New

Sulzer
Diesel
New Sulzer Diesel Ltd
Winterthur, Switzerland

Description and
Operating Instructions for
Sulzer Diesel Engines
ZAL4OS

Installation / Vessel:

Type:

Engine No.:

Mailing address:

New Sulzer Diesel Ltd

PO Box 414 Telephone : (052) 262 49 22
CH-6401 Winterthur Telex : 696 659 NSDL CH
f ) Switzerland Telefax : (052)2124917

0 1993 New Sulzer Diesel Ltd, Switzerland - Printed in Switzerland

 FOR PARTICULAR ATTENTION

This manual is put at the disposa1 of the recipient solely for use in connection with the corresponding type of Sulzer
Diesel Engine.
It has always to be treated as confidential.

The intellectual property regarding any and a11of the contents of this manual, particularly the copyright, remains
with New Sulzer Diesel Ltd. This document and parts thereof must not be reproduced or copied without their writ-
ten permission, and the contents thereof must not be imparted to a third party nor be used for any unauthorized
purpose.

Before the operator attempts to use the engine or before maintenance work is undertaken, the Operating Manual
or the Maintenance Manual respectively is to be read carefully.

TO ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare parts
should be used.
It is to be ensured as well that a11equipment and tools for maintenance are in good condition.

/ The extent of any supplies and services is determined exclusively by the relevant supply contract.

The data, instructions and graphical illustrations etc. in this manual are based on drawings made by New Sulzer
Diesel Ltd. and correspond to the actual standard at the time of printing (year of printing is indicated on title page).
Those specifications and recommendations of the classification societies, which are essential for the design, have
been considered therein. It must be recognized that such data, instructions and graphical illustrations may be sub-
ject to changes due to further development, widened experience or any other reason.

This manual is primarily intended for use by the engine operating and maintenance personnel. It is assumed that it
Willalways be at the disposa1 of such personnel for the operation of the engines and/or for the required maintenance
work.

This manual has been prepared on the assumption that operation and maintenance of the engines concerned Will
always be carried out by personnel having the special knowledge and skill needed to handle in a workman-like man-
ner diesel engines of the corresponding size, the associated auxiliary equipment, as well as fuel and other operating
media.

Therefore, generally applicable rules, which may also concern such items as protection against danger, are specified
1 in this manual in exceptional cases only. It is generally assumed that the operating and maintenance personnel are
familiar with the rules concerned.

This manual has been prepared to the best knowledge and ability of its authors.However,neither New Suker Die-
sel Ud. nor their employees assume any liability - under any legal aspect whatsoever - in connection with this
manual, its contents, or modifications to it or in connection with its use, including possible negligence.
Further,claims retating to any damage whatsoeveror claims of other nature such as e.g. demands for additiona]
spares supplies, serviceor others Willnot be considered.

New Sulzer Diesel

Limited

Winterthur
Switzerland

10.91
 Listing of Groups

General technical data Group 0

Operating media
Operating instructions
Engine troubles

Engine casing Group 1

Cylinder block
Crankshaft main bearing
Crankshaft thrust bearing

Cylinder liner Group 2

Cylinder head with valves

Crankshaft Group 3
Running gear

Camshaft Group 4
Reversing servomotor (only for reversible engines)
Camshaft drive gear
Valve actuating gear
Control system

Speed governor Group 5

Fuel injection system
Overspeed safeguard and load limitation
Co&ol linkage

Fxhaust gas turbocharger Group 6

Charge air cooler
Charge air bypass
Charge air waste-gate

Engine-driven pumps (only for non-reversible engines) Group 7

Cylinder lubrication

Fzhaust pipe Group 8

Exhaust waste-gate
Cooling water -
Lubricating oil - pipes on the engine
Starting air - (Schematic diagrams)
Fuel - >
Indicating and monitoring instruments Group 9
Engine lifting device

zA4os 7.91
 Group 0
TABLE OF CONTENTS

Designation Sheet

For particular attention .................................................... . . 0000

Foreword ............................................................ . 0000 - 1

Short description in key words .......................................... 0010
Working cycle of the four stroke Diesel engine ............................ OOlO- 1

Descriptions to the engine sectional drawings ............................ 0020

Engine cross section .................................................. 0020-20

Numbering of bearings and cylinders as well as definition of engine sides ..... 0022-20

Masses(weights) ...................................................... 0051

Operation at very low load ..........................................................................................0255
Dimensions and material specification
of round rubber joints, tubular joints and rubber rings ....................... ...... . . . 0328

Operating media

Fuel ............................................................ 0356

Heavyfueloil ................................................... . 0356-2

Lubricatingoil ................................................... 0356-4

Coolingwater ................................................... 0356-10

Operating instructions

General indications . . .. . . . . ...... . 0357

Normal operation . . . . . ........ . . 0357- 1

Preparations for starting ..... .. .. . .. ....... . 0357-2

Starting....................................................... 0357-3,3a

Manoeuvring, operation at low speed (r.p.m.), operation in heavy seas . . . 0357-3b

Operation at overload . . . ... . ... ...... . . . 0357-4

Shutting-down ................................................. . 0357-5

Test run on bollard after a major overhaul .......................... . 0357-6

Fueltreatment ................................................. . 0357- 10

Viscosity-Temperature Diagram .................................. .. 0357-21

Pressure and temperature ranges, alarms and safeguards ................... . . 0358

Enginetroubles ..................................................... 0359- 1

Special measures in operation: ......................................... . . 0359-6

Instructions concerning the prevention of crankcase explosions

Emergency operation

Operation with defective charge air cooler . ........... 0359-I

Operation with defective turbochargers . . . . . . . . _. . . . . 0359-8

Operation with a fuel injection pump cut-out or with running gear removed 0359-9

Running-in the engine after an overhaul .. ... . .. .... ........... . 0360

NM
zA4os Sulzer 5.95
DkSd
 oooo-1

PREFACE

This manual Description and Service Instructions describes the engine, certain individual parts and their function.
They further include the most important details of their operation. It must be assumed that the operating personnel
have the necessary technical knowledge of, and familiarity with, Diesel engines.
A separate Maintenance Manual concerns itself with the maintenance of the engine and use of the corresponding
tools and special devices. The information with regard to clearances and bolted connection tightening values it also
included.
In addition to this, a separate Code Book is available which shows the individual engine parts and their code num-
bers. Spare parts are only to be ordered in accordance with this Code Book.
The subdivision of main and sub-groups is the same as for the Description and Service Instructions, Maintenance
Manual and Code Book.
Special service instructions, which also serve as code books, are provided for components from sub-suppliers such
as turbocharger, governor, etc.
Apart from the above-mentioned books, the engine cornes supplied with setting table, acceptance and erection re-
cords.

2
ZA4OS SI&89 1987
A Diesd
 0010

SHORT DESCRIPTION IN KEY WORDS

‘ZA40S . . . . . . . . . . ..__.... : Four-stroke Diesel engine, built in-line and vee-form, cylinder bore 0 40 cm,
stroke 56 cm.
Engine housing (frame) . . . . : Monoblock, carrying a11other components.
Crankshaft main bearing . . . : Split bearing shells, mounted in the engine housing by bearing covers.
Cylinder liner . . . . . . . , _. . . : Supported in the engine housing, water cooled. Bore cooled in the Upper part and
provided with longitudinal bores for separate cylinder lubrication, if applied.
Cylinder head . . . . . . . . . . . . : Upper end closure of the cylinder, fastened to the engine housing by hydraulically
tightened studs. Fitted in are inlet/exhaust valves, fuel injection valve, starting
valve, relief valve and indicator valve.
Valve drive . . . . . . . . . , . . . . . : From camshaft via push rods and rocker arms.
Crankshaft . . . . . . . . _. . . . . . : One piece construction, fitted with counterweights, gear wheels for camshaft
drive and built-on pumps in certain cases.
Connecting rod . . . . . . . . . . : Separated in connecting rod shaft with spherical Upper end and crankpin bearing
split, split bearing shell, hydraulically pre-tensioned and fitted compression shim
depending on cylinder output.
Rotating piston . . . . . . . . . . . : Bore cooled with lubricating oil, fitted with a rotating mechanism, consisting of
several parts, piston crown of steel, piston skirt cast iron. In certain cases provided
with ‘inner cylinder lubrication’.
Camshaft drive . . . . . . . . . . . : Via intermediate gear wheel from crankshaft.
Camshaft . . . . , . . . . . . . . . . . : The camshaft carries the inlet and exhaust valve cams as well as the fuel injection
cam for each cylinder. The cams are shrunk-on hydraulically. There are fitted also
driving wheel for govemor drive and overspeed safety cut-out, flywheel disc or
vibration damper depending on the number of cylinders and application.
Starting air control . . . . . . . . : With solenoid valve via shut-off valve for starting air and starting air distributor to
starting valve in the cylinder head.
Local control stand . . . . . . . : In case of failure of the remote control the engine cari be operated from the local
control stand.
Speed governor . . . . . . . . . . . : Driven off camshaft drive wheel, mechanic/hydraulic or electronic.
Overspeed tut-out device . . : The mechanical overspeed s&$y.cut-out device shuts the engine down in case of
overspeed by shifting the regulating linkage to zero fuel.
The electro-pneumatic safety tut-out device acts on the piston of regulating racks
of ail fuel injection pumps and in tum intermpts the fuel delivery until a lower en-
gine speed is reached (however the engine is not shut down).
Fuel injection . . . . . . . . . . . . : Fuel injection pump-(Bosch-type) driven off camshaft (fuel cam), direct injection
via high pressure pipe, fuel stud and nozzle holder to injection nozzle.
Regulating linkage . . . . . . . . : Mechanical
connection
speedgovernorto fuelinjectionpumps.
Exhaust gas turbocharger . . : Driven by exhaust gases, compresses the charge air.
Charge air cooler . . . . . . . . . : Cools the charge air heated by compression. In normal cases through two-stage
charge air cooler by means of high temperature circuit and low temperature cir-
cuit with treated fresh water.
In certain cases single-stage charge air coolers are arranged with a direct sea-water
cooling system or a central fresh water cooling system.
Engine-driven pumps . . . . . , : Oil pump, fuel delivexy pump (only for engines operated on Diesel oil) and cool-
ing water pumps cari be driven directly off the engine.
The pumps for the auxiliary systems are normally driven by electric motors.
Instrument pane1 . . . . . . . . . : The most important systems pressures and engine speed cari be read off this pane1
during operation.
 OolO- 1

WORKING CYCLE OF THE FOUR-STROKE DIESEL ENGINE

First stroke:
Through the opened inlet valve compressed air is pressed by the exhaust gas turbocharger via charge air cooler into
the cylinder. The piston moves downwards. During this period the crankshaft goes through a half turn. The first
stroke is also designated suction sfroke.

Second stroke:
With closed valves the air in the cylinder is compressed by the upwards moving piston. Before the top dead centre
(T.D.C.) is reached by the piston, fuel is injected into the combustion space. Here too the crankshaft goes through a
half tum. The second stroke is designated compression stroke.

Third stroke:
The injected, atomized fuel ignites in the hot compressed air. Combustion and with it expansion begins and presses
the piston downwards.The crankshaft goes througb a further half turn. The third stroke is designated woAGrgs&o~
or expunsion stroke.

Fourth stroke:
The exhaust valve opens and the combustion gases are pressed out of the cylinder by the upwards moving piston.
These exhaust gases drive the turbine and with it the blower of the turbocharger. The crankshaft goes tbrough a
further half turn. The fourth stroke is designated exhuust stroke or scuvenging stroke.

First stroke Second stroke Third stroke Fourth stroke

l
0
I\
-

1995
 0020

REMARKS

to the Engine Sectional Illustrations 0020-20 & following

The numbers with which certain engine components are marked in the sectional
illustrations correspond to the group numbers under which more detailed
information is found in this book.

As not a11 the described components are visible in the sectional illustra-
tions, the first sheet, table of contents, of each group informs whether
and where detailed information is found in this book.

ZA4OS
1987
 .8100

2722

5801

4401

4216

420 1
4211

1008

ZAL 40s
1987
 0022-20

NUMBERING OF BEARINGS AND CYLINDERS AS WELL AS

DEFINITION OF ENGINE SIDES

Turbocharger Crankshaft Main Bearing Bearing Number

FUEL PUMP SIDE

1 2 3 4 5 6
r t
EXHAUST SIDE

Thrust Bearing Camshaft Driving Wheel Cylinder Number Turbocharger

Exhaust valve Inlet valve

FUEL PUMP SIDE FUEL PUMP SIDE

Exhaust valve Inlet valve

EXHAUST SIDE EXHAUST SIDE

DIRECTION OF ROTATION VIEWED FROM DRIVING END

/P+ l

1 Camshaft ’ 7

r
Crankshaft

CLOCKWISE ROTATION ANTI-CLOCKWISE ROTATION

1987
 0051

WEIGHTS
Approximate Weights of some Components of the ZAL4OS Engine

Design Description kg
Group

1001 Engine housing ................. 6 Cylinder with bearing covers and studs ............ 20’970
1001 Engine housing ................. 8 Cylinder with bearing covers and studs ............ 27’030
1001 Engine housing ................. 9 Cylinder with bearing covers and studs............30'085
1001 Mainbearingcover ................................................................. 210
1008 Oilsump ....................... 6Cylinder ........................................ 1’180
1008 Oilsump ....................... 8Cylinder ........................................ 1’500
1008 Oilsump ....................... 9Cylinder ........................................ 1’660
1202 Crankshaft thrust bearing .................... one half, without shell and oil catcher ........ 90
1607 Casing caver ............................... to the camshaft space ...................... 30
1609 Cladding..................................onfreeen d ............................. 611
Cladding .................................. on free end (with engine-driven pumps) .... 1’030
1611 Front plate ................................ on driving end ........................... 738
Frontplate ................................ on driving end, turbocharger at the free end .. 827

2105 Cylnderlner ...................................................................... 493

2701 Cylinder head ............................. incl. valves (complete) .................... 900
2703 Cylinder head ............................. without valves .: ......................... 830
2122 Fuelinjectionvalve .................................... . . ............................ 15
2728 Startingvalve ....................................................................... 16
2760 Rocker gear housing ........................ incl. rocker arms, without caver ............ 125

3101 Crankshaft ..................... 6 Cylinder incl. counterweights approx. .............. 8’300

3101 Crankshaft ..................... 8 Cylinder incl. counterweights approx. ............. 10’660
3101 Crankshaft ..................... 9 Cylinder incl. counterweights approx. ............. 11’840
3101 Counterweight to crankshaft ................. depending on execution approx. ............ 203
3130 Vibration damper .......................... depending on execution up to ............. 2’000
. 3206 ~rninggear ....................................................................... 393
3301 Connectingrod .................................................................... 133
3302 Bottom end bearing ........................ complete ............................... 180
3401 Rotating piston ............................ complete (without connecting rod) ......... 310

4101 Camshaft drive ............................ intermediate gear wheels ................. 385

4201 Camshaft ...................... 6 Cylinder complete .............................. 1’350
4201 Camshaft ...................... 8 Cylinder complete .............................. 1’750
4201 Camshaft ...................... 9 Cylinder complete .............................. 1’850
.) 4211 Fuelcam ........................................................................... 26
4301 Starting air distributor ....... 6 + 8 Cylinder .......................................... 37
4301 Starting air distributor ........... 9 Cylinder .......................................... 38
4301 Starting air distributor ...................... (for reversible engines) .................... 51
4304 Startingairshut-offvalve.. ........................................................... 61
Starting air shut-off valve ..... 6 + 8 Cylinder with slow tuming device ................... 65
Starting air shut-off valve ......... 9 Cylinder with slow tuming device ................... 62
4401 Valve actuating
gear ......... ............. ..withoutpushrodandwin g.. .............. 37
4501 Revers@ servomotor ....................... (for reversible engines) ................... 380
4503 Reversing valve ............................ (for reversible engines) .................... 50
4807 Operating unit for local control stand ................................................... 70

5103 Speedgovemor ..................................................................... 58

5105 Govemordrive ..................................................................... 53
5303 Overspeedsafeguard ............................................................... 163
5501 Fuel injection pump ........................ complete ................................ 92
 0051-I

6502 Exhaust gas turbocharger . .. . . 6 Cylinder VTR 354 .............................. 1’900

6502 Exhaust gas turbocharger . . . .8 + 9 Cylinder VTR 454 .............................. 3’250
6601 Charge air cooler ........ . . .... 6 Cylinder with casing and water separator ........... 1’534 I
6601 Charge air cooler ........ . . . 8+9 Cylinder with casing and water separator ........... 1’850
6601 Air inlet casing .......... . . .... 6 Cylinder with diffusor ............................ 270
6601 Air inlet casing .......... . . 8 + 9 Cylinder with diffusor ............................ 350
6701 Airbranch ............. . . ............... connection engine housing / cylinder head .... 40

7201 Cylinder lubricator .................................................................. 23

8101 Exhaust pipe section . . . . . . . ......................................................... 77

8145 Casing for exhaust pipes . . . . ......... 6 Cyl. complete ............................... 452
8145 Casing for exhaust pipes . . . . ......... 8 Cyl. complete ............................... 597
8145 Casing for exhaust pipes . . . . ......... 9 Cyl. complete ............................... 663

7103 Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . (with engine-driven pumps) . . . . . . . . . . _. . _. 330

7403 Fuel booster pump . . . . . . . . . . . . . . . . . . . . . . . . . (with engine-driven pumps) . . . . . . . . . . . . . . . . 95

7505 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . (with engine-driven pumps) . . . _. _. . __. . . _. 142

(high temperature circuit)
7506 Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . (with engine-driven pumps) . . . . . . . . . . . _. . . 184
(low temperature circuit)
7507 Nozzle cooling water pump . . . . . . . . . . . . . . . . . . (with engine-driven pumps) . . . . . . . . . . . . . . . . 55

Complete engine . . . . . . . . . . . . . . . . 6 Cylinder without water, oil, gangway, . . . . . . . . . . . . . 59’000

flywheel, engine-driven pumps, reversing
device, EC40-parts

Complete engine . . . . . . . . . . . . . . . . 8 Cylinder without water, oil, gangway, . . . . . . . . . . . . . 78’000

flywheel, engine-driven pumps, reversing
device, EUO-parts

Complete engine . . . . . . . . . . . . . . . . 9 Cylinder without water, oil, gangway, . . . . . . . . . . . . . 86’000

flywheel, engine-driven pumps, reversing
device, EC40-parts

)
5.95 ZAUOS
New Operation 0255-l /Fl
Sulzer
Diesel Operation at very low load
ZA40S

- The ZAS stationnary engine can be operated at very low load, but over 60 kW per cylinder, with the following
restrictions :

1. For engines operating between 60 kW and 160 kW per cylinder, for more than 50 hours :

- Although engines-are obviously not designed for running full time at very low load, no time limit is given for
operation at very low load.

- Only Diesel Oil must be used.

- Lub-oil has to be adapted to the used fuel. The Base Number must be according to OllO-l/Al (low BN
corresponding to low sulfur content of Diesel Oil).

- Sudden power increase should be avoided, or at least limited to 5 % of the Maximum Continuous Rating.

- Turbochargers must not be washed during the very low load period (bearing lub-oil contamination could occur due
to washing at very low load).

- The color of turbocharger bearings lub-oil must be checked daily, and changed immediately if it becomes darker.
The concerned turbochargers must be overhauled by the turbocharger Services (ABB or Napier Services) before
increasing the load to its normal value.

- If the lub-oil centrifugation does not work during thevery low load period (due to lackof steam for instance), water
content in lub-oil will increase. Check it once a week by analysis in accordance with OllO-l/Al.
The lub-oil has to be centrifuged as soon as steam production is available.
Lub-oil quality should be checked after centrifugation, and before increasing the load to its normal value.

- Wash the boiler after the very low load period, and before increasing the load if possible.

- The load increase after the very low load period of more than 50 hours must follow the curve given for Running
Period Preparation during Commissioning, ref 137.735.162. (see hereafter).

- After the first very low load operation period, at least one cylinder cover must be removed after the 90 % load phase
of the load increasing curve ref 137.735.162. This to check at least once that all deposits have burnt during the load
increase, as this may depends on fuel and lub-oil types.

- In case of a remaining great amount of deposits :

- All cylinder covers must be removed for complete cleaning.

l Then, the engine can be operated at its normal load.

- A lub-oil type change may be preferrable before running again at very low load (some
lub-oils make less deposits than others).

l One cylinder cover must be removed for inspection after the next very low load operation
period exceeding 50 hours.
 0255-l/F1 Operation New
Sulzer
Diesel
ZA40S

- In case of a remaining normal amount of deposits :

l The engine should finish its load increase according to the curve ref 137.735.162.

l Then, the engine can be operated at its normal load.

l If operating again at very low load in the same conditions (load, fuel, lub-oil ...). more than
50 hours, removing one cylinder cover for inspection is not needed, as the first inspection
did not show abnormal deposits.

2. For engines operating between 160 kW and 300 kW per cylinder, for more than 50 hours :

- Although engines are obviously not designed for running full time at very low load, no time limit is given for
operation at very low load.

- Only Diesel Oil must be used.

- Lub-oil has to be adapted to the used fuel. The Base Number must be according to OllO-l/Al (low BN
corresponding to low sulfur content of Diesel Oil).

- Sudden power increase should be avoided, or at least limited to 5 % of the Maximum Continuous Rating.

- Turbochargers must be washed during the very low load period according to our procedure ref 137.770.174.

- The color of turbocharger bearings lub-oil must be checked daily, and changed immediately if it becomes darker.
The concerned turbochargers must be overhauled by the turbocharger Services (ABB or Napier Services) before
increasing the load to its normal value.

- If the lub-oil centrifugation does not work during the very low load period (due to lack of steam for instance), water
content in lub-oil will increase. Check it once a week by analysis in accordance with OllO- l/Al.
The lub-oil has to be centrifuged as soon as steam production is available.
Lub-oil quality should be checked after centrifugation, and before increasing the load to its normal value.

- Wash the boiler after the very low load period, and before increasing the load if possible.

- The load increase after the very low load period of more than 50 hours must follow the curve given for Running
Period Preparation during Commissioning, ref 137.735.162. (see hereafter).

3. For engines operating between 60 kW and 300 kW per cylinder, for less than 50 hours :

- No restriction if there is a load increase over 75 % load of at least 10 hours duration after each very low load period.

- Nevertheless, Diesel Oil is preferred.

 New
RUNNING PERIOD PREPARATION
Sulzer
COMMISSIONING
Diesel
;ite : Engine type : Engine N’ : Set N” :

)ate :

Load

A 10’ Manual starting 350 rpm V2 Crankcase inspection

vo Crankcase inspection 0% - 100% Load increase

B Mech. no load tests 100% 60’ Readmgs. Firing pressures

automatic unloading

Electr. no load tests and stop.

V3 Crankcase inspection,

25% - 50% 60 ’ Load increase deflection reading

50% 60 ’ Readings on first web

50% - 75% 10 ’ Load increase,

automatic unloading

and stop.

Vl Crankcase inspection

0% - 75% Load increase

75% 60 ’ Readings

90% 60 ’ Readings. Firing pressures

90%-100% 10’ Load increase ,

automatic unloading For information only. Could be modified

and stop. according to site conditions.

/
Customer / New Sulzer Diesel
Name : Name : Name : Name:

i
Date : Date : Date : Date :
Signature : Signature : Signature : Signature :

1 issue N” Page :
PROGRAMME

ERUNPREP.XLS
0

- Programme
Form:
N” : 4.137.735.162 I
 0328

MATERIAL SPECIFICATIONS AND DIMENSIONS

OF RUBBER RINGS AND O-RINGS

5 Material
s
Y &
.5 8 v: .a
i? a NBR = Nitrile
cL=J rE
94 Component where the O-rin .u E gE FPM =VITON
(38 or the rubber ring is installe cf Es 5.5 MVQ = Silicone
Round rubber joints
118 OiI sump ............................... 6 Cylinder 7 $11’400 NBR 50 Sh
Oil sump ............................... 8 Cylinder 7 *14’200 NBR 50 Sh
Oilsump ............................... 9CyIinder 7 *15’600 NBR 50 Sh
4
0 2
1 L

Rubber rings and O-rings

111 Horizontal tie rod for main bearing .................. 5.33 78.74 NBR 70 Sh
Horizontal tie rod for main bearing .................. 5.33 66.04 NBR 70 Sh

214-1 Cylinder liner (below) ............................. 6.99 443.36 FPM 75 Sh

Cylinder liner (above) ............................. 6.99 532.26 FPM 75 Sh

270-3 Nut for cylinder head stud .......................... 5.33 78.74 NBR 70 Sh
Oil passage (engine housing / cylinder head) .......... 3.53 32.92 NBR 70 Sh

Oil passage (cybnder head / rocker arm housing) ....... 3.53 18.64 NBR 70 Sh
Bush for fuel injection valve ........................ 5.33 81.92 FPM 70 Sh
Valve guide ...................................... 3.53 28.17 FPM 70 Sh

272 Fuel injection valve / nozzle holder .................. 5.33 81.92 FPM 75 Sh
Fuel injection valve / nut ........................... 5.33 66.04 FPM 75 Sh
.j
272-2 Fuel pressure valve and fuel stud .................... 3.53 65.09 FPM 70 Sh

274 Starting valve .................................... 5.33 100.97 NBR 70 Sh

Startingvalve .................................... 3.53 18.64 FiBR 70Sh

275-2 Valve seat for exhaust valve ......................... 3.53 120.24 FPM 70 Sh
275-4 Valve seat for exhaust valve ......................... 3.53 120.24 FPM 70 Sh

i80 Plug for auxiliary rocker arm ....................... 5.33 40.64 NBR 70 Sh
Plug for main rocker arm .......................... 5.33 78.74 NBR 70 Sh

310-7 Intermediate piece for shaft extension ................ 5.33 40.64 NBR 70 Sh
Crankshaft ....................................... 3.53 20.22 FPM 70 Sh
(3125) Screwed conn. flywheel / vibration damper (GEISLINGER) 6.99 608.08 MVQ 50 Sh
Screwed conn. fIywhee1 /vibration damper (GEISLINGER) 6.99 380.37 MVQ 50 Sh

5.95
 0328-l

5 Material
z
E
c1 .m
.c 0 NBR = Nitrile
a
88 Component where the 0-rin 92 FPM = VITON
BU or the rubber ring is installe a 2.9 3.5 MVQ = Silicone
O-2 Piston crown (P = 660 kW/Cyl.) ..................... 6.99 342.27 FPM 70 Sh
O-3 Piston crown (P = 720 kW/Cyl.) ..................... 6.99 342.27 FPM 70 Sh
O-4 Upper piston half (P = 720 kW/CyI.) ................. 6.99 227.97 FPM 70 Sh

0 Journal pin for camshaft drive ...................... 6.99 148.59 NBR 70 Sh

l-l Slidevalve/flange ................................ 5.33 40.64 NBR 70 Sh

Starting air distributor / guide flange ................. 5.33 88.27 NBR 70 Sh
Starting air distributor / housing ..................... 6.99 177.17 NBR 70 Sh

5 Throttle non-return valve for shut-off valve ........... 3.53 28.17 FPM 75 Sh
Pre-control valve ................................. 2 10 Rubber No. 750

5- 1 Throttle non-return valve .......................... 3.53 28.17 FPM 70 Sh

1 Housing for valve drive ............................ 6.99 148.59 NBR 70 Sh

Casing for push rod ............................... 5.33 100.97 NBR 70 Sh

1 Reversing valve ................................... 5.33 40.64 NBR 70 Sh

2 Fuel locking slide valve ............................ 3.53 32.92 NBR 70 Sh

Fuel Iocking slide valve ............................ 3.53 18.64 NBR 70 Sh

0 3/2-wayvalve .................................... 3.53 28.17 FPM 75 Sh

D-5 Control valve to shut-down servomotor ............... 5.33 53.34 NBR 70 Sh

Control valve to shut-down servomotor ............... 5.33 40.64 NBR 70 Sh
Control valve to shut-down servomotor ............... 2 10 Rubber No. 750

3- 10 Pressure sensor for control / needle valve in connecting 1.78 3.68 NBR 70 Sh
block
Pressure sensor for control / seahng flange for connecting 1.78 6.07 NBR 70 Sh
block

Shut-down servomotor / caver ...................... 3.53 34.52 NBR 70 Sh

Shut-down sexvomotor / cylinder .................... 5.33 53.34 NBR 70 Sh
Shut-down servomotor / flange ...................... 5.33 40.64 NBR 70 Sh
j-2 Shut-down servomotor / cyhnder .................... 3.53 24.99 NBR 70 Sh
5-3 Shut-down servomotor / guide ...................... 5.33 66.04 NBR 70 Sh
Shut-down servomotor / housing .................... 5.33 46.99 NBR 70 Sh
I Shut-down servomotor / flange ...................... 6.99 126.37 NBR 70 Sh

1 Local control stand / valve connection ................ 2.62 4.42 NBR 70 Sh

1-2 Local control stand /valve connection ................ 2 10 Rubber No. 750

5.95 suker zAL4os

 0328-2

0” Material
8
Y E
.c 8 NBR = Nitrile
o.* lE 8;
% Component where the 0-rin FPM =VITON
85 or the rubber ring is installe a 2.; 2.5 MVQ = Silicone
481D-l Local control stand /valve connection ................ 2 10 Rubber No. 750

531D Intermediate wheel shaft to overspeed safety tut out ... 3.53 37.69 NBR 70 Sh

551D Fuel injection pump / housing ....................... 7 158.12 MVQ 50 Sh

Fuel injection pump / caver ......................... 5.33 91.44 FPM 75 Sh
Fuel injection pump / cylinder ....................... 5.33 66.04 FPM 75 Sh

67:3-1 Flapforbypass ................................... 2 10 Rubber No. 750

70(1 Pump attachment / lubricating oil pump .............. 6.99 393.07 NBR 70 Sh
Pump attachment / fuel transfer pump ............... 6.99 291.47 NBR 70 Sh
Pump attachment / nozzle cooling water pump ........ 6.99 215.27 NBR 70 Sh
Pump attachment / cylinder cooling water pump ....... 6.99 291.47 NBR 70 Sh

721l-7 Drive of cylinder lubricating pump / flow control valve . . 3.53 18.64 NBR 70 Sh
Flow valve /base plate ............................. 3.53 18.64 NBR 70 Sh

1 Cylinder cooling water pump i caver ................. 6.99 227.97 NBR 70 Sh

Cylinder cooling water pump / bearing housing ........ 6.99 177.17 NBR 70 Sh
(high temperature circuit)

J-1 Rawwaterpump/cover ........................... 6.99 291.47 NBR 70 Sh

Raw water pump l bearing housing .................. 6.99 177.17 NBR 70 Sh
(low temperature circuit)

J-2 Fuel valve cooling water pump / caver ................ 6.99 177.17 NBR 70 Sh
Fuel valve cooling water pump / bearing housing ....... 5.33 91.44 NBR 70 Sh

Fuel transfer pump / caver ............ Diesel oil ... 6.99 148.59 NBR 70 Sh
Fuel transfer pump / sealing disc ....... Diesel oil ... 5.33 43.82 NBR 70 Sh
Fuel transfer pump / driving shaft ...... Dieseloil ... 3.53 37.69 NBR70Sh
Fuel transfer pump / caver ............ heavy fuel oil 6.99 148.59 FPM 70 Sh
Fuel transfer pump / sealing disc ....... heavy fuel oil 5.33 43.82 FPM 70 Sh
Fuel transfer pump / driving shaft ...... heavy fuel oil 3.53 37.69 FPM 70 Sh
 0328-3

z Material
P;
-Y 5
.E 8 5 NBR = Nitrile
n= 8, gf”
24 Component where the 0-rin FPM =VITON
$6 or the rubber ring is installe (f: 2.5” ES MVQ = Silicone
(8301) Cyl. cooling water piping / connecting piece on cyl. head 5.33 40.64 FPM 70 Sh
(8340) Washing plant for charge air cooler, intermediate flange 5.33 40.64 NBR 70 Sh
(8403) Oil main piping / connecting flange on engine housing . . 6.99 164.47 NBR 70 Sh
870-4 Connecting piping to shut-off cock of fuel piping . . . . . . 3.53 34.52 FPM 70 Sh
870-5 Fuel oil pressure retaining valve . . . . . . . . . . . . . . . . . . . . . 3.53 28.17 FPM 70 Sh
(8865) Control piping / connecting block . . . . . . . . . . . . . . . . . . . . 1.78 3.68 NBR 70 Sh
(9322) Pressure sensor for alarm . . . . . . . . . . . . . . . . . . . . . . . . . . 1.78 6.07 NBR 70 Sh
(9323) Pressure sensor for remote indication ................ 1.78 6.07 NBR 70 Sh

‘hbular joints
161 Covertocrankcase................................ 15 *1850 MVQ 50 Sh
Cover to control shaft space . . . . . . . . . . . . 6 - 9 cylinder 15 *3300 MVQ 50 Sh
Cover to control shaft space . . . . . . . . . . . . only 9 cylinder 15 *1850 MVQ 50 Sh

!70-3 Cover on rocker arm housing . . . . . . . . . . . . . . . . . . . . . . . 15 *2220 MVQ 50 Sh

Rockerarmhousing............................... 15 *2220 MVQ 50 Sh

570 Air connection to cylinder head . . . . . . . . . . . . . . . . . . . . . 15 *575 MVQ 50 Sh

((1

0-rhgs on too1s
‘Ibol Nos. in Maintenance Manual
3408.36 Hydraulic jack 150 mm stroke . . . . . . . . . . . . . . . . . . . . . . . 2.62 9.19 NBR 70 Sh
3427.06 Pressure test cylinder caver, sealing ring . . . . . . . . . . . . . . 6.99 532.26 MVQ 50 Sh
9427.31 Fitting or mounting device, valve seat . . . . . . . . . . . . . . . . 5.33 66.04 NBR 70 Sh

*) Length ofjoint
Croup Nos. in () are designgroups
 0328-4

MATERIAL SPECIFICATIONS AND DIMENSIONS

OF PISTON SEAL RINGS(PSR! AND ROD SEAL RINGS(RSR)

Seal Ring Support Ring

I
y u u
0 N : dg
mg
.s$ Com onent where the Piston Seal Ring (PSR) or :g 2 g 22 kg
84 the rpod Seal Ring (RSR) is installed. Nominal
s Dimensions s E gg g
38 u
274 Starting valve / piston ....................... PSR 85x81x3.8 X X

Starting valve / housing ..................... RSR 50x54x3.8 X X

431 Starting air distributor / piston ............... PSR 100x95x3.8 X X

Starting air distributor / cylinder .............. RSR 75x79x3.8 X X

Starting air distributor / thrust washer ......... RSR 25x27x1.8 X X

Shut-off valve ............................. PSR 120x115x3.8 X X

435
Shut-off valve ............................. PSR 30x27x2.8 X X
435-3 20x18x1.8 X X
Shut-off valve ............................. PSR

451 Piston of reversing valve .................... PSR 50x46x3.8 X X

460-5 Control valve of tut-out servomotor / piston .... PSR 50x46x3.8 X X

165 2 Cut-out servomotor / piston ................. PSR 50x46x3.8 X

465-3
-i Cut-out servomotor / piston ................. PSR 140x135X3.8 X X

530 Overspeed safeguard /piston ................ PSR 45x42x2.8 X X

Overspeed safeguard / cylinder ............... RSR 25x27x1.8 X X

550 Fuel injection pump, rack ................... RSR 24x26x1.8 X X

673-l Flap for bypass / rack ....................... PSR 50x46x3.8 X X

Flapforbypass/rack.. ..................... PSR 0x27x2.8 X X

Flap for bypass / support .................... PSR 30x27x2.8 X X

676- 1 Waste-gate / piston ......................... PSR 140~135~3.8 X X

Piston Seal Ring (PSR) Rod Seal Ring (RSR)

(nominal dimensions da x di x b) (nominal dimensions di x da x b)

ming

Seat ring
Support ring

dit da 1

zAL4os
 0328-5

Seal ring Support Ring

I

m
2
g5
8
otq
.- e Tool where the Piston Seal Ring (PSR) .-0
zgi z
‘5
OtA’; or the Rod Seal Ring (RSR) are used. a2 Nominal
t3coz d! Dimensions

9410.01 Pre-tensioning jack to crankshaft main bearing / PSR 220x214X5.8

piston RSR 120x125x3.8
Pre-tensioning jack to crankshaft main bearing /
cylinder

9427.01 Pre-tensioning jack to cylinder head / piston PSR 140x135x3.8

Pre-tensioning jack to cylinder head / cylinder RSR 90x94x3.8

9433.01 Pre-tensioning jack to connecting rod / piston PSR 11Ox105x3.8

Pre-tensioning jack to connecting rod / cylinder RSR 60x64x3.8

9433.07 Pre-tensioning jack to crank web counter- .’ PSR 120x115x3.8

weights /piston RSR 60x64x3.8
Pre-tensioning jack to crank web counter-
weights / cylinder
 0356

OPERATING MEDIA
Diesel Engine Fuels

Liquid petroleum derivates are the predominant fuels used for Diesel engines. Within thisgroup of fuels, products
of the utmost variety and quality exist which influence the frequency of overhauls for the engine and for the fuel
treatment plant the required expenditure. Besides technological reasons economicconsiderations determine limits
for the fuel quality depending on design, size and speed of the engine as well as of conditions of utilization.

Gas oils and Diesel oils, so-called distillates of petroleum cari be used in a11our engines. Whether a specific engine is
suited to run on heavy fuel oil and up to what grade depends on the specification of the respective engine type and
has beenplotted in the table “Quality requirements ofheavyfuel oil in thedelivered condition”(see sheet 0356-2).
When using fuels with very low sulphur content particular tare must be taken during the running-in of new piston
rings and cylinder liners. Such fuel oils sometimes develop anomalies in combustion which cari affect the tribologie
conditions in the cylinder space.

For operation on heavy fuel oil, special provisions must be taken. In particular, the plant for heating and cleaning
the fuel oil must be suited to the heavy fuel in question.

Fuel suppliers generally provide only a few of the parameters given in the “Quality specifications”. This makes the
evaluation of the supplied fuel oil quality difficult for the engine user. TOovercome this, classification societies have
started some time ago to provide quality sutveyance programs as service performance.

Fuels of various deliveries or from different suppliers should, if possible, not be mixed on board or in the power
plant. Fuel oils may differ in their chemo-physical structure to such an extent that they pose a riskof incompatibility
and bring about the precipitation of asphalt-like sludge leading to fouling of filters, overloading of the centrifuge
and incomplete combustion.

. The following table provides a synopsis on some parameters of Diesel oils which are generally marketed (see sheet
0356- 1). The analysis values alone, however, do not permit to determine with sufficient certitude in each case the
suitability of a fuel oil type for engine operation.

(continuation on sheet 0356-l )

 0356-l

Summary of marine fuel oil characteristic values

(This summary does not represent a quality specification)

Properties Marine Gas Oil Marine Diesel Oil Intermediate Fuels Bunker Fuel Oil

Density
at 15 o C kglm3 820 ... 870 850 1..920 900 ... 991 up to 1010

Viscosity
at 40 o C mm2/s (cSt) 1,5 ... 7 4 ... 14
at 50 ’ C mm2/s (cSt) - - 30 ... 420 up to 700
High viscosity fuels must be heated to reduce the viscosity to the recommended value
at engine entry.
Pour point “C -6 ... +6 -6 ...-+6 0 . .. 20 up to 30
The fuel cari no longer be pumped in the vicinity of the pour point and heating devices
are necessary for tanks and pipes at corresponding ambient temperatures.

Sulphur % 0.2 ... 2 0.2 ... 2 1 ... 5 1 ... 5

During combustion the sulphur of the fuel bums to for-m sulphur oxides which in turn
form sulphuric acids. These acids are very corrosive to the cylinder linerwalls and the
piston rings primarily if temperatures of these components are below the dew point.
The corrosive attack cari be combated by a cylinder oil with sufficient alkalinity,
expressed by its BN (Base Number).
Regarding the selection of the BN in relation to the sulphur content of the fuel, refer-
ence is made to instructions on sheet 0356 -4.
Experience shows that also an excessive BN cari have detrimental effects such as forrn-
ing hard deposits in the combustion chamber of the engine.
Conradson carbon % up to 0.2 up to 2.5 up to 18 up to 20
residue CCR
/ I I
A high conradson figure shows that the fuel tends to form deposits during combus-
tion, and thus favours the foulingof noules, piston ring grooves, gas outlet ducts and
scavenge ports.
4sh content 5% up to 0.01 up to 0.02 up to 0.15 up to 0.2
Ash grinds piston rings, cylinders and valves, and cari also promote fouling and burn-
off especially with a high vanadium and sodium content. The sodium content should
be less than 1/3 of the vanadium content.
Water content Y0 0 ... 0.1 0 ... 0.25 0.1 ... 1 upto2
[gnition quality
Cetane number/index - 40 40 ... 20
XXI 890 880
The inflammability of marine fuels (heavy fuel oils) is as of recently being judged the
CCAI (Calculated Carbon Aromaticity Index). This index should not lie above 870.
For pure distillate fuels the CE’IXNE NUMBER is used as reference. This number
should not lie below 30.

Flash point “C Min. 60 “C

Note:

I’his summary gives only a survey of available fuel oils but does not indicate their suitability.
Regarding the respective permissible limiting value, see NSD Quality requirements on sheet 0356-Z.
Ltis not necessarily complete, other properties may also influence the engine performance.
Marine Diesel Oil cari be pure distillates or may be blended. Some properties of blended oil may exceed the fuel
juality requirements for specific engine types.

5.95 zA4os
 0356-2

Quality requirements of heavy fuel oil in the delivered condition

Test Method

Density at 15 “C kg/m 3 max. 991* ISO 3675

Kinematic Viscosity ‘) ISO 3104
at 50 “C est max. 700
at 100 “C est max. 55 -

Conradson carbon (CCR) *) % (m/m) max. 22 ISO 6615

Sulphur 3, % (m/m) max. 5.0 ISO 8754

Ash content 4, % (m/m) max. 0.2 ISO 6245
Vanadium 4, max. 600 **
mg/kg
Sodium 4, max. **
mg/kg 100
Aluminium 5, max. 30 **
wh
5) max. 50 **
Silicon mg/kg
2)
Sediment (SHF) % (m/m) max. 0.1 Shell / Exxon
Water content ‘1 % (v/v) max. 1.0 ISO 3733
Flash point ‘) “C min. 60 ISO 2719
Pour point ‘) “C max. 30 ISO 3016

Notes see reverse side IcSt (centistoke) = lmm2/s

* Density of up to 1010 kglm jean be accepted ifthe fiel treatmentplant is suitably equipped to remove waterfiom
high-density fuel.
** No standard test method agreed upon. Suggested is X-ray jluorescence spectrometry.

Before the fuel is fed into the engine system, some values such as viscosity, water and aluminium content must be
further reducedby efficient fuel treatment. For the design of the fuel treatment plant, it is strongly recommended to
. follow the relevant recommendations of New Sulzer Diesel (see sheet 0357- 10).
The above fuel quality requirements correspond to the following standards:
CIMAC Recommendations 1990 H55lK55
ISO 8217:1987 RMH55
BS MA100:1989 FwH55

Heavy fuel oil

Diesel engine fuels include a variety of petroleum products ranging from gas oil to heavy fuel oil. Gas oil is produced
‘1 from crude oil by distillation and processing whereas fuel oil is mainly the residue left after distillation of the crude
oil. TOobtain the desired viscosity the residue is blended down with lighter, less viscous components. Modem refin-
eries also apply so-called secondary conversion processes such as visbreaking and catalytic cracking to obtain a
higher proportion of lighter products. These products are used as blending stocks for heavy fuel oil.
Apart from distillate fuels, the designation for residual type fuel is not uniform and the following designations are in
use:
Marine fuel oil, light marine fuel oil, bunker fuel C
Intermediate fuel, thin marine fuel oil, light marine fuel oil.
Marine fuels are usualiy differentiated by viscosity, whereby the viseosity is mostly indicated in centistokes (cSt) at
50” C. The classification according to ISO or BS1 standards and to the CIMAC as guiding principle is graduallygain-
. mg m importance.
It has to be well noted that viscosity by itself is not a quality criterion anymore. TOevaluate the quality and suitability
of a fuel for use in a diesel engine a number of characteristics such as listed in the fuel oil requirements table have to
be considered as a whole.
For assessing the inflammability of a diesel fuel so far solely the CETANE number (established by a standardized
engine test) or the CETANE index (established by calculation) have been utilized. This cari,,according to definition,
only be the case for distillate fuels. Nowadays the so-called CCAI (Calculated Carbon Aromaticity Index) isrecom-
mended for marine fuels. The inflammability is of particular importance for higher speed engines. Experience has
shown that for slow speed diesel engines the inflammability is of little importance.
The use of fuel oils with properties approaching the maximum numbers requires very good supervision and mainte-
;a
nance of the engine and, in particular, of the fuel treatment equipment. With fuels of poor quality and inadequate
fuel preparation, premature overhauling and added maintenance costs have to be faced.
 0356-3

Notes to “fuel oil requirements (Heavy Fuel Oil)”

Q. Viscosity
The maximum admissible viscosity of the fuel that cari be used in an installation is dependent on the heating and fuel
preparation equipment. As a guidance, the necessary preheating temperature for a given viscosity may be taken
from the viscosity/temperature chart in the engine Operating Instruction Manual. The recommended viscosityval-
ues of the fuel oil before engine are: (see also sheet 0357-21)
13 - 17 cSt (mm?s); 60-75 SecRWl; 70-85 SSU.

2. Conradson carbon residue (CCR), asphaltenes (compatibility / stability, SHF test)

High levels of carbon and asphaltenes impair the combustion quality of the fuel and may cause increased wear and
fouling of engine components. Asphaltenes also have a bearing on the compatibility and stability of blended fuels
and cari cause problems of excessive sludge formation in the centrifugal separators. From experience, fuels with an
asphaltene content of less than two thirds of the CCR number are considered as being less critical in that sense. TO
minimize compatibility problems, tare should be taken to avoid mixingbunkers from different sources/suppliers in
the storage tank on board. Care must also be taken if fuel blending is intended to bring down the viscosity of the fuel
by blendingwith a distillate type fuel (e.g. marine diesel oii). Paraffinic distillate, when added to the heavy fuel oil,
cari cause the asphaltenes to settle out, resulting in heavy sludge formation. For judging the stability of a type of
heavy fuel oil the SHF - test (sediment by hot filtration) is generally applied. For a safe stability criterion, the fuel
must not exceed 0.15% sediments in the hot filtration test (SHF).

3. Sulphur
The alkalinity (BN) of the lubricating oil should be selected with regard to the sulphur level of the fuel in use.
For example when using fuel oil with avery low sulphur content, acylinder lubricating oil with respectively lower BN
is recommended. Indications for the selection of the BN of lubricating oil in relation to the sulphur content of the
fuel oil are found in the recommendations for lubricating oil.

4. Ash and metals

Fuel oilswith a high content of ash forming contaminations promote abrasive wear in the engine. Vanadium, partic-
ularly in a compound with sodium forms corrosive melts on hot components (valves and piston surface) which lead
. to coatings (valve seat, turbine blades) as well as to material abrasion. Here certain ratios of vanadium/sodium are
particularly critical, as the melting temperature is much reduced SOthat also components running at a lower operat-
ing temperature are affected.
Sodium originates partly from sea water, it is therefore essential to separate water by settling and centrifuging to the
utmost extent from the fuel oil. The sodium content must under no circumstances exceed 100 mg/kg (ppm).
Fuel oils with low values of vanadium and sodium are to be preferred. The effects of hot corrosion cari to some
extent be counteracted by using suitable fuel additives (ash modifiers, combustion catalysts). Such additives in-
crease the melting point of vanadium compounds or effect a change in their modification SOthat they adhere less to
components.

5. Aluminium
Aluminium occasionally appears in crude oil as a natural common impurity element. However, if it appears in a
larger percentage in compound with silicon in the fuel oil (e.g. over 10 mglkg) it cari be regarded as an indication of
catalytic fines (cat. fines) as residues of catalytic cracking. Such residues cari enter marine fuel oil as a result of er-
rors in the refining operation or else by using unsuitablëblending components in considerable quantities in the pro-
cess.

These catalytic residues from aluminium oxides appear as small pellets and cari cause extraordinary high wear on
piston rings and cylinder liners. In order to eliminate these particles in the separator, the separator must be oper-
ated at its optimum, i.e. the throughput must possibly he reduced to less than 20% of the nominal rate and the sepa-
rating temperature kept as high as possible (98 22°C). Expe rience shows that with correct operation of the separa-
tor the content of e.g. 30 mg/kg cari be reduced to less than lOmg/kg. A content of 8mg/kg aluminium before the
engine is regarded as just tolerable. When judging the destructiveness of such residue, not only its ratio (mg/kg) but
also the size distribution and the shape of the pellets are relevant. In practice these criteria are, however, not easily
kept under control.

5.95 zA4os
 0356-3a

6. Water
The water content of the fuel must be further reduced by careful purification, most effectively done by centrifuging
and the use of proper draining arrangements on the settling and service tanks. A water content not exceeding about
0.2% volume after fuel treatment is an appropriate guiding value.
TO achieve a good separating effect, the throughput should be reduced and the separator temperature kept as
constant as possible. For recommended data, refer also to the separator Instruction Manual.

7. Flash point
The flash point is a value determined by the inspection authority for judging fire risks. For this, local regulations of
the responsible authorities must be additionally obsexved. The flash point is basically not a quality criterion for Die-
sel fuel.

8. Pour point
The Iowest admissible temperature of the fuel must be about 5 - 10°C above the pour point to secure easy pumping.

9. Ignition quality (CCAI)

The Calculated Carbon Aromaticity Index (CCAI), as proposed by Shell, has been suggested as a criterion for the
ignition quality of diesel fuels. Although there appear to be no rigidly applicable limits for this quality, generally, a
fuel with a CCAI value not exceeding the number 870 may be considered as giving no trouble in this respect. The
, CCAI is not a criterion for other qua@ properties of a diesel fuel.

.>

~-
3

zA4os 10.91
 0356-4

OPERATING MEDIA

Lubricating Oils

1. General

The functions to be performed by the lubricant in a diesel engine cari be summarized as reduction of friction and
wear, cooling of engine components, sealing of piston rings and cyiinder liner and prevention of corrosion at
high and low temperatures. In addition to this, it must be able to tope with unfavourable by-products through its
neutralization and detergent / dispersa1 properties. TOeffectively perform a11these functions it must have spe-
cific physical and chemical properties.

An alkaline trunk-piston engine oil with detergent / dispersa1 properties, designed for application in medium
speed engines running on residual type fuel must be selected. Although there are no standardized test methods
in force for this type of oil, reference is often made to US-Army MIL-L-specifications, the now obsolete Cater-
pillar specifications and AP1 classification to indicate the performance level of the lubricating oil.

The same oil is used for the bearing system and the separate cylinder lubrication (dual purpose oil, SAB40). The
type of fuel used, distillate or residual, determines the necessary performance level of the lubricating oil. Resid-
ual fuels impose higher requirements on the lubricant.

2. Lubricating oil requirements

As base stocks highly refmed naphthenic as well as paraffinic or mixed based minera1 oils have provensuccessful
in service. As a guideline the following characteristics are indicated:

Viscosity at 40°C ................... 120-180 mm2/S (cSt)

Viscosity index ( VI ) ............................ 80- 100
SAB Viscosity grade .............................. _ .. 40
Flash point ( COC) ......................... above 220°C
Pour point ...................................... -15°C

Alkalinity(BNASTMD2896) . . . . . . . to be chosen with regard to sulphur content of fuel used

Alkalinity and performance level of the lubricating oil is to be selected in accordance with the type of fuel. Vis-
cosity grade SAE 40.

2.92 zA4os
 0356-5

OPERATING MEDIA

Recommendations for the Selection of Fresh Oil

2.1 Distillate grade fuel

sulphur content of fuel % wt up to 1% l-2%

BN (mgKOH/g) 15 - 20 min. 30

MIL-L-specification min. MIL-L-2104C MIL-L-2120C

API Classification min. CD CD

2.2 Residual grade fuel (heavy fuel oil)

sulphur content of fuel l-3% 3-5%

BN (mgKOW9 30 30 - 40

MIL-L-specification min. MIL-L-2104C MIL-L-2104C

AP1 Classification min. CD CD

When using a fuel with a sulphur content of more than 3%, a lube oil with an alkalinity of 40 BN is to be given
preference.

3. Luhricating oil treatment

When nmning on heavy fuel oil the lubricating oil must be continuously separated, for which a centrifugal sepa-
ratorworkingin bypass is recommended which, according to latest advice by the separator manufacturers, has to
be operated as a purifier. It is recommended that the flow rate be reduced to about 20% of the separators nomi-
nal rate. Separating at normal separating temperature should commence at least 4 hours before starting-up the
engine and continue for 2 t 4 hours after shut-down. The temperature of the lube oil should be 85 to 95°C at the
separator inlet. Water washing must not be applied.

4. Used oil testing

1
Under normal operating conditions samples of the lubricating oil should be taken fiorn the system of the engine
as explained on sheet 0356/1 of the Maintenance Manual. From an analysis of the samples, it is possible to com-
ment on the condition of the oil and to confirm if it is fït for further service. It is advisable to make use of the
services offered by the oil suppliers for this purpose.

The used oil testingshould caver the followingdata:

- Viscosity - Insolubles
- Flash point - Water content
- Base number (BN) - Nature of water

5.95
 0356-6

OPERATING MEDIA

Possibly also dilution by fuel and metal content (spectroscopie analysis) might be included. The significance of
analysis resultscan best be assessed if they are considered as a whole and in relation to the past analytical history
of the oil.

In the course of time even the best quality lubricating oil changes its properties due to ageing, oxidation and
contamination caused by the working conditions in such a way that a change of the oil fil1 must be considered.
However, it is not possible to give a fixed time interval for this purpose since this is influenced by the operating
conditions and the efficiency of the oil treatment.

For general guidance, condemning limits are indicated below. A rather sudden change of one or the other of
these parameters cari indicate abnormal operating conditions or failures in the system. In such a case it would be
of little help just to change the oil without investigating the cause.

Correct sampling is most important to be able to draw true conclusions from the analysis. Care must therefore
be taken to ensure that the sample is not contaminated after being drawn. The instructions given on sheet 0356
of the Maintenance Manual must be observed.

5. Admissible nominal values for lubricating oils in use

The values indicated below are given as a guidance. As pointed out before, their significance cari be best as-
sessed ifthey are considered as a whole andin relation to each other. Normally, the oil is still fit for service if the
values of the listed parameters are within the limits indicated hereafter:

Nominal values for lubricating oil in use

- Change of viscosity ................... -20/+30 % of initial value

- Flash point (COC) ................... above 180°C

- Water content ....................... max. 0,2%

- Total insolubles ...................... below 2,5%

- BN ................................ about 60% of original value in new

condition

!
If one of these limits is reached remedial action must be taken to bring the oil charge back to normal condition.
Besides renewal of the complete oil charge, this might also be achieved by intensified separation (e.g. through
decreasing the intervals between the discharge cycles of the separator), special treatment in a reeonditioning
tank (settling tank, sufficiently high temperature of the oil of 70 to 80°C is thereby important) or by partial
replacement of the oil charge. It is also recommended to seek advice from the oil supplier.

It bas been stressed by the separator manufacturers that lube oil separators must only be operated as purifiers
for reasons of safety. In clarifier operation, the danger existsthatthedirtseparatedoutfromthe oilwillsolidify
in the bowl so that its removal is no longer certain, leading to eut-of-balance and destruction of the bowl.
 0356-7

OPERATING MEDIA

6. Other luhe oil requirements

6.1 ‘lbrbocharger
For the selection and maintenance of the lubricating oil the requirements of the turbocharger supplier as
outlined in the instruction book must be observed.
As a general guidance it cari be stated that a good minera1 oil of the rust and oxidation inhibited type, with
good resistance to thermal degradation and antifoaming properties is recommended. This is best achieved
by application of a premium turbine oil of viscosity grade ISO VG 68 (i.e. approx. 68 mm 2/s at 40°C). Fur-
thermore oils of the viscosity grade VG 78 cari be used.
Should a rapid discolouration of the lubricating oil be noticed in the turbocharger then the antifriction
bearings have to be checked for earlywear. It must, however, be realized that some minera1 oils eventually
become darker due to ageing and oxidation processes, when in continuous use.

6.2 Hydraulic govemor

For use in the hydraulic governor a rust and oxidation inhibited oil that gives minimum foaming with a
viscosity of about 25 to 50 cSt at operating temperature is recommended. In practically every case, the oil
used in the turbocharger or in the crankcase of the engine Willbe satisfactoxy for use in the govemor. It is
very important to keep the oil clean. It is recommended to change the oil charge yearly.

6.3 Tbming gear

EP Gear Oil, FZG test stage 12, viscosity grade ISO VG 220.

.>

1
NW
2x40s sulzer 5.95
Diesel
 0356-10

OPERATING MEDIA

Cool@ Water / Cooling Water Ikeatment

1. General remarks

TO avoid service stoppages due to the cooling water circuit the water must be suitably treated to cause neither
corrosion nor the formation of sediments. Untreated coolingwater leads, from experience, relatively quickly to
the formation of sediments and incrustations and with it to troubles in the cooling system.

2. Raw water for closed cooling water circuits

For a fresh filling the raw water must, without fail, be totally desalinated water or condensate water from e.g. the
fresh water generators or from auxiliary steam systems with additives. Condensate water is highly corrosive and
must therefore be made suitable as a coolant by corrosion inhibitors.

Only in exceptional situations should drinking water or process water be used from the local mains. Its hardness
must on no account exceed 10 “dH (German hardness degrees). If the water exceeds this limit it must be desali-
nated and brought to the hardness value indicated below.

Sea water must never be used as raw water because of its high content of salts.

As a nominal guide for the desired raw water quality the following values should be used:
Hardness .................................... 3 to 10 “dH
Content of chlorides and sulphates .............. not more than 100 mg/liter
pH value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 to 9

In cases of doubt a water analysis must be carried out and advice be sought from New Sulzer Diesel Ltd.

It is generally not recommended to use corrosion protective oils (emulsion oils) for treating the coolingwater, as
considerable risks are run to fou1 the cooling system, if instructions are not strictly adhered to and insufficient
checks of the coolant (a water-oil emulsion) are carried out.

. 3. Cooling water in service

TObe suitable, cooling water must, as already mentioned above, be treated by the right, and correctly adminis-
tered corrosion inhibitor. Well proven in service are inhibitors with NITRITE and BORATE as active ingredi-
ents. A listing of proven and tested marketed products cari be obtained from New Sulzer Diesel Ltd. upon re-
quest. The dosage must be strictly in accordance with the instructions of the manufacturer, and it must be peri-
odically checked in service to maintain the correct concentration.

It is recommended to choose such suppliers of inhibitors who cari also provide expert advice for the fresh filling
as well as for later in service.

Coolant leakages have to be madegood again by adding the right water with the correctly metered additive. Loss
by evaporation has to be made up by correct raw water (see above). In thisway au over concentration of inhibi-
tors is prevented.

The cooling water in the cooling system should have a pH-value of 9 to maximum 10.
A faultless and permanent venting of the cooling system is an essential requirement for the uniform and effec-
tive cooling of a11componentsin the system.
The water cooled spaces must be regularly inspected for rust formation, contamination and the formation of
sediments. The quality of the cooling water must be tested for its correct inhibitor concentration as well as for
other parameters. Here the instructions of the supplier of the inhibitor must be carefully followed. It is also rec-
ommended to secure the services of the inhibitor supplier or to utilize appropriate test kits as per instructions.

2.92 zA4os
A
 0356-11

OPERATING MEDIA

Emulsion oils
When emulsion oils are used as inhibitors, it is essential that full attention be paid to the following points:
-the system must be scrupulously clean before being put into service.

- the emulsion oil is added according to the instructions.

When the system has been operating for a short time, the original inhibitor concentration falls sharply due to the
creation of an oil film on the metal surfaces (e.g. from 0.5% down to 0.1% by weight). Only after the concentra-
tion drops below 0.1% weight should a calculated amount of fresh emulsion oil be added to bring the value back
to 0.4% to 0.5% by weight.

For tests on the existing concentration of inhibitors the recommendations of the oil supplier must be followed.

Too high a concentration causes an increase in the oil film thickness and thereby impairs the heat transfer, which
in turn causes increased corrosion and local overheating (heat cracks, burn stars).
Totally Salt-free water cari result in the emulsion oil causing foaming, in which case anti-foaming additives
should be used according to the oil supplier’s instructions

Cuoling water systems with emulsion oils are particularly sensitive to contamination or fouling and especially
in the presence of combustion residues. The acid in them causes the emulsion to decompose, which leads to
sludge formation.

We therefore strongly recommend using chemically acting corrosion inhibitors.

4. Cleaning the cooling water system

For a fresh filling the complete cooling system must be clean, free from grease and oil and must not contain any
foreign particles or remainders from the manufacture.

Later, in service, cleaning cari become necessary if by influx of oil or when due to gradua1 formation of sediments
the heat transfer and with it the cooling effect is diminished. Such problems Willoccur earlier where the tare of
the cooling water and of the cooling system has not been given the required attention. The complete system must
then be treated by a suitable detergent agent (degreasing, dissolution of chalk sediments). Prier to filling with
the prepared cooling water, the system has to be thoroughly rinsed through and any residual acid remains
neutralized.

For this purpose suitable cleaning agents are available, which are too numerous to be listed here. We again rec-
ommend, however, to consult a firm of specialists for assistance.
>
Contaminations occurring during operation are settling in the cooling system particularly in areas where the
water velocity is low and they considerably impair the heat transfer. Cooling water spaces in cylinder heads espe-
cially have to be periodically checked. Should sedimentation be detected then the complete cooling system must
be cleaned.

\-3
2.92 zA4os
A
 0357

OPERATING INSTRUCTIONS

:General indications

The prerequisite for a safe operation free from trouble is an engine that is having the best possible maintenance.
The below mentioned points should always be a guide to the maintenance staff.

Lighting

Besides a permanent good lighting, hand lamps should be ready at hand in various locations of the engine room.

Cleanliness

The engine room as well as the engine itself should always be kept as clean as possible. Any leakages should be
attended to as soon as possible. Dust, sand and chemical vapours must be prevented from entering the engine room.

Waming

Opening valves and other shut-off devices may allow hot fluids or gases to escape.
When dismantling engine components prestressed springs may suddenly expand.

Fire

Welding work and activities which cause sparks, should not be carried out in the engine room, before ensuring that
no explosive gases, vapours or inflammable fluids are present. Components such as exhaust turbocharger air fihers
must be protected by suitable covering.
When claddings and covers are removed before the engine has cooled down, the risk of fire or explosions is in-
creased if welding is carried out or open flames are being handled.
Care must also be taken when paints or easily inflammable solvents are used in the engine room.
Insulation material saturated with oil or fuel (due to leakages) is also easily ignited and should therefore be re-
placed.
Cleanliness in the whole engine room, also below the floor plates, reduces the possibility of a fire and the risk of its
spreading.

Tools

Hand tools should be piaced at easily accessible locations and clearly arranged. Special tools and devices shah be
placed in the engine room in the vicinity of their usual application in such a way that they cari be put into action
without hindrances.
In marine installations they must be fastened and protected against rust.

Spare parts

Large spares should be stored as near as possible to their probable place of fitting, well braced and secured and
where they are in the reach of the engine room crane. All the spare parts must be well protected against corrosion,
but with a compound requiring little effort for removal. They must also be protected against mechanical damage.
Spare parts removed from the store should be replaced as soon as possible.

Opening the crankcase doors

If the engine has to be shut-down due to suspected heated parts of the running gear or bearings, at least 20 minutes
must elapse before the covers are unfastened and removed to reduce the danger of an explosion.

Temperature sensing by hand touch

When commissioning an engine after an overhaul of its running gear a check must be made by hand touching to find
out whether any areas are heating abnormally. Thischeck should be made after 10 minutes operation and repeated
after about 1 hour. Following this, the checking should again be made after a short full load run.

zA4os 5.95
 0357a

OPERATING INSTRUCTIONS

rIùrning gear

When using the turning gear the indicator valves on the cylinder head must be opened. It is advisable also to start the
pre-lubricating pump.

Measuring and indicating instruments

These instruments should be checked periodically and calibrated.

Risk of frost

If there is a possibility that the temperature in the engine room falls below freezing point, with the engine put out of
service, measures must be taken that the water in the engine, in the pumps, coolers and piping system cannot freeze.
(Draining the systems or heating the engine room).

5.95 zA4os
 0357- 1

OPERATING INSTRUCTIONS
Normal Operation

Instructions for normal operation

The important checks and precautions during normal operation are carried out as follows, either by the personnel
responsible or instrumentation, depending on the installation.
1. Regular checking of the pressures and temperatures using the pressure gauges and thermometers. The values
and limits laid down in the engine acceptance records, supplied separately, and table 0358 should be maintained.
2. The temperature differences behveen the cooling water inlets and outlets should be kept assmall as possible, i.e.
as much water as possible should be allowed to flow through the engine. For this reason, the cooling systems
should never be unnecessarily restricted.
3. Check that the various valves for the engine cooling and lubricating systems are in the correct positions.
4. Any changes to the cooling water flows should be made slowly, since abrupt temperature changes cari cause
damage due to thermal stressing.
5. It is particularly important to maintain the correct charge air temperature after the air cooler. In principle, the
charge air temperature should be kept as low as possible since higher temperatures result in less air to the cylin-
ders. However, the temperature must not be low enough to cause condensation. This means that the air temper-
ature after the air cooler must be above the equivalent dew point.
6. Thecharge air pressure drops across the turbocharger air filter and the cooler should be checked. If the pressure
drop is too high, this cari result in too little air reaching the engine which, in turn, cari lead to turbocharger surg-
ing.
7. When heavy oil is used as a fuel, the temperature at the engine inlet must always be kept high enough SOthat the
viscosity lies within the permissible range (see sheet 0357-21).
8. Comparison of the readings shown on the instruments with those indicated in the Engine Acceptance Report
Will provide a good indication of the engine’s behaviour.
TOthe most importance readings belong: position of the engine load indicator, speed of turbocharger, charge-
air pressure and exhaust temperature before the turbocharger, as well as on stationary engines the power output
of the generator and on marine engines the engine speed. A good indication is also obtained by the specific fuel
consumption, whereby fluctuations in the lower calorific value of the fuel must be taken into consideration.
9. It is particularly important to watch the exhaust gas temperature before the turbine. The maximum permissible
temperature must never be exceeded (see sheet 0358 and the separate turbocharger instructions).
The exhaust gas temperatures after each cylinder are only meaningful when comparedwith the values obtained
during the shop tests; by themselves they are of no importance. If the temperature after any single cylinder varies
i considerably from the test results, the reason must be found.
10. Combustion cari be checked from the colour of the exhaust gases, or by making smoke tests where apparatus is
available.
11. On engines with separate cylinder lubrication, regulate the cylinder lub. oil quantity and calculate the specific
consumption.
12. Ifprovided, check the various components in the cylinder lubricating system (header tank level, oil filter, oil
pump, flow-control valve,OREKI-hydraulic motor and cylinderlubricatingpumps).
13. Listening to the engine noise cari disclose irregularities.
14. The fuel oil must be thoroughly cleaned before use. Water and sludge should be regularly drained from the daily
fuel tank and fuel filter. The separator instructions must be observed.
 0357-la

15. The permanent drain from the receiver space on the engine housing and of the charge air cooler casing must
always be open and during operation charge air issues. If water emerges it is necessary to clarify whether it is
: condensate or cooling water. In the latter case, the cooler is defective and must be repaired.
Should water flow out, one has to clarify whether it is water from the cooling system of the cylinder or the charge
air cooler low temperature circuit.
From time to time the drains must be checked, for possible blockage.

16. The permanent venting of the cooling systems must always be open to permit air to escape.
17. Check the pressure drop across the oil filter.
18. Check the levels in the water and oil tanks as well as those from the leakage pipes. AIways look for the cause of
any abnormal changes.
19. Check the cylinder and fuel valve cooling water for contamination (e.g. in the header tank level glass). The cause
of any contamination should be found and remedied. The water should be analyzed regularly. The concentra-
tion of any water treatment additives must be strictly maintained.
20. From time to time indicator cards must be taken and be assessed and compared with one another.
21. Lub. oil should be centrifuged. Lub. oil samples should be taken regularly and sent to an approved laboratory for
analysis (for permissible oil contamination see sheet 0356).

NeW
5.95 sulzer ZA4OS
Diesel
 0357-2

OPERATING INSTRUCTIONS
Starting

Preparations for operating the engine after overhauls and long periods out of service (one or more days)

The engine should not be started after a long period out of service until the following basic checks have been carried
out.
1. Check that no tools, equipment, cloths, etc. have been left in or on the engine after overhaul.
2. Check the levels in the various engine tanks and auxiliary equipment (also turbocharger, govemor, etc.)
3. Check that the fuel control linkages move freely.
4. On engines with separate cylinder lubrication turn the hand crank on the cylinder lubricators about 30 times to
charge the delivery pipes. Watch each flow indicator and check that excessive force is not needed to turn the
crank.
5. Check that the various valves for the engine cooling, lubrication and fuel systems are in the correct positions.
6. Start up the cooling water, lubricating and fuel oil pumps and adjust the pressures (see sheet 0358). Start the
stand-by or pre-lubricating oil pump on engines with built-on pumps. Switch on the available heating for lubri-
cating oil and cooling water.
7. Check that any cocks fitted in the cylinder and turbocharger air vent pipes are open. The water side of the charge
air coolers must also be vented. (No venting, or even partial venting of cooling water spaces cari lead to damage
to the engine).
8. Open the indicator cocks in the cylinder heads and rotate the engine several times with the turning gear (min.
two full turns) to make sure that the running gear is working satisfactorily and that no water, oil or fuel has col-
lected in the cylinders.
9. After any work has been done on the engine lubricating oil system, open the crankcase door and remove the
rocker covers. ‘Rrm the engine until oil cari be seen flowing out of all the running gear bearings and rocker gear.
The separate pre-lubricating pump has to be used on engines equipped with built-on pumps.
10. Close indicator cocks.
11. When the engine is to be run on high viscosity fuel (heavy fuel oil), the fuel has to be correctly pre-heated (see
sheet 0357-21). In this case the fuel valve cooling water must also be heated.
12. Check the starting air pressure (30 bar). Blow any water out of the piping and starting air receivers.
13. Check along whole the engine for leaks. If such appear remedy immediately.
14. Disengage the turning gear and lock the operating lever.
)
15. For further instructions see ‘Starting the Engine’.
Depending on the type and layout of an installation, further preparations Will have to be carried out for which the
operating personnel must receive separate instructions.
 0357-2a

OPERATING INSTRUCTIONS

‘Preparations for starting after a long stoppage or after an overhaul

In addition to the above mentioned measures the following points must be noted:

1. Check the connection govemor-regulating linkage. With governor output position “10” the regulating linkage
must allow being pressed to L.I. position “0” (see also sheet 5808).
2. If bearings and/or parts of the running gear have been replaced or removed for inspection, their lubricating oil
supply should be assured as far as possible at normal oil pressure (see sheet 0358). During the engine operation
following such measures it is recommended to check these parts for abnormal heating. For these checks follow-
ing commissioning the engine should be stopped at first after short intervals then after longer inter-vals SOthat
the temperature of respective parts cari be compared with those which had been removed or replaced respec-
tively.
3. Regarding the fitting of new pistons, piston rings and cylinder liners please refer to section 0360 “Running-in”.
4. Check whether the passages for charge air and exhaust gases are free.
5. Should conservation oil have been filled in to preserve some components or the whole engine, drain this oil off
and replace it with normal engine oil as recommended on sheet 0356-4.

5.95
 0357-3

OPERATING INSTRUCTIONS
Starting a Marine Engine

Starting the engine (with pneumatic speed setting)

The engine may only be started when the fuel pump settings, the governor settings, the adjustment of the safety
shut-off and of the regulating linkage are in order.
If the engine has been stopped for some time, the instructions of the section ‘Preparation for Star-t-up’ (sheet
0357-2) must be followed. We recommend to turn the engine in any case at least two revolutions with opened indi-
cator cocks, with the turning gear. If the engine has been stopped only very shortly this procedure cari be omitted.

For starting the engine proceed as follows:

1. Start the pumps for lubricating oil, fuel transfer and cooling water.

2. Check whether the operating lever of the turning gear is in the disengaged position and blocked.

3. Checkwhether the shut-off valves for starting air and control air are open and whether sufficient air pressure is
available.

4. Set the pressure for the required speed (r.p.m.) on the pre-selector (about 2 bar).

5. a) Local controI stand: Press hand lever to STAR??-position until the engine fiies evenly then put hand lever
back to RUN-position.
or
b) Remote control: Hand lever on the local control stand must be in AUTO-position. Press starting button
until the engine fires evenly.
(By starting failure the starting air is shut-off automatically after 10 seconds).

6. Raise the engine speed slowly until the operating speed is reached. Full load should only be reached when the
operating media have reached the specified values (see sheet 0358).

7. Watch the turbocharger speed (as a function of the load) and compare it with the values in the test report.
_ .a
8. The load indicator may not exceed the position marked in the test report for a given load.

) Besides the above mentioned general instructions, the special instructions specific for your power plant must be
followed, like engine roomventilation, re-cooling the cooling water, re-filling the fuel and water tanks etc. The com-
pressor must be started to recharge the starting air receivers (30 bar).

zA4os
 0357-3a

RUNNINC INSTRUCTIONS
Starting of stationary engines

Starting the ennine (see separate puplication EC 40, Operating instructions)

The engine may only be started when the fuel-injection pumps, the governor,
the safety tut-outs, and the control linkages are correctly set.
Where the engine has been out of service for a long period, the information
in section "Preparation for starting" has to be followed (sec page 0357-Z).
We recommend that the engine be turned through at least two revolutions by
the turning gear except in those cases where the engine has been stopped for
only a short period.
TO start, the following things have to be done:

1. Start up lubricating oil, fuel'booster and cylinder cooling water pumps.

(Where engines are fitted with engine-driven pumps, the stand-by or pre-
lubricating and circulating pumps to be started).

2. Check that the turning gear is disengaged and that the operating lever
is locked.

3. Check that the shut-off valves for starting and control air are open and
that sufficient pressure is available.

4. Operate starting button for a short period.

5. Bring the engine slowly up to the necessary speed. (Extended running with-
out load should be avoided however).

6. Synchronize and put alternator in parallel (if supply is to a grid).

7. Load up the engine steadily and only put onto full load when the lubricat-
ing oil and cooling water have reached service temperature.

8. Check operating pressures and temperatures (sec Table 0358).

9. Check the turbocharger speed and compare this with the value in the accep-
tance records (the speed depends on the load).

10. The load indicator may not be allowed to go above that shown in the accep-
tance records at any given load.

Apart from the general instructions given here, the instructions for machine-
ry-space ventilation, water cooling, re-filling of fuel and water tanks, etc.
have to be followed. The starting air receivers have also to be topped up
(30 bar).

ZA40S
1987
 0357-3b

OPERATING INSTRUCTIONS
Manoeuvring a Reversible Marine Engine

Operation at JAW Speed

Operation in Heavy Seas

Manoeuvring

Al1 manoeuvring events are described in detail in the leaflet “Engine Control” Operating Instructions. Some gen-
erai recommendations for manoeuvring are listed below:
1. In installations where the shut-off valve of the starting air containercan remain closed during normal operation,
this valve should be opened for the manoeuvring periods. If the engine is shut-off or if manoeurvring is not
required for a longer period, the air receiver shut-off valve cari be closed again.
2. When reversing please keep in mind that the engine requires some time for this. The camshaft must be shifted to
the other end position, and before a new start the engine speed must drop below 100 r.p.m.
3. The starting button has to be pressed down until the engine runs smoothly on fuel.
4. The camshaft cannot be shifted if the fuel linkage is not in the position ZERO or if the speed is too low (below 20
r.p.m.).

Operation at low speed

When operating at low speed the cooling water inlet temperature to the charge air cooler should be as high as pos-
sible, SOthat the engine does not cool down too much.

Operation in heavy seas

When the propeller is emerged and submerged constantly in heavy seas the engine speed should be reduced. When
the propeller emerges there is a risk that the engine is shut off by the mechanical overspeed trip.
 0357-Q

RUNNING INSTRUCTIONS
Running on Overload

- The engine cari be operated at the guaranteed overload for a limited period
of time. In the absence of any special agreement, this is restricted to
110% of the full load output.

- With correctly adjusted fuel pump control, the full load position of the
load indicator should not be exceeded, or only for a short period of time
during normal operation.

- The overload position of the load indicator should only be attained in ex-
ceptional circumstances and for no longer than one hour. The engine speed,
load indicator and the exhaust temperature before the turbine(s) are so-
called "yardsticks" for the engine load.
*
- The maximum admissible overload position of the load indicator is laid
down in the acceptance tria1 report for the engine, and may not be exceeded.
The same applies as well to the maximum admissible temperature before the
turbine(s) which may not exceed the maximum admissible values under any
circumstances.

- The maximum fuel charge limit stop of the regulating linkage set during
acceptance trials 1s not to be moved under any circumstances.

- When operating with overload, special cape should be given to the proper
functioning of the cylinder lubrication system.

- Tbe outlet temperatures for water and oil may not exceed the specified ma-
ximum admissible values (sec acceptance tria1 report and Table 0358).

- Theevisual inspection and supervision of pressures and temperatures on the

engine must be carried out more frequently when operating with overload.

A ZA40S
1987
 0357-5

OPERATING INSTRUCTIONS
Shutting-down a Marine Engine

If it is not necessaIy to shutdown the engine immediately for compelling reasons, the engine load should be reduced
s u c c e s s i v e 1y in order to avoid extreme thermal stressing of the component material.

Following shut-down of the engine, the cylinder cooling water system and the lube oil pumps are to be lef? in opera-
tion for at least 10 minutes to allow an equalization of temperatures within the engine.

Leakages on the engine observed during its operation are to be remedied as quickly as possible after shut-down.

During a stoppage of some duration

The engine running gear should be turned in reasonably short intervals (in dly climates weekly, in very moist cl&
mates daily), the procedure being:
- Open indicator valves;
) - Start motor driven lubricating oil pumps;
- Rotate the crank of the cylinder lubricators about 10 + 20 turns (see also sheet 0357-Z);
- Start tuming gear and rotate crankshaft at least two revolutions.

~.\
.a
zA4os 12.91
A
 0357-5a

RUNNING INSTRUCTIONS
Shutting-down a Stationary Engine

If it is not absolutely essential to stop the engine immediately, the engine has to be taken off load slowly in order to
avoid extreme thermal stressing.
After the altemator has been taken off the grid, we recommend that the engine be allowed to run at idling speed for
approximately 5 minutes until even temperatures are spread throughout the engine.
This short running period at idling speed is particularly important for those engines being supplied by their own
engine-driven pumps otherwise cooling and lubrication would be abruptly stopped. Where available, the stand-by
pumps should be put into operation for at least another 10 minutes.
Wherecooling and lubrication is supplied by electric-driven pumps, we recommend that they be kept running for at
least 10 minutes after the engine has been stopped.
Any leaks observed while the engine was running should be cured as soon as possible.

During a stoppage of some duration

The engine running gear should be turned in reasonably short intervals (in dry climates weekly, in very moist cli-
mates daily), the procedure being:
- Open indicator valves;
- Start the stand-by or pre-lubricating oil pumps;
- Rotate the crank of the cylinder lubricators about 10 f 20 tums (see also sheet 0357-2);
- Start turning gear and rotate crankshaft at least two revolutions.

12.91 ZA4OS
A
 0357-6

OPEHATING INSTROCTIONS

Tria1 runs on the stake after major overhauls

(only applicable on marine engines)

After a major overhaul, it is advisable to run the engine for some time with
a coupled propeller at about 60% full load. This enables the usual checks on
the running gear to be carried out at the least inconvenience.

If, however, the ship's berth does net permit such a mooring trial, the engi-
ne cari be operated at smaller loads with disengaged transmission. The follow-
ing precautions are to be taken because of the danger of the ship running
away:

1. Once the engine overhaul has been completed, make sure that the fuel pump
control system and the other control systems function properly before the
engine is started up.

2. Before the engine is put into operation, check the pneumatic overspeed
cutout for proper operation as well.

3. Furthermore, the operability of the regulating linkage is also to be

checked. This is best effected by moving the emergency shut-down lever to
and fro.
4. Before the engine is started up, make sure that the control rods of a11 the
fuel injection pumps move freely up to Pos. "0" of the load indicator.

5. The engine may not be started if the governor is disconnected from the re-
gulating linkage, the governor is blocked, incorrectly adjusted or in a
defective condition.

6. For the starting manoeuvre, several machine personnel should be stationed

around the engine, SO that in a case of emergency the control rods of the
fuel injection pumps cari be broght to "Zero" charge by hand should the
engine start to run away and get out of control.

7. When operating the engine with a disengaged transmission, one of the machi-
nists is to remain constantly on the control stand SO that he cari interve-
ne immediately should this prove necessary. The engine speed is to be kept
under constant observation.

8. During operation, one should also listen for any unusual noises.

9. Critical speeds at which the engine vibrates are to be avoided. Such speed
ranges are to be passed through as quickly as possible.

A ZAPOS
1987
 0357- 10

I leavy fuel oils, as they arc supplied today l’or hurning in Diesel cngincs. rcquire a carcful trcatment which makes
thc installation ofa suitablc plant ncccssary. According to prcscnt techniques thc most cffcctivc rcmoval ofsolids
and watcr from liquid fuels is achicvcd by ccntrifugal scparators.

1. Treatment of heavy fuel oils, treatment plant, present-day treatment equipment and their use

Heavyfuel oils arc mostlycontaminatcdwith solids and watcr. Should unclcaned or insufficicntly trcatcd hcavy fuel
oil enter thc engine, it cari cause unacceptably rapid wcar on engine components like piston rings, cylinder liners,
fuel pumps, fuel valves etc. Furthermore excessive deposits cari be formcd in the combustion spaccs.

Particularlysodium in the fuel oil (which originates from sea water) leads to formation of deposits on pistons and in
the turbocharger. For this reason, water must be separated carefully out of the fuel oil.

Settling tanks are used for the first steps of treatment. However, they only effect a coarse separation, particularly of
free water from the heavy fuel oil. To keep them effective settling tanks must have the sludge and water, accumulat-
ing in the tank bottom, periodically drained off.

The main cleaning is effected by carefully dimensioned and correctly adjusted and operated centrifuges. Modern
designs rendersuperfluous the previously necessary adaptation of the gravity discs tovarying densities of heavy fuel
oils in use. Modern machines automatically expel the sludge from the centrifuge. For modem power plants, de-
signed for burning heavy fuel oils of the lowest grade such centrifuges are an absolute necessity. This applies in par-
ticular when heavy fuel oils with densities of 991 kg/ m3 and higher and with viscosities of 700 cSt/SO”Cmust be used.

Homogenizers cari improve combustion properties to some extent, theywill however be of no help in the removal of
solids from the fuel oil. They are therefore to be regarded solely as additional equipment in the treatment plant.

Filters hold backsolids of a specified size and shape. They cari,, however, practically not hold back water. Water Will
partly even cause accellerated fouling of filters.

Treatment of heavy fuel oil, heavy fuel oii and Diesel fuel oil separation (see diagram sheet 0357-20)

As a result of experience we strongly recommend the use of centrifuges for the treatment of heavy fuel oils, and as
already mentioned, preferably centrifuges of a modern design and make, which work without gravity discs, and, at
the desired throughput able to effectively clean poor quality fuel oilsof high density (max. 1010 kg/m3 at 15’C) and
of high viscosity (max. 700 cSt/SO”C) and ensure continuous unattended on board working of the separator u,nits.

In older treatment plants one finds occasionally centrifuges with replaceable gravity discs, which must in each case
be adapted to the density of the heavy fuel oil to be treated. The correct size of the gravity disc has to be selected in
accordance with the specifications of the respective manufacturer. It is further recommended to operate such cen-
trifuges as purifiers with clarifiers arranged in series.

The layout of the complete treatment plant must conform to our recommendations. For its operation the instruc-
tions of the centrifuge makers are to be followed in the first place.

Theseparating effect, i.e. the cleaningeffect depends on the throughput and on the viscosityof the heavy fuel oil. As
a general rule, the smaller the throughput (m3/hr or Itr/hr) and the lower the viscosity of the heavy fuel oil, the better
the separating effect. It necessitates heating the heavy fuel oil before it enters the centrifuge and maintaining the
working temperature at a constant level within a tolerance of -r 2°C. The minimum pre-heating temperature re-
quired depends on the viscosity at 5O”Cof the heavy fuel oil in question. This temperature cari be read off theviscos-
ityjtemperature diagram, please also refer to the instructions of the makers of your centrifuge. For design reasons
the admissible pre-heating temperature is sometimes limited to 98 2 2°C.

The sludge removed by centrifuging must be removed periodically from the separator bowl. In the case of self-
cleaning centrifuges the sequence of the emptying process may be controlled automatically but even in such a plant
the correct function and the frequency of proceedings must be kept under control by the operating personnel. Of
utmost importance is the unimpeded drain of the sludge from the bowl, SO that unacceptably high back pressure
does not impair the function of separation and thereby of cleaning the heavy fuel oil. This point must be absolutely
assured in operation by periodical inspections.

NW
suker 11.91
Diesel
 0357- 11

Key to above schematic diagram:

1 Heavy fuel oil settling tank 10 Self-cleaning heavy fuel oil clarifier
2 Heavy fuel oil daily tank 11 Self-cleaning Diesel oil purifier
3 Diesel oil daily tank
4 Supply pump to heavy fuel oil separator A TO Diesel oil storage tank
5 Supply pump to Diesel oil and heavy fuel B From heavy fuel oil transfer pump
oil separator C Drain / de-watering
6 Supply pump to Diesel oil separator D From Diesel oil storage tank
7 Heavy fuel pre-heater E TO separator sludge tank
8 Diesel oil pre-heater F Area for alternative arrangement
9 Self-cleaning heavy fuel oil purifier / clarifier

2. Description of the fuel system (see schematic diagram 0357-20)

In the described plant the complete fuel system is pressurized, SOthat any water contained in the fuel does not evap-
orate at the temperature required for the heavy fuel oil.
The low pressure feed pump 16 draws heavy fuel oil from the daily tank 11, when the valve 13 is in the respective
position, and delivers it to the buffer unit 19. From here the high pressure booster pump 20 draws and feeds the
heavy fuel oil via end-heatcr 21 and filter 1 to the injection pumps of the engine. The delivery capacity of the high
pressureboosterpump20is a [email protected] not used by the injec-
tion pumps of the engine flows back to the buffer unit 19.
The pressure required in the system is set on the pressure regulating valve 14, the pressure before the injection
pumps on the pressure retaining valve 5.

The pump 16 feeds from the heavy fuel oil daily tank 11 only the amount of fuel used up by the engine. The contents
of the heavy fuel oit daily tank 11 must if necessary be heated, to permit its being pumped. Authorities’ safety re-
quirements, however, restrict the tcmperature of heavy fuel oil in the daily tank 11.
Only the amount of fuel oil circulating from the buffer unit 19 to the injection pumps and back to the buffer unit
must bc heated to the tcmpcrature required for the injection. This is done by the end-hcatcr 21. The heating of the
buffer unit 19 and of the rcturn piping cari,, if necessary, be included into this circuit.
The treatment plant should be SOarranged by fittingof non-returnvalves, that no heavy fuel oil cari enter the Diesel
oil daily tank 12.

11.91 ZA4OS
 0357- 13

3. Engine operation with heavy fuel oil

If thc fuel viscosity is too high, cxccssivc prcssurc is produced in thc injection systcm which may cause parts of thc
injection pumps or thcir drive to be damagcd or cause thc rclicfvalves to opcn. At thc samc time the atomization of
the L’ucloil is impaircd, which rcsults in incomplctc combustion.

Thc viscosity of fuel oils cari bc reduccd by hcating. Shcct 0X7-21 shows a typical rclationship bctwecn viscosity
and tcmpcraturc for various hcavy fuel oils.

Recommended viscosi& at ~he inlet to the kjection pumps:

Shect 0357-21 also shows thc temperature rcquired to lower the viscosity of thc respective heavy fuel oil to the
value required at the inlet to the injection pumps. This temperature is gcnerallycalled “Required pre-heating tem-
perature”.
The pre-heating of the heavy fuel oil is to be regulated by a viscosimeter. TO exclude irregular operation vapour
formation in the injection pump must be prevented. For this reason the pre-heated heavy fuel oil is led to the injec-
tion pumps under pressure by the high pressure booster pump 20. This pressure (see sheet 0358) must be set on the
pressure regulating valve 5.

4. Attendance and operating instruction

The engine cari be started on Diesel oil or on heavy fuel oil, and manoeuvred on both. For a start on heavy fuel oil
sufficient heating energy must be available. If this is not available the start must be made on Diesel oil. Aswitch over
to heavy fuel oil may only be made when the required viscosity is attained. If sufficient heating energy is not assured,
operation must again be switched back to Diesel oil before shutting the engine down for a longer period.

After operating at low load the output should be raised gradually.

When work on the engine’s fuel system is scheduled at the next stop, we recommend switching to Diesel oil at an
early time to flush the system through.

The daily tanks 11 and 12 as well as the buffer unit 19 must be de-watered and de-sludged at regular intervals, for
which the drain cocks are used. TO keep them effective, tanks must have the sludge and water, accumulating in the
tank bottom, periodically drained off.

Preparations before starting on heavy fiel oil:

The cylinder cooling water must be heated to about 60°C.

The viscosity of the heavy fuel oil before the inlet to the injection pumps must be brought to the required pre-heat-
ing temperature (see also paragraph 3). (See sheet 0357-21).
Furthermore it would be of advantage to circulate the bearing lubricatingoil about 4 hours before the start through
its separator.

Operating on heavy fuel oil:

For continuous operation, the temperature of the fuel oil must be kept at the nominal value (refer to “Required
pre-heating temperature”). The cooling water of the injection nozzles must be kept at the specified temperature
over the whole load range (see sheet 0358).

Manoeuvring on heavy fuel oil:

When manoeuvring on heavy fuel oil, the fuel temperature (see sheet 0357-21) and the temperature of the fuel
valve cooling water (see sheet 0358) must be kept at the specified values.

N#?lN
ZA40S SUlZ8W 11.91
Diesel
 0357- 13

IIigh pressure boostcr pump20 must bc kcpt running, so that thc fuel cari circulatc at thc rcquircdviscositythrough
a11thc injection pumps and through thc buffer unit 19.
The cooling watcr of thc injection nozzlcs must bc kcpt at thc spccificd tcmpcraturc (plcasc rcfcr to shcct ()35x).

Cylindcr cooling watcr to bc kept at ahout 60°C.

Prc-Iubricating pump or stand-by pump for bcaring lubrication must bc kcpt running.

Chmging ovcr from Diesel oil 10 heauy fitel oil.

Before changingovcr it is ncccssary toswitch-on thc hcatingof thc buffer unit 19, thc cnd-hcater 21, fuel indicator
filter 1 and of the fuel piping. After reversing thc 3-way valve 13, in the buffer unit 19 a mixture of Diesel oil and
heavy fuel oil is formed. The viscosimeter controls the end-heater 21 in such a way that thc viscosity (pre-heating
temperature) of the mixture is maintained. Thc hcating should take place slowly (max. lS”C/min.).
The heating to the fuel filter and fuel piping should be kept on at Ieast till the required pre-heating temperature,
read on the thermometer on the engine, has been attained.

It is recommendable not to exceed 75% CMCR Ioad during switch-over and until the required pre-heating temper-
aturc has been reached.

Switchingfiom heavy fuel oil to Diesel oil operation.

For the switch-over the 3-way valve 13 must first be turned. In the buffer unit 19 a mixture of heavy fuel oil and
Diesel oil Will then be formed. The viscosity of the circulating mixture drops rapidly as the Diesel oil share in-
creases.

It is advisable to change over from heavy fuel oil to Diesel oil operation at less than 50% CMCR power.

Key to schematic diagram 0357-20

1 Fuel oil indicator filter, before engine 16 Low pressure feed pump
2 Fuel Ieakage 17 Automatic fuel filter
3 Fuel leakage of high pressure piping 18 Flow meter
4 Engine 19 Buffer unit
5 Pressure retaining valve 20 High pressure booster pump
6 TO injection pumps 21 End-heater

10 Heavy fuel oil settling tank A From Diesel oil separator

11 Heavy fuel oil daily tank B From heavy fuel oil separator
12 Diesel oil daily tank C From the transfer pump
13 3-way valve D TO the heavy fuel oil separator
14 Pressure regulating valve E Connection to the compressed air filling
15 Suction filter
z Insulated, heatable piping
X Insulated piping

NWU
5.95 sdzer ZA4OS
Diesel
 0357-20

b b
A

1 11

ZAL40S
Diesel
 0357-21

VISCOSITY - TEMPERATLJRE DIAGRAM

(7jipical Valu~s of Pctrolcum Fuel Oils)

m-
n-
o
0

- mca - o-
2G-00
TDOX1
-!mcQ - - 2930 Oils cari be pumped only with difficulty
,
-Fi@N -;,g
l- -fWJO
- 800
I-J.@.&-3’oM l
-600
,- -500
-2wo 1 f5; -400
-TSoo =
-300
-roc0
-rooo - - 200
-800 -- 800
- 600
-600 _ 500
-400 -100
-400 -
-80
-300
-300 _

-200
-200
-150
-150 -

= 100
- 100 1
- 80 -!a
-16
-80 - 70
14
- 70 - 60 I' I I I I I n1 I i
-12 h ' '
- 60
- 50
-10 I
-9
-8
-50 r45
-7

-45 -40
-6 C:
-5

-40 _
-4
- 35

-36 -33

-10 0 10 20 30 40 50 60 70 80 90 loo 1M 120 130 140 150 !60 170

91.7056b
Y-
I I I lIIIIIIIII1]IIIIIIIIIIIIIIIIIIII
0 10 20 30 40 50 60 70 80 VO 100 110 120 130 140 150 160 170 180 190 200 220 240 260 200 300 320 340

%-

Recommended viscosity before fuel injection pumps

Example:
TO obtain the recommended viscosity before fuel injection pumps a fuel oil of 1.50mmZ/s (cSt) at 50°C must be
heated to 108 to 120°C.

NWU
ZA40S SUIZM 10.91
Diesel
 0358

Pressure and Temperature Ranges, Alarms and Safeguards

at Continuous Service Power with S i n g I e - s t a g e Charge Air Cooler

Measuring Point

Jacket cooling water

arge air cooling water:

. case of direct

16 Turbocharger bearing oil Refer to turbocharger Manual

Injection pumps see sheet 8 12) 12)

17 Fuel oil after filter inlet 8 4, 10 0X57-21
4)

-u
r2 Fuel oil after Feed pump 3 5
3)
18
feed pump outlet
Intake air system Admissible 6) 100
19 Air filter on turbocharger pressure drop mm w.g.

20
2 Intake air system Admissible @ 1200
_ E (ducting, filter, silencer) pressure drop mm w.g.
21 z Admissible 6, 1400
Charge air cooler pressure drop mm w.g.
22 Cooler outlet 25 65 1’) 25 65
23 Starting air Engine inlet 7 30 15
24 2 6 8
Control air Engine inlet
Normal 7 6
Qlinder outlet 7) 250 530 ‘0)
-%s
26 2 FXhaust gas lIrbine inlet 620 620 620
27 Prequre at @ 400
turbme outlet mm w.g. 500

Remarks: Entent of measuring points for Akrm, Slow-Dom and Automatic Stop is subjcct to aecment bctwccn: en@ qakcr,
NewSuhr Diesel Ltd,Classification aad Customer.
1) Pressure measured at engine manometer panel.
2) Approx. temperature rise at continuous service power (recommended limiting values for alarm system with computer)
3) For pressurized fuel oil systems the min. fuel oil pressure must be 1.0 bar higher than saturated steam pressure at the relevant
fuel oil temperature (generally not lower than 5 bar).
4) If using Diesel oil: the pressure may be lowered by 2 bar (no heating required).
5) The water flow has to be within the prescribed limits.
6) Approx. max. values in service (fouled condition). TObe kept as low as possible,
7) Refer to acceptance tria1 results for normal values.
8) Automatic or manual slow down.
9) Setting points for electrical safety eut-out devices on the engine (supplied by the engine manufacturer).
\ 10) Maximum admissible deviation of individual cylinders from the mean value f 70°C.
i
11) On engines with waste-gate the alarm point is set at: 720 kW = 3.2 bar; 660 kW = 2.8 bar; 600 kW = 2.5 bar.
12) Limit values for viscosity (viscosimeter) are between 13 cSt ...17 cSt at 60°C ...15O”C.

NfbW
zA4os sul?!er 5.95
Diesel
 Pressure and Temperature Ranges, Alarms and Safeguards
at Continuous Service Power with T w o - s t a g e Charge Air Cooler

- 1 2 3 4 5 6 7 8 9 10 11 12
I
Set point
Slow-DOW~ Autom.
Alarm Stop 9)
1 8)
Gauge Temperature Gauge Temp. Gauge Temp. Gauge
Pressure PWCC Press.
M easunng
.-+’ rornt
bar

2
- Jacket cooling water
3
-
4
-
5
-
l5
- Injecter noule cooling water
7
-
I3
- High temperature circuit
f3
-
11
0
-
1-1
1’2
-
1.3
18

1:
II Main bearing Bearing shell 92
1’ lylinder lube oil flotf flnoow
1: Iiubocharger bearing oil l I Refer to turbocharger Manual
1 Injection pumps 1 _ 4)1 _ see sheet 12) $2)
8
l! Fuel oil after filter 4)
inlet 10 ( 10 0357-21
2t Fuel oil after Feed pump
éed pump outlet 33’1 5
Intake air system Admissible 6)
2’ Air fiiter on turbocharger pressure drop
Intake air system Admissible 6)
22
- Jducting, filter, silencer) pressure drop
23 i Admissible t 6) i
Charge air cooler pressure drop mm w.g. I
4
2G
- Cooler outlet 25 65 “) 25 65 1
25
- itarting air Engine inlet 7 1 30 15
Zontrol air Engine inlet 6 18
216 Normal 7 6
-
27-
Cylinder outlet 7) f50 530 10)
215
- Zxhaust gas Turbine inlet 620 620 620
2’9 Pressure at 6) 400
turbine outlet mm w.g. 500
-
Rcmarks: Exttnt of measuring points for Afarm, Slow-Down and Automatic Stop is subjeet to agreement bctwwn: cagloe maker,
New Sulzer Diesel Ltd, Classiflcatlon and Customer.
1) Pressure measured at engine manometer panel.
2) Approx. temperature rise at continuous service power (recommended limiting values for alarm system with computer)
3) For pressurized fuel oil systems the min. fuel oil ressure must be 1.0 bar higher than saturated steam pressure at the relevant
fuel oil temperature (generally not lower than 5 &ar).
4) If using Diesel oil: the pressure may be lowered by 2 bar (no heating required).
5) The water flow has to be within the prescribed limits.
6) Approx. max. values in service (fouled condition). TObe kept as low as possible.
7) Refer to acceptance tria1 results for normal values.
8) Automatic or manual slow down.
9) Setting points for electrical safety tut-out devices on the engine (supplied by the engine manufacturer).
10) Maximum admissible deviation of individual cylinders from the mean value + 70°C.
11) On engines with waste-gate the alarm point is set at: 720 kW = 3.2 bar; 660 kW = 2.8 bar; 600 kW = 2.5 bar.
12) Limit values for viscosity (viscosimeter) are between 13 cSt ...17 cSt at 60°C ...15O”C.

NlPllU
zA4os SUIUW 5.95
Diesel
 0358b

Pressure and Temperature Ranges, Alarms and Safeguards

at Continuous Service Power with T w o - s t a g e Charge Air Cooler
I 2 3 4 5 6 7 8 9 10 11 12
Sel point
Statioqry
,_ Ehgine Alarm
Slow-Down Autom.
stop
1 W 9)
Gauge Temperature Temp.
Pressure . . -“I.
Measu rtng Point
bar *) ( bar 1 “C bar “C bar

2
Jacket cooling water
3

1
-p
5
5
5- 2 Injecter noule cooling water
7

3
temperature circuit
2

Main bearing Bearing shell

Cylinder lube oil

9
-u
0 lz

2 c
-$
3 2
Charge air cooler
4

5
6 c

1,
Exhaust gas

hl?UUkS: Extent of measuring points for Mann, Slow-Down and Automatic Stop is subject to agrcement behvecn: engine makcr,
New Sulxer Diesel Ltd, Classification aad Customer.
1) Pressure measured at engine manometer panel.
2) Approx. temperature rise at continuous service power (recommended limiting values for alarm system with computer)
3) For pressurized fuel oil systems the min. fuel oil ressure must be 1.0 bar higher than saturated steam pressure at the relevant
fuel oil temperature (generally not lower than 5 1 ar).
4) If using Diesel oil: the pressure may be lowered by 2 bar (no heating required).
5) The water flow has to be within the prescribed limits.
6) Approx. max. values in service (fouled condition). TO be kept as low as possible.
7) Refer to acceptance tria1 results for normal values.
8) Automatic or manual slow down.
9) Setting points for electrical safety tut-out devices on the engine (supplied by the engine manufacturer).
) 10) Maximum admissible deviation of individual cylinders from the mean value k 70°C.
11) On engines with waste-gate the alarm point is set at: 720 kW = 3.2 bar; MO kW = 2.8 bar; 600 kW = 2.5 bar.
12) Limit values for viscosity (viscosimeter) are between 13 cSt . ..17 cSt at 60°C ...15O”C.

ZA40S(F) 5.95
Diesel
 0358- 1

MEASURED AIR TEMPERATURE AFTER

THE CHARGE AIR COOLER

Remarks:

Influence of the ambient temperature is negligible.

The shown temperatures are valid if:
- The water nominal flow through cooler is unvaried.
- The pressure drop through the cooler does not exceed the admissible value of 400 mm w,g., due to dirt accu-
mulation on the air side.
Open cooling system
- - - - - Closed cooling system

Water Temp. at Cooler blet (“C)

20 25 30 35 40 45 50 55 60

360

ô
0

V
60

80 ’

90

Example: Cyl’m d er output 450 kW --+ open cooling system + water temp. 31 “C
w charge air temp. 32’C to 47°C.

NîEW
zA4os SUtMW 7.90
Dlesel
 0359-l

M~LFUNCTIONING OF THE ENGINE

Fault Possible cause

Engine cioesnot - Turning gear still engaged

turn during
- Starting air bottles empty, or insufficient pressure
"start"
- Shut-off valves on the starting air bottles or in the
supply lines closed
- Starting air shut-off valve not working
- Starting valves jammed
- Rotary slide valve of control air distributor not being
pressed against starting carn
- One or more of the working pistons or another running
gear component jammed
- Control valve for automatic air shut-off valve jammed
and does not open

Engine attains - No fuel in tank. Shut-off valve in front of fuel filter

firing speed but closed. Fuel filter clogged up.
cylinders don't
- Fuel injection pump inlet cocks closed
fire
- Regulating linkage not being released by the governor
(sec WOODWARD instructions)
- Oil or water pressure tut-outs have functioned
- Fuel pump regulating linkage jammed or stuck in the
zero position
- Mechanical safety tut-out device has actuated and not
been re-set _ ,'-
- Fuel delivery lines between pumps and delivery branches
not tightened enough

Heavy ignition - Fuel limiter has not functioned

on firing
- Some of the injection valves are injecting at too low
pressure

- Defective fuel nozzles

- Injection pump control not in order (cams displaced,
camshaft gear wheels not meshing properly).

A
ZA40S
1987
 0359-2

MALFCNCT ION I?IG OF THE EXGINE

Fault Possible cause

Individual Cylin- - Fuel pump regulating linkage jammed, or in zero-charge

ders operating position
irregularly or - Guide plunger of one or more of the fuel pumps jammed
out of action in TDC
- Fuel pump plunger seized
- Fuel supply line not tight or line ruptured
- Fuel nozzle clogged up or leaking. Nozzle needle does
not move
- Compression pressure too low for ignition (piston rings
defective, valves in cylinder caver do not close because
of insufficient valve clearance,defective valves)

Engine stops when - WOODWARD governor not working properly

being started af- _ Fuel supply interrupted (filter blocked up, cock closed)
ter firing a cou-
ple of times - Fuel pump control rod jenuned

Black exhaust - Engine overloaded (check exhaust temperature and load

from individual indicator)
cylinders
- Individual cylinders not firing or receiving too much
fuel
- Inlet and outlet valve clearances adjusted incorrectly
- Compression pressure of individual cylinders too low
(defective piston rings, inlet or outlet valve leaking)
- Fuel or valve cams not set properly, wrong timing by
incorrect meshing of camshaft drive gears
- Fuel nozzles blocked up or nozzles leaking. Possibility
of fractured nozzle

- Nozzle holes badly eroded

ZA40S
1987
 0359-3

VALFUYCTIONING OF THE ENGINE

FauLt Possible cause

Blac k exhaust - Engine overloaded

generally - Insufficient charge air pressure (filter clogged up,
charge air cooler badly contaminated on the air side)
- Dirty turbocharger
- Inside of exhaust pipes very dirty
- Camshaft drive gears incorrectly fitted
- Fuel injection pumps set incorrectly
- Unsuitable fuel being used

Engine does not - Governor defective

reach requi red
- Regulating linkage jammed
output
- Fuel supply pressure toolow
- Fuel not pre-heated enough (with heavy fuel oil)
- Fuel limiter remains in the same position
- Injection valves in a poor condition
- Compression too low (defective piston rings, valve seat
leaking, inlet and outlet valves do not close)

Engine running - Fluctuation of pressure in fuel supply (fuel booster

irregularly or pump defective)
some cylinders
- Fuel temperature before the fuel injection pumps too
tut out
high or too low
- Water in fuel
- Leakages or defects in the fuel injection system
- Individual nozzle needles of the fuel injection valves
jammed
- WOOWYARD governor not working properly
- Fluctuation of pressure in the charge air system (one
of the turbochargers surging)
- Temporary actuation of the pneumatic safety tut-out de-
vice due to tut-off limit being reached (during no-load
running)

A ZA40S
1987
 0359-4

xIALFLNCTIOVING OF THE ENGINE

Fault Possible cause

Engine output - A running gear component running hot

draps without
- Fuel injection pump defective or fractured fuel pipe
any adjustment
being undertaken - Fuel injecter nozzle blocked up
- Fuel supply pressure too low (booster pump defective or
insufficient capacity)
- Inlet or outlet valve defective (seating burnt, poor
sealing)
- Contaminated turbocharger or air coolers
- Poor combustion due to defective nozzles

'.
Engine stops - Actuation of the monitoring equipment (no oil pressure,
itself or too low)
- WOODWARD governor defective or blocked
- Fuel tanks empty, or fuel supply interrupted through
the closing of a shut-off valve, or fuel filter blocked
UP
- Mechanical overspeed safety tut-out device has actuated

Ringing or knock- - Valve clearance incorrectly set, or broken valve spring

ing of the inlet
- Early ingnition due to incorrectly set cams or camshaft
or outlet valves
drive gears
- Fuel unsuitable

Knocking noises - Excessive connecting rod bearing play (bolts loose!)

during stroke
- Main piston beginning to seize
- Valve clearance has increased <adjusting bolts loose)

- Early fuel injection (check fuel cam adjustment and

fuel injection pump control)

L ZA40S
1987
 0359-5

MALFUYCTIONING OF THE ENGINE

Fault Possible cause

contd. from:
Knocking noise - Nozzle needle of one of the fuel valve nozzles stuck
during stroke (uncontrolled injection and poor atomization)
- Unsuitable fuel
- The uppermost piston ring strikes against the ridge
worn in the top of the cylinder bore
- Defective working piston

Pressure diffe- - Dirty turbocharger filter and air coolers

rente of the
charge air
through the air
filters and air
coolers increa-
ses continuous-
ly at constant
load

Reduction in the - Dirty air coolers

temperature dif-
ference between
the cooling wa-
ter inlet and
outlet

Water in the lub. - System lub. oil cooler leaking (defective tube)
oil

Water in the char- - Condensation of the charge air (due to excessive

ge air cooler cooling of the air)
housing or charge
- One or more of the rubber rings for the cylinder
air space
liners not sealing properly
- Charge air cooler leaking (defective tube)

ZA40S
1987
 0359-6

SPECIAL MEASURES IN OPERATION

Instructions conceming the prevention of crankcase explosions

Investigations into the causes of crankcase explosions with diesel engines have shown that they cari only occur under
particular conditions and, therefore, are extremly rare.
The oil mist in the crankcase is inflammable over avery narrow range of mixture only. Weaker or richer mixtures do
not ignite. Spontaneous ignition is theoretically and practically impossible. There must always be an extraneous
cause to set off ignition such as hot engine components. Only under these circumstances and the presence of a criti-
cal mixture ratio of oil mist and air cari an explosion occur.
The engine is equipped, as required, with an oil mist detector (see sheet 9314), which monitors continuously the
density of oil mist in the crankcase and triggers an alarm or stops the engine (depends on the installation) if the mist
exceeds a limit of admissible density.
Good engine maintenance and deliberate action in cases of an alarm rule out explosions to a large degree.
Attention! Should the engine be shut down (manually or by the monitoring unit) because of a suspected heat-
ing-up of a running gear, then neither the covers nor the casings of the crankcase may be opened im-
mediately. The heated areas must cool during at least 20 minutes, to prevent ignition from access of
fresh air. Till the heated parts have cooled, the danger of an explosion is possible just the same. TO
prevent accidents no person may therefore stand in the vicinity of the explosion flaps of the crankcase
doors. Fire extinguishing equipment should be kept close at hand when the crankcase or engine hous-
ing is subsequently opened.

zA4os
 0359-7

EMERGENCY OPERATION

A) Operation with defective charge air cooiers

If the tubes of the Charge Air Cooler (CAC for short) are defective, the cooling medium cari enter the working
cylinder of the engine. If water flows out of the drain pipes of the CAC or of the engine cylinder block, the engine
room personnel has to determine in each case whether the leakage is water of condensation or cooling medium.
When untreated water is used for the air cooling, this leakage cari lead to serious corrosion. A leakage from the
drain pipe may also be cylinder cooling water, which would occur when the O-rings of the cylinder liners are
defective and leaking.
If a CAC leakage is established, the following remedial measures should be taken.

1. Single-stage charge air cooler (only for direct cooling)

- Replace the defective CAC by a spare cooler as soon as the operating conditions permit.
- If no spare cooler is available and if no other suitable CAC cari be procured in a sufficiently short time, the
following emergency remedies cari be undertaken:
a) Removal of the defective CAC and closing the aperture in the CAC housing.
If there is a possibility to repair the defective CAC, the aperture in the CAC housing is closed temporarily
with a blind flange. The cooling water inlet and return pipes are blanked off.
b) Shutting down and draining the defective CAC.
If the üme atones disposa1 does not suffice to remove and repair the defective CAC, it must be shut down
completely and drained.
Al1 individual cooling water inlet and return pipes and anyvent pipes connecting it with the other coolers
must be blanked off carefully.
When a CAC is shut down or removed, the engine may not be operated at a high load. As a rule of thumb: use
45°C after the turbocharger which corresponds to a load of 20%. Should the exhaust gas temperature before the
turbine rise above the temperature at full load in normal operation, then the load must be further reduced.
It is possible that the turbocharger begins to ‘surge’ before the maximum permissible exhaust gas temperature
before the turbine is attained. In such a case the engine load must be reduced until the ‘surging’ stops.

2. Mo-stage compact charge air cooler as well as single-stage charge air cooler for central cooiing system
With these charge air coolers a leakage of thecooling tubes is practica+not to be expected, as they are operated
with treated cooling water.
! Should a cooler defect occur just the same, then the following measures are possible:
- As soon as the operation permits, remove the defective cooler and fit in its place the spare cooler.
- In the fïtted condition block off the defective cooling tubes by suitable means (see Maintenance Manual
sheet 6601).

3
ZA4OS
 0359-8

EMERGENCY OPERATION

B) Operating the Engine with defective Turbo Charger

If, in the event of a turbo charger failure, a spare one is not available,
and the defective turbo charger cannot be tepaired at site, then the
measures described in the operating manual of the manufacturers are to
be undertaken to keep the engine operating without it. (e.g. blocking
the T.C. rotor etc.).
If a turbo charger casing is cracked, the cooling water inlet and return
pipes must be blanked off.
In the inline engine one caver on the scavenging air receiver must be
removed SO that the combustion air caribe drawn in directly from the out-
side. A slight vacuum should be maintained in the scavenging receiver
(50 to 100 nrnW.C.) to ensure that the air is also drawn through the
blower impeller (cooling of the turbo charger). ..
In the V-engines the caver of the air space situated on the engine end
opposite the turbo charger, must be removed.
In both cases suitable precautions must be taken to prevent foreign bodies
to be aspirated.
With such emergency operation without the turbo charger any overloading
of the engine must be avoided. For this end the following checks must be
made continuously:
- the colour of the exhaust gases (they must be black).
- the exhaust gas temperature before the turbine (max. 52O'C)
The permissible engine load when the turbo charger has failed is:
a) for engines running at constant speed: approx. 130 kW/cyl.
b) for engines driving a propeller: approx. 65 kW/cyl.
* This corresponds to about 260 rpm or about 45% of the
ships speed.
Depending on the temperature and colour of the exhaust gases, the engine
load may possibly have to be reduced still further.
Independent to ohccking the exhaust gas temperature before the turbine,
the exhaust gas temperatures after each cylinder must be checked, as
the absence of the blower pre= impairs the scavenging of the
individual cylinder to such an extent that the exhaust gas temperature
after the cylinder caribecome the load limiting factor.

ZAOOS
1987
 0359-9

EMERGENCY OPERATION

Operation with cut-out fuel injection pump

The regulating rack of the fuel pump is to be withdrawn to zero-delivery and arrested in this position with the special
spacer (tool No. 9455.11) (see Fig. 5501-21).
Should an engine have to be operated with one tut-out fuel injection pump, one has to consider that vibration prob-
lems might arise. It is therefore essential in every case toverify by what degree the speed and load must be reduced
SOthat no consequential damage may be caused by the formation of resonant vibrations.
These investigations have been carried out by the engine manufacturer when a11the components for the vibration
calculation are known to them (engine specification, coupling, gearbox, shaft power and propeller). The vibration
calculation is included in the engine Documentation, their instructions must be strictly followed.
When operating over a long period with a eut-out fuel pump, the indicator valve on the respective cylinder head is to
be opened hourly to allow any accumulated oil to be emitted. Opening the indicator valve must be done with the
utmost tare, and the oil spray to be caught by suitable means or to be directed towards the drain tank. TOprevent any
intensive lubrication of the non-operating piston, the lube oil feed cari be reduced. This is effected by setting the
adjusting screws of the cylinder lubricating pump serving the respective lubrication points to minimum feed (see
sheet 7210 and 7220). When resuming normal operation set the adjusting screws to the original position again.

Operation with removed driving mechanism

Should an engine have to be operated with a removed driving mechanism the same conditions apply as described
above.

For operation with removed driving mechanism the following work must be cam.ed out:
Remove piston with connecting rod and connecting rod head.
. Block lubricating oil outlet from crankpin with suitable bandage.
Fit cylinder head without push rods to rocker arms.
Block starting air pipe between flame arrestor housing and cylinder head.
Disconnect control air to starting valve and plug pipe with a closing piece.
Cut out fuel injection pump concerned (see sheet 5501).

In both cases where the engine must be run with cylinders tut-out, it may no longer be operated at full power.
TO prevent a thermal overloading of the engine the full load position of the load indicator (LI) or the maximum
exhaust gas temperatures before turbine (as per sheet 0358) may under no circumstance be exceeded. Furthermore
the colour of the exhaust gases must always be observed, as the engine should not be operated with dark exhaust.
The engine power and engine speed have to be correspondingly reduced, keeping in mind any barred-speed ranges
at critical speeds.
When individual cylinders are tut-out the turbocharger cari start ‘surging’. This makes itself known by a loud ‘bay-
ing/panting’ sound. Surging cari be detected visually at the pressure gauge as large fluctuations in the scavenge air
pressure.
Should the ‘surging’ occur at short inter-vals or even continuously, the speed (with fixed pitch propeller installa-
tions) or the propeller pitch (with controllable pitch propeller installations) has to be suitably reduced.
Operation with one or more running gears removed should only be practised in extreme cases of emergency, i.e.
where there is no other possibility for the vesse1 to proceed under its own steam.

1995
 0360

RUNNING-IN THE ENGINE AFTER AN OVERHAUL

The running-in programme described under item 4 is applicable when:

piston rings, cylinder liners, piston crowns or piston shirts

have been replaced on one or more cylinders.

1. General

- A careful graduated and sufficiently prolonged running-in is the basis for further satisfactory service, well
sealing compression rings and modest wear of cylinder liners, piston skirts and piston rings.
- The re-use of second hand piston rings is N 0 T permissible!
- Rotational speeds prohibited because of torsional vibrations must be avoided.
- It is presupposed thaL the engine is in full operational readiness and that controls and monitoring function
perfectly. The same is to be the case with the installation and ancillary equipment.
- Running-in additives in the lubricating oil or fuel oil are not foreseen.

2. Cylinder lubricating oil for the running-in

a) Engines operating on Diesel Oil (d&illate fiel)
When running-in engines which normally operate on diesel oil, the normal lubricating oil recommended in
our lubricant specification should be used.
This is lubricating oil of the viscosity class SAE40 suitable for medium speed engines with trunk pistons.
When diesel fuel oilwith asulphur content of up to 1% or 1 - 2% is used, refer to the recommended lubricat-
ing oil on sheet 0365-5, item 2.1.
b) Engines operating on Heavy Fuel Oil
If heavy fuel oil is used for running-in, the same lubricating oil should be used which is recommended for
normal operation with heavy fuel oil.
When heavy tue1 oil with a sulphur content of 1 - 3% or 3 - 5% is used, refer to the recommended lubricat-
ing oil on sheet 0356-5, item 2.2.
c) Starting on Diesel Oil and subsequent switching to Heavy Fuel Oil
When avessel leaves the port or at the start-up of a stationary power plant, the engine is started up on diesel
fuel for practical reasons instead of on heavy fuel oil. During the running-in, the operation on diesel fuel
should be kept as short as possible and the changeover to heavy fuel should be carried out at the latest before
reaching 50% of nominal load or load step 4 (please refer to running-in programme 036C-2).
If a longer period of diesel fuel operation is envisaged, a cylinder lubricant must be used as indicated in para-
graph a) and the lubricators would have to be filled up or re-filled by hand in such a case.

3. Cylinder lubricating oil flow quantity for running-in

The engine is equipped with a 1o a d d e p e n d e n t cylinder lubricating system, i.e. depending on the engine
capacitycorrespondingto the loadpositionof the regulating shaft, the cylinder is supplied with a larger specific
lubricant quantity (at 25% load) or a reduced specific lubricant quantity (at 100% load).
For the running-in period of the individual cylinder components or of the complete engine, the lubricating oil
quantity must be larger. TOachieve this the setting screws 2 on the cylinderlubricators 8 corresponding in tum to
each cylinder have to be set to maximum feed stroke (tum anti-clockwise to the stop X = 0) (see also sheet
7220).

ZA4OS 5.95
A Diesel
 0360- 1

RUNNING-IN THE ENGINE AFTER AN OVERHAUL

General reference value for the specific cylinder lubricating oil quant@ in g/kWh
at nominal power and speed

at MCR - power
per cylinder, in g/kWh
Operating position 660 kW 1 720 kW

Running-in the engine, during the first 100 operating hours. ................ 2.7 2.7
After this reduce quantity in steps of 20h to normal operating value.

For normal opertion .................................................. 2.0 2.0

For running-in after overhaul .......................................... 2.7 3.2

4. Running-in programme

Increasing to the corresponding load position should be done s 1o w 1y (indicated increase at load indicator:
about 0.3 positions per minute).

gradua1 En ‘nes for ships with Fixed Pitch Propellers Engines for driving altemators or
steps (F& propeller law) Controllable Pitch Propellers (CPP) *

1 15’ 50% of nominal speed 15’ 50% of nominal speed

(no load)

STOP: Check main, connecting rod, and camshaft bearings which have either been
removed or renewed during overhaul for normal operating temperature.

lh 67% lh 30%
lh 74% lh 40%
2h 80% of nominal speed 2h 50% of nominal load
3h 86% 3h 65%
3h 91% 1 3h 75% r

STOP: For cylinders with new piston rings, piston, piston skirt or cylinder liner:
Check the surface condition of the cylinder liner (from below).

7 4h 95% 4h 85%
of nominal speed of nominal load
8** 3h 91% 3h 90% >

* = Wherepossible also mn in these engines according to ropeller 10~

** = In the event of service output not having been reacheB earlier

2.92 zA4os
A
 0360-2

RUNNING-IN THE ENGINE AFTER AND OVERHAUL

Reduced running-in ( exceptional case )

When it is absolutely essential that the engine be brought back into service with a faster load increase than in the
preceding table, the full charge of the cylinder to be run in should be reduced to 50% for at least 4 hours and to 75%
for a further 6 hours.
The limiting of the fuel charge cari be done by putting a distance piece on the regulating rod between the fuel injec-
tion pump housing and clamp ring of the respective cylinder (similar to what is done to tut out one fuel injection
pump completely, see Fig. 5501-21).
The barred speed and load ranges for service with one or more cylinders not firing have also to be adhered to when
running under the previously mentioned conditions (see sheet 0359-9).
At the same time, the engine must not be allowed to run with surging turbocharger orwith too high exhaust temper-
atures.

5. Reduction of the cylinder lubricant flow quant@ after running-in

After completion of the running-in programme the lubricating oil supply to the overhauled cylinder has to be
kept at the increased flow for about another 100 operating hours at service load. Only after this time have the
setting screws (E) to be turned back in stepswithin 24 hours to the normal Xvalue as specified in the setting table
(see also sheet 7210).

)
zA4os 2.92
A
 Group 1
TABLE OF CONTENTS

Designation Sheet

Enginehousing ..................................................... ........... 1001

Oilsump .......................................................... ........... 1008

Crankshaft main bearing ............................................. ........... 1201

Crankshaft thrust bearing ............................................ ........... 1202

Crankcaseventing .................................................. ........... 1601

Covers and safety valves to the crankcase ............................... ........... 1603

End plate on driving end ............................................. ........... 1611

11.91
 1001

ENGINE HOUSING

The engine housing 1 is of grey cast iron. The transverse partitions carry the bearing saddles for the crankshaft and
are drilled with passages ‘OE’ supplying lubricating oil to the bearings. The housing is open at the bottom for fitting
the crankshaft. The bearing caps are fixed to the engine housing with two vertical main bearing studs each. The
crankshaft main bearing caps are marked together with the engine housing (please refer to ‘M’ on illustration
1001-20). A force fit between engine housing and bearing cap is provided by two transverse tie rods 5 arranged
horizontally. In this way the bottom, open part of the housing is given the necessary stiffening. The crankcase is
accessible through fitting and inspection openings on both sides.

Key to Illustration 1001-20

1 Engine housing (frame)

2 Crankshaft main bearing stud
3 Round nut for item 2
4 Crankshaft main bearing cap /-
5 Transverse tie rods

M Marking on bearing cap and engine housing

OE Lube oil inlet

1987 ZA4OS
 1001-20

+ ---+---- ---

/ / l /
5 3 4 2

ZAL4OS 1987
 1008

OIL SUXP

(Please refer to Sheet 1008-20)

The oil sump fastened to the underside of the engine casing collects the
oil dripping down from the various pressure lubricated components of the
engine. Sieves fitted in the oil outlets prevent the entry of solid parti-
cles into the main oil tank of the plant.

Key to Illustration 1008-20

1 Oil sump
2 Screws (secured by locking wire)
3 Sieve
4 Round rubber joint (NITRIL)
5 Screw with locking washer
6 Stiffening cross plates

A ZA40S
1987
I-I \
\ / 1 c

2iic \
 1201

CRANKSHAFT MAIN BEARING

The crankshaft main bearing is equipped with an Upper bearing shell6 and a lower bearing shell6a. The Upper and
lower bearing shells are not identical and therefore not interchangeable.
The upper bearing shells have several holes and a central groove through which the lubricating oil enters the bear-
ing from the rear side. The lower bearing shells are completely even with the exception of a short oil inlet groove.
The crankshaft main bearing studs are pre-tensioned hydraulically (please refer to the Maintenance Manual, sheet
1201).
Transverse tie rods screwed into the crankshaft bearing cap from each side are equally tightened by hydraulic pre-
tensioning.
Damaged crankshaft journals cari be reground up to a limited undersize, for which bearing shells with a smaller
bore are to be used (please refer to the Maintenance Manual sheet 1201).

Key to Illustration 1201-20

1 Engine housing 6a Lower crankshaft main bearing shell

2 Crankshaft main bearing stud 7 O-ring
3 Round nut to item 2 8 Sealing disc
4 Crankshaft bearing cap 9 Protective cap
5 Transverse tie rod 10 O-ring
6 Upper crankshaft main bearing shell 11 Round nut for item 5

1987 zA4os
1201-20

l-107.122.838

ZAL 40s
1987
 1202

CRANKSHAFT THRUST BEARING

The crankshaft thrust bearing guides the crankshaft axially maintainingits designed position. The Upper and lower
bearing shell of the thrust bearing are identical. The same bearing shells are ah.0 used as the Upper bearing shell for
the crankpin bearing.
The lubricating oil reaches the load bearing parts of the thrust bearing through bores in the crankshaft leading from
the first crank.
The thickness of the thrust ring halves determines the axial clearance of the crankshaft (please refer to the clear-
ance table in the Maintenance Manual).

Undersize bearing shells

As it concerns the same shells as those in the crankpin bearing of the connecting rod, please observe the information
given under group 3302 of the Maintenance Manual.

Oversize thrust ring halves

Should it become necessary to re-machine the shaft collars on the thrust bearing shaft, then the original axial clear-
ance must be maintained by fitting thicker thrust ring halves (please refer to the corresponding table in group 1202
of the Maintenance Manual).

Key to Illustration 1202-20

1 Casing of thrust bearing - lower part

la Casing of thrust bearing - Upper part
2 Thrust bearing ring halves
3 Bearing shells
4 Thrust bearing shaft
5 Cylindrical dowel pin
6 Oil catcher - Upper part
6a Oil catcher - lower part
7 O-ring
8 Engine end plate
9 Crankshaft
10 Camshaft driving gear wheel
*11 Screw
*12 Screw
13 Tapered dowel pin (long)
14 Tapered dowel pin (short)
15 Oil connecting piece
As Driving end
D Utilize sealing compound
* Tighten in accordance with instructions in the
Maintenance Manual

10.91 zA4os
 1202 - 20

A.S O-107.122.839

ZAL 405
1987
 1601

VENTING OF THE CRANK CASE

(Please refer to sheet 1601-20)

TO prevent the build-up of pressure in the crank case the engine casing has
been equipped with a venting device. It permits the oil mist to escape from
the crank case but prevents the entry of fresh air into it.

Key to Illustration Fig. 1601-20

1 Water separator
2 Joint (1 mm)
3 Spring washer
4 Screw (fitted with LOCTITE)
5 Valve plate
6 Strike plate
7 Valve seat (fitted with LOCTITE No. 0675)
8 Valve casing
9 Joint (1 mm)
10 Drain pipe (oil)
11 Spacer pipe
D Sealed with sealing compound
B Connection for drain pipe
(condensate)

ZA40S
1987
 1607-20

1 c

-9

ZA4OS
1987
 1603

COVERS AND SAFETY VALVES TO

THE CRANKCASE

The safety (relief) valves or explosion flap valves are mounted to the covers 3 of the crankcase (see illustration
1603-20 Figs. ‘A’and ‘B’). The number of covers with safety valves as well as their arrangement is determined by the
requirements of the classification societies and may therefore not be altered.
In case of a possible crankcase explosion the safety valve already opens at a differential pressure (interior/exterior)
of 0.1 bar and allows the hot gases or flames to escape sideways. By the restoring force of the compression spring 9
the valve is immediately shut again by means of the spring carrier 8, thus shutting off the entry of fresh air into the
crankcase and preventing further explosions.
If a crankcase explosion has been observed the engine must be stopped immediately. Do not open any covers to the
crankcase until the engine has cooled down and allow no one in the vicinity of the safety valves. Later the cause of
the crankcase explosion has to be found.
Depending on the engine equipment various makes of safety valve may be fitted on the engine.
The caver 3 must always be fitted with both feet ‘F’ at the bottom.

Key to Illustration 1603-20

A Safety valve Make BICERI (explosion flap valve)

B Safety valve Make HOERBIGER
1 Flame arrestor (A)
2 Flame arrestor (B)
3 Cover
4 Engine housing
5 Tubular joint
6 Washer
7 Screw Ml6
8 Spring carrier (flap)
9 Compression spring
 1603-20

0A

5
7
6

ZA4OS 11.91
 1611

ENGINE END PLATE

Driving End

On the driving end of the engine the end plate designed in one piece constitutes the front closure of the engine
housing. Its position is determined by several dowel pins 6.

Key to Illustration 1611-20

1 Engine end plate

2 Bracing
3 Bracing
* 4 Screw
5 Oil sump
6 Dowel pins

D Utilize sealing compound

* Tighten in accordance with instructions

in the Maintenance Manual

1987 ZA4QS
A
 7677-20

+++
EL I

l-107.122.844

ZALdOS
7987
 Group 2
TABLE OF CONTENTS

Designation Sheet

Cylinder liner .................................................................. 2105

Cylinder head .................................................................. 2701

Rockerarm .................................................................... 2705

Fuelpressurevalve .............................................................. 2716

Fuelinjectionvalve ............................................................. 2722

Startingairvalve ................................................................ 2728

Indicatorvalve ................................................................. 2745

Inletandexhaustvalve .......................................................... 2750

5.95
 2105

CYLINDER LINER

The Upper part of the cylinder liner is water cooled. From the cooling water space ‘KW’ in the engine housing the
water is led over into the cylinder head through tangential bores aslant the cylinder centreline.
Through two axial bores in the bottom end of the cylinder liner, cylinder lubricating oil is pumped up in pulsations
by the cylinder lubricator.
Through small connecting bores ‘OA the oil is spread onto the running surface of the cylinder liner.
On engines with ‘inner lubrication’ the lubrication of the running surface is taking place through the piston (see
sheet 3401).
With this alternative, the cylinder liners are executed without longitudinal bores in the lower part of the liner (see
Fig. 2105 - 22).
Remark: When replacing a cylinder liner take tare that one of the same design execution is fitted to ensure a
Perfect cylinder lubrication.
No gasket is required between the cylinder liner landing face and the engine casing as the seal is achieved metalli-
cally.
The centring piece 7 and the screw 8 fix the cylinder liner in a specific position in the engine casing. They also pre-
vent the cylinder liner being lifted out of the engine casing when the cylinder head is removed.

Key to illustrations 2105-20 and -21

1 Cylinder liner 13 Screw

2 O-rings 14 Centring pin
3 Engine casing (for positioning the cylinder head)
4,4a O-rings ** 16 Holder
** 5 Pipe connection for cylinder lub. oil +* 17 Joint
6 Screw ** 18 Nipple
7 Centring piece for positioning the ** 19 Adjusting nut
cylinder liner
*8 Screw ** OA Oil outlets
9 O-rings Cooling water space
10 Connecting piece (oil transition)
11 Screw
12 O-ring

* Tighten in accordance with instructions in the Maintenance Manual

** Only provided for design execution with separate cylinder lubrication

5.95 Sulzer zA4os

Diesel
 2105-20

I-I
I 1

KW

OA

4a

zAL4os 11.92
 2105-21

Iv

Ii.5 17 18

11.92
 2105-22

I-I

3
KW
4

---

4a II-II
13

14

f1 III - III

'///A 95.7132

zAL4os suker 11.92

Diesel
 2701

CYLINDER HEAD

Every cylinder is equipped with a separate cylinder head, which provides the Upper closure of the combustion space
and which also contains the various valves.
- two inlet valves with ROTOCAP
- two exhaust valves with ROTOCAP or TURNOMAT
- one central fuel injection valve
- one starting valve
- one relief valve
- one indicator valve
The cylinder head is cooled by water, which enters from the bottom via the cylinder liner and flows through various
bores (bore-cooled type).
The cooling water leaves the cylinder head through an outlet bore at the top, from which it is collected and led away
through a collecting pipe.
The inlet and the exhaust valve differ, and also their seats are n o t identical. The valves are suitably marked at the
top end of the spindle (see sheet 2750).
The indicator valve screwed into the cylinder head seals off the indicator bore which connects the combustion
chamber to the atmosphere. Indicator valves are required for measuring the compression and firing pressures dur-
ing operation (see also sheet 2745).
Usually a relief valve 51 is fitted to the cylinder head (see Fig. 2701-24 ‘A’),which is set to an opening pressure
(stamped on the housing). On engines for certain stationary plants the relief valve is not a necessity and it has there-
fore been replaced by a threaded plug 50 (see Fig. 2701-24 ‘B’).
The cylinder head is positioned on the engine housing by a centring pin (see sheet 2105).

1
zA4os suker 5.95
Diesel
 2701- 1

CYLINDER HEAD

Key to Illustrations 2701-20 & following

1 Push rod cladding 37 O-ring

2 O-ring 38 Nozzle holder for the fuel injection valve
3 Connecting piece (see sheet 2722)
4 Cylinder head 39 O-ring
5 Tubular joint (similar to 9) * 40 Nut (fuel injecter)
6 Nut to cylinder head stud 41 Flange (fuel injecter)
7 Rocker arm cowling (see 2705) 42 Insert bush
8 Thread protecting cap * 43 Nut (starting air valve)
8a O-ring 44 Flange (starting air valve)
9 Tubular joint 45 Starting air valve (see 2723)
10 Cover for 7 46 Fuel injection nozzle
11 Main rocker (arm) 47 O-ring
12 Stud for rocker arm cowling
* 13 Nut for 12
14 Auxiliary rocker (arm) 50 Screw plug (see Fig. 2701-24 ‘B’)
15 Hand grip 51 Relief valve (see Fig. 2701-24 ‘A)
16 Outer valve spring 52 Main rocker pin
17 Inner valve spring 53 O-ring
18 Valve guide 54 Oil connection piece
19 Inlet valve (see 2750) 55 Oil connection (see Fig. 2105-20)
19a Exhaust valve (see 2750) 56 Screws
20 Inlet valve seat 57 Flange
21 Exhaust valve Seat 58 Centring pin
22 O-ring 59 Engine casing
23 Cylinder liner 60 Spacer ring
24 Soft iron gasket 61 Spring
25 Connecting nipple (indicator valve) 62 Spring casing Relief valve 51
26 Indicator valve (see Fig. 2745 - 20) 63 Valve body (see Fig. 2701-23)
27 Fuel leakage pipe 64 Valve Seat
28 Casing (fuel pressure valve) 65 Bah
* 29 Screw 66 Spring carrier 1
30 Fuel hp-pipe
* 31 Cap nut SS Camshaft side
32 Nut AS Exhaust side
* 33 Screw A Starting air
34 Valve casing W Water
35 Clamp ring (synthetic) ILV Inlet valve
* 36 Fuel stud EXV Exhaust valve

* Tighten in accordance with instructions in the Maintenance Manual.

Fig. 2701-24 Alternative design executions: - ‘A Relief valve 51 for Marine engine
- ‘B’ Screw plug 50 for Stationary engine

11.91 zA4os
2701-20

O-107. 126.363 a

11.92
 2701-21

A
(50) 51 M\l-241 ?2722-201

-
--

t ’Oil
 2701-23

26

f- wz ?22.842

ZA4OS
10.91
 2701-24

0A 0B
51

I-I

4 -10x 240.460

T1

10.91 New
ZA4OS
Diesel
 2705

ROCKER ARMS
(Please refer to Fig. 2705-20)

The rocker arms actuating the inlet and exhaust valves of every cylinder are
contained in the rocker arm cowling, which is fastened to the cylinder head.
The main rocker arms are actuated in turn by the cams on the camshaft through
push rods and act directly onto the auxiliary rocker arms.
The rocker arms are pivoted floatingly on their shafts. The shafts are again
pivoted floatingly in the rocker arm housing.
The lubrication by pressure oil is achieved through interna1 bores, from the
engine casing, through the cylinder head into the rocker arm cowling.
From bores in the rocker arms oil also flows to the bal1 head cups above the
valve spindles and push rods.
The vent valve (item 20,21,22) allows the air to escape quickly from the lu-
bricating bores.
The rocker arms cari be removed and fitted without separating the rocker arm
cowling from the cylinder head (please refer to the maintenance manual).

Key to Illustration Fig. 2705-20

1 Rocker arm cowling 15 Plug

2 Bal1 head 16 O-ring
3 Main rocker arm 17 Bearing bush
4 Auxiliary rocker arm 18 Auxiliary rocker axle
5 Bal1 head cups
6 Plugs 20 Valve seat
vent valve
7 O-ring 21 Seal ring 1
8,8a Locking nuts 22 Bal1 -
9 Spacer bush 23 Hose joint (like 28)
10 Plug 24 Cowl caver
11 Main rocker axle 25 Hand grip
12 Bearing bush 26 Stud
13,13a Snap ring 27 Nut for 26
14 Spacer bush 28 Hose joint (like 23)

* Tighten in accordance with instructions in the maintenance manual.

A 1
ZA40S
1987
2705-20

II-II

O-loi!126353
:

ZA4OS
1987
 2716

FUEL PRESSURE VALVE AND HIGH PRESSURE FUEL PIPE

Each fuel stud 11 is equipped with a pressure valve 16, which ensures that during operation the fuel pressure before
the fuel injection nozzle is maintained as high as possible. This prevents to a great extent cavitation erosion in the
fuel injection valve.
Possible leakages between the pressure valve and the fuel delivery connection or between pressure vaive and hp-
fuel pipe are collected and led along the protection pipe 3 through the fuel injection pump into the fuel leakage
collecting pipe.
The protection pipe around the fuel hp-pipe is designed to prevent fire hazard in case of a bursting fuel pipe. As the
high pressure pipe and protection pipe form a unit they cari only be replaced together.

Key to Illustration 2716-20

1 Screw
la Spring washer
2 Flange
3 Protection pipe
4 O-ring
+5 Cap nut
6 Gasket
7 Plate
7a O-ring
8 Fuel injection pump caver
9 Spring washer
10 Screw
* 11 Fuel stud
12 Cylinder head
* 13 Screw
14 Spring
15 Valve casing
16 Valve body
17 Fuel hp-pipe
18 Cylindrical pin

* Tighten in accordance with instructions in the Maintenance Manual

5.95 NWU zA4os

SlIlZC?r
Diesel
2716-20

17

10
9
7a
6

14
18
16
15
4

5.95
 2722

FUEL INJECTION VALVE

The fuel injection valve, called injecter for short, is water cooled.
It is pressed onto its Seat in the cylinder head by a pre-tensioned spring washer stack. Sealing to the combustion
space is metallic, i.e. it is not permitted to use a joint.
With the aid of the spring tensioner 1, the prescribed openingpressure (sprayingpressure) cari be adjusted. Regard-
ing opening pressure please refer to the resp. setting table delivered with the engine documentation. Testing, dis-
mantling, assembling and setting of fuel injection valve has to be carried out in accordance with sheet 2722 in the
Maintenance Manual.
The fuel nozzle 15, and its needle 15a, are one unit; this means that the two parts may not be interchanged with other
nozzles. They are always supplied as one unit.

Key to Illustration 2722-20

1 Spring tensioner
*2 Nut
3 Spring washer stack
4 Lock nut
5 Flange
6 Snap ring
7 Nozzle holder
8,8a O-rings
9 Spring
10 Spring plate
11 Spindle
12 Insert sleeve
* 13 Cap nut
14 Locating dowel
15 Fuel nozzle
15a Nozzle needle
16 Cylinder head
* 17 Fuel stud

SL Spray holes
KWZ Cooling water inlet
BR Fuel (inlet)
KWR Cooling water return
LB Leakage fuel

* Tighten in accordance with instructions in the Maintenance Manual

1987 NelU zA4os

sulzev
Diesel
 III -III

KWZ-

t-
l------d

l-lo226olm

ZAGOS
1987
 2728

STARTING AIR VALVE

The starting air valve fitted in the cylinder head cari be removed or fitted as an assembly. Its function is controlled
pneumatically by air from the starting air distributor (please refer to group 4301). It admits starting air (30 bar) to
the cylinders in certain positions of the piston. The control timing i.e. opening or closing of the valve in relation to
the crank position is entered in the setting table, which is supplied with the engine.

Function

As long as the engine does not receive the starting command and there is no air pressure in the starting air pipe, the
control valve 4 and the working piston 5 screw-connected to the valve spindle 7 are pressed upwards by the Springs 9
and 10 respectively. That means the valve is closed (please refer to the left side of illustration 2728-20).
The schematic sketches in illustration 2728-21 show the starting air valve in the positions corresponding to the
following situations:

Figure 1 - The starting air pipe, therefore also the space ‘H’is under air pressure, but no staring command has
been received.
- Space ‘A’above the starting control valve 4 is without pressure.
- Equal pressure exists in the space ‘D’ and ‘F’ above and below the working piston 5. The starting
valve is shut.

Figure II - The valve has received the starting command (Open).

- The starting air distributor has fed control air into the space ‘A’.
- The control air valve 4 has been pressed onto its lower Seat.
- The air below the working piston 5 escapes from the space ‘F’ through the bores ‘B’ and ‘N’.

Figure III - The control air from the starting air distributor presses the control valve 4 down.
- In the space ‘F’ the air pressure escapes below the working piston 5, the pressure built-up above the
piston 5 space ‘D’ pushes the piston with the valve spindle down, the valve 7 is open and starting air
enters the combustion chamber ‘R.

Figure IV - The air flow from the starting air distributor is interrupted.
- Space ‘A’is without pressure.
- The control valve 4 is pressed up by the spring 9.
- Staring air enters the space ‘F’ below the working piston 5 and equalizes the pressure in the spaces
‘D’ and ‘F’.
- Valve 7 is still open but closes immediately by the action of spring 10.

ZA4OS 1987
 2728-l

Key to Illustration Fig. 2728-20

“1 Nut A Pressure space above control valve

2 Cylinder head B Venting bores
3 Spacer C Venting bores
4 Control valve D Pressure space above working piston
5 Working piston E Connecting bore
6 Valve guidelcasing F Pressure space below working piston
7 Valve spindle G Air passage bores
a Joint ring H Ring space
9 Spring J Stop for working piston
10 Spring K Combustion chamber
11 Valve casing M Ring space
12 Screw Ml Ring space 3 for venting
13,13a Spring washer stack N Vent bore
14 Control air pipe P Balancing space
*15 Nut
VS Valve seat (closed control valve)
vsi Valve seat (open control valve)
*Tighten in accordance with
instructions in the main- 69 Position of control valve 4
when closed
tenance manual.
0b Position of control valve 4
when open

A ZA40S
1987
2728-20

Steuerluft
+
CotvTRoL AIR
 Steuerluft vom Anlassluftverteiler
CONTROL AIR FROM STARTING AIR OISTRIBUTOR

a 4

1 I

0II
 2745

INDICATOR VALVE

Description

Each cylinder head 1 is equipped with an indicator valve 5 which seals off the indicator bore (connection of the
combustion chamber to the atmosphere). Indicator valves are required for measuring the compression and firing
pressures of a11cylinders during operation with the aid of the “peak pressure indicator” (tool No. 9408.14). The
indicator valve 1 must be opened by a separate handwhee18 (tool No. 9427.39).
Before measuring these pressures, the indicator valves are to be opened for a short period during operation SOthat
any existing residues of combustion in the indicator bores cari be ejected and thus not gain access to the measuring
device.
Attention! When opening the indicator valve 5 hot dirty gas is exhausted, which cari lead to injuries. For this rea-
son a sufficient distance must be kept from the hot gas outlet ‘HG’ when the indicator valve is opened.
During the measurement operation with the “peak pressure indicator”, the respective indicator valve is to be
opened completely.
Standard values for compression and maximum ignition pressures must be taken from the shop tria1 report for the
respective load and speed.

Maintenance and inspection

Even if measurements are not being carried out, it is advisable during continuous operation to open the indicator
valves for a short period once a day in order to prevent the possibility of the indicator bore from coking up.
TO enable the engine to be turned over in a more favourable manner during overhaul and preparatory work for
starting etc., the indicator valves are always to be opened. This Willenable liquids (water, fuel, oil etc. ), which have
collected in the combustion space during longer standstill periods, to be ejected when the engine is tumed over.

Key to Illustration 2745-20

1 Cylinder head
2 Nipple
3 Nut
4 Intermediate piece
5 Indicator valve
6 Cap with securing chain
7 Peak pressure indicator (tool No. 9408.14)
8 Handwheel (tool No. 9427.39)

HG Hot gas outlet

1995 zA4os
 2745-20

l-l /

S!i.?134

7 HG 65 4 3 2

zA4os SUkW 1995

Diesel
 2750

INLET AND EXHAUST VALVES

On top of the cylinder head two pairs of inlet and exhaust valves are arranged behind each other across the engine
longitudinal axis (see sheet 2701).
The opening and closing timing is controlled via the valve drive by the cams on the camshaft (see sheet 4401). The
valves are again shut by the restoring forces of the valve Springs.
In consideration of their dissimilar thermal loads, inlet and exhaust valves are differently executed. For easy distinc-
tion the valve spindles are therefore marked with “INLET” and “EXHAUST” respectively.
The inlet and exhaust valves are equipped with rotating devices which render the following advantages:
- by a short rotation during the valve stroke, combustion residues are wiped away;
- the temperature is equally distributed around the valve Seat;
- longer service life of valve spindles and valve seats.

Inlet valve

For both power ranges the inlet valve is provided with a ROTOCAP rotating device. It produces a rotating move-
ment during valve opening.
The valve seat angle is d. 30”.

Exhaust valve

. Engines with an output up to 660 kWICylinder:

For this power range the standard equipment of the exhaust valve is the ROTOCAP rotating device. It produces a
rotating movement during valve o p e n i n g.
The valve seat angle is 30”~.

. Engines with an output of 720 kWICylinder:

The exhaust valves for the high power range are equipped with the TURNOMAT rotating device. Tbe necessary
rotating movement in this rotating device is produced during valve c 1o s i n g.
The vale seat angle is 45” &
The location for fitting inlet or exhaust valves respectively is shown in Fig. 2701-22.

Key to Illustrations 2750-20 -21 and -22

1 Clamping rings 8 Valve guide bush

2 Valve rotating device (ROTOCAP) 9 Inlet valve spindle
3 Outer spring 10 Inlet valve seat
4 Inner spring 11 Valverotating device (TURNOMAT)
5 O-rings (VITON) 12 EZxhaustvalve spindle
6 Lower spring plate 13 O-rings (VITON)
7 Cylinder head 14 Exhaust valve seat

W Cooling water
Z Valve designation

5.95 zA4os
 2750-20

--‘6

10

sulzer 5.95
Diesel
 2750-21

Auslass-Ventil mit ROTOCAP

EXHAUST VALVE WITH ROTOCAP

=k t HZ
T
t
t

11.92
ZA4OS (66OkW/Cyl.)
 2X0-22

Auslass-Ventil mit TURNOMAT

EXHAUST VALVE WITH TURNOMAT

--

ZA4OS (72OkW/cyl.) 11.92

 Group 3
TABLE OF CONTENTS

Designation Sheet

Crankshaft ..................................................................... 3101

Torsional vibration damper ....................................................... 3130

Turninggear ................................................................... 3212

Connecting rod and crankpin bearing .............................................. 3302

Piston ......................................................................... 3401

Piston rings and oil scraper rings .................................................. 3402

1987
 3101

CRANKSHAFT

The shaft journals and crankpins are drilled through, to pass the lubricating oil fed to the main bearing journals also
to the crankpin bearings.
TOcounteract the unbalanced forcescounterweights 4 are fitted to the crank webs. The countetweights are fastened
by hydraulically tensioned studs 3 and round nuts 5.
By measuring the crank web deflection, the correct level of the main crankshaft journal bearing cari be checked.
(Please follow the instructions on sheet 3101 of the Maintenance Manual).

Key to Illustration 3101-20

1 Crankshaft
2 Positioning pin
3 Tension stud
4 Counterweight
5 Round nut to 3
6 Shaft extension for crankshaft
7 Threaded plug
8 Fitted coupling bolt
9 Gear wheel on crankshaft
10 Oil connecting sleeve
11 O-ring
M Marking

11.91 Sulzer ZA4OS

Die!sel
 3101-20

I 1
I I
4- IOZ 240.471

ZAL40S 12.91
 3130

TORSIONAL VIBRATION DAMPER

When conditions demand it, the crankshaft is fitted with a torsional vibration damper. This is to reduce torsional
vibrations which may be dangerous for the crankshaft.
Depending upon the demands, either a fluid damper or a leaf spring damper is required, each of which is bolted
onto the crankshaft FREE END.
Positioning marks ‘M’ on the flanges of the crankshaft and torsional vibration damper permit the latter to be re-
fitted in exactly the same position if ever it has to be removed.
The following is a short functional description of different damper types :

1. Fluid damper HOLSET, HASSE + WREDE and STE (see Fig. 3130-20)

The damper consists of a housing into which is installed a free-floating damping mass. The housing is rigidly
connected to the crankshaft and hermetically sealed. A gap exists between the housing and the damping mass
which is filled with silicone oil of a specific viscosity.
- The damper requires no outside lubrication.
- The torque is transmitted to the damping mass by the friction of the silicone oil.
When torsional vibration occurs, there is relative motion between the housing and the damping mass.
The resulting sheer stresses (friction) in the silicone oil bring about a damping of the torsional vibrations.
- The work consumed by friction generates heat. When for any reason the torsional vibration damper is over-
loaded, the silicone oil overheats which leads to a change in the viscosity of the silicone oil. When this hap-
pens, the torsional vibration damper cari no longer fulfil its function and cari even lead to damage of the
damper itself.
- Maintenance:
TOcheck the silicone oil, therefore, samples have to be drawn from the damper at prescribed intervals (see
Maintenance Manual sheet 3130).

2. Leaf spring damper GEISLINGER (see Fig. 3130-21)

The damper consists of an inner part 12 which carries an outer part 13 (damping mass). The inner part is rigidly
connected to the crankshaft. Between each of these parts are radially arranged leaf spring packs 14 which are
restrained at the outer ends. The spring packs form, together with the inner and outer parts, chambers which are
filled with oil.
- The damper requires lubricating oil from the engine pressure circuit for both lubrication and cooling. Thisoil
j being taken from the circuit along axial hole 11 in the outside crankshaft bearing journal (at FREE END).
- The torque is transmitted to the outer part 13 by the flexible leaf spring packs 14.
When torsional vibration occurs, there is relative motion between the inner part 12 and the outer part 13
(damping mass).
The oil is forced from one chamber to another through restrictingslits thus damping the torsionalvibrations.

- Maintenance:
(Please refer to the documentation of the manufacturer)

)
zA4os
 3130- 1

3. Sleeve spring damper WLKAN (see Fig. 3130-22)

Inner part 21 of the damper is screw fastened to crankshaft part 27. Outer part 22 is connected elastically via
sleeve Springs 24 and cari move in conformitywith the torsional vibrations. The outer part and the screw fastened
side discs 23 constitute the “seismic mass”.
Sleeve spring packs 24 are arranged between the inner and outer part and are compressed by the torsion of the
damper.
- For lubrication and cooling the damper requires oil from the engine circuit, which issupplied through a longi-
tudinal bore 26 in the outermost crankshaft journal (at the FREE END) by the oil circuit.
- Through radial drillings the individual spring chambers are supplied with pressure oil. Al1 hollow spaces of
the damper are thus filled with oil. Through relative movement at the spring circle, a hydraulic damping is
produced by oil displacement.
Additionally frictional damping is produced within the spring packs. The essential damping capacity is, how-
ever, produced by oil displacement, i.e. oil is pressed through small gaps between side discs 23 and inner part
21.
- Maintenance:
Indications on inspection and maintenance work cari be gathered from the documentation of the manufac-
turer.

Key to Fig. 3130-20 Key to Fig. 3130-21

1 Housing 11 Oil supply hole

2 Damping mass 12 Damper inner part
3 Bearing 13 Damper outer part
4 Damper oil (silicone) 14 Spring pack (leaf Springs)
5 Closing plug for use when 15 Closing caver
taking silicone oil samples 16 O-ring
17 O-ring

Key to Fig. 3130-22

21 Damper inner part

22 Damper outer part
23 Damper side disc
24 Sleeve spring pack
25 Cover plate with shaft
26 Oil supply bore
27 Crankshaft
28 Screwed connection
29 Casing
30 Screw plug with through bore

11.92 ZA4OS
3130-20

Z-107. 120.278

ZAtOS
1987
 3130-21

I I
-

4- 1OZ 240.506

1987
 3130-22

’ VULKAN ’ Hülsenfederdampfer
’ VULKAN ’ Sleeve spring damper

I-I

24

27

t- 1

1
zA4os
11.92
 3212

TURNING GEAR OR (BARRING ENGINE)

(Please refer to sheet 3212-20,-23)

For barring the crankshaft or moving the running gear (piston, connecting rod
etc.) a turning gear is provided. It is driven by an electric motor and is
arranged on the driving side of the engine.
The pinion of the turning gear engages in the gear rim of the flywheel or
indexing wheel.
A dia1 and pointer permits determining in which position every piston
stands.
For precise barring the hand wheel coupled to the electric motor caribe
manipulated.
The pinion 17 which caribe shifted axially is driven by two worm gear
drives running in an oil bath and arranged in series.
The operating lever 5 serves to shift the pinion 17, to engage and dis-
engage it in the flywheel gear teeth. In its end position it is locked
by the locking pin 6. It controls a starting blocking valve, also in some
installations a coupling blocking valve SO that the engine cannot be
started with engaged pinion or be driven by another engine through coupling
and gear box.
The oil quantity in the casing is 18 litres. For oil quality, 'please refer
to section 0356 "lubricating oil".

Key to Illustrations Figs. 3212-20 to 23)

a Arrangement of the turning gear on the left engine side.

b Arrangement of the turning gear on the right engine side.
1 Support 21 Coupling flange
2 Pointer to dia1 on flywheel 22 Driving shaft
3 Turning gear 23 Bearing housing
4 Electric motor 24,24a Bearing bush
5 Operating lever 25 Vertical worm
6 Locking pin 26 Small worm gear
7 Protection caver 27 Cover
8 Housing 28 Cover for oil filling
9 Large worm gear 29,29a Ring screws
Housing caver 30 Compression Springs
ti Fitted bolt 31 Caver
12 Thrust ring 32 Nut (self locking)
13 Spacer ring 33 Spacer ring
14 Oil drain plugs 34,34a Bal1 thrust bearing
15 Horizontal worm 35 Spacer ring
16 Screw fixing shaft key 36 Spacer ring
17 Pinion 37 Cover
18 Shaft key 38 Oil level glass
19 Pinion shaft
20 Shaft, electric motor

ZA40S
1987
3212-20

o- 107. 185. os9

ZAL40S
1987
3212-21

m-m(3212-23)

v Z- 107.185065

1987
3212- 22

-20

-21

-22

-23

-25

-26

2- 107.185.063
\

\ \
24a 27

ZA4OS
1987
u
 3302

CONNECTING ROD AND CRANKPIN BEARING

The piston bearing is situated on the Upper spherical end of the connecting rod. This bearing is part of the working
piston and therefore described on sheet 3401.
An Upper and lower bearing half is fitted to the crankpin bearing, which are of different design. In order to avoid
mistakes when fitting, each bearing half is provided with a positioning guide which is protruding only on one side of
a shell half. Concerning undersize bearing shells, please consult the Maintenance Manual sheet 3302/1.
The lubricating oil is fed through a drilling from the main journal to the crankpin and part of it flows through a
central bore in the connecting rod to the piston bearing.
The crankpin bearing is connected to the connecting rod by waisted studs which are tightened by hydraulic pre-ten-
sioning. The two crankpin bearing halves are similarly fastened together.
The compression shims 9 are fitted by the engine manufacturer in accordance with the cylinder power capacity and
for normal operation require no modifications. The corresponding shim thickness is recorded in the setting table.

Key to Illustration 3302-20

1 Connecting rod 7a Crankpin bearing body

*2 Round nut (Upper half)
3 Waisted stud to connecting rod 8 Locating dowel pin
4 Lower bearing shell 9 Compression shim
4a Upper bearing shell
5 Waisted studs to crankpin bearing N Slot for fixing the bearing shell
*6 Round nut
7 Crankpin bearing body * Tighten in accordance with the
(lower half) instructions in the Maintenance Manual

10.91 zA4os
 3302-20

9
A- Oel
Oil

l-lOZ260.189
ZA4OS 10.91
 3401

PISTON

The piston is also called working or rotating piston, i.e. during operation it slowly rotates automatically through its
ZlXiS.

The rotation is achieved by a ratchet pawl, situated off centre to the connecting rod sphere, through a toothed rim
and a flexible member. The stroke of the pawl is a function of its distance to the sphere and swing angle of the con-
necting rod.
For each 67 turns of the crankshaft, the piston rotates one time through its axis.
Pistons for engines with an output of 720 kW per cylinder are equipped with oil spray nozzles. For piston cooling, the
oil is sprayed directly to the bore ends of the piston crown. The oil flow is indicated with arrows in illustration
3401-21. The ring space ‘RI? provides a constant oil supply to a11spray nozzles.
Pistonswith ‘inner lubrication’ are provided with lubricating bores ‘OB’ in the piston skirt 11, which are connected
by interna1 bores with the ring space ‘RR’ and assure a uniform cylinder lubrication.
Remark: Should the piston be replaced, please pay attention to the correct execution alternative (see also sheet
2105).

Key to Illustrations 3401-20 and -21

* 1 Waisted screw 16 Oil scraper ring

2 Supporting ring 17 Centring dowel (cyl. pin, long)
3 Lower spherical shell(2-part) 18 Pin
4 Stopper plate 19 Centring dowel (cyl. pin, short)
5 Screw with locking plate 20 Transmitting pin (cyl. pin)
6 Ring spring 21 Sleeve to transmitting pin 20
7 Ratchet pawl 22 Oil spray nozzles
8 Spring guide piece with tsvo Springs (for engines with 720 kW/cylinder)
9 Toothed rim (for engines with ‘h-mer lubrication’)
10 Guide bush
11 Piston skirt OA Oil outlet
12 Upper spherical shell OE Oil inlet
13 O-ring OB Oil bore for ‘inner lubrication’
13a O-ring RR Ring space
14 Piston ring (for engines with 720 kW/cylinder)
14a Piston rings (for engines with ‘inner lubrication’)
15 Piston crown * Tighten in accordance with instructions

in the Maintenance Manual.

5.95 zA4os
 3401- 20

Kolben für MCR-660kW/Zyl. Leistung

PISTON FOR MCFi-660kWICYL. ENGINE POWER

15

14

14a

13

12

OE

OA

.M

l-1oz 240.106

ZA4OS (66OkWKyl.)
sulzer 5.95
DiC!Sd
 3401-21

Kolben für MCR-720kWlZyl. Leistung

PISTON FOR MC%720kW/CYL. ENGINE POWER

14

14a
13a

4
5

OE

16

OA

ZA4OS (720kW/Cyl.) NGSW 5.95

Diesel
 3401-22

Kolben mit ‘Innenschmierung’

PISTON WITH ‘INNER LUBRICATION’

15

22
14

14a
16
RR
13a
13
12
11

10
9

OE

8
3

2 OA
1

18

:ii)
zA4os 1995
 3402

PISTON RINGS AND OIL SCRAPER RINGS

The fitted piston rings 1 and 2 guide the piston in the cylinder liner and seal the combustion space downwards. They
prevent an excessive contamination in the crankcase. The oil scraper ring 3 prevents excessive oil entering the com-
bustion space and thereby too high a carbon accumulation on the piston crown.
The arrangement of rings in the piston ring grooves is as shown on sheet 3402-20.
It is recommended to install only NSD original piston rings or rings manufactured by a specialized firm producing
them according to New Sulzer Diesel specifications.
Remark On pistons with ‘inner lubrication’ the oil scraper ring 3 is situated in the lowermost groove of the pis-
ton crown (see Fig. 3401-22).
For the removal and fitting of the rings, the piston ring expander from the engine tool kit must be used (please con-
sult the Maintenance Manual group 3402).

Key to Illustration 3402-20

1 Piston ring *.(designation: 248A Top, 962 Top or 059 Top)

2 Piston rings (designation: 231 Top)
3 Oil scraper rings (designation: 579 Top)
4 Garter spring

Cr Hard chromium
Ck Chromium-ceramic
Pl Plasma

5.95 ZA4OS
 3402-20

-/-----
-‘\
\/
e-
95.7139
579 Top

Cr

ZA40S 5.95
Diesel
 Group 4
TABLE OF CONTENTS

Designation Sheet

Enginecontrols................................................... (please refer to separate leaflet)

Camshaftdrive ............................................................... 4101

Camshaft(s) .................................................................. 4201

Camsforcamshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4211

Camshaftbearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4216

Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4301

Automatic starting air shut-off valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4304

Valveactuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4401

Reversingservomotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4500

Fuelblockingvalve............................................................ 4509

Control elements on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4604

a) Local control stand

b) Pressure switch

c) Limit switch for turning gear

d) Blocking valve for turning gear

e) Limit switch for overspeed trip, safety shut-off

Shut-offservomotor..............................................-............ 4612

Tacho-generator for engine speed (r.p.m.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4901

Remoteloadindicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4910

Feedback-transmitter.......................................................... 4913

3
NWU
zA4os SUiZCS 11.92
Diesel
 4101

CAMSHAFT DRIVE

The camshaft is driven through gear wheels, the teeth of which are pressure oil lubricated by spray nozzles.
The journal pin of the intermediate gear wheel and the camshaft bearings are connected to the pressurised oil sys-
tem of the engine.
The correct assembly position for the gear wheels is shown on Fig. 4101-20; note also the CHECK dimension ‘K
(piease refer to Maintenance Manual sheet 4101/1 and /la).

Key to Illustrations 4101-20 and -21

Camshaft driving gear wheel

Large intermediate gear wheel
Small intermediate gear wheel
Gear wheel on camshaft
Oil spray nozzle
O-ring
Camshaft
Stopper ring (only for non-reversible engines)
Thrust bearing ring halves (only for non-reversible engines)

K Check dimension for gear train assembly

M Markings for gear wheel position

NM
1987 SUlwr ZAL4OS
Diesel
 GlOl-20 Oel
Oil

i l-107.1X367
Gezekhnet fiir ZA 140
ORAWN FOR ZA L 40
1
0 ZAL 40.9
1987
 4101-21

---

l-lOXZCR177

1987
zAL4os
Die!d
 4201

CAMSHAFT

1. The camshaft is driven by the gear wheel on the crankshaft via the camshaft drive. On the In-line engine it turns
in the same sense of rotation as the crankshaft. However on Vee-type engine the camshaft turns in the opposite
direction to the crankshaft. The camshaft makes one full turn for two turns of the crankshaft SOthat the fuel is
injected at the end of the compression stroke and that inlet and exhaust valves open or shut respectively at the
right moment.
The camshafts are bright steel shafts ground cylindrically, onto which the following parts are shrunk-on by the
pressure oil method:

- Cams for the inlet valve

- Cams for the exhaust valve
- Cams for the fuel injection pumps
- Camshaft driven gear wheel
- Stop rings for the thrust bearing
(only for non-reversible engines)

TOremove these parts from the shaft or to change their position, it is necessary to utilize special tooling which is
not included in the standard tool kit.
It is recommended not to undertake such work without having obtained the required instructions from the
engine maker or without the assistance of a specialist.
2. The camshaft is supported at the engine ends and behveen the cylinders (see sheet 4216).
Depending on the method of operation and vibration calculation, the 9 f 18 cylinder engines are either
equipped with a flywheel disc or a vibration damper at the FREE END of each carnshaft.
Vibration damper:
The dampers of C. HASSE & WREDE CO. and STE make are specially adapted to the engine. Function and
maintenance is analogous to the liquid vibration damper on the crankshaft (see sheet 3130).
For damper cooling the cooling oil is injected through the spray nozzles 11.
3. Reversible camshaft:

In reversible engines a reversing servomotor is mounted on the Free End of each camshaft. The reversing servo-
motor shifts the camshaft axially. It also locates the camshaft in the proper end positions; reversible engines
therefore require no actual thrust bearing.

Key to Illustration sheet 4201-20

1 Gear wheel on the camshaft (driven gear)

2 Camshaft
3 Camshaft bearing
4 Cam for fuel injection pump
5 Cam for inlet valve
6 Cam for exhaust valve
7 Reversing servomotor
8 Stop ring for thrust bearing
9 Thrust bearing ring halves
10 Vibration damper or flywheel disc
11 Spray nozzle for cooling oil

5.95 ZMOS
 4201-20

Ums teuerbar / RE VERSIBL E

;G 6 5

Nicht omsteuerbar / NON REVERSIBLE

4 - 107.240.504

zAL4os 11.92
 4211

CAMS ON THE CAMSHAFT

The cams are mounted onto the camshaft by compressive shrinking. They are correctly set in the engine manufac-
turer’s works and normally must not be reset. Should it for any reason become necessary to shift cams, then the
manufacturer must be consulted as arbitraty cam shifting cari lead to irreparable damage to cams and camshaft.
The correct position of the cams is laid down in the setting table for the cooled down engine. The crank angle read
off the graduation on the flywheel is valid as the opening begin after the respective valve has opened by 2.7 mm
minus the adjusted valve clearance. (Measured with dia1 gauge on the valve rotary device). The position of the fuel
pump cam is indicated in degrees before TDC and refers to the delivery start of the fuel pumps (please refer also to
the Maintenance Manual, sheet 5501/2).
Marks are engraved on both sides of the cams for the coarse setting, the indication for its application (EX= exhaust
valve, B= fuel pump, IN or P4-IN= inlet valve) and on the cams for non-reversible engines an arrow for the correct
sense of direction. (On cams for reversible engines the mounting position is unimportant as they are completely
symmetrical to the marks).
Remark On engines with VTR 354-P or VTR 454-P turbochargers, inlet cams with designation P4-In are to be
provided.

Key to Illustration 4211-20

1 Exhaust valve cam, reversible

II Inlet valve cam, reversible
III Fuel pump cam, reversible
IV Valve cam non-reversible (In the example shown the same cam is used for inlet and exhaust valves.
Depending on the arrangement of the engine different inlet and exhaust
valve cams are fitted).
V Fuel pump cam non-reversible
S Drillings for the insertion of pin spanners for setting
X Connections for high pressure oil piping

As opening begin the crank angle read off the graduation on the flywheel is valid, after which the respective valve
has opened by the minus 2.7 mm adjusted valve clearance.

5.95 zA4os
 Nicht umsteuerbar / NON REVERSIBLE

L!r

tx tx tx
4 - WX 240.195
 4216

CAMSHAFT BEARINGS

The camshaft is held in bearing shell pairs. The two bearing shells are not identical and must be fitted as follows:
- The upper bearing shell3 has a continuous oil groove.
- The lower bearing shell4 has only two short oil intake grooves.
TO prevent errors in fitting, pins 8 and 5 have been provided in the bearing caver 2.
On the reversible engine the reversing servomotors are mounted on the FREE END of the camshaft. The axial
guide for the camshaft is assured by a thrust bearing integrated in the reversing servomotor (please refer to illustra-
tion 4500-20a).
In the non-reversible engine the last camshaft bearing on the DRIVING END is equipped additionallywith locat-
ing ring halves 6 (please refer to illustration 4216-21). They keep the camshaft axially in the correct position. The
stop rings 7 are shrink-fitted onto the camshaft like the cams and the camshaft drive gear wheels.

Key to Illustrations 4216-20 and 4216-21

* 1 Camshaft bearing screw LT Bearing division

2 Bearing caver AS Driving end
3 Upper bearing shell N Normal bearing
4 Lower bearing shell P Thrust bearing
5 Pin
6 Thrust bearing ring halve
7 Stop ring
8 Pin to bearing caver

* Tightening according to instruction in the Maintenance Manual

 4216-20

1
\
\
\
/
\
3

\
1
\
\
\
 4216-21

-III

Z-lOZ240.467

6 3 6

11.91 sulzer ZAUOS

Diesel
 4301

STARTING AIR DISTRIBUTOR

General

The starting air distributor is driven off the camshaft. Its pur-pose is the control of the starting valves in the cylinder
heads. Illustration 4301-2 shows the startingvalves in the cylinder heads. Illustration 4301-2 shows the starting air
distributor of a reversible engine, illustration 4301-4 of a non-reversible engine.
The pilot control valves are actuated only during the starting process. At a11other times they are pressed outwards
by their Springs. This produces a clearance ‘S’ between the cam and the roller.
In the reversible engine the piston is pushed by control air, entering by connections X and Y, to the position corre-
sponding to the required direction of rotation. When the piston is in the right position, the valve passing starting air
from the shut-off valve to the starting air distributor is actuated through connection Z. (Please refer to schematic
diagram ‘Engine Control’ in the remote control documentation). One of the pilot control valves (illustration
4301-S) is then always in the position ‘d’ during starting process. The engine starts turning.

Function

In a11four figures starting air is present in the space ‘A’.The pilot control valves are pressed by it onto the cam.

Figure ‘a’ : The control air piping to the starting air valve is vented through connection ‘V’.

Figure ‘b’ : The pilot control valve shuts the piping to the starting valve.

Figure ‘c’ : The pilot control valve keeps the piping to the starting valve closed.

Figure ‘d’ : The connection between space ‘A’(starting air) and ‘SV’ (to the starting valve) has been opened.
Starting air opens the starting valve. Starting air flows from the shut-off valve through the starting
valve directly into the respective cylinder.

)
zA4os 1987
 4301- 1

Key to Illustrations 4301-2 and - 5

1 Oil slinger
2 Cam
3 Flange
4 O-ring
5 Control pilot valve
5a Spring
5b Roller
6 Piston seal ring
7 Piston
8 Protecting pipe
9 Thrust washer
10 Rod seal ring
11 Name plate
12 Shaft
13 Rod seal
14 Bearing ring
1.5 O-ring
16 Guide flange
17 Casing
18 O-ring
19 Camshaft
20 Cylindrical dowel pin

M Setting mark
S Clearance

Connections for the control air pipes

X ZAL 40s clockwise rotation

ZA.. 40s anti-clockwise rotation

Y ZAL 40s anti-clockwise rotation

ZfW 40s clockwise rotation

Z to valve 215 H (see Engine Control diagram)

1987 Reversible / ZA4OS

 4301-2

zA4os / Reversible sulzer 1987

Diesel
 4301-3

Key to Illustrations 4301-4 and -5

1 Oil slinger
2 Cam
3 F]ange
4 O-ring
5 Control pilot valve
5a Spring
5b Roller
* 6 Bolt
7 Shaft
8 Joint
9 Casing
10 O-ring
11 Camshaft
12 Cylindrical dowel pin

M Setting mark
S Clearance when not in operation = 1 mm

* Tightening according to instructions

in the Maintenance Manual

Non-reversible / ZA4OS
 4301-4

ZA4OS / Non-reversible
 4301-5

0a 0b

Entliiftung
VENTiNG V

x
Nocken - Kopfkrcis
W CROW CIRCL

....... -.._,
.
Nocken- Gnmdkrtis

0C. 0d

A nlos~
;TAIRTING

VALVE

A ZA 40s
1987
 4304

SHUT-OFF VALVE

(Please refer to Fig. 4304-20, -21 & 22)

The shut-off valve stops the flow of starting air to the air starting valves
until the pilot control valve receives the "starting couunand"and opens.

As a rule the engine is equipped with o n e shut-off valve. Engines in

emergency generating plants (having twin starting systems) and reversible
V-engines are equipped with t w o such valves.

A non return valve 6 is also a part of the shut-off valve. It protects the
shut-off valve and the starting air pressure vesse1 from undesired pressure
impacts from the combustion space.

In installations where the plant is on full stand-by duty, and the engine
therefore turned over slowly at intervals, using.starting air, the shut-off
valve is equipped with a throttling non return valve (slow turning valve)
(please refer to sheet 4304-21, Fig. "A"). If these valves are not provided,
the respective openings are plugged on the shut-off valve.

a) Function (Please refer to sheet 4304-21)

In the ready to start engine, the space "A" is under air pressure which
enters the shut-off valve directly from the starting air pipe "ALL".
The same pressure exists in the spaces "B" from the pilot control valve
"VSV".

The force excerted by the air pressure on area "B" plus the spring
pressure being larger than on the ring area in "A", the (valve) piston
5 is closed.

At the command start, the pilot control valve lets the air escape from
the spaces "B". The piston 5 is pressed against the spring till the
stop and admits starting air from the space "A" into space 'Y". The
non return valve Piston 6 is pressed against its spring and admits the
air through the space "D" into the branchpipe to the starting valves.

The non return valve 6 remains open whilst starting air flows to the
engine cylinders.

As soon as the command arrives to interrupt the starting process, air

flows into the spaces "B" from the pilot control valve "VSV". It
presses the (Valve)-piston 5 onto its Seat and interrupts the flow
through of starting air.

The non return(Valve)-piston 6 is immediately pressed on its Seat as soon

as the air flow stops.

ZA40S
1987
 4304-l

bu to Illustrations 4304-21 and -22

4304-21 4304-22
Shut-off Valve "A" Pilot control "B" Throttling nor,
Valve Return valve

1 Casing, shut off valve 11 O-rings 18 Spindle

2 Spring 12 Screw 19 Lock nut
3 Threaded plug 13 Connecting 20 Spring
4 Piston seal ring flange 21 Casing
5 Valve piston 14 Casing 22 O-ring
6 Non return valve piston 15 Piston seal 23 Threaded plug
7 Threaded plug ring 24 Valve body
8 Screw 16 Valve body 25 O-ring
9 Casing non return valve 17 Piston seal
10 Valve seat ring
ALL Starting air
ALV Control air distributor
AV Starting valve
VSV Pilot control valve

ZA40S
1987
1304-22 (‘A-)

L304-22t.A’)

1 I
2-107.18LO56

ZALbOS
1987
4304 -21

ZA 46
1987
 4304 -22

0A
08

3- 107.185.055

ZA4OS
1987
 4401

INLET AND EXHAUST VALVE ACTUATING GEAR

The valve actuating gear opens and closes the inlet and exhaust valves at the required time. The actuation is trans-
mitted from cams arranged on the camshaft through push rods acting onto the main rocker arms. The latter actuate
the auxiliary rocker arms thus simultaneously opening either two inlet or hvo exhaust valves.
The valve closure is effected by spring action.
The lubricating oil for the valve actuation is fed to its moving parts through interna1 bores.
TO compensate for the heat expansion of the push rods and valve guides during operation, a relatively large clear-
ance must exist on the cold engine, between the valves and the rocker arms. These clearances must be checked peri-
odically and if necessary re-adjusted. For instructions regarding the adjustment procedure and the correct clear-
ances please refer to the Maintenance Manual, sheet 4401.

Key to Illustration 4401-20

1 Guide housing 12 Cylinder head

2 Guide piston 13 Push rod
3 Spherical ended pin 14 Main rocker arm
4 Spring 15 Auxiliary rocker arm
5 O-ring 16 Pin
6 Circlip (guide piston) 17 Roller pin
7 Spring plate 18 Circlip (roller pin)
8 Cylindrical dowel 19 Locating disc
9 Push rod shroud 20 Roller
10 O-rings 21 Roller bush
11 Closing piece for shroud 9 22 Engine housing

N Cam

1987 zA4os
 4401-20

îU i6
O-107.124.365

1 4 I-I
oet
Oil

zA4os 1987
 4500

REVERSING SERVO MOTOR AND REVERSING VALVE

Reversing Servo Motor (see sheet 4500-20 and -2Oa)

The reversing servo motor mounted on the free end of the engine (damper side)
shifts the camshaft for reversa1 of rotation to the end position corresponding
to the required sense of rotation of the engine. The cams, for the new sense
of rotation are thus moved under the rollers of the valve actuation and of
the fuel injection pumps.

The axial shifting of the camshaft is effected by the engine lub. oil pressu-
re, which, depending on the chosen sense of rotation acts on one or the other
side of piston 6.

The piston 6 - which does not rotate in operation - is flanked by two locating
rings, lined with a running layer.
The axial clearance "AS" of the piston 6 between the locating rings (0.324 +
1.024 mm) is determined by the position of the fly-disc 5 or of the connecting
piece 15 respectively.
The control of the reversing servo motor is effected through the engine con-
trols via a reversing valve (see sheet 4500-21).
The reversing servo motor carionly shift the camshaft provided:
a) A given minimum rpm is reached
b) No fuel is injected, i.e. when the regulating linkage stands on zero
delivery.
The blocking against untimely shifting and against release of fuel injection
in the wrong sense of rotation is effected through the controls of the block-
ing valve 4509-20. The control proper is effected by a friction coupling
(parts 10, 11) which closes or frees specific interna1 bores (See also 4509).
Depending on the desired sense of rotation, the reversing valve lets oil drain
out of either space "A" or "B" and enter the other space. By this action the
piston 6 - and with it the camshaft - are shifted in axial direction until it
touches the respective stop in the casing (= End Position).
When the camshaft stands in the corresponding end position the oil pressure
holds the piston 6 in the chosen position ('AHEAD' or 'ASTERN'). Through the
oblique bores 'SR'oil reaches the connections 'US' to which the control val-
ves are connected, which block the release of the fuel linkage until pressure
has built up in the ring space 'R'.

The oil escaping from the spaces 'A' or 'B' flows back to the engine crank
case through the reversing valve.

Reversing Valve (See sheet 4500-21)

The reversing valve which is screw fastened to the reversing servo motor is
controlled pneumatically by the engine controls.
During the reversa1 operation the piston is in the position marked with 37
because at this time a large oil volume is demanded by the reversing servo
motor. The oil arriving from the engine lub. oil system flows therefore
through the larger of the two holes in the piston into the space 'E' and from
there - depending on the position of the piston 35 - into the space 'A' or 'B'
of the reversing servo motor.
E ZAL40S
Reversible
1987
 4500-l

REVERSING SERVO MOTOR AND REVERSING VALVE

Alter the reversing operation is completed the control air does no longer
press against piston 37, SO that it caribe pushed by oil pressure into the
position depicted as 37a. Oil carionly flow through the throttling bore "DB"
into the space "E" or to the reversing servo motor respectively,this suffises
however to make up for the losses in the reversing servo motor and to hold the
piston 35 in the correspondingend positions.

Key to Illustrationssheet 4500-20, -2Oa and -21

4500-20, -2oa 4500-21
Reversing Servo Motor Reversing Valve

1 Engine casing 30" Screw

2 Casing 31 Piston seal
3, O-Ring 32 Guide bush
4 Hood 33 Casing
5 Fly disc 34 Guide bush
6 Piston 35 Piston
7 Guide ring 36 Guide bush
8 Screw 37 Piston (position during
9 Locating rings reversing)
10 Stop discs 37a Piston (position during
11 Control ring operation)
12 Cover 38 Joint
+13 Threaded stud 39 O-ring
"14 Ring nut 40 Flange
15 Connecting piece 41 Screw
16 Cylindrical pin 42 Threaded plug w.copper
17 O-ring joint
18 Bearing ring
19 Cylindrical pin A,Al Oil return bore
20 Bearing bush E Oil inlet
21 Carnshaft zvs TO reversing servo motor
22 Locking ring ws From reversing serve motor
23 Compression spring SL Control air
24 Slide valve MO Engine oil
DB Throttling bore
A,B Spaces for pressure oil
AS Axial clearance (0.324+1.024)
R Ring space
SR Connecting bore
us Connections for control valves
STB Oil feed to locating bearing
RTB Oil return from locating bearing
Sheet 4500-20
D Use sealing compound f.fitting
* Tighten to instruction,in acc.with maintenancemanual.

B Reversible ZA40S
1987
4500 - 20

l- 107. 124.373

umstb. ZAL 40s

1987
 (4500-20
I
I lUIl I

IP- 19 ICSOO-20)

‘23
 4500-21

c MO

” . , II
I
LLLU

42

umstb. ZAL4OS
1987
 4509

FUEL BLOCKING VALVE

(See sheet 4509-20)

Below every reversing servo motor a fuel blocking valve is mounted. It has
the duty to press the fuel linkage to position "ZERO" via the reversing servo
motor, as long as the camshaft is not yet in the end position.

Key to Illustration sheet 4509-20

1 Casing
2 Control piston

3 Flange
4 Spring
5 Positioning pin
6 O-Ring
7 Cylinderblock
8 Reversing servo motor
9 Fastening screw
10 Threaded plug
11 Threaded plug

Reversible ZA40S
1987
 4509 - 20

I-I 3

4
00 m-RI

10’
3

l- 107.185. 852

1
E ums tb. ZALUS
1987
 4604

CONTROL ELEMENTS ON THE ENGINE

The control elements required to operate the engine from the local control stand are arranged on the engine.
The illustration sheet 4604-20 shows the general layout where the various assemblies are mounted. For informa-
tion on the function of the various components please refer to the separate leaflet ‘ENGINE CONTROI: which is
supplied with this Manual.
The numbers which the various valves, switches etc. carry on the illustrations (for example 49HA, etc.) correspond
to the code nos. on the engine control diagrams.
The control elements are described and shown in more detail in the following sub-sections and illustration sheets
respectively:
a) Local control stand (sheets 4604-21 and -2la)
b) Pressure sensor (sheet 4604-22)
c) Limit switch to turning gear (sheet 4604-23)
d) Blocking valve to tuming gear (sheet 4604-23)
e) Limit switch to overspeed trip (sheet 4604-24)
f’) Pressure reducing valve for pneumatic speed setting (sheet 4604-21 and -2la)
g) Limit switch to tut-out servomotor (sheet 4604-25 or -25a)

Key to Illustrations 4604-20 and 20a

1 Pressure sensor (sheet 4604-22)

2 Line filter (sheet 4604-22)
3 Limit switch, position indication of turning gear
(sheet 4604-23)
4 Start blocking valve when turning gear pinion is engaged
(sheet 4604-23)
Local control stand (sheet 4604-21 and -2la)
Speed governor (described on sheet 5101)
Pilot control valve for starting air distributor
Double initiator for monitoring cylinder lubrication
(see sheet 7221, only for engines with ‘inner lubrication’
mounted on opposite end of engine from turbocharger)
*9 Control valve (automatic stopping of engine, at failure of
control air and control current voltage)
10 Limit switch for position indication of tut-out servomotor
(sheet 4604-25)
11 Overspeed trip (sheet 4604-24)
* 12 Start and Stop valve (manual actuation)
(diagram code nos. 126HA, 126HB, 126HC)

* Only for stationary engines.

5.95 New
suker zA4os
Diesel
 4604- 1

a) Local control stand (sheets 4604-21 and -2la)

Marine engines are equipped with an auxiliary control desk, which permits operating the engine, if this cannot
be done from the control room or from the bridge.
Land based (stationary) engines have manually operated START and STOP VALVES in place of the local con-
trol stand.
The numbers designating thevalves of the local control stand on sheets 4604-21 and 4604-21a, correspond to
the diagram code numbers of the respective control diagrams.

Key to Illustrations sheets 4604-21 and -2la

1 Housing
2 Shaft
3 Pressure regulating valve
4 Setting nut Only for engines with
5 Pressure adjusting screw pneumatic speed setting
6 Pressure gauge
7 Cam for control valve of starting air distributor
8 Cam for control valve of stop valve
9 Cam for control valve for STOP
10 Control lever
11 Cam for remote contrai blocking switch and valve
12 O-ring
13 O-ring
14 Remote control blocking valve
15 Remote control blocking switch
* 16 Control valve for bridge emergency stop (remote control)
* 17 Control valve for stop from control desk
* 18 Control valve for starting valve for shut-off valve
* 19 Control valve for starting valve to starting air distributor
20 Starting pilot valve for items 16 - 19
21 O-ring

0a Arrangement on engines with pneumatic speed setting

0b Arrangement on engines with electrical speed setting

* These valves may be either of the WESTINGHOUSE

Type 371030 100 0 or of the SEITZ Type 999.

 4604-Z

b) Pressure sensor (pressure switch) (sheet 4604-22)

Al1 the pressure sensors 1 for remote control, alarm system and remote indications are arranged on aconnection
block 2.
The number of pressure sensores fitted depends on the installation. Blind flanges are provided for connections
which are not used.
Each pressure sensor is marked with the same code number on the connection block as designated in the respec-
tive engine control diagram.
The switching points of the pressure sensors cari be set in the following manner:
The pressure sensor is separated from the medium by a needle valve. With testing device for pneumatic ele-
ments (tools No. 9408.26), the pressure required is given to the pressure sensor via the measuring point 4. The
corresponding alarm must immediately be triggered upon a drop below the switching point.
The corresponding setting values are mentioned on sheet 0358.

Key to Illustration 4604-22

1 Pressure sensor
2 Connection block
3 Blind flange
4 Measuring point
5 Needle valve
6 Line filter
7 Support
8 O-ring

c) Limit switch to tuming gear (sheet 4604-23)

The iimit switch 6 is actuated by the cam 7 and causes a signal lamp to light up in the control room to indicate that
the tuming gear is not or not firlly disengaged.
d) Interlocking valve for tuming gear (sheet 4604-23)
The interlocking valve 5 prevents the engine being started with starting air when the turning gear is engaged.
If two engines are coupled to a common gearbox, the pneumatically interlocking valve 5a or in case of electri-
cally interlocking a limit switch 8, prevents the clutch being engaged when the turning gear is in.

Key to Illustration 4604-W

1 Engage/disengage lever 4 Lever

2 Shield with diagram code no. 5 3/2-way valve 38 HA
2a Shield with diagram code no. 5a 3i2-way valve 38 HC
2b Shield with diagram code no. 6 Limit switch
3 Roller 7 Cam
8 Limit switch

5.95
 4604-3

e) Limit switch for the overspeed safety tut-out device (sheet 4604-24)

If the engine is stopped by the overspeed safety tut-out device the tut-out rod 3 actuates the limit switch 4. In the
control room the corresponding signal lamp lights up. It only goes out again after the overspeed safety tut-out
device has been re-set manually (please refer to sheet 5303).

Key to Illustration 4604-24

1 Fuel pump regulating shaft

2 Cut-out lever
3 Cut-out rod
4 Limit switch
5 Shield with code nos.
6 Maximum load limitation screw

f) Pressure reducing valve for pneumatic speed setting (sheet 4604-21 and -2la)
If the engine is operated from the local control stand the engine speed on PGA governors cari be adjusted with
the hand wheel5, of the valve 3.
g) Limit switch on the shut-off servomotor
For engine with built-on oil pump (sheet 4604-25)
As soon as the engine is stopped by the shut-off servomotor, the limit switch 4 is actuated by the tut-out rod 3. In
the control room the corresponding signal lamp lights up.
For engines with separate oil pump (sheet 4604-25a)
The limit switch 9 is actuated by the receding tut-out rod of the shut-off servomotor. The 3/2-way valve is only
installed in reversible engines and prevents a reversa1 if the shut-off servomotor has not receded.

Key to Illustrations 4604-25 and 25a

1 Shut-off lever 6 Pawl

2 Fuel pump regulating shaft 7 Holder
3 Cut-out rod 8 Shield with code no.
4 Limit switch 9 Limit switch
5 Cylindrical dowel pin 10 3/2-way valve (only for reversible engines)

J
NeW
zA4os sulzer
Diesel
 4604-20

i
I
5.95 ZAUOS
Diesel
4604-21

+Zt i

suker 5.95
Diesel
4604-21a

a
(46OL-2f)

b------ -r

..
8
li

a?-A?
lL604-211
 4604-22

II r
l-

2-

3-

V\ 6 7

5.95
zAL4os
 NM-23

---

4- @i?
240.477
2’

12.91 zA4os
4604-24

2- 10 7.1856 72

ZA 40s
1987
 -.-

d /I
/
3

Diese Anordnung ist nur gültig für Hotoren

mit angebauter Oelpumpe
Ï0
.Y
a
G
This arrangement is only valid for engines
È with built-on oil pump
 4604-25~

8
\
1
\

2
\

2-107.785.673

ZA 40s
1987
 4612

CUT -0UT SERVO MOTOR

(Please refer to sheet 4612-20)

The tut-out servo motor shuts the engine down or prevents its fuel injection
when starting is attempted if and when the lubricating oil system is not
under the required pressure. In reversible engines it blocks the fuel
linkage if the cam-shaft(s) is (are) not in the correct end position, or
if the immediate sense of rotation does not correspond to the desired one.
The action of the servo motor is effected by its piston directly onto a
lever which is clamped to the fuel regulating shaft.
In operation, i.e. when lub.oil pressure is present, the slide seat 3 is
pressed against the piston 6 at "X". If the pressure fails in the space
"A"> the slide seat 3 is pushed away from the piston 6 by the higher
pressure in space "B" (which is created by the force of spring 2). The
opening 'ID"is uncovered and the oil from space "B" cariescape. (Please
refer to sheet 4622-20, Fig. "a").
The quick relief valve consistingof the parts 3, 3a, 4, 5 and 10 permits
the oil from spaces "B" and "C" to escape very fast through the opening
"D" and "E" into the engine casing, if the oil pressure collapses. This
valve furthermore renders a venting of the tut-out servo motor superfluos.
(Fig. "a").
On engines with built-on lubricatingoil pumps, whilst they are being started
the piston 6 is pressed inwards by several pneumatic pistons 13 fed by
starting air, until sufficient oil pressure has built up to hold the piston
6 in position (19a) (see Fig. "cl').

Key to Illustration sheet 4612-20

a) For engines without built-on oil pump

b) Alternative with split casing
c) For engines with built-on oil pump

1 Casing (in one part) _ Y13 Piston

la Casing (split) 14 Cylinder
Piston seal ring
3
2 Slide
Springseat :5 O-ring
3a Valve body 17 Flange
4 Spring 18 Fuel pump regulating shaft
5 Spring plate 19 Lever in position "Engine Stop"
6 Piston 19a Lever in pos. "engine in opera-
7 Piston seal ring tien"
8 Flange 20 O-ring
9 Rod seal ring A,B, Pressure spaces
10 Circlip C,D,
11 O-ring E Drain to engine casing
12 Guide X Contact face of parts 3 & 6
FE Free end

ZA40S
1987
 “10” “0 ”
I I
-I-I
6\ cEz
0 7. 13
. UI., 15 16 17

1An/ass/u/f
STARTING AIR
Air de démarrage
Aire de arranque
 4901

TACHO-GENERATOR

The tacho-generator 1 is driven off the shaft of the overspeed trip 5, by a driving claw 4 installed on the engine
DRIVING END.

Function

The tacho-generator supplies the corresponding voltage for the speed indicating instrument (r.p.m.) in direct rela-
tion to the generator speed (r.p.m.).
- Connection “a” (terminal “a”) is used for the signal of the engine speed indicating instrument (r.p.m.).
The speed ratio, engine speed / tacho-generator speed is 16 : 41.
- Connection “b” (terminal “b”) is meant for the signal of the remote indication, generally placed in the engine
control room.

Key to Illustration 4901-20

1 Tacho-generator
2 Terminal box
3 Cable
4 Driving claw
5 Overspeed trip

a Connection for speed signal (r.p.m.)

b Connection for remote indication

1 View to DRIVING END

II View to left engine side

x End of engine housing

11.92
 4901-20

I II

L
I-

/X

5.95
 4910

REMO-TE LOAD INDICATOR

The load indicator plays an important role in the monitoring of the engine in operation. It permits evaluating the
approximate engine load from the position of its pointer.
The load indicator consists of a pointer 2 fixed on the shaft 5 of the fuel injection pump regulation, and of a gradua-
tion 1 with 0 - 10 positions.
The operation of a load indicator depends on an angle transmitter, having an output current of 0 - 20 mA for the
position 0 - 10.
The output current is also used for load dependent impulses like overload etc.

Adjusting the angle transmitter

Rough adjustment;
In the regulatingposition ‘0’, the marks ‘M’ and ‘Mt’on the shaft of the angle transmitter must be approximately in
line.

Fine adjustment:
The output signal 0 - 20 mA is phased in for the indication with the two potentiometers Pt and P2. For this adjust-
ment, the front caver 7 of the angle transmitter must be removed.

Pl

p2

Adjustment of the O-Point:

TIrm regulating linkage to position ‘0’.
Rotate potentiometer Pr until the indicating instrument in the control room shows position ‘0’. Output current on
the angle transmitter = 0 mA
Adjusting the mar value:
Turn the regulating linkage to position ‘10’.
Rotate the potentiometer P2 until the indicatinginstrument in the control room shows position ‘10’. Output current
on tbe angle transmitter = 20 mA.
Finauy the indicationsthroughoutthewholerangemustbe checked.
Key to Illustration 4910-20

1 Load indicator graduation

2 Pointer
3 Pinion
4 Toothed segment
5 Regulating shaft of fuel injection pump
6 Angle transmitter
7 Front caver
M Marks for positioning
Ml Marks for positioning

1987 zA4os
4910-20

l- lOZ 124.391

IA1 40s
1987
 4913

FEEDBACK TRANSMITTER

For marine enginesselected for operation with a controllable pitch propeller, a signal transmitter has been foreseen
for signalling the electrical load to the propeller pitch control system. Two standard design executions cari be sup-
plied.

‘lkansmitter on the regulating shaft (Illustration 4913-20)

The angle transmitter 1 is arranged on the casing of the camshaft space 7 at the FREE END of the engine. The
position of the regulating shaft 5 is transmitted via lever 4, which is connected through a torsional spring, the link
rod 3 and lever 2 to the angle transmitter 1. The transmitter emits an analogous electrical signal corresponding to
the angle range of load positions “0” to “10”.

Setting instruction for CAMILLE BAUER transmitter:

When the engine load indicator points to “0” the markings on the transmitter output shaft and on the transmitter
casing must correspond (electrical zero position).

Setting instruction for kMW transmitter:

The exact adjustment of the transmitter has to be carried out in accordance with the instructions of the propeller
manufacturer Ka-Me-Wa. . -

TRansmitter on the speed govemor (Illustration 4913-21)

Arrangement for the PGA-EG58 governor and ASAC 70 actuator for the electronic speed system.
The movement or load position respectively of the governor output shaft 8 is accomplished by the angle transmitter
1 via the setting levers 4,10,3 and 2. The angle transmitter 1 passes a load dependent signal to the propeller control
corresponding to the angular position.

Se#ing instruction forABBposition transmitter QHF 0631:

The transmitting linkages 4,10,3 and 2 have to be set in such away that at load indicator position 5 (50% load) the
markings on the shaft and housing of the transmitter correspond.

Key to Illustrations 4913-20 and -21

1 Angle transmitter
2 Lever on transmitter
3 Linkrod
4 Lever on regulating shaft or governor output shaft
5 Regulating shaft
6 Torsion spring
7 Casