10
at
20
mm2/s
Flash point (closed cup)
Condensation point
-10
38
-20
Test method
2.58
GB/T265
55
10
-10
GB/T261
-20
GB/T510
Carbon residue [micro method, 10%

V/V distillation bottoms], %(m/m)
0.3
GB/T268
Ash % (m/m)
0.01
GB/T508
Water % (V/V)
GB/T260
Sulfur, % (m/m)
0.2
GB/T380
None
GB/T511
GB/T258
3h)
GB/T5096
45
GB/T386
Mechanical impurity
Acid number mgKOH/100mL
Copper-strip test class (50
Cetane number
Note:The general diesel fuel of 10, 5,0, -10, -20,-35,-50grades could be used respectively
according to the various regions and seasons, and equipments of fuel system.
10# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above 12;
above 8;
33
above 4;
-10# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above -5;
above-14;
above -29;
above -44;
34
35
1.2 Quality requirements of heavy fuel oil

1.2.1 According to the standard GB/T17411, marine residual fuel shall meet the requirements as
follows:
Items
RMA10
RMD15
Kinematic viscosity at 100 mm2/s
10
15
Flash point
60
60
RME25
RMG35
Test method
35
GB/T11137
60
60
GB/T261
25
Winter
Summer
0
6
30
30
30
30
30
30
GB/T3535
Coke residue %m/m
10
14
15
18
GB/T17144
Ash content %m/m
0.1
0.1
0.1
0.15
GB/T508
Water content %V/V
0.5
0.8
GB/T260
Surphur content %m/m
3.5
GB/T11140
Vanadium content mg/kg
150
350
200
300
GB/T12575
Al+Si mg/kg
80
80
80
80
ISO10478
0.1
0.1
0.1
0.1
ISO10307-2
Pour point
Total potential sediment %m/m
1.2.2 Viscosity conversion of common marine fuel oil

Kinematic
viscosity
mm2/s50
Kinematic
viscosity
mm2/s80
GB/T17411 Kinematic
viscosity
mm2/s100
Redwood No.1 Second

100 F
40
15
10RMA10
300
80
25
120
35
15 (RMD15
1000
180
45
25RME25
1500
380
75
35RMG35
3500
600
Note:1RMD15-120 Marine fuel oil is equivalent approximately to RIS 1000s (100F). It is

used for 200 series marine main and auxiliary engines, on which nitriding cylinder liners,
combined-type pistons with steel crown and aluminum skirt, fuel injectors with non-cooling
type nozzle and non-cooling type cylinder heads are installed. But the inlet and outlet valves
are the same as those on engines burning diesel fuel.
36
2RME25-180 Marine fuel oil is equivalent approximately to RIS 1500s (100F). It is used
for 200 series marine main and auxiliary engines, on which nitriding cylinder liners,
combined-type pistons with steel crown and aluminum skirt, fuel injectors with cooling type
nozzle and cooling type cylinder heads are installed. The inlet and outlet valves are of heavy fuel
type.
3RME35-380 Marine fuel oil is equivalent approximately to RIS 3500s (100F). It is used
for 200 series marine auxiliary engines and land-used generating sets, on which nitriding
cylinder liners, combined-type pistons with steel crown and aluminum skirt, fuel injectors with
cooling type nozzle and cooling type cylinder heads are installed. The inlet and outlet valves are
of heavy fuel type.
420# heavy diesel fuel in GB445 is equivalent approximately to DMC in GB/T17411.
51cSt=1mm2/s
1.2.3 Determination of preheating temperature for heavy fuel
Properties of fuel determine largely the operation of engine, service interval and working life
of parts. Especially, when the engine burns heavy diesel fuel or heavy fuel, poor fuel atomization,
inferior combustion, serious carbon accumulation may occur in the operation due to high density,
viscosity, mechanical foreign matters, water content, elements as S, V, Na, etc. in heavy fuel.
Therefore, it is necessary that perfect devices for separating, filtering, preheating and supplying
are equipped to fuel system. Separating and filtering devices could remove solid matters and
water in fuel (requirements: water 0.2%(V/V), solid matters content 50mg/kg, matter size
5m ) . Preheating device could ensure 12 mm2/s kinematic viscosity of fuel before injection
pump. The preheating temperature can be determined by Viscosity-Temperature Diagram.
1.2.4 Determination of preheating temperature of heavy fuel
Determination of preheating temperature of heavy fuel 120cSt (50 kinematic viscosity)
=1000sRedwood No.1 Second
Refer to Diagonal 3 in Viscosity-Temperature Diagram, the lower section of which meets
horizontal lines 10 mm2/s, 12 mm2/s, 15 mm2/s respectively at A1, A2, A3. Then draw three
vertical lines from A1, A2, A3 to meet Temperature-coordinate axis respectively. The values on
Temperature-coordinate indicate the preheating temperature range, i.e. 108 126 . The
preheating temperature should be 117 if the kinematic viscosity of heavy fuel is required to
be 12 mm2/s before it flows into injection pump.
Note: The V-T Diagram is for reference only. In actual practice, the viscosity shall be
37
measured by viscosimeter, then the required viscosity shall be controlled by fuel-controlling

unit.
1.3Fuel additives
The use of additives can optimize combustion of diesel fuel, decrease carbon deposit and
wear of cylinder liners, pistons and piston rings, although the engine could run trouble-freely
without additives in fuel. So it is up to user to decide the use of additives in fuel according to
actual circumstance.
Note:
Jiajie JH-3 Fuel Conservation Additive is recommended.
FunctionRate of economizing light diesel fuel: 5%Eliminating carbon deposit, and forming
new film inside cylinder block to improve dynamic performance effectively, to lessen
mechanical wear and to prolong working life of diesel engine; reducing service cost; diminishing
emission and decreasing air pollution.
Method of applicationBlending ratio of additive and fuel: 1: 2000(i.e. 500g JH-3 additive
for 1 ton of fuel). When using additive, it shall be blended fully with 0# diesel fuel in a container
before the admixture is poured into empty fuel tank. Then fill the fuel tank with required fuel
which shall be poured into fuel tank to dissolve fully the additive in admixture that has been in
tank. If user does not obey above sequences, the fuel conservation function will be diminished
vastly.
2. Quality requirements of lube oil

2.1 Quality requirements of lube oil for diesel engine
Lube oil lubricates and cools moving parts in engine. The quality of lube oil will affect
directly the economical efficiency and service life of diesel engine.
The quality of the lube oil used for CW200 series diesel engines shall be in accordance
with the technical data of CD40 in Standard GB11122.
Main specifications of lube oil as follows:
Items
Viscosity grade
Kinematic viscosity at 100
Viscosity index
Flash point (open cup),
Water content %
Pour point
mm /s
38
Quality index
Test method
40
Suitable
12.5~16.3
80
225
Trace
-10
GB/T265
GB/T2541
GB/T3536
GB/T260
GB/T3535
Foamability
tendentiousness/
mL/mL
(foam
stability)
24
93.5
Post-24
Sediment %
2.2 Quality requirements of additives
Dissolvability
25/0
150/0
25/0
0.01
GB/T12579
GB/T6531
The additives must be dissolved in the oil. The ash as residue after combustion
must be of soft structure.
It must be so high that coke and tar-like residues occurring when fuel is
combusted must not build-up.
Cleaning
capacity
Dispersing
The combustion sediment can be dispersed in the oil.
ability
Neutralization It must be so high that acidic products produced during combustion are
capacity
neutralized.
Stabilizing
The lube oil must not form a stable emulsion with water.
capacity
Lube oil must be CD40 in GB11122. Technical specifications of other types of lube oil used
should be in compliance with requirements in above table, otherwise the manufacturer would not
bear the service responsibility if the diesel engine does not operate normally due to inferior oil. It
is recommended to use special lube oil designated by Weichai Power.
Note: Different types of oil must not be used together.
When the engine burning heavy fuel, acidic oxide would be produced easily during
combustion since there are many foreign matters, especially high sulphur content in heavy fuel.
If the temperature of fresh water in cylinders is low, when the high temperature combusted gas
contacts the cool surface of combustion chamber, sulfuric acid and sulfurous acid are easily
generated. If flowing back to oil sump, the acids will lead to acidification and deterioration of oil,
which aggravates the low temperature corrosion of components and parts. The marine engines
work under foul conditions with poor lubrication, the lube oil inevitably mixes with water. So
the oil for marine engine should be added with additive, such as metallic detergent, ashless
dispersant and antioxygen, anticorrosion and antiwear water diversion additive, to increase the
cleanness and dispersivity, stability under thermooxidizing condition, water diversion
performance and anticorrosion of lubricating oil. The basic oil with which additives have been
mixed must demonstrate the following characteristics:
1) The additives must be dissolved in the oil and must be of such a composition that an
39
absolute minimum of ash remains as residue after combustion. The ash must be soft.
2) The cleaning capacity must be so high that coke and tar-like residues occurring when fuel
is combusted must not build-up.
3) The dispersing capacity must be able to remove the combustion deposits from the used
oil.
4) The neutralization capacity must be so high that the acidic products produced during
combustion are neutralized.
5) The tendency to evaporate must make the lube oil not form a stable emulsion with water.
Water should be separated rapidly from other foreign substance in separator.
Generally, additives in lube oil is determined by qualities of parts and fuel in HFO engine.
High alkaline lube oils as API-CD grade and above are preferably used for turbocharged or
intensified HFO engine. Low quality lube oil is permitted to be substituted with a higher one.
Therefore, only lube oil designed for marine mid-speed engine with trunk piston can be
used for HFO engine, and shall be subject to selection according to the properties of heavy fuel
oil burned by engine.
Lube oil with 15mgKOH/g total base number (TBN) is suitable for lubricating cylinders
and crankcase of engine burning heavy fuel, in which sulfer content is less than 1.5%.
Lube oil with 30mgKOH/g total base number (TBN) is suitable for lubricating cylinders
and crankcase of engine burning heavy fuel, in which sulfer content is less than 3.0 %.
Note: We recommend Kunlun lube oil DCB4015 and DCB4030. They are designed for
serving marine mid-speed HFO engine with trunk piston, and are applicable for
lubricating cylinders and crankcase in main or auxiliary engine.
Main specifications of Kunlun lube oil DCB4015 and DCB4030
Item
Specifications
Products
DCB4015
DCB4030
SAE40
SAE40
mm2/s
14.5
14.5
GB/T265
mgKOH/g
15
30
GB/T7304
88
88
GB/T1995
Viscosity grade
Kinematic viscosity(100)
TBN
Test method
Viscosity index
Flash point, (open cup)
238
238
GB/T3536
Water content
0.03
0.03
GB/T260
40
Pour point
-15
-15
GB/T3535
No rust
No rust
GB/T11143
0.008
0.01
GB/T6531
1.4
0.2
1.3
0.3
SH/T0619
11
11
SH/T0306
Rust test in liquid phasesynthetic

seawater
Sediment
Water separation
Free water ml
Emulsion ml
Carrying capacityCL-100
2.3 Changing oil
The oil quality should be received the proper care during the running of engine. Check oil
quality regularly, especially its viscosity and water content. Oil must be changed if it is diluted,
or else its viscosity grade and other performances will degenerate severely, and even explosive
blended gas will be engendered in crankcase.
When replacing oil, scavenge oil should be drained out. Clean oil circulation system
carefully. Cotton yarn or rag or wool cloth is prohibited in cleaning.
Change oil according to following points. However, its service life could be prolonged
appropriately if its quality does not degenerate remarkably.
Change oil for the first time after first 50 running hours of new engine.
Change oil for the second time after 500 running hours.
Change oil every 1500 running hour afterwards if in normal circumstance.
If oil system is equipped with oil separator, which can remove the water content and
impurity in oil, the interval of oil change is permitted to be prolonged.
Examine oil regularly and change it as soon as any situation as follows is detected.
Kinematic viscosity mm2/s:
25% higher or lower than that of new oil
Flash point : lower than 160;

Total alkalinity mg KOH/g:
less than 50% of that of new oil.
Water content %: greater than 0.2.
3. Quality requirements of fresh water

3.1 The cooling water must be treated before commencement of start of engine. During running,
examine regularly the quality indexes of cooling water to ensure that it maintains specified
quality.
41
The quality indexes of the water used in close-circuit:

Water type
Fresh water free from foreign matter
Total hardness
100mgCaO/L
PH value (at 20)
6.58.0
Chloride ion
Max. 50mg/L
Not suitable water
Sea water, brackish water, brines, industrial waste water.
3.2 Cooling water additives

Function: Additives can prevent water chamber of HFO engine from corrosion and
cavitations. Chemical or anticorrosion emulsified oil are usually used. If the hardness of cooling
water is lower than the level specified by the anticorrosion agent manufactory, the user could
consult with the maker of anticorrosion agent, if necessary.
We recommend NL emulsified antirust agent as anticorrosion emulsified oil, which contains
compositions as follows:
Petroleum sodium sulfonate:
36%
Castor oil sodium soap:
19%
Triethanolamine:
6%
Benzotriazole
0.2%
5#~7# high speed machine oil
38.8%
After additives is added, in the ratio of 0.8%~1%, to the cooling water, a protective film
will form on the metallic inner surface of cooling-water piping. The film will not bring negative
influence on heat conduction, and will prevent from producing calcic layer on the metallic
surface. The user should check regularly concentration and working condition of cooling water
system, to ensure that additives forms stable bubble- free emulsion layer in water.
When the water temperature is lower than 0 or higher than 95, anticorrosive emulsified
oil will be inapplicable. Change to antifreeze or chemical addition agent!
Note: If there have been anticorrosion emulsified oil in the

cooling water, antifreeze should not be added in the water, or the
emulsifying agent will be destroyed, and generate oil sludge in the
system.
42
Chapter 3
Main configuration and systems of diesel engine
1. Construction feature
Free end
Flywheel end
1.1 Cylinder quantity and rotation directionfor example: CW8200ZC
Model No.
Number of cylinder
CW6200ZC/CW8200ZC
Defined with number 1, 2, 3 etc. from free end.
Rotation direction
Engine rotates clockwise if viewed from flywheel end, which

is conventional configuration of CW200 series. The engine
that rotates counterclockwise if viewed from flywheel end,
can also be supplied if required.
Exhaust side
The exhaust pipes are located on the left outsides of the

cylinder heads if viewed from free end.
Control side
Fuel injection pump, governor, control system are located on

the right outside of the cylinder if viewed from free end.
43
2. Dimensions and weight of main parts

Dimensions of main parts
Dia.
(mm)
152
Width
(mm)
61
Bearing, big end, connecting rod
133
63
Piston pin bearing
75
68
Bearing, inlet & outlet camshaft
110
45
Parts
Main bearing
Piston
Connecting rod (distance between
centers of bearing hole)
Cylinder liner
Length
(mm)
Lift
(mm)
Height
(mm)
261
520
546
Gas ring
Oil ring
Inlet valve
20
Exhaust valve
20
Inlet cam
17
Exhaust cam
17
Distance between cylinder centers
280mm
Weight of main partsapproximation, kg

Designation
6-cyl.
8-cyl.
Designation
6-cyl.
8-cyl.
Cylinder block assembly
1640
2140
Main bearing cover (with shell)
15
15
Oil sump assembly
154
200
142
170
Cylinder liner
40
40
112
112
Counter-weight and bolts
23
23
18
18
Turbocharger
100
100
27
27
Fuel injection pump

assembly
140
185
Camshaft assembly
86
106
592
754
6500
7800
Camshaft housing
Cylinder head with valves and
rocker arms
Piston, piston pin and piston
ring (one-piece piston)
Connecting rod
(excluding shell)
assembly
Oil sump volumel*

Crankshaft (without counterweight and flywheel)
Diesel engine (without water
and oil)
* It means oil in wet sump of engine burning light diesel fuel. Oil filled in filter and
44
cooler are not included in it, because oil volume varies with force mechanisms.
HFO engine has a dry sump and an additional larger volume of fuel tank.
3. Cylinder block and cylinder liner

The cylinder block which serves as an engine frame,
is made of high strength cast iron in integral casting. The
cross section of cylinder block is designed to rectangle. Air
chamber and secondary intercooler are parallel in cylinder
block. Inspection hole is provided on the control side of
cylinder block, used for inspecting and mounting and
disassembling main bearing shell and connecting rod shell.
The wet cylinder liner, which is fabricated from
special wear resisting cast iron, is pressed into the cylinder
block from the top. Cylinder liners top flange draws level
with the surface of cylinder block, and its lower part can expand (stretch) freely. The upper
part forms the cooling water chamber with the cylinder block. Four O-rings are mounted
between cylinder head and cylinder block to separate and seal cooling water chamber from
inlet chamber, inlet chamber from crankcase.
Nitriding cylinder liners are used in HFO engine.

4. Crankshaft
The crankshaft is made from good quality high strength steel (or alloy, depending on
power) subject to continuous fibre die forging. Main bearing and crankpin bearing belong to
sliding bearing. A set of thrust bearing mounted on output end, which has steel back plated
bearing alloy, has working surface and nonworking surface. The working surface should be
outward when it is mounted or disassembled. Flywheel is installed on output end. At free
end, crankshaft gear drives all gear system. If necessary, full or part power can be output
through free end. In marine main engine, the free end can be, depending on applications,
equipped with belt pulley to drive fresh water pump and seawater pump.
45
Crankshaft material
Engine Model:
High-quality carbon steel
Power per cylinder100 kW
High-quality carbon steel,

crankshaft subject to nitriding.
High-quality alloy constructional

steel, and crankshaft subject to
nitriding
and
hardening
and
tempering.
and
46
Power per cylinder =116 or 120 kW
Power per cylinder =138kW
4.1 Measurement of crankweb deflection
1. Shaft journal
2.Crankweb 3.Crankpin
OTTop Dead Center

UTBottom Dead Center
ROT90 to the right of TDC
LOT90 to the left of TDC
UTRon the right of BDC
UTLon the left of DBC
Only when connecting

rod installed
Note: The criterion is the position of the crankpin, not of the gauge. The terms
left and right as well as the direction of rotation refer to the crankshaft as seen
from the flywheel end.
Crankweb deflections are indicative of the misalignment of the main bearings with
relation to each other and of main bearings with relation to the bearings of the connected
shaft. If the values measured exceed the permissible maximum, the crankshaft must be
realigned. Possible causes are: uneven wear of main bearings, a dislocation of the driven
shaft, or changes in the supports of the engine on the foundation or changes in the foundation
itself.
Sequence of operations
1.1 Remove crankcase covers;
1.2 Turn crankshaft so as to move crank of cylinder No.1 into start-out position that is either
47
UTL or UTR, which depends on revolution direction of engine (connecting rod has been
installed on crankpin);
1.3 Insert crankweb deflection gauge (crank spread gauge) into measuring points in the two
webs and set dial gauge to 0 at about the middle of the measuring range.
Note: If measurements are taken in a warm engine, the crankweb deflection gauge must
first be placed near the running gear in the crankcase of the engine for approximately
15 minutes so as to bring the gauge up to the same temperature.
1.4 Turn crankshaft in the normal direction of rotation to the different measuring points (see
illustrations). Take deflection gauge readings, magnitude and direction (+ or -), shown as
defection from the starting position, in each of the measuring positions and enter them in the
table (see measuring example).
1.5 Measure remaining crankweb deflection in the same way.
1.6 Remove crankweb deflection gauge and replace crankcase covers.
4.2 Measuring exampleConnecting rod has been installed on crankpin
Crank in UTR
Unit: 0.01mm
Cylinder No.
1
2
3
0
0
Crank in ROT
+2
+2
Crank in OT
+4
+1
Crank in LOT
+3
-3
Crank in UTL
-2
Deflection OT-UT
+4
+2
Deflection ROT-LOT
-1
+5
Crank position
Difference between OT values of adjacent cylinders
Note: The crankweb deflection is the difference in the distances between each pair of
webs measured in the two positions displaced 180.
4.2.1 Measuring crankweb deflection with connecting rod:
TDC crankweb deflection UT
UTR UTL
2
An increment in the distance between a pair of webs, compared with the datum position,
is to be entered in the table with a plus sign (+), a minus sign (-) is to be used when the
48
distance grows smaller.
Increase distance
Decrease distance
4.2.2 The following additional information must also be entered in the measuring record:
4.2.2.1 The condition of assembly of the engine, especially the condition of assembly of the
running gear, coupling with driven machines, condition of foundation, etc;
4.2.2.2 Oil and cooling water temperatures, when measurements were taken in a warm
engine;
4.2.2.3 The normal direction of rotation of the engine;
4.2.2.4 Measure crankweb deflection again after connecting flywheel, coupling
and gear box. Do not start engine unless crankweb deflection is satisfactory.
If admissible max. crankweb deflection is exceeded, realignment of crankshaft and check of
foundation are required.
Engine
Rigidly coupled
Elastically coupled
cold
hot
cold
hot
0.03mm
-0.14mm
-0.14mm
-0.14mm
New engine in release

test or installation in
user site
0.03mm
-0.08mm
-0.08mm
-0.08mm
Engine state
0.03mm
It is recommended to
0.06mm
realign shafting if
crankweb deflection is
detected to reach or
exceed these value in 0.06mm
maintenance and
service
0.06mm
Shafting must be
realigned if crankweb 0.08mm
deflection is detected
to reach or exceed
0.08mm
these value in
maintenance and
service
0.08mm
0.03mm
-0.17mm
-0.17mm
-0.17mm
-0.10mm
-0.10mm
-0.10mm
0.06mm
-0.19mm
-0.19mm
-0.19mm
-0.11mm
-0.11mm
-0.11mm
0.08mm
49
Number of
measured
cylinder
At No.6 cylinder
in 6-cyl. engine;
At No.8 cylinder
in 8-cyl. engine;
At No.5 cylinder
in 6-cyl. engine;
At No.7 cylinder
in 8-cyl. engine;
Other cylinders
At No.6 cylinder
in 6-cyl. engine;
At No.8 cylinder
in 8-cyl. engine;
At No.5 cylinder
in 6-cyl. engine;
At No.7 cylinder
in 8-cyl. engine;
Other cylinders
At No.6 cylinder
in 6-cyl. engine;
At No.8 cylinder
in 8-cyl. engine;
At No.5 cylinder
in 6-cyl. engine;
At No.7 cylinder
in 8-cyl. engine;
Other cylinders
Note: Deviations between measurements taken in TDC position of adjacent

cylinders should not be greater than the admissible maximum crankweb deflections.
BDC crankweb deflection UT
UTR UTL
2
Horizontal deflection ROT LOT

Vertical deflection OT UT
Difference between OT values of adjacent cylinders (cylinder No.1/ cylinder
No.2) OT1 OT2
Assessment method: Crankweb deflection whatever from measurement or calculation
shall not exceed the admissible maximum values.
5. Dismantlement and installation of main bearing bolt

Explanation of right figure:
1. Rope guide
2. Rope
4. Main bearing bolt

6. Cylinder block
3. Bearing cap
5. Knurled screw
7. Screw plug
8. Spanner, 46 width across flats
9. Fishplate
A Gap
1 Lifting tackle (prepared by user)
1 Adhesive tape (prepared by user)
5.1 Starting position
The crankcase is open; the crank gear is in a
position so that the main bearing bolts are easily
accessible. The crankshaft is secured against unintentional turning.
Note: Depending on the pulling direction (loosening or tightening) the tackle must be
attached on the exhaust or camshaft side, respectively, of the end bearings and for all the
other bearings on the camshaft side left respectively right of the bearing concerned.
5.2 Sequence of operations 1: Loosening
1. Screw the plug (7) out of the corresponding bore hole.
2. Push the rope (2) through the bore hole, screw the rope guide (1) into the thread, and
screw hand-tight with tommy bar.
3. Apply the spanner (8) to the main bearing bolt (4) to point approximately 30
50
backwards and fix with the use of the knurled screw (5).
4. Fix the rope in the fishplate (9) and hook the tackle into the rope loop. Do not let the
unprotected rope run over edges.
5. Amply oil the rope and rope guide.
6. Using the tackle, loosen the main bearing bolt as far as possible.
Note: If necessary, unload the rope, set the spanner to a new initial position and repeat
points 3-6.
7. Unload the rope and place the spanner on the second main bearing bolt (as under
points 3+4).
8. Loosen the second main bearing bolt (as under point 6).
9. Remove the tightening tool.
5.3 Sequence of operations 2, Tightening
Note: Apply molybdenum disulfide grease (MoS2) to threads when mounting main
bearing bolt.
1. Alternately tighten the main bearing bolts (4) in 2 steps with the specified tightening
torque (300N.m).
2. Measure the gap (A) between the bearing cap (3) and the cylinder block (6).
Note: Gap (A) must be smaller than 0.03mm on both sides.
3. Push the rope (2) through the bore hole corresponding to the pulling direction, draw
in the rope guide (1) and screw hand-tight with tommy bar.
4. Apply the spanner (8) to main bearing bolt (2) so as to point approximately 30
backwards and fix with knurled screw (5).
5. Fix the rope in the fishplate (9) and hook the tackle into the rope loop. Do not let the
unprotected rope run over edge.
6. Mark the rope with adhesive tape using a suitable edge as reference.
7. Amply oil the rope and rope guide.
8. Operate the tackle until a rope distance of 130mm has been reached. Check the rope
distance.
Note: 130mm rope distance corresponds to the specified turning angle 60.
9. Unload the rope, take out of the fishplate and place the spanner on the second main
bearing bolt. (as under points 4-7).
10. Tighten the second main bearing bolt (as under point 8).
11. Remove the tightening tool.
51
12. Measure the bearing clearance with thickness gauge and check the crankweb
deflection of the crankshaft. Enter both measurements in records.
13. Verify that all tools and foreign bodies have been removed from the engine.
14. Coat the screw plugs (7) with sealing agent and screw in place.
6. Piston and connecting rod

The piston for engine burning light diesel fuel
or heavy diesel fuel is made from integrally cast
aluminum alloy, and that for engine burning heavy
fuel is of combined-type with steel crown and
aluminum skirt. Piston skirt is designed as
middle-convex and varying ellipse, surrounded by
three chrome plated gas rings and one oil-ring. The
piston is cooled by pressure oil from an oil passage
in the connecting rod.
The connecting rod is die-forged and a split
joint is normal to axis of the rod at the big end. The
cap is fastened on connecting rod body by four
bolts and nuts.
Connecting rod material
Engine Model:
High-quality carbon steel, connecting rod

subject to hardening and tempering.
Power per cylinder120 kW
High-quality alloy constructional steel,

and connecting rod subject to hardening
and tempering.
Power per cylinder =130 kW or

or 135 kW or 138kW
Quality requirements of the assembly should be met when installing piston and
connecting rod. Marks shall be stamped at each cylinder. Attention shall be paid to reposition
when installing. The stamped side of connecting rod cap and body should be on the same
side.
52
6.1 Removing piston

Starting position
Crankcase open, crankgear in TDC position, big end bearing cover removed, and cylinder
head removed.
Operation:
1. Use the cleaning rod to clean taphole in piston (1).
2. Screw eye bolt into piston. (1M12 for engine burning light fuel, 2M10 for engine
burning heavy fuel).
3. Lower piston slightly by cranking, remove carbon deposits from top of running surface of
cylinder liner (2) and reset piston to TDC position.
4. Screw eye bolt into piston, and, using the rope, fasten to lifting gear. Lift it up somewhat.
Note: Before the piston is pulled out, the connecting rod bolts and shell halves should be
removed, and crankpin is at TDC position. Pay attention to the marks on bearing shell
and connecting rod.
5. Using the lifting gear, pull out piston with connecting
rod slowly and in a careful manner. Be sure that the
cylinder liner is neither lifted nor damaged. (Turning of
piston is not permitted.)
6. Deposit piston with connecting rod on wooden supports.
6.2 Installing piston
Starting position:
Piston is cleaned, checked, reconditioned if necessary,
and reassembled with connecting rod. Cylinder liner is
cleaned. Engine crankgear is in TDC position.
Operation:
1. Screw eye bolt into piston and fasten with rope to lifting
gear.
2. Lubricate piston rings and piston running surface with
1. Piston
2. Cylinder liner
3. Connecting rod
clean oil.
3. Arrange the butting joints of the compressions rings to be alternately offset by 180.
4. Lubricate inside of insertion bush and place bush on cylinder liner.
5. Using the lifting gear, position piston vertically over the cylinder and lower connecting rod
carefully into cylinder liner as far as slightly before crankpin. When doing so, pay attention
53
to piston mark ST (control/ timing side). Dont turn the piston.

6. Before the connecting rod is installed into
crankpin, it should be assembled with bearing shell
halves (the lobe of shell should be in the locating
slot). Put the piston together with connecting rod on
the crankpin, and install connecting rod cover and
bolt with lower shell.
Note: The piston must be installed in this way.
The mark ST (at the top of piston) must be faced
to control side and the hole avoiding valve to
exhaust side.
7. Remove eye bolt, rope and insertion bush.
8. Refit cylinder head.
6.3 Dismantling and installing piston ring
Starting position:
Piston with connecting rod is pulled and placed on wooden supports.
Sequence of operations:
1)
Check condition of piston and piston rings.
2)
Measure and note down axial clearance of piston rings in their grooves.
3)
Clean piston of carbon deposits. When doing so, take care not to roughen surface
of piston crown. Clean the running surface cautiously. The graphite-treated layer
must be retained.
Note: The piston running surface should exhibit an even bearing pattern (contact
pattern) without scoring or other damage. Sever shaving or scuffing is an indication
of engine having been overloaded , cooling disturbed , insufficient lubrication, etc.
Scoring is caused by foreign matter that had been wedged between piston and
cylinder liner.
4)
Remove compression rings by use of piston ring expanding pliers and make a close
inspection, replace rings if necessary.
Note: On no account must piston rings be exchanged without the use of the piston
ring expanding pliers. When removing, note position of rings in their grooves. They
must be reinstalled in the same groove as when removed, unless new rings are
fitted.
54
5)
When fitting new rings, measure gap clearance by placing the piston ring into
lower third of the cylinder liner (if possible a new one).
6)
Carefully clean ring groove in piston and determine wear.
Note: Tapered out ring groove flanges are an indication of excessive liner wear.
7)
Roll off piston ring in groove to determine the groove depth.
8)
Using the piston ring expanding pliers, fit piston ring and measure ring clearance in
groove. Enter data into engine log.
Note: When fitting a used piston in another cylinder liner, gas rings and oil ring
must be replaced in any case. The engine is then to be run at reduced load for a
short time.
9)
Use the circlip pliers to remove one of the circlip rings (4), if necessary heat the
piston.
10) Push piston pin (5) out while holding the connecting rod (6), then lift off and set it
down.
Clean carefully the inside of the piston, blow compressed air through the oil ducts
and check for signs of damage (cracks).
11) Measure clearance from piston pin to bush by means of feeler gauge and enter
measurements in engine log.
12) Oil piston pin, insert it into piston, insert connecting rod, and
push piston pin to bottom.
13) Using pliers, insert circlip ring carefully.
Maintenance
Pull out and check piston regularly (refer to section Maintenance).
Overhaul of piston varies with its running conditions (load, fuel,
combustion quality, lubrication and cooling). When checking, do not
disassemble piston rings, because they will bear high stress during
assembling and disassembling. Examine the lubrication of piston and cylinder liner.
Arrangement of piston rings (right cutline)
1)
In the first groove from the top, a chromium-plated gas ring 1 with inside chamfer
and crowned running surface is fitted.

2)
The second and third grooves from the top take chromium-plated taper-face gas
rings 2 with inside chamfer.
3)
Fitted in the fourth groove from the top is the oil ring 3.
55
Note: Do not attempt to remove or install piston rings without the use of the ring
expanding pliers as rings would be over-extended and deformed.
Piston ring 1 has a mark of TOP1 and ring 2 a mark of TOP2. Install piston rings
with the side marked TOP up, i.e. facing the combustion chamber. Chromium-plated gas
ring 1 or 2 must be replaced when the plating is worn off at any spot or the gap clearance
exceeds the maximum permissible value.
Note: The piston ring must not be installed conversely for position or upper and
lower surface. It not only could not scrape the oil, but also may result in oil leading to
combustion chamber.
7. Cylinder head
Cylinder head is made of heat-resistant grey cast iron, and secured to the cylinder block
by four bolts, one cylinder head for each cylinder. Each cylinder head has an inlet and an
exhaust valve, valve spring, valve-turning mechanism, valve guide, fuel injector, and rocker
arm, etc.
Each valve is equipped with valve seat made from special material and valve guide
made from wear-resistant alloy cast iron. A seal ring is mounted on the valve guide to prevent
oil from flowing air passage through gap of valve guide.
Rocker arm on cylinder head, driven directly by camshaft, makes the structure of
engine simpler and more reliable, and easy for service.
Fuel injector is installed in a bushing between two rocker arm casings, impacted by two
bolts and a tension block.
Oil lubricating rocker arms and air valves flows through hollow screw of positioning
rocker arm shaft into cylinder head, then enters into camshaft housing through a pipe
between cylinder and camshaft housing. At last, it reaches oil sump.
Air release valve is mounted on screw hole at side face of cylinder head via an extension
rod. The valve is used for blowing the engine off before starting and for measuring explosion
pressure of each cylinder. There is a removable cover on the cylinder head. If removing the
cover, inspection and adjustment of valve clearance.
Normal cylinder heads are used for engine burning light diesel fuel or heavy diesel
fuel.
Cylinder head specially designed for HFO engine and fuel injector with
non-cooling type nozzle are used for engine burning 600~1000s heavy fuel.
56
Cylinder head specially designed for HFO engine and fuel injector with cooling
type nozzle are used for engine burning 1500s and 3500s heavy fuel.
Dismantling and installing cylinder head
Starting position:
Cylinder cooling water has drained from engine. Position of crankshaft is such that
piston of cylinder in question is in TDC.
1. Sequence of operations 1: Removal
1)
Unscrew four screws (6) from

exhaust pipe flange, paying
attention to seal ring.
2)
Unscrew injection pipe and

loosen drainage pipe joint.
3)
Unscrew mounting clip for

cooling water outlet stub, and
push outlet stub into cylinder
head until lifting off the head is
possible.
4)
5)
1. Stud bolt 2. Cylinder head nut 3. Eye bolt

4. Hexagon nut
5. Cooling water outlet stub
cover, screw the plate with eye 6. Screw (exhaust pipe)
7. Seal ring
8. Seal ring (cylinder liner)
bolt.
9. Cylinder liner
10. Cylinder crankcase
Loosen and unscrew cylinder 11. Cooling water transit stub
12. Bolt hole
Remove
the
cylinder
head
head nuts (2).

6)
Using the rope, hang cylinder head onto lifting gear and raise the head. Close off
cooling water transit stub with plastic cap. Carefully lower cylinder head onto
wooden supports, paying attention to injection nozzle, seal ring (7) and cooling
water transit stub (11).
2. Sequence of operations 2: Cleaning

1)
Clean out any carbon deposits found in exhaust channels and bottom of cylinder
head. When cleaning, do not roughen the surface.
2)
Check cooling spaces for calcareous deposits and remove them if necessary.
3)
Thoroughly clean the sealing surfaces between cylinder head and cylinder liner
(9).
4)
Clean oil space, especially in the corners, from oil sludge, and use an air hose for
57
blowing through the outlet pipe.

3. Sequence of operations 3: Refitting
1)
Using the rope, hang cylinder head onto lifting gear and lower it carefully onto the
cylinder crankcase. When doing so, pay attention to cooling water transit stub and
passage (seal ring).
Note: Always prior to fitting the cylinder head, the seal ring (8) shall be inspected.
Only orderly and non-deformed rings could be reused.
2)
Screw on four screws (6) on flange of exhaust manifold pipe with seal ring by
hand.
3)
Screw on the cylinder head nuts (2) by hand.
4)
Make the cooling water outlet stub (5) return to original position, and fasten it
with support.
5)
Screw the fuel injection pump, and connect it with drainage pipe. If it is mounted
with cooling water passage, connect it with the passage.

6)
Screw on the cylinder head nuts to specified torque value.
7)
Tighten firmly the four screws (6) on flange of exhaust manifold pipe.
8)
Pull out and set down the lifting gear.
9)
Check valve clearance of inlet and exhaust valves and readjust if necessary.
10)
Refit the cover of cylinder head and tighten it.
Finally, fill cooling water into the engine and check for leakage.
Note: In case the cylinder head is leaking in spite of all bolts being tightened to the
correct torque loading, the cylinder head must be removed again and the seal ring
inspected. If necessary, insert a new and genuine seal ring.
Dismantling and installing rocker arm and valve
Starting position:
Run crank of respective cylinder in ignition TDC, cylinder head and its plate are
removed.
1. Sequence of operations 1: Removal
1)
Remove necked-down bolt (4) and dog point screw (5).
2)
Move rocker arm axle (1) inwards, using wood block and hammer (see Fig.) and
remove seal ring (2).
3)
Pull out rocker arm axle (1) and remove rocker arm (7).
Note: if the seal ring (2) is not removed before the axle is being pulled out, it will be
58
damaged at the edges of the bore!

4)
Bolt
down
place
sleeve
plate,
onto
spring plate (13) and

compress
valve
spring (12) by use of

hexagon bolt until
collet (14) can be
removed.
5)
Relax valve spring,

remove tool and take
out individual parts
of valve.
6)
If valve guide (15) is

worn, remove it with
suitable
(30)
mandrel.
7)
Clean all parts, and

check for wear and
measure off-size.
8)
1. Rocker arm axle

2. Seal ring
3. Seal ring
4. Necked-down bolt 5. Dog point screw
6. Seal
7. Rocker arm
8. Bearing bush
9. Roller axle
10. Roller 11. Valve 12. Valve spring 13.Spring plate
14. Collet, 2-piece
15. Valve guide
16. Seal ring
17. Thrust bolt with ball cup
18. Hexagon nut
19. Rotator
M Marking
Replace the worn components when

necessary.
Note: If several cylinder heads are

disassembled at the same time, make sure that
the individual parts are not mixed up if they
are not replaced by new ones.
59
Note: Do not remove roller (10) and roller axle (9) from rocker
arm. If marks (M) do not coincide or if roller axle (9) can be
turned or roller (10) is damaged, replace the complete rocker arm.
2. Sequence of operations 2: Installing

1)
Oil all drill holes, axles and valve guides.
2)
To install, reverse sequence of operations

outlined above, making sure of the following
points:
3)
Insert seal ring (16) carefully into valve guide

(15), making sure not to damage it.
4)
Install valve spring (12) correctly. Put the end

with mark (M) onto spring plate (13).
5)
When installing valve (11), make sure that the 2

pieces of collet (14) is installed correctly.
Note: In order to not damage valve stem, when

installing valve spring (12), make
sure that the collets (14) have been
engaged in the groove of the valve
cone stem.
6)
When installing a new bearing

bush (8), note position of oil hole.
7)
Install rocker arm axle (1) as

follows:
a)
Fit seal ring (3) in groove.
b)
Push lubricated rocker arm

axle into bore and mount
rocker arm (7), drive in, if
necessary, with wood block
Valve clearance of engine at cold state:

P(mm):
Inlet valve0.500.05
Exhaust valve0.700.05
and hammer, making sure

that
the
bore
for
60
necked-down bolt is in its correct position.

c)
Push roller arm axle inwards until new seal ring (2) can be fitted in groove.
d)
Use tool to tighten the rocker arm axle, screw in necked-down bolt (4), seal
(6) and dog point screw (5).
8)
Reassemble cylinder head and mount it completely on cylinder block.
9)
Measure valve clearance and correct it if necessary.
3. Sequence of operations: Adjusting valve clearance

1)
Remove cover on top of cylinder head.
2)
Turn crankshaft so that the piston of the cylinder to be checked is in ignition TDC
(both valves closed).
3)
Measure clearance P between top of valve stem and ball cup (17) of cold engine
by use of a feeler gauge.
4)
If valve clearance must be corrected:

a)
Slightly loosen hexagon nut (18) while holding thrust bolt (17) with a key
wrench.
b)
Turn thrust bolt (17) until specified clearance is attained.
c)
Firmly retighten hexagon nut by hand while holding thrust bolt tightly.
Place cover on cylinder head and bolt it down.
8. Camshaft and timing gear system

Camshaft is made of two stages of alloy steel, which are connected with bolts and pins.
Camshaft of 6-cylinder engine has 7 bearings, and that of 8-cylinder engine has 9 bearings.
An axial oil passage runs through camshaft, whose ends are plugged up with nuts. There is an
open oil tubule on each bearing and cam, leading to axial oil passage, to force to lubricate
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moving components with hydraulic oil.

Each cylinder has an inlet cam and an exhaust cam respectively, to drive directly roller
of inlet rocker arm and outlet rocker arm.
Camshaft is installed axially into camshaft housing at side face of cylinder heads from
flywheel end. The camshaft housing is positioned at cylinder block with two straight pins.
Timing gear is mounted on camshaft in a manner of interference fit. Timing gear is expanded
by hydraulic tool then installed on camshaft. Camshaft is positioned axially according to two
side surfaces of timing gear, and flange between camshaft housing and cover plate at free
end.
Timing gear system at free end drives oil pump and timing gear, as well as fresh water
pump and seawater pump. All gears are installed on the gear shaft, lubricated by pressure oil.
Engaging teeth are lubricated with splash.
9. Controlling principle of YT111 Governor

YT111GC-5 hydraulic governor is used in marine main engine and YT111UG-1
hydraulic governor with servomotor in generator diesel engine.
9.1 General
Diesel engine speed is controlled by a governor, which is mounted on the control side.
The governor controls the rack position of injection pump via the fuel control linkage.
Performance parameters of YT111 hydraulic governor:
Working capacity
N.m
11.1
Adjustable range of steady

regulating speed rate
Stabilization time s
010%
10marine main engine/5generator engine
9.2 YT111 governor

Refer to below illustration for YT111 governor. The injection pumps (10) are
accommodated inside the engine casing and are arranged in inverted position beneath the
camshaft housing. The racks (5) of the injection pumps are connected through dog arms (9)
and short tension springs (4) with the control linkage (6) which is also accommodated in the
casing and moving in axial direction on roller (7). The movement of the control linkage (6) in
the direction of fuel admission is transmitted to the pump racks by the force-locked dog arms,
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and in the direction STOP elastically by tension springs. This arrangement permits the fuel
control linkage to be pulled in the direction STOP should one or more injection pumps be
blocked so that the engine can be shut down in any case.
1. Tension spring
2. Shaft
3. Forked lever
rack 6. Control linkage 7. Roller 9. Dog arm
12. Hand lever 13. Lever 14 Mark 15. Scale
18. Tension spring
19. Lever
21. Lever
24. Emergency shut-down device 25. Piston
26.
engine) 27. Roller
4. Tension spring
5. Pump
10. Injection pump
11. Stop bolt
16. End switch
17. Linking rod
22. YT111 governor
23. Lever
Speed regulated motor (for auxiliary
YT111 Control system

Note: Refer to the operation instruction issued by the governor manufacturer for its
working principle and operation. Speed governor oil shall be clean and not prone to
scum, settle and erode governor components. It is also required to be good in heat
resistance and small in viscosity variation, and not to deteriorate if the temperature is
over 100.Governor mounted on 200 series diesel engine requires 30# turbo oil in
summer and 22# turbo oil in winter. It is advisable that operating oil temperature does
not exceed 80. If the diesel engine is used frequently, it is recommended to change
governor oil every three months. If the diesel engine is used intermittently, please
change governor oil every six months.
10. Controlling principle of PSG governor

10.1 General
Besides YT111 governor, imported PSG governor can be used for the diesel engine.
63
Working capacity
N.m
2.4
Adjustable range of steady

regulating speed rate
Stabilization time
010%
10marine main engine/5generator engine
10.2 PSG Governor
1. Tension spring 2. Shaft

3. Forked lever 4. Tension spring 5. Pump rack
6. Control linkage
7. Roller
8. Pneumatic positioner
9. Dog arm
10. Injection
pump 11. Stop bolt 12. Hand lever 13. Lever
14. Linking rod
15. Electric speed
regulated motor
16. Lever 17. Woodward governor
18. Tension spring
19. Lever
20. Connecting rod
21. End switch
22. Scale 23. Mark
24. Shut-down sleeve
25. Piston
Control system (PSG)

10.3 Operating principle of PSG governor
Refer to above illustration for PSG governor. The injection pumps (10) are
accommodated inside the engine casing and are arranged in inverted position beneath the
camshaft. The racks (5) of the injection pumps are connected through dog arms (9) and short
tension springs (4) with the control linkage (6) which is also accommodated in the engine
casing and moving in axial direction on roller (7). The movement of the control linkage (6) in
the direction of fuel admission is transmitted to the pump racks by the force-locked dog arms,
and in the direction STOP elastically by tension springs. This arrangement permits the fuel
control linkage to be pulled in the direction STOP should one or more injection pumps be
blocked so that the engine can be shut down in any case.
64
PSG governor (17) is linked to the fuel control linkage (6) by the forked lever (3), the
shaft (2), the levers (13 and 16) and the linking rod (14). The movement of the lever (13) is
transmitted to the shaft (2) through a torsion-elastic spring member arranged concentrically
around the shaft (2). The two stop bolts (11) limit the angular travel of the forked lever (3)
and thus of the pump racks in the direction of STOP and MAX (full load). The actual pump
setting is indicated on the scale (22) mounted on the shaft (2) and the dash mark (23). The
hand lever (12) serves for shutting the engine down by hand. The resultant opposite
movement (pump racks and STOP, governor pulling in the direction of MAX) is absorbed by
the torsion elastic spring member. The tension springs (1 and 18) are pulling the fuel control
linkage in the direction STOP.
For setting the desired speed, the governor may be equipped either with an electric
speed setting motor (15) in generating set, or pneumatic positioner (8) in marine main engine
for remote controlling. In the fuel supply adjustment, the hand wheel of pneumatic positioner
(8) could realize beside-controlling; or the pneumatic positioner driven by controlled air to
actualize the remote adjustment of fuel supply. The engine can be shut-down either directly
by means of the hand lever (12) or via the governor. Shut-down by safety instruments at
over-speed, etc., if provided, is effected via the governor and additionally via the emergency
shut-down sleeve (24) which is tripped by the solenoid or pneumatic actuator (25). Here, the
shut-down sleeve in the device is released and this in turn moves the hand lever (12) to STOP
with the aid of a preloaded torsion spring.
When the engine has been shut down by action of the emergency shut-down device, the
shut down sleeve (24) will no longer assume its normal position with relation to the mark
(23), i.e. the mark will no longer register with the zero mark on the scale (22) when the
engine is at standstill. In this case, before resuming operation, the shut-down device must be
reset after the fault condition that has caused the shut down has been removed. For this
purpose, the shut-down sleeve (24) must be turned by use of the tommy bar, dia. 10, in the
direction of full load (MAX) until the mark (23) again registers with the zero mark on the
scale (22). In this position, the arresting pin on the solenoid or pneumatic actuator must lock
completely into the emergency shut-down sleeve. This is checked by exerting hand pressure.
Thus reset, the shut-down device is again operational
11. Fuel system of engine burning general diesel fuel

The figure is a fuel-supplying system of one engine. Fuel from tank is supplied through
coarse filter and fuel delivery pump to fine filter, then to fuel injection pump, where it is
atomized and sprayed into combustion space.
65
Engine-driven fuel/ lube oil pumps are used for engine burning light diesel fuel
and blended fuel, and oil pump is used for engine burning heavy fuel.
11.1 System maintenance

1Draining air from system
Before starting engine, the operator shall drain out air from system. Start the spare
delivery pump to cycle the fuel oil in pipes, then unscrew the bleed screw on fuel filter.
When the whole piping is full of fuel oil and deflated, start the engine. If no spare delivery
pump is equipped, start engine repeatedly until air is drained off and fuel full of filter and
piping.
2Inspecting fuel-delivery advance angle
The fuel-delivery time of injection pump influences directly the performances of engine.
Generally, user neednt adjust it, because it has been adjusted at optimal position before
engine is delivered. However, if the engine works abnormally, it is necessary to inspect the
fuel-delivery advance angle, as the following will show:
a Open indicator valves on cylinder heads.
b Dismantle high-pressure fuel pipe and fuel delivery valve of injection pump of the
last cylinder (No.6 cylinder on 6-cyl. engine, and No.8 cylinder on 8-cyl. engine).
c Measure injection pump plunger lift by using special tool.
d Crank engine according to direction of revolution of engine until injection pump
plunger moves upwards by 4.1mm.
At this time, scale value at flywheel indicated by TDC indicator is the starting position
of fuel supply of the cylinder. According to this, the advance angle can be determined. Carry
66
out these steps two times. The measurement error should be less than 0.5crankshaft angle.
Note: Advance angle must be checked and adjusted by after service

technicians or professionals. When an engine is delivered, a record
about advance angle and valve timing has been kept in documents
with engine.
3Calibrating injector
Test content: The injector is tested for
opening
pressure,
tightness,
opening
behavior and spray pattern of nozzle.
Tools required:
1 Nozzle testing device complete, including
hand pump with delivery tubes ( M18X1.5)
1 Receptacle for cleaning tools
1 Chuck
1 set of graded thickness washers
Starting position:
Injector has been removed, its outside has
been cleaned. Nozzle testing device is bolted
onto a suitable support.
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1. Nozzle
2. Seal ring
3. Nozzle clamp nut 4. Nozzle holder
5. Injector
6. Delivery tube
7. Connection fitting 8. Pressure gauge
9. Shut-off valve
10. Vent screw
11. Hand lever
12. Hand pump
Preparation for testing:

1)
Clamp injector (5), nozzle down, in vice so that the nozzle holder (4) will not be
damaged, paying attention to the seal ring (2).
2)
Connect delivery tube to pressure connection of injector and tighten nut well.
3)
Fill tank of nozzle testing device with corrosion inhibiting oil or with clean fuel
oil.
4)
Open vent screw (10) and operate hand lever (11) until fuel escapes from the hole
of vent screw free of air bubbles.
5)
Tighten vent screw and continue to operate hand lever until fuel escapes from the
connection fitting (7) without air bubbles.
6)
Place a collecting tray beneath the injection valve in such a position that the valve
sprays into it.
Note: When testing injector that are to be kept in reserve, it is recommended that
corrosion inhibiting oil be used as the injector will thus be preserved at the same
time (required viscosity approx. 13mm2/s/20).
Checking opening pressure of injector:
1)
With the pressure gauge (8) connected, open the shut-off valve (9), push hand
lever (11) slowly downwards until the nozzle sprays.
2)
Read opening pressure on pressure gauge.
3)
With the pressure gauge connected, make the pressure increase

slowly, especially pay attention to decrease the pressure slowly, to
avoid damaging the gauge.
If necessary, adjust or correct the opening pressure by insertion of graded

thickness washers (2) to 24+0.8MPa (engine burning light diesel fuel) or
30+0.8MPa (engine with cooling type nozzle burning heavy fuel oil).
4)
Recheck opening pressure.
Checking injector tightness:

1)
Operate hand lever of pump until the pointer of the pressure gauge has reached a
value 2MPa below the specified opening pressure.
2)
The injector holds tightness if there is no oil drop falling within 10 seconds.
Checking opening behavior and spray pattern of nozzle:

Note: Shut off pressure gauge when performing this test. Keep away from the fuel
68
jet, as they are capable of penetrating the skin and will then cause painful
inflammation. Open fire must be prohibited at the work site!
1)
Shut off the valve (9).
2)
Actuate hand lever slowly (downward, one down stroke takes approx. 2 second). A
deep sound of Pu-Pu occurs at nozzle, which may hardly be heard. But the
sound of smack at nozzle could be detected clearly at pump lever. The fuel is not
sprayed fan-shapely.
3)
Actuate hand lever rapidly (downward, one down stroke takes approx. 0.3 second).
The nozzle jet fans out and atomizes completely. All fuel jets must emerge in
visible state.
Note: During the transition period from pushing slowly hand lever to pushing
rapidly (item 2 to 3), fuel columns are sprayed from the nozzle, without being
atomized, and without changing sound from high to low or sound of Pu-Pu.
These characteristics are indicative of a good nozzle. The absence of one of the
reference characteristics may be the result of:
a) A distorted nozzle clamp nut
Repair: Loosen nozzle clamp nut (3), and move nozzle (1) up and down on its
seat. Re-tighten clamp nut to specified torque. If this is of no avail, replace
nozzle clamp nut.
Tightening torque of the nut after oiling: 80N.m (light diesel fuel)
170N.m (heavy fuel, cooling type nozzle)
b) Nozzle orifices are deposited with carbon or plugged.

Repair: Dismantle injector and clean it.
Note: Clean conditions are of prime importance when carrying out these tests. The
work site must be free from dirt. Dirty testing oil must be replaced and the filter
element of the testing device washed in clean diesel fuel. Replace filter element if
necessary. After refilling new testing oil (corrosion inhibiting oil) flush testing device by
operating the hand lever, without the injector, allowing the oil to spout out. Clean the
testing device and check pressure gauge at regular intervals by use of a master gauge.
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11.2 Linking pipes of fuel system
12. Fuel system of engine burning heavy fuel

12.1 System principle
The figure is a fuel-supplying system of one HFO engine. Fuel oil after being preheated
and treated is supplied through fuel pump to fuel delivery pipe inlet 3, then into injection
pump to form high-pressure fuel. As only part of the fuel supplied to the injection pump is
delivered to the fuel injectors via high-pressure fuel pipe, the fuel supplied in excess is
drained back, via fuel return pipe outlet 16, to the day tank T-013 or mixing tank.
70
T-006 Leak fuel tank
NRV-001 Non-return valve VI-001 Viscosity measuring device
T-013 HFO day tank

pre-heater
FIL-007 HFO filter
T-015 Diesel oil day tank
CK-001 Three-way valve
T-016
Mixing tank
H-002 End
FSH-001 Leak fuel monitoring tank
CK-002 Three-way valve
P-014
Working pump
P-015 Spare pump
12.2 Auxiliary devices of fuel system

HFO day tankT-013
The HFO is infused into day tank after being separated in the separator. The day tank is
always filled with fuel because of the continuous working of separator. The capacity of day
tank should be determined in such a way that it is able to afford to 8 hours running of HFO
engine with full-load, so that there is enough time for maintenance of the separator. The 10
71
slant bottom of day tank serves for deposition of HFO, and the drainage valve should be
designed at the lowest position. The deposition in day tank should be cleared regularly. In
order to keep the temperature of day tank, it should be equipped with a heating device.
Diesel oil day tankT-015

The volume of diesel oil day tank should also be able to afford to 8 hours running of
engine with full-load. Its deposition space and drainage valve are designed as the HFO day
tank.
Mixing tankT-016
The mixing tank is for switching the supply of fuel oil, guarantying gradual change of
temperature of fuel oil, as well as deaerating the HFO that returns from the engine. The top
edge of mixing tank, 100mm higher than that of day tank, is designed for deflation of system.
The volume of mixing tank, the min. diameter of which is 200mm, should be able to
guarantee 10~15 minutes running of engine with full-load.
Fuel supply pump

A working pump (P-014) and a spare pump (P-015) supply fuel oil into engine to
encourage the fuel cycling in the system. (No fuel supply pump on HFO engine).
Heavy fuel filterFIL-007

The filter, which must be of double barrels, can be cleaned during the running of engine.
There are two optional types: automatic back washing and artificial flushing. Clean the filter
regularly according to the selected type. The filter element must be replaced when the
before-after pressure difference is greater than or equal to 0.15Mpa!
Viscosity measuring device (V1-001) and End pre-heater (H-002)

The measuring device can control automatically the end pre-heater depending on the
infused fuel viscosity, to guarantee the fuel viscosity the injectors require. If the quality of
HFO is relative stable, the viscosity could be controlled by measuring temperature, so the
viscosity measuring device can be left out.
Three-way valve (CK-001), (CK-002)

They switch over the fuel oils manually or remotely by pneumatic-electronically remote
controller in control cabinet.
Non-return valve (NRV-001)

It is used for maintaining the stable fuel oil inlet pressure.
Leak fuel monitoring tank (FSH-001)

If the high-pressure fuel pipes fails, the leak fuel oil flows through shield into
72
monitoring tank, in which a float switch will alarm. It also can be led to leak fuel tank by a
guide tube.
Leak fuel tank (T-006)

The collected leak lube oil and fuel oil, after being treated, shall be reused in the HFO
engine.
12.3 System maintenance

Draining air from system
Before starting engine, the operator should drain out air from system. Start the spare
delivery pump to cycle the fuel oil in pipes, then unscrew the bleed screw on fuel filter.
When the whole piping is full of fuel oil and deflated, start the engine. If no spare delivery
pump is equipped, start engine until air is drained off and fuel full of filter and piping. Heavy
fuel oil piping shall be bound up by thermal insulation material to guard against thermal loss
and scald to operator.
Inspecting fuel-supply advance angle

The fuel-supply time of injection pump influences directly the performances of engine.
Generally, user neednt adjust it, because it has been adjusted at optimal position before HFO
engine is delivered. However, if the engine works abnormally, it is necessary to inspect the
fuel-supply advance angle, as the following will show:
a. Open escape valves on cylinder heads.
b. Dismantle high-pressure fuel pipe and fuel delivery valve of injection pump of the last
cylinder (No.6 cylinder on 6-cyl. engine, and No.8 cylinder on 8-cyl. engine).
c. Measure injection pump plunger lift by using special tool.
d. Crank engine according to direction of revolution of engine until injection pump
plunger moves upwards by 4.1mm.
At this time, scale value at flywheel indicated by TDC indicator is the starting position
of fuel supply of the cylinder. According to this, the advance angle can be determined. Carry
out these steps two times. The measurement error should be less than 1crankshaft angle.
73
13. Oil system of engine burning common or heavy diesel fuel

1. Oil filler
2.Intermediate gear (lower)
3. Fuel injection pump drive
gear
4. Flange shaft
5. Intermediate gear(upper)
6. Spray nozzle
7. Intermediate gear
8.Pipe (to camshaft)
9. Oil pump
10. Priming pump
11. Pipe
12.Lube oil cooler
13.Lube oil filter
14.Supply pipe
(turbocharger)
15. Return pipe
(turbocharger)
16. Header pipe
17. Pressure regulating valve
18. Relief pipe
19.Suction pipe (oil pump)
20. Oil dipstick
22.Branch pipe(to rocker
arms)
23. Temperature regulator
The wet oil sump of engine serves as a day tank.
Note: The oil filter and oil sump should be replaced or cleaned
whenever replacing oil.

The oil pump (9) draws the oil from the oil sump through the pipe (19) and delivers it
via the oil cooler (12), and through a bypass, to the oil filter (13) and further to the oil header
(16) continuously.
The pump (10) serves for priming the engine bearings when the engine is at standstill,
74
and is also to draw the oil from the oil sump and delivers it via a non-return valve into the
engine oil circuit then back to oil sump.
Fitted in the header pipe is the pressure regulating valve (17) connecting the relief pipe
(18) which returns the oil through the crankcase back into the oil sump. The oil pump (9) is
equipped with a relief valve which limits the effective delivery to the preset value.
The oil level is checked by means of the dipstick (20) when the engine is at standstill.
The oil filler (1) at the controlling side of engine serves for filling in the oil to required level.
From the header (16), the oil flows through drilled passages in the crankcase to the main
bearings and further through drilled passages in the crankshaft and in the connecting rods to
the crank bearings (big end bearings) and piston pin (small end) bearings. After cooling the
piston, the oil returns via inner wall to oil sump.
The pipe (8) on the engine free end leads from the header pipe to the camshaft housing
and through a short drilled passage to the outer-most camshaft bearing. Through the
hollow-drilled camshaft and small outlet drill holes, oil is delivered to all other bearings and
cam tracks. At the same time, oil is delivered to the rocker arm of each cylinder from the
branch pipe (22) and lubricates the rocker arm shaft. Oil also is delivered to timing gear
system, drive shaft of fuel injection pump, drive gears of fresh water pump and sea water
pump through oil pipe (21), spray nozzle (6) and timing gear piping.
The turbocharger is connected to the oil system of the engine, the oil is supplied to the
turbocharger through the supply pipe (14) and returns to the oil sump through the return pipe
(15).
13.2 Oil sump

The oil sump is welded with rolled sheet steel, which is fixed under the crankcase by
socket head cap screws. There is a gasket between oil sump and cylinder block.
13.3 Oil pump

Oil pump is a gear pump with revolution speed of 2455 rpm and working pressure of
0.4~0.5 MPa. It is mounted on transmission case of free end. The marine main engine is
equipped with an interface for spare oil pump inlet.
13.4 Oil cooler

Oil cooler is of tubular type. In order to control oil temperature, there is a temperature
regulating valve and pass-by passage mounted at the inlet of cooler. Oil will not be cooled at
low temperature. When the temperature increases to a limit (the temperature regulating valve
begins to open at 60, and fully opens at 75), oil is cooled. The operator can adjust
75
manually if the temperature regulating valve is damaged (refer to the instruction of the
temperature regulating valve). If no temperature regulator mounted, the operator can regulate
temperature manually through a manual ball valve.
13.5 Oil filter

Oil filter guarantees cleanness of entire oil system.
Please check cleanliness of filtering element during operation, especially the fine
filter before engine. If the pressure of oil is found decreased, please check and clean filter
element and flush oil system with new oil. Please see the instruction manual of oil filter.
When cleaning strainer or filter disk, be careful not to bring foreign matters into
the oil piping after filter.
13.6 Linking pipes of oil system
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14. Oil system of engine burning heavy fuel

14.1 Lubricating system (dry sump)
1.
Oil filler
(Upper)
2. Intermediate gear (Lower)
5. Spray nozzle
8. To oil inlet of camshaft

11. Connecting pipe
9. Lubricating oil pump
12.
14. Supply pipe (turbocharger)

17. Pressure regulating valve
3. Flange shaft
7. Oil pipe to rocker arm

10.
Lubricating oil cooler

15
Priming pump
13.
Lubricating oil filter
Oil return pip (turbocharger)
18. Relief pipe
16. Header pipe
19. Indicating filter
20. Temperature regulator
Lube oil system

Illustrated as the figure, the lubricating oil pump (9) draws the oil from the oil day tank
through the pipe (19) and delivers some of it via the lubricating oil cooler (12),then to the
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lubricating oil filter (13), and further to the lube oil header (16) via indicating filter (19).
The priming pump (10) serves for priming the engine bearings to form a pressure oil
film when the engine is at standstill, and transfers oil via a non-return valve into the engine
oil circuit from day tank, so that oil circulates in engine and the engine warms up.
Fitted in the header pipe is the pressure regulating valve (17) connecting the relief pipe
(18) which returns the oil through the crankcase back into the oil sump. The oil pump is
equipped with a relief valve which limits the effective delivery to the preset value.
From the header (16), the oil flows through drilled passages in the crankcase to the main
bearings and further through drilled passages in the crankshaft and in the connecting rods to
the crank bearings (big end bearings) and piston pin (small end) bearings. After lubricating
piston pin and cooling the piston, the oil returns freely via inner wall to oil sump.
The pipe (8) on the engine free end leads from the header pipe (16) to the camshaft
housing and through a short drilled passage to the outer-most camshaft bearing. Through the
hollow-drilled camshaft and small outlet drill holes, oil is delivered to all other bearings and
cam tracks. In the meantime, oil is delivered to the rocker arm of each cylinder from the
branch pipe (7) and lubricates the rocker arm shaft.
Part of the oil supplied through the drilled passage of the outer-most main bearing for
lubricating main bearing, is conveyed into the flange shaft of the intermediate gear for
lubricating it through the small hole of free end. The oil is supplied to the turbocharger
through the supply pipe (14) and returns to the oil sump through the return pipe (15).
The oil flows into day tank via return pipe after it reaches oil sump. The oil sump is
called dry sump since it does not store oil.
Note:
(1) The brands and specifications of lube oil should be in accordance with the
prescription.
(2) The oil filter and oil pipe should be replaced or cleaned whenever replacing oil.
(3) If the day tank cannot be designed under the dry oil sump, oil cannot return
into day tank automatically. In such case, there should be a suction pump
between oil sump and day tank to absorb oil from dry sump to day tank. The
flow capacity of suction pump shall be greater than that of engine-driven oil
pump.
78
14.2 Diagrammatic drawing of lube oil system
Oil system
Illustrated as figure (lube oil system of dry sump), the priming pump draws the oil from
79
the day tank to temperature regulator, oil cooler, and through duplex filter into header pipe.
14.3 Main accessories of lube oil system

1 Day tank
The HFO engine adopts dry sump. The engine is equipped with a separate day tank for
burning heavy fuel oil. The day tank, which is to remove ash sediment of burning HFO from
lube oil and preheat the lube oil, could be mounted below the engine if it is used as main
engine, and inside the base frame if as auxiliary engine.
Min. effective volume of day tank: 0.8m3 in 6-cyl. engine, and 1.1m3 in 8-cyl. engine
2 Lube oil pump

It is a gear pump, fixed at transmission case at free end. The marine main engine is
equipped with an electric spare lube oil pump, the flow rate and pressure of which must be
same as the engine-driven pump.
3 Temperature regulator
A temperature regulator and a bypass are mounted at the inlet of oil cooler to control the
oil inlet temperature. Temperature regulator is of proportion type (with a thermosensor), used
as a distributing valve.
A hand ball valve instead of temperature regulator can realize manual temperaturecontrolling.
4. Oil cooler
It is tubular cooler. The air and oil discharging devices must be installed at the oil side.
5. Automatic filter
It is a full automatic bounce-back filter, with strainer aperture 50m (spherical port). It
has several filter chambers, among them there is one off working, according to a sequence, to
be flushed by the filtered medium, lube oil. The filter is mounted with a cleaning and treating
device for flushing oil. The treated oil is delivered back to day tank by pressure of
compressed air, then into oil circulation.
6. Indicating filter
It is of double-barrel type, with strainer aperture 40m, designed behind the automatic
filter, close to the oil outlet of engine. It removes the foreign matters further in lube oil. It
should be cleaned manually. When the pressures before and after filter vary b 0.15MPa, the
differential pressure indicator will alarm.
7. Leak oil tank

The tank collects leak fuel oil and dirty lube oil from automatic filter housing, to use
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otherwhere.
Note: 1. The arrangement of peripheral piping is assumed by enduser. A support

should be fitted to the piping connecting with engine, and other bearings, at
appropriate intervals be fitted to the peripheral piping. We still recommend elastic
tubes to link engine even if the diesel engine is rigidly supported.
2. If no automatic oil filter is mounted in piping, we suggest that additional oil
separators are installed at the inlet and outlet at day tank respectively to remove foreign
matters from oil. In such a case, frequent clean of filter can be avoided and operation of
engine will not be affected.
15. Cooling system
1. Plug screw
2. Cooling water outlet
3. Thermometer
4. Temperature
regulator
5. Cooler
6. Connecting pipe
7. Expansion tank
8. Centrifugal pump
9. Cooling water inlet
10. Cooling water
outlet
11. Supply pipe
(cylinder)
12. Temperature
sensor
13. Condensate drain
14. Secondary
intercooler
15. Cooling water
passage
Cooling system guarantees engines constant running under condign temperature

condition, including fresh water system and sea water system.
15.1 Fresh water system

Fresh water in close circulation is cooled in heat exchanger by sea water (raw water),
The water temperature at engine outlet is controlled automatically by temperature regulator,
which is kept at 70~85. A hand ball valve instead of temperature regulator can fulfill
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manual temperaturecontrolling.

Fresh water delivered either by an belt-driven pump (or engine-driven centrifugal pump)
(8) or attached centrifugal pump Supply pipe11 Water space in cylinder block
Cooling water passage15 Cylinder head Short connecting pipe6 Cooling water
outlet2 Temperature regulator Cooler5 Centrifugal water pump.
The cooling water circuit is connected to the expansion tank (7) by a pipe at highest
engine outlet. The cooling water temperatures can be read out from the thermometer (3)
provided at the cooling water inlet and outlet or shown on the monitor by the water
temperature sensor.
At the lowest point of the cooling system, there is a plug screw (1) for draining the
cooling water. For draining the remaining cooling water from the cooling water space in the
cylinder block, the plug screw (1) equipped at the output end must be screwed out.
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15.2 Cooling system of fuel injector
Schematic figure of cooling fuel injector
15.2.1 Main accessories of cooling system of fuel injector

When the engine burns 1500s~3500s heavy fuel, the fuel injectors should be cooled by
treated fresh water or lube oil in a separated circulation system, which is separated from fresh
water in cylinders.
Fresh water pump of fuel injector

A working pump (P-005) and a spare pump (P-035) are all of non-selfpriming
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centrifugal type driven by electricity. The check valve on the discharging pipe of pump could
avoid counterflow when one of pumps does not work. Working pressure: 0.4MPa
Fresh water filter of fuel injector

This is a split type strainer, with filter rating 0.2mm and flow resistance 150kPa,
mounted before the connecting pipe of engine.
Freshwater expansion tank (T-005)

The tanks is designed and arranged as above figure. Its bottom should, in any case, be
higher than the highest point of freshwater system to guarantee the flow rate at 00.1m/s, so as
to eliminate effectively the fuel oil that leaks into freshwater system (if cooling medium is
water).
Immersion heater of expansion tank

The expansion tank should be equipped with steam or hot oil heater, or immersion heater
and automatic temperature controller. The freshwater temperature at engine inlet is 80. If
the system loses too much heat and the temperature could not reach the defined value, it is
necessary to heat the freshwater. Temperature range: 80~85.
15.2.2 Medium in cooling water system can also be CD-40 lube oil.
15.2.3 The cooling water or lube oil shall be heated to 80 before heavy fuel is brought
into operation.
15.3 Seawater system
The sea water system is used to cool air intercooler (two stages), oil cooler and fresh
water cooler. It is an opened circuit. Part of the seawater from seawater pump, flows into
secondary intercooler through inlet. After it is delivered out of intercooler, through outlet,
then to a detached primary intercooler through a water passage, it returns to initial point of
seawater. Another part of water flows to cooler to cool oil, then to cool fresh water and
returns to its initial point. The water quantity at seawater pump outlet must be distributed by
a valve in such a way that 1/3 water flows through intercooler and 2/3 water enters into oil /
water cooler.
Condensate and any leakage water from the intercooler will escape through condensate
drain (13), which are designed for this purpose.
15.4 Fresh water pump and seawater pump

Refer to Main specifications of accessories ,Section 5, Chapter 1 for the types of fresh
water pump and seawater pump Both pumps are driven by belt pulley at free end and fresh
water pump can also be installed on engine and driven directly by gear.
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Note: Parameters of pump prepared by user should match with the parameters of
engine-driven pump.
15.5 Fresh water cooler
The determination of cooling areas of fresh water cooler and oil cooler depends on
engine model and output.
A temperature adjusting valve and a pass-by pipe are mounted at the inlet of cooler to
regulate water temperature. When the fresh water temperature is relatively lower, the water
will return directly to freshwater pump without through the cooler, which makes its
temperature increase rapidly to prevent from cold scuffing and to prolong the work life of
engine. If its temperature is too high, the adjusting valve will open automatically (the
selected valve begins to open at 65, and opens fully at 80 ), which forces the fresh water
to flow into the cooler. If the temperature of fresh water is found higher than regulated
value, it may result from the seizure of temperature sensor due to foreign matters. So
the user must find out the reason and eliminate the failure, or adjust it manually
according to the instruction of temperature adjusting valve.
15.6 Expansion tank
The expansion tank is used to eliminate low-pressure steam of cooling system to
prevent from air bind. Whats more, it also can complement cooling water of cooling system.
The installation altitude of expansion tank (the vertical altitude between the
bottom of tank and the center line of crankshaft of engine) must be higher than 2 meter.
85
15.7 Outer piping diagram of fresh water system
15.8 Outer piping diagram of seawater system
86
16. Starting system

The air starting motor (2) is mounted
on the exhaust side of engine. The pinion is
automatically engaged with the gear rim on
the flywheel when the engine is being
started. Fitted between the air tank (9) and
connecting pipe of air motor is the pressure
reducing valve (7) which reduces the air
pressure existing in the air tank (Max.
3MPa)
to
0.8~1.0MPa
which
is
the
admissible pressure for the air motor. The

air motor is actuated via the solenoid valve
by starting switch of the monitor.
Air tank Pressure reducing valve
Electronic-control pneumatic valve Starting motor.
As the electric starting switch is
being actuated, the solenoid valve (5) is electrified, and the electric-control pneumatic valve
is opened and compressed air flows to the air starting motor and engages the pinion with the
gear rim and then turns the crankshaft and thus starts the engine.
After the engine is started, turn the starting switch back to the initial position, and close
the electric-control pneumatic valve, so the pinion disengages with rim automatically.
There is a manual-starting knob at low right of electric-control pneumatic valve, which
is used on a crash basis when the starting solenoid is damaged. Once the starting solenoid
valve is damaged, turn clockwise the knob to start the engine. After the engine starting, turn
counterclockwise the knob until its limit position.
There is an air strainer (6) in the pressure reducing valve (7) to clean the starting air.
The air strainer can be cleaned after unscrewing the hexagon nut.
The diesel engine can also be started by electromotor or other type of starter such as
manual ball valve or manual air switch.
AST825 Yantai Current air starter comprises power part and output part. The power part
is a vane pneumatic motor. When starting diesel engine, air reservoir is opened, and the
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compressed air flows through pressure reducing valve (1) and oil mist collector (2), the
waits in air relay (3) for control signal of start switch. When two-position three-way
solenoid valve (4) receives the electrical signal from start switch, the solenoid valve
between air relay (3) and air inlet control pipe (6) is opened. A part of compressed air
flows to pre-meshed air inlet at output part of air starter via air inlet control pipe (6), and
pushes output shaft extending to make output gear and flywheel rim in mesh. Where a
tooth of output gear just contacts that of flywheel rim, the output shaft can retract
elastically and rotate by an angle related to flywheel rim to guarantee correct mesh of the
two gears. When output shaft travels design stroke, compressed air flows to air control port
on main start valve through return control pipe (7) and opens main start valve. Then the
compressed air flows into air starter via main air pipe (5), driving the starter motor rotating
to achieve diesel engine firing. After diesel engine is started up, the air starter is overrun
by overrunning clutch. Start switch is released, output shaft of air starter retracts
automatically and a start process is completed.
88
16.2 Piping diagram of air-starting system
Open drain screw plug or drain valve regularly to discharge condensed water in air
bottle.
16.3 Starting and E. Shutdown Air System
89
17. Supercharging system

200 series diesel engines employ impulse turbocharging-intercooling technology. The
turbocharging-intercooling system consists of exhaust system, turbocharger and air cooler,
etc.
17.1 Exhaust pipe

Exhaust pipes are fabricated from cast iron. Thermometer, as well as thermocouple, can
be mounted on exhaust manifold of each cylinder to measure the temperature.
Each exhaust pipe is bundled with heat-insulation layer. The pipes, as well as the heat
insulation layers are also enclosed by cover casing, to prevent from over-temperature in
engine cabinet and from scald to operator.
17.2 Exhaust turbocharger

Mixed flow turbocharger is employed on 200 diesel engines. An air cleaner is installed
on the air intake of air compressor.
Oil that cools and lubricates turbocharger flows from the header pipe, then leads into
turbocharger from upper part, out through lower part, finally enters into the oil sump.
It is required that the diesel engine should run for a while without load, then run
with load. If the engine runs at high speed with heavy load, it is prohibited to stop
immediately. The engine should run for a short time with decreased gradually load and
speed; then run without load for a while, or else the bearings of turbocharger will be
damaged.
Please refer to manual of turbocharger issued by turbocharger manufactory for
introduction of construction and maintenance.
17.3 Air cooler

Air-cooling is, according to engine model, divided into two categories: primary
intercooler and secondary intercooler. Primary intercooler is mounted at the flywheel end
outside of engine, and secondary intercooler is installed inside of the cylinder block. There is
a hollow plug at the exhaust side of cylinder block to inspect leakage of intercoolerAir
vent on screw plug head shall be checked regularly to ensure that it is free from
blockage. If there is leakage, the diesel engine should be shut down immediately.
Restart the engine only after rectifying the trouble. Air cooler shall be washed, cleaned
or replaced regularly.
90
18. Safety and automatic stopping system

Intellectualized testing alarming system possesses displaying, alarming and shutdown
function. The monitor on the engine, equipped with starting key and shutdown button, could
display the values of revolution speed, water temperature, oil temperature and oil pressure.
18.1 Alarming
The system alarms when the engine goes wrong as follows:
(1) The oil pressure is lower than 0.20MPa.
(2) The cooling water temperature at engine outlet is higher than 88+2.
(3) The oil temperature at engine inlet is higher than 78+2.
(4) The engine speed is at 1100.5% rated one.
18.2 Automatic stopping

The engine should stop automatically under the conditions of:
(1) oil pressure less than 0.15Mpa.
(2) generator engine speed 115% rated speed; marine engine speed >115% and
120% rated speed.
Intelligent alarm can be equipped with exhaust temperature thermocouple and
long-distance transmission display according to users requirement
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Chapter 4
Installation and coupling engine
1. Installation of diesel engine

Precautions and technical requirements
1)
Before installation, the installation personnel should read the documents delivered
with engine carefully to acquaint the engine structure and installation requirements,
and design relative drawings for installation and maintenance.
2)
Installation personnel must be experienced mechanical technician and electrical

technician.
3)
If actual installation conditions

differ from the demands of this manual significantly, the installation must be carried
out under the instruction of technician from the manufacturer. There should be
ventilation equipments in engine room to guarantee normal operation. The most
effective way of air renewal is to mount suction fan and exhausting fan. Pay attention
to avoid short-circuit between outlet of suction fan and inlet of exhausting fan during
mounting.
Air inlet and outlet of engine room

1.1 Air inlet requirement of engine room
Air cleaner of turbocharger of diesel engine has been installed and
adjusted before it is delivered. It is forbidden to dismount it!
Natural air intake to engine room must meet the demand of combustion and dissipation of
heat radiation. If natural air intake is insufficient, it is advisable to install blower at air inlet of
engine room. Design a rain hood at blower inlet or a cabinet having a volume larger than 1m3
with a louver to ensure that rainy water and sea water cannot enter the engine room during
engine operating. Inlet of engine room shall be close to air cleaner of turbocharger and 1m away
from it, but shall not close up exhaust header after turbo.
Dimension and model of blower shall be determined according to engine room by user.
1.2 Air exhaust requirement

Outlet of engine room is near the free end of diesel engine. Exhaust could be performed by
means of natural ventilation or with the aid of axial flow blower. Air outlet of engine room shall
be provided with rain hood. The inlet and outlet of engine room are shown as below (the top
92
view of diesel engine).
Outlet of oil gas separator must be ducted to the open air outside the room, and outlet of
engine room must be far away from inlet of blower to avoid that the vented oily gas enters
engine room again and is sucked into turbocharger to contaminate air cleaner and intercooler.
. Requirements of hoisting diesel engine
Cyl. qty.
6
8
Fixed position between cylinders

2/3
4/5
3/4
5/6
Attention: when fixing hoisting tool, eye bolts must be tightened onto cylinder head studs (note:
studs for receiving eye bolt is longer than other cylinder head studs).
Installation requirements of diesel engine

1.3 Alignment of diesel engine
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Rabbet face of flywheel must align with input flange of gear box. Exam radial, axial and angle
alignment with dial indicator.
Radial runout: 0~0.15 mm
Alignment requirement at cold state:

Face runout: 0~0.20 mm
1.4 Installation requirement of onboard engine base
Connection between engine feet and top plate of onboard engine base must
be realized by dedicated connecting bolt delivered with engine. Welding is
forbidden strictly!
Onboard engine base must have enough rigidity, and thickness of steel plate shall not be
less than the recommended shown in Fig.1. The bearing surface of top plate is to be machined
before or after position welding to ensure its surface roughness not inferior to Ra 6.3 and binding
rate between engine feet and bearing surface greater than 95%. Bolt holes on base shall be
back-faced after drilled to make contact surface of bolt head normal to centerline of bolt hole.
Fig. 1
Number, location and dimension of reamer bolts on diesel engine feet, top plate of engine
base are shown in Fig.2.
94
Fig. 2
Cyl. qty.
6
8
A
1760
2320
B
1120
1680
1.5 Connection between onboard engine base and engine feet

First step: Drill eight 22 nontapped holes on top plate of onboard
engine base according to locations shown in above figure to match up
to bolt holes on engine feet. Hoist diesel engine and place it onto top
plate of onboard base. Block the nontapped holes with four identical
process tie plates (LWT 808015). Screw one M242 adjusting
bolt in spare parts box delivered with engine into bolt hole on each
engine foot. Adjust the height of diesel engine and align the engine by changing the length of
screw in engine feet. Please see right figure. Alignment shall be carried out according to 3.1.
Second step: After alignment, measure the distances between each

engine foot and top plate of engine base and then fabricate adjusting
shims (the thickness of shim shall not be less than 20mm and all shims
are made of same material). After adjusting shims are fabricated, each
engine foot shall be mounted with one M20110 common bolt (strength
95
grade: 10.9, in spare parts box delivered with engine), nut, flat washer and spring washer to
locate the engine preliminarily (see the right figure). After that, recheck alignment. If alignment
is not satisfactory, continue to fabricate adjusting shims and adjust engine position (refer to
figure as below for adjusting shims).
Third step: After alignment, drill and ream another bolt hole on
each engine foot together with adjusting shims, nontapped hole
on top plate of onboard base to
25H7 00.02 . Then use reamer
bolts and castle nuts in spare parts box delivered with engine to
fix diesel engine ultimately, and lock the bolts with split pins, as
shown in right figure (locations of bolt holes on engine feet for adjusting and those for drilling
and reaming in assembly are shown in Fig.2)
Tighten all bolts and apply anti-rust oil onto the threads protruding nut.
Measure crankweb deflection again after connecting flywheel, coupling and gear box. Do
not start engine unless crankweb deflection is satisfactory.
Max. permissible crankweb deflection:

Engine state
cold
hot
Number of measured cylinder

At No.6 cylinder in 6-cyl. engine;
-0.14mm
-0.16mm At No.8 cylinder in 8-cyl. engine;
New engine in release test or
installation in user siteDont -0.08mm
transport out power.
0.03mm 0.05mm
Other cylinders
At
No.6
cylinder
in 6-cyl. engine;
New engine in release test or -0.14mm
installation in user site; Transport
-0.10mm
out power.
0.07mm 0.09mm
Other cylinders
96
Installation requirement of engine piping

Interior of pipes of diesel engine shall be clean, especially oil pipes. Iron
filings, welding slag, etc. are definitely forbidden.
. Operating requirement of diesel engine
According to CB/T3253-1994 Technical Specifications of Marine Diesel Engine,
15 list, 5 trim, 22.5 roll and 7.5 pitch are permitted.
97
Chapter 5
Operation of diesel engine
1 Check before operation

1.1 Checking the cooling water level
Check the cooling water level through the inspection glass on expansion tank. Check
whether the tank is filled up with water before starting. Start the engine with low speed, and
inspect whether the water level decreases. If so, full up the expansion tank with water until
the level keeps stable.
1.2 Checking fuel oil level

Check the level of fuel oil, and open the vent plug of fuel filter, then discharge air in
passage with hand pump. The bottom of fuel tank is higher slightly than the inlet of supply
pump on fuel injection pump.
1.3 Checking oil level

The oil level should keep between the upper scribed line and the lower one of oil
dipstick. If the level is lower than the lower scribed line, the oil should be delivered to
engine through priming pump. At the same time, make sure that there are no foreign matters
and block in engine by cranking engine several circles.
1.4 Checking emergency stop air piping

Check emergency stop air piping for its connectivity. Regulate pressure to 0.8~1.0 MPa.
1.5 Blowing off the engine

If the engine is started up initially or has been stored for a long time, it should be blown
off before starting. Open the indicator valve on each cylinder head, and switch the
fuel-control handle to the shut down position, then turn the engine manually or with air
motor to blow off the condensate water or other foreign matters in combustion chamber.
2 Starting of diesel engine

Where the engine is started for the first time,
Eliminate the air in pipe by opening fuel filter. If spare fuel pump equipped,
eliminate the air through fuel circulation by spare pump. If no spare pump equipped, start
engine for several times to blow off pipe to remove air in pipe. The start engine formally.
The clutch hand lever of marine engine with clutch should be set at no load
position. Set the fuel supply at the position of one third or half of full range to make the fuel
98
injection pump at supplying position. Switch on the starting key on the monitor to start the
engine. After starting, adjust the position of the hand lever of fuel supply to keep the speed at
about 400rpm (idle speed). The engine at cold state is not allowed to run at high speed with
load. Only when the oil temperature and water outlet temperature increases higher than 40,
could the engine be allowed to run at high speed with load.
The engine should be inspected carefully for leakage and abnormal sound after starting.
If the first starting fails, it could be started again after more than one minute (until the
flywheel is standstill). If it takes long time to start the engine or the starting fails three times
in succession, the operator should examine the cause.
Note: For the newly assembled engine, the first starting will be
difficult because there is a little air in fuel oil pipe and fuel injection
pump. So before the first time, the fuel-returning connection of fuel
injection pump could be loosened to drain the remained air in pipe
and pump.
Air starting pressure is 0.8~1 MPa and the starting time shall not be greater than 10s.
Close the main air pipe and valve after starting successfully.
Note: During operation, air pressure for emergency stop is kept between 0.8 and
1.0 MPa.
3 Running of diesel engine

Running parameters (at rated point) as follows:
Oil temperature at engine inlet
60~75
Oil pressure
0.35~0.5 MPa
Fresh water temperature at engine outlet
70~85
The diesel engine can only run in the range of prescriptive operating conditions.
During the running period, the reads of instruments and operating condition of engine
must be kept in record regularly. When the engine is running, please take attention to observe
and record the data as follows:
1)
Fuel oil level in fuel tank and governor, water level in expansion tank. Check the
oil level in oil sump and add up oil in due course. If the level in oil sump declines
fast, it is most probable that there are leaks in the oil system. If the level rises, the
cooling water or fuel oil may infiltrate into the oil sump. In such cases, the engine
should be stopped to examine or assay the oil. Replace the oil when necessary.
99
2)
Check exhaust temperature every 1~2 hours.
3)
Check regularly the exhaust smoke. Observe the exhaust condition of oil-gas
separator.
4)
Open air-release valves on the cylinder heads regularly to check the combustion
condition in cylinders.
5)
Listen to the noise of engine and distinguish the abnormal. If there is piston
knocking or bearing-loosening knocking or other abnormal shock and noise, the
operator must stop the engine immediately and eliminate the failures.
6)
Note all the tightening and locking of all exposed parts.
7)
Check fuel system. If the high-pressure fuel pipe shocks violently and heats, it is
possible that the fuel injector is blocked. It should be checked and eliminated
immediately.
8)
Note the evenness of running speed of engine. If the speed fluctuates extensively,
the reason must be found out. The engine should be stopped and checked when
necessary.
9)
Record all positions of leakage and bad seal so that they can be eliminated as soon
as possible.
10) Observe the hollow plug on the cylinder block, and check air cooler for leaks.
11) Check if the air pressure in emergency stop pipe is within the specified range,
especially that in engine started and power-changed frequently.
When the new boat is put into trial trip, the marine main engine should be
tested for rated speed under the condition of rated load of boat. If the engine
could not meet the requirement of rated speed, the match of engine and
propeller should be checked. The engine works would not bear the
responsibility for the overloading due to the match of engine and propeller or
responsibility for the abnormal wear and failure due to deformation of base
and improper operation.
The diesel engine is irreversible. When it serves as marine main engine, it can
realize reversing of shafting via gearbox.
100
4 Stopping engine
1)
Normal stopping
Handle the fuel supply grip to decrease the load gradually, so that the engines
speed decreases to about 400r/min. Then disengage the clutch, so the engine runs
at idle speed without load. When the temperate of oil and water decreases lower
than 50, stop the engine. (Stop the engine by shutdown handle. The shutdown
button on monitor only serves as emergent stopping).
2)
Emergent stopping at abnormal condition

If the abnormal conditions such as noise or smoking occur during the running of
engine, the engine with the stopping solenoid valve can be done emergent stopping
through the shutdown button on monitor. However, after the engine is stopped it
should be supplied with oil for 5~10 minutes by spare oil pump. Open air release
valve and turn manually crankshaft to prevent from high temperature of engine,
which may result in seizing or scuffing of cylinder bore. At the same time, the
operator should find out the cause and eliminate it.
The air-release valve should be opened immediately after the engine is stopped. If the
engine will not run, all the valves that need to be closed in fuel system and cooling water
system should be closed. In cold surroundings in which cooling water may freeze, if the
engine is about to be stored for a long time, the cooling water should be drained when it is at
30~40 . After the engine has been stopped, open the crankcase cover, and check the
bearings temperate and tightness of main screws and bolts if necessary. In addition, after the
engine has been stopped, the operator should rectify the trouble in running so that the engine
could be started whenever.
5 Running-in of diesel engine

During running-in, the relatively palpable unevenness on the surface of piston ring and
cylinder is ground off. The running-in finishes when the piston rings seal the combustion
chamber effectively. Therefore, full-load shall not be put definitely on the engine before
running-in finishes.
5.1 Running-in of new engine
All engines leaving factory have experienced running-in. However, after engine is
installed on working site, it is necessary to carry out running-in on site. The running-in time
101
of marine engine should be in compliance with regulations.
Note: Before newly-produced engine operates, periphery piping shall be cleaned

thoroughly, which can be connected with diesel engine only after it is confirmed
that there are not foreign matters as welding slag in the pipes, especially in oil
piping. The oil can be supplied after our service personnel authorizes on site.
5.2 Running-in after overhauling
The engine must experience running-in after overhauling, in which the cylinder liner,
or piston or piston ring has been changed. Even if the cylinder liner was not changed, it also
should be honed. If the piston ring groove is worn badly or worn to the allowable limit
and has tendency of increasing oil consumption, it should be honed again and installed
with thickened piston ring.
Even only a set of new ring to a piston is changed, the engine also needs running-in.
The engine has been used for a period of time, if there is shining area (insufficient oil) on
surface of cylinder liner or the cylinder liner is out of roundness, the running-in of engine
should be paid more attention to after the new piston rings are installed.
When lifting piston out of cylinder or replacing the piston ring with new one after
long-term operation, the cylinder liner should be measured carefully under the condition of
room temperature. It must be replaced when its wear and ovality exceed the allowable
limit.
5.3 Running-in after running with low load
Long-term running with low load will result in serious smudginess inside of the engine,
carbon deposit accumulating on piston rings and air intake pipe, greasy filth in supercharging
air pipe, exhaust manifold, intercooler and turbocharger. Clean them when necessary.
The piston has matched the inside surface of cylinder liner well when the engine runs
with low load. If the speed increases rapidly, the good match of piston and the inside surface
of cylinder liner will change suddenly, which results in increasing rate of wearing and other
damages (fleeing air on piston ring, or piston seizure).
Engine burning heavy fuel is prohibited to run at low load (lower than 30% full load).
In such case, the fuel supplying of engine shall switch over to diesel fuel and the operator
shall increase its load as soon as possible.
6. Points for attention

This series diesel engine should be started and stopped by trained and experienced
102
personnel only.
All of important data and work operations (operating hours, fuel consumption, time of
lubricating oil change, maintenance and overhaul work etc.) should be entered into an
operation monitoring log, which must be kept properly.
On the basis of that record together with instruction manual, the operating personnel
must be in a position to operate and to maintain the engine appropriately.
The temperature of engine room should not be lower than 5. If the temperature drops
lower than 5, the cooling water must be added with antifreeze, and oil and cooling water
shall be preheated before starting engine. If the engine is taken out of operation for a longer
period of time, the cooling water jackets are to be drained at any rate.
The running, maintaining and overhauling of the engine should conform to safety
regulations. It is recommended that the safety regulations should be placarded at
conspicuous place to remind the operator of accident danger.
The use of fuel and lube oil represents an inherent fire hazard in the engine room.
It is prohibited strictly to use gasoline in the engine room!
After overhauling, all insulations and laggings are to be reattached completely and with
great care. Inspect leak-proof of fuel and oil pipes regularly. Leakages of pipes and tanks and
leaked oil on the ground are to be eliminated immediately.
In case of fire in the engine room, the supply of fuel and oil must be cut off
immediately (turn off the valves, fuel supply pump and engine), attempts are be made
to extinguish the fire by means of hand fire extinguishers. If the fire could not be
extinguished or the engine room could not be entered in, all openings are to be sealed tightly,
thus cutting off admission of air to quench the fire. Fire extinguishing equipment based on
carbon dioxide must not be used until it has been absolutely ensured that no one is left in the
engine room.
103
Chapter 6
Regular check and maintenance
Importance of periodic check and maintenance:

1)
Guaranteeing safe and reliable engine operation;
2)
Reducing failure rate and lowering the operating cost of the engine plant;
3)
Helping the operating personnel in recognizing incipient malfunction at an early

stage;
4)
Evaluating the maintenance work performed, which will indicate the need for
overhauls in good time so that overhauls can be planed to be carried out during
scheduled service interruptions.
Prior to starting with any maintenance and overhaul work, the pressure in all
pipes should be relieved and it should be verified that they are pressure-less by reading
the pressure gauges and by cautiously loosening the screw connections.
When work is being carried out on the crank gear or other moving parts, it must be
ensured that the engine cannot be started and cannot be turned inadvertently (close valve on
air receiver, disconnect battery, put up warning board).
Danger of accident! When breaking pipe connections, all pipes that are to be reinstalled
must be carefully sealed, especially those for fuel oil, lube oil and air pipes. New pipes must
be checked for cleanness and, if necessary, flushed before installation. On any account, it
must be avoided that foreign matter can get into the pipes.
If the engine is to be stored for a prolonged time or if it is to be laid up, all individual
parts must be carefully preserved.
1. Necessary repair
No matter how small the defect is, the repair shall be carried out immediately.
For the cleaning of the engine, and its individual parts, please use diesel fuel or special
solvents. The use of gasoline is not permitted in closed room. For drying engine components,
pressure air or soft cloth, instead of waste cotton yarn, is to be preferred.
Upon completion of repair and overhaul work, check to see that all tools, cleaning
material and other foreign matter are removed from the engine. The exact setting as well as
clearances of new or reinstalled parts must be checked and the data entered in the engine log.
A few hours after resuming operation, check lubricating oil filter for fouling, and clean
them if necessary.
104
The fire risk prevailing in the engine room should be borne in mind, especially when
carrying out welding work on pipe lines, etc. Fuel and lube oil pipes in the immediate
vicinity should be covered up. The fire fighting equipment should be readily available. When
installing or removing larger engine components, suitable lifting gear and the special tools
supplied should be used. Attention should furthermore be paid to the good condition of ropes,
shackles and the tools being used.
2. Maintenance
2.1 Maintenance after first 30~50 running hours of new or overhauled engine
1)
Check oil, water and air of system for leakages and remedy them in time.
2)
Check and adjust the clearance of air valve.
3)
Check the oil level and cooling water capacity and refill them.
4)
Check lube oil, fuel oil filter, and replace oil.
5)
Check looseness of fastening parts and connecting parts, and recheck the torque of
connecting rod bolts.
6)
Check crankweb deflection of crankshaft.
2.2 Daily maintenance

1)
Unscrew the drain plug of fuel filter to eliminate accumulated water or dirt;
2)
Check used conditions of meters. Check oil, water and air of system for leakages
and remedy them in time;
3)
Summarize and check the running log (Record carefully the faults and remedies
that have happened);
4)
Examine lube oil quality, and assay it if necessary.
5)
Examine if the air pressure in emergency stop piping is within the specified range.
2.3 First-class maintenance

In addition to all the checking items specified in daily maintenance, the following
contents should also be included after 400 running hours:
1)
Clean lube oil and fuel oil filter;
2)
Replace oil according to water content and smudginess in oil. Clean oil sump
when replace oil;
3)
Check clearance of inlet and exhaust valve and advance angle of oil supply.
Adjust them if necessary;
105
4)
Inspect impeller and inner chamber of compressor of turbocharger and clean when
necessary;
5)
Clean air filter;
6)
Check accumulated filth in oil and water cooler. Clean or replace anticorrosive
zinc if necessary;
7)
Check bolts of main bearings and connecting rods for looseness. Re-inspect the
tightening torque of connecting rod bolt. In the case of splined nut: 140Nm.
Hexagonal nut: 280 Nm.
2.4 Second-class maintenance

In addition to all the checking items specified in first-class maintenance, the following
1)
Check working equilibrium of cylinders. Readjust uniformity of fuel oil from fuel
injection pump to cylinders if necessary.
2)
Check injection pressure and atomization of fuel injector. Readjust and repair it if
necessary.
3)
Examine oil, water and air in system. Check circuit elements and connecting and
fastening condition of fastening parts.
4)
Check whether the connecting rod nuts and necked-down nuts of flywheel
become loose. Tighten the torque in accordance with defined value.
5)
Check water seal of water pump. Grind or replace it in time.
6)
Clean piping of oil or fuel system. Clear oil sludge and dry the piping with
compressed air.
2.5 Third-class maintenance

In addition to all the checking items specified in second-class maintenance, the
following contents should also be included after 2500 running hours:
1)
Clean air cooler, special oil sludge on radiation fins;
2)
Dismount two cylinders to check the degree of carbon deposit on piston top.
Eliminate carbon deposit if necessary. Check sealability of air valves. Grind
valves if necessary. Make a decision;
3)
Check sealability of delivery valve in fuel injection pump. Grind or replace it if

necessary.
4)
Check working condition of needle valve of fuel injector. Replace it if necessary.
5)
Clear water scale in cooling system. Replace anticorrosive zinc spelter.

106
6)
Check bearing clearance of turbocharger;
7)
Check working condition of oil pump if necessary. Replace it if necessary;
8)
Exhaust air from air bottle. Unscrew the vent plug at bottom to eliminate
accumulated water and dirt in bottle.
9)
As to engine burning blended fuel and heavy fuel, the piston rings must be
checked and replaced depending on the check result.
2.6 Fourth-class maintenance

In addition to all the checking items specified in third-class maintenance, the following
1)
Dismount all cylinder heads to clear carbon deposit in combustion chamber.

Check worn condition of inlet and exhaust valves, rocker arms, bearings, valve
guides and valve seats. Make a decision whether they should be replaced
according to actual condition.
2)
Lift two pistons out from engine to check pistons and piston rings. Measure the
clearance of rings. Check crank pin bearing and piston pin bearing and measure
clearance of bearings, so that decide whether all pistons should be lifted out.
Replace pistons or piston rings if necessary. (Record the numbers of cylinder from
which the pistons are lifted, so that examine pistons from other cylinders next
time.);
3)
Check working surface of two cylinder liners. Measure inner diameter, and
calculate value of wear. Replace with new cylinder liners when they are worn
away badly;
4)
Check oil pump, fuel pump and cooling-water pump;
5)
Check axial clearance of camshaft and radial clearance of bearings, and record the
measured values;
6)
Check crankweb deflection of all cylinders and record the measured values;
7)
Check randomly two main bearings to examine worn condition of bearing shells,
thus decide whether it is necessary to check other bearing shells and to replace
them;
8)
Start priming pump and check visually lubricating condition;
9)
Measure all tooth spaces of driving gear and bearing clearances. Replace them if
necessary;
10) Check looseness of connecting rod nuts and flywheel tightening nuts. Tighten
107
them to defined value if necessary;

11) Check governor. Replace worn parts and retest its performance;
12) Check fastening condition of bolts of turbocharger and governor;
13) Check fastening condition of engine frame base bolts;
14) Dismount turbocharger according to its instruction manual;
15) Readjust or replace all measuring meters, warning system, lines and leads on
engine.
2.7 Fifth-class maintenance

In addition to all the checking items specified in fourth-class maintenance, the
following contents should also be included after 10000 running hours:
1)
Dismount all cylinder heads and check air valves, rocker arms, bearings, valve
guides and valve seats. Check cooling water passages and sealing gaskets.
Replace them if necessary.
2)
Lift all pistons out from engine. Check pistons and piston rings. Measure
clearance of rings. Check crank pin bearings and piston pin bearings. Measure
bearing clearances. Replace them if necessary.
3)
Lift out cylinder liners. Check wear condition of working surface and corrosive
condition of outside surface. Replace them according to actual condition. Replace
all O-rings.
4)
Check all main bearings and thrust pieces. Replace them according to actual
condition.
5)
Check wear condition of all air valves and relative parts. Replace them if
necessary.
6)
Check wear condition of camshaft bearings and cams. Replace them if necessary.
7)
Check working reliability of relief valve.
8)
Check whether the sleeve springs of vibration damper are broken. They must be
replaced if the springs are broken.
9)
Check air starter. Replace its parts if necessary.
2.8 Specified items of daily check:

1)
Check oil and water level (including oil, coolant and fuel oil) after engine stops;
2)
Unscrew the vent plug at the bottom of fuel filter to drain the accumulated water or
dirt; Check and clean regularly starting decompression valve and air filter;
3)
Check lube oil level in fuel injection pump and governor, and refill it till specific
108
volume if oil has run low;

4)
Check the readings of meters to find out abnormality and remedy it.
It must be kept in mind that operating hours are not absolute values, and the operating
conditions must be taken into consideration, which may prolong or shorten the interval of
maintenance. The items mentioned above are a part of job instead of all. It is recommended
that general overhauls be carried out with the guidance of personnel of our service stations.
109
Chapter 7 Typical failures and troubleshooting

1. Low quality oil
If oil quality deteriorates, abnormal wear of early phase will appear, and thus it will lead
to raise noise of engine, aggravate vibration, increase fleeing air to crankcase, raise
temperature of oil and cooling water, decrease oil pressure and overheat engine and so on. It
can also influence the output of engine and thus result in damage of engine when the wear of
moving parts reaches the limit.
So the user must pay more attention to the quality and brand of lubricating oil and use it
exactly according to the prescribe.
The user should examine regularly the quality of oil during operation. A simple way is to
unfold the cover of cylinder head and examine the oil accumulated in cylinder head. If there
are many water globules in oil or the oil color turns to pale creamy white, it shows that the oil
contains much water. If the oil turns to black or gluey, it shows that the oil quality is inferior
or the oil has been used for a long time. The oil should be replaced with new one.
A simple method is employed to examine the viscosity of oil. Drop several unused and
used oil globules on a smooth surface of metal or glass plate. Then incline the plate, and
check the flow speed of oil globules. The flow speed of used oil is distinctly faster or slower
than the unused oil if there is much difference between their viscosities. Generally speaking,
in such case, it shows that the viscosity of used oil has been greatly changed. It must be
replaced with clean one.
When replacing lube oil, it had better to clean the oil system and oil sump, and clean oil
filter.
When change oil, filter the new oil and drained waste oil with fine strainer respectively.
Inspect abnormal worn and components damage.
2. High cooling water temperature

Controlled automatically by temperature regulating valve, the temperature of cooling
water, under normal conditions, should be generally stable. If outlet water temperature is too
high (>88), following causes should be taken into consideration:
1)
Whether ambient temperature is too high;
2)
Whether cooling system, fresh water pump, fresh water cooler and seawater pump
110
work normally;
3)
Whether there is abnormal wear in engine;
4)
Whether there is water scale accumulated in cooling chamber of cylinder block and
cylinder head;
5)
Whether the sensor of temperature regulating valve is stuck due to much water
incrustation.
Generally, the cooling water should be treated and added to rust inhibiting additive. If
the user does not do so, water scale will accumulate in cooling chamber of engine after the
engine operates a period of time. Water scale will result in insufficient heat elimination, thus
the water temperature will rise abnormally.
Method of treatment: remove the scale in cooling water chamber with tank scale
dissolver sold in market.
3. Insufficient output
The failure of insufficient output results from insufficient air input, insufficient oil
supply or low cylinder pressure.
Generally speaking, the possible cause of insufficient output first lies on low-pressure oil
circle. If the engine runs with the conditions of even speed, good exhaust smoke, normal
operation of cylinders, proper oil-supply time, favorable seal property of cylinders and
sufficient air input, and it still output insufficiently, the following causes can be taken into
consideration:
1)
Whether the low-pressure oil pipe is broken or leaks;
2)
Whether the fuel filter is badly blocked and the oil /fuel piping is blocked or leaks.
The air valves, injection time and clearance of air valves shall be checked and adjusted
when the air input is insufficient. In addition, the operator should check air filter, clearance of
rotor and idle motion of turbocharger.
4. Black smoke
Black smoke is caused by following conditions:
1
Uneven oil-injection
Poor atomization of injector nozzle
Insufficient cylinder pressure, and Inadequate combustion

111
Oil into combustion chamber
Blocked in air filter
Poor fuel oil quality
7
Damage on turbocharger and insufficient air inlet
The methods of eliminating the trouble:
1) Reduce resistance in air inlet system. Clean the filtering element of air filter and air
intercooler in time. Guarantee right valve timing and check turbocharger.
2) Adjust properly fuel injection pump on inspection table, specially adjust advance
angle of oil supply.
3) Check and adjust duly fuel injector to ensure favorable atomization.
4) Guarantee the sealability of the cylinder. Replace piston rings and cylinder liner if
they are worn badly. Grind air valve if it could not seal well.
5) Use specified fuel oil with high cetane number(45~50) and low sulphur content.
6) Operate the engine properly
Troubleshooting table
S/N
Disturbances
Possible causes and remedy
1)
2)
Crankshaft does not
3)
turn, turns too slowly 4)
or swings back.
5)
Low pressure in air bottle;

Starting valve or air-starting motor defective;
Starter switch or cable to starter or starting valve defective;
No DC24V power supply, or starting solenoid valve does not
work;
Leaks of air pipes result in starting pressure less than 1.0 MPa.
1)
2)
3)
Engine reaches
ignition speed
2
without firing or
firing
discontinuously
Fuel tank run dry.

Fuel oil system air-bound.
Piping, fuel injection pump and fuel filter are not filled with
fuel oil. Supply fuel oil with hand pump before starting;
4) Unsuitable fuel oil;
5) Water in fuel oil. Eliminate water from fuel oil with
centrifugal separator.
6) Fuel too cold, and congealed in pipelines;
7) Engine too cold and lubricating oil too viscous. Preheat
cooling water or oil;
8) Low fuel oil pressure before fuel injection pumps, supply
pump defective.
9) Fuel oil filter clogged up. Clean or replace filtering element.
10) Excessive clearance of pump plunger in pump barrel or pump
plunger stuck.
11) Shutdown solenoid valve does not open, and oil passage is
obstructed;
112
12) No fuel oil or insufficient fuel oil enters to cylinder. Check the
position of fuel injection pump rack, and adjust it if necessary.
13) The orifices of fuel injector clogged up or the element of
needle valve bound. Clean or change fuel injector.
14) Leaks for inlet and outlet valve so that the air pressure is too
low. Grind the valve.
1)
2)
3)
4)
3
Cylinders
irregularly.
fire
5)
6)
7)
8)
1)
The fuel supply is 2)
3)
stuck.
4)
1)
2)
3)
4)
5)
6)
7)
8)
Engine does not 9)
reach full speed or 10)
11)
output.
12)
13)
14)
15)
16)
17)
18)
19)
Engine
irregularly,
and rocks.
1)
runs 2)
knocks
3)
4)

Unsuitable fuel oil.
Water in fuel oil.
Low fuel oil pressure before fuel injection pumps, supply
pump defective.
Fuel oil filter clogged up.
Individual fuel injectors defective.
Inlet or exhaust vales stuck, valve spring broken, drive
defective.
Engine too cold, and lubricating oil too viscous.
Pump plunger stuck, spring broken.
Control sleeve or pump element bound.
Governor or fuel control linkage mal-adjusted.
Fuel control linkage bound or stuck.
Unsuitable fuel oil.
Water in fuel oil.
pump defective.
Beginning of injection too early.
Beginning of injection too late.
Excessive clearance of pump plunger in pump barrel.
Delivery valve in fuel injection pump leaking.
Nozzle orifices or injection pipes clogged up.
defective.
Ring clearance or ring gap excessive.
Piston rings stuck or broken.
Marine engines: propeller too large, damaged or hull fouled.
Turbocharger fouled or defective.
pump defective.
Beginning of injection too early.
113
5)
6)
7)
8)
9)

Individual fuel injector defective.
Nozzle orifices or injection pipes clogged up.
Individual cylinder highly overloaded.
defective.
10) Piston pin bearing clearance excessive.
11) Crank or main bearing clearance excessive.
12) Piston or bearing running hot or beginning to seize.
fluctuates, 1)
2)
caused by hunting of 3)
the governor
4)
Speed
7

Engine too cold, lubricating oil too viscous.
4)
engine comes to a 5)
6)
stop.
7)
8)
9)
Fuel tank run dry.

Water in fuel oil or too much air in piping.
pump defective.
Safety shut-down device tripped.
Piston or bearing running hot or beginning to seize.
1)
2)
Cooling
water
3)
temperature is high / 4)
5)
low.
6)

Indicating instruments defective.
Lack of cooling water.
Cooling water spaces or cooler fouled up.
Cooling water pump defective.
Temperature regulator defective.
10
1)
2)
Lubricating
oil 3)
4)
temperature is high/ 5)
low.
6)
7)
Piston or bearing running hot or beginning to seize.

Lack of oil in oil sump.
Cooling water spaces or cooler fouled up. Low heat-exchange
rate of oil cooler.
Temperature regulator defective.
11
1)
2)
3)
oil 4)
5)
6)
7)
8)
1)
2)
3)
Engine speed drops,
8
Lubricating
pressure is low.
Crank or main bearing clearance excessive.

Lack of oil in oil sump.
Oil pressure-regulating valve defective.
Leaks for lubricating oil pipes.
Oil filter clogged up.
Suction pipe of oil pump obstructed or leaking.
Oil pump defective.
114
12
Exhaust
1)
2)
3)
4)
gas 5)
temperature is high.
6)
7)
8)
9)
1)
Difference of exhaust
13
temperature is too 2)
large.
3)
4)
14
Exhaust is sooty or
dark.
1)
2)
3)
4)
5)
6)
15
16
The failure of fuel injection pump or one of fuel injectors

results in low fuel supply or poor atomization. Check delivery
valve of fuel injection pump, plunger element and spring.
Check initial injection pressure and atomization.
Some fuel injection value too high. Adjust the value of fuel
supply.
Air valves of some cylinders worn and leaking. Grind or
replace them.
Inlet or exhaust valves stuck, valve spring broken, drive
defective.
1)
2)
Exhaust gas is bluish. 3)
4)
5)
Water in fuel oil.

Piston ring clearance excessive.
Piston ring stuck or broken.
Oil level in oil sump too high.
Seal ring in valve guide aged or broken.
Temperature
1)
2)
3)
4)

Cooling water spaces or cooler fouled up.
1)
2)
3)
Fuel system air-bound.

Fuel too cold, and congealed in pipelines.
pump defective.
Delivery valve in fuel injection pump leaking.
difference at
intercooler is too
small.
17

Inlet or exhaust valves stuck, valve spring broken or drive
defective.
Marine engines: propeller too large, damaged or hull fouled.
Charge air temperature too high.
Fuel injection pump

delivers irregularly.
4)
5)
6)
7)
115
18
19
20
Noise from valve or 1)

2)
fuel injection pump
drive
depends
on 3)

Inlet or exhaust valves stuck, valve spring broken or drive
defective.
Drive rollers or rocker arms defective, or valve clearance
speed.
excessive.
Smoke escapes from 1)

crankcase vent, and 2)
booming
sounds 3)
4)
come
out
from
5)
crankcase.
Piston ring clearance excessive;

Piston pin bearing clearance excessive;
Crank pin bearing or main bearing clearance excessive;
Piston or bearing running hot or beginning to seize;
Piston ring stuck or broken;
The engine cant be

loaded.
Fuel filter and fuel pipes clogged up.

When ambient temperature is lower than 10 , if no
auxiliary heating devices to warm up oil and fresh water, white
White smoke occurs

21
in start from cold

state.
smoke is normal if it occurs in start from cold state (inadequate

combustion of fuel). After 15 minutes of running without load,
and temperature of oil and fresh water is higher than 40, white
smoke disappears. Therefore, in such a case, we suggest the user
to install oil/ fresh water preheater, or allow the engine run
without load to warm it up.
116
Annex
1. Correction of output at nonstandard condition
Standard reference conditions
Atmospheric pressureP0=100kPa750mmHg
Relative humidity: 030
Ambient temperature (air inlet temperature): 25being measured at the
position that is within 150mm upstream to silencer.
Correct the output at nonstandard condition to ensure the trouble-free, reliable operation of
diesel engine (i.e. running engine with lower output)
The formula of output are modified as
Actual permissible output value = rated power Coefficient of correction/100

Coefficient of correction C (relative humidity not concerned) can be obtained from below
table:
Ambient
Altitude
m
0
110
200
300
400
500
600
700
800
1000
1500
2000
2500
3000
3500
4000
10
Atmospheric
pressure
kPa
temperature
101.33
100.0
98.93
97.73
96.67
95.47
94.40
93.20
92.13
89.87
84.53
79.20
74.67
70.13
15
20
25
30
35
40
45
50
97
96
95
94
93
92
91
90
89
88
84
79
76
72
68
63
95
94
93
92
91
90
89
88
87
86
82
78
74
70
67
63
93
92
91
90
89
88
87
86
85
84
80
76
72
69
65
62
91
90
89
88
87
86
85
84
83
82
78
74
71
67
64
60
Coefficient of correction C
93
89
85
81
77
96
91
87
83
79
75
99
94
89
85
81
77
73
99
98
96
92
87
83
79
75
71
117
99
98
98
97
96
94
90
85
81
77
73
69
100
99
98
97
96
96
95
94
92
88
83
79
75
71
68
99
98
97
96
95
94
93
92
91
90
86
81
77
74
70
66
2. Torsional vibration calculation parameters

2.1 Torsional vibration calculation parameters of 6200 series diesel engines
1.1 Structure parameters of engine
Engine type
CW6200ZC
Bore/Stroke
200/270
Rated output
kW
Rated speed
r/min
Rated torque
kNm
XCW6200ZC-1
698
720
828
810
6.666
6.876
7.907
7.736
600
1000r/min
5.730
Min. stabilized speed

Reciprocating mass of
per cylinder
Crank/Connecting rod
ratio
Connecting rod length
400r/min
One-piece piston: 26.5kg;
Combined type piston:28.3kg
Firing order
Mean effective
pressure MPa
Mechanical efficiency
1-4-2-6-3-5
0.88
Main journal diameter
152mm
Pin diameter
133mm
Crankshaft material
CT45
Tensile strength of
crankshaft material
Drawing No. of
flywheel
Flywheel inertia If
Structuraldamping
C
Damper Type
0.260
520mm
1.415
1.642
1.698
1.953
42CrMoA
600MPa
800 MPa
C62.03.04.0001
50kgm2
0.05
Coil spring
Number of damper
1
Moment of inertia of
1.08 kgm2
active parts (Iz)
Moment of inertia
5.98 kgm2
Damping coefficient
XCW6200ZC-2
XCW6200ZC-10
XCW6200ZC
900Nms/rad
Dynamic torsional vibration rigidity
600kNm/rad
118
1.2
Torsional vibration calculation systematic diagram of single engine shafting including
vibration damper
1.3 Torsional vibration calculation systematic data of single engine shafting including vibration
damper
No.
Item
Moment of inertia
kgm2
Vibration damper inertia

block
5.98
Vibration damper active

inertia
1.08
Driving gearing inertia
1.04
No.1 cylinder
2.913
No.2 cylinder
No.3 cylinder
2.913
No.4 cylinder
2.913
No.5 cylinder
2.913
10
11
No.6 cylinder
Crankshaft output flange
Flywheel
Structural Shaft dia.

damping
mm
600
400
39227
152
15000
0.03
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
16966
0.05
152
89606
0.03
2.913
Rigidity
kNm/rad
2.913
0.343
50
119
290
870
2.2 Torsional vibration calculation parameters of 8200ZC series diesel engines

2.2.1 Structure parameters of engine
Engine type
CW8200ZC
Bore/Stroke
200/270
Rated output
kW
800
Rated speed
r/min
1000r/min
Rated torque
kNm
7.640
XCW8200ZC
XCW8200ZC-1
XCW8200ZD-2
XCW8200ZC-10
928
960
1104
1030
9.378
9.168
10.543
9.836
Min. stabilized speed
400r/min
Reciprocating mass of
per cylinder
One-piece piston: 26.5kg;

Combined type piston:28.3kg
Crank/Connecting rod
i
Connecting rod length
0.260
Firing order
1-3-5-7-8-6-4-2
Mean effective pressure

MP
Mechanical efficiency
1.415
0.88
Main journal diameter
152mm
Pin diameter
133mm
Crankshaft material
CT45
42CrMoA
600MPa
800 MPa
Tensile strength
crankshaft material
of
Drawing
No.
fl h l
Flywheel inertia
of
If
520mm
50kgm2
0.05
Number of damper
Moment of inertia
Damping coefficient
1.698
C62.03.04.0001
Structural
damping
C
Damper Type :
Moment of inertia of
1.642
Coil spring
1.08 kgm2
5.98 kgm2
900Nms/rad
Dynamic torsional vibration rigidity
600kNm/rad
120
1.953
2.2.2
Torsional vibration calculation systematic diagram of single engine shafting including

vibration damper
2.2.3 Torsional vibration calculation systematic data of single engine shafting including
vibration damper
No.
Item
Moment of inertia
kgm2
Vibration damper inertia block
5.98
Vibration damper active inertia
1.08
Driving gearing inertia
1.04
No.1 cylinder
2.913
No.2 cylinder
2.913
No.3 cylinder
2.913
No.4 cylinder
2.913
No.5 cylinder
2.913
No.6 cylinder
2.913
10
No.7 cylinder
2.913
11
No.8 cylinder
2.913
12
Crankshaft output flange
0.343
13
Flywheel
50
121
Rigidity
kNm/rad
Structural Shaft dia.

mm
damping
600
400
39227
152
15000
0.03
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
11278
0.05
133
16966
0.05
152
89606
0.03
870
2.3 The above-mentioned parameters of torsional vibration are provided to user, which
should be taken into consideration with power units (such as shaft coupling, reduction
gearbox, propeller shafting system and other load) and relative model parameters for the
calculations of torsional vibration to determine that whether there is a resonance point.
Necessarily some measures could be adopted to reduce the stress. The works will not bear
the responsibility to the damage and lose caused from large amplitude if the resonance
point have not been calculated and determined properly
122

WAICHAI 200 Series Diesel Engine (In-Line&individual Injection Pump)

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WAICHAI 200 Series Diesel Engine (In-Line&individual Injection Pump)

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Manual for operation & maintenance of 200 series inline engines with individual injection pump

Equivalence between GB standards and ISO standards

documents delivered with the diesel engine.

performance of engine due to the improvement of product.

Main performances, technical parameters and specifications of accessories of

1. Quality requirements of fuel oil .......................................................................................... 33

Main configuration and systems of diesel engine ............................................... 43

1. Construction feature ............................................................................................................ 43

10. Controlling principle of PSG governor ............................................................................. 63

Installation and coupling engine.......................................................................... 92

Installation of diesel engine .................................................................................................. 92

Operation of diesel engine .................................................................................... 98

1. Check before operation ....................................................................................................... 98

Regular check and maintenance........................................................................ 104

1. Necessary repair ................................................................................................................ 104

Typical failures and troubleshooting ..................................................................110

1. Low quality oil ...................................................................................................................110

Explanation of Model No.

The last part: symbols of variation and rotation

6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,

XCW6200ZC: 6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,

6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,

Longitudinal and cross section of diesel engine

Overall drawing of diesel engine

Performance diagram of diesel engine

Main performances, technical parameters

1. Main performances and technical parameters

Diesel engine rotating clockwise if viewed from flywheel end is

400 (marine main engine)

530 (manifold pipe)

Exhaust gas teperature

Charge air temperature

0.30.4 (heavy fuel oil)

Advanced angle of fuel

Initial injection pressure

Volume of cooling water

and is stamped on nameplate of engine.

pump in the case of land-based engine.

CW6200ZC-5 XCW6200ZC-4 CW8200ZC-9 XCW8200ZC-4

Specific fuel consumption

Mean piston speed m/s

Diesel engine rotating clockwise if viewed from flywheel end

is standard arrangement of 200 series engine. Diesel engine

360 (marine main engine)

360 (marine main engine)

530 (manifold pipe)

Exhaust gas temperature

Fresh water temperature at

Lube oil temperature at

Lube oil pressure at engine

Fresh/ sea water pressure at

Fuel pressure at engine inlet

0.1~0.2 (diesel oil)

0.3~0.4 (heavy fuel oil)

Inlet valve opens

Inlet valve closes

Advanced angle of fuel

Capacity of cooling water in

Capacity of expansion tank

engines, and is stamped on nameplate of engine.

Initial injection pressure

Wet oil sump capacity

Advanced angle of fuel supply depends on models of diesel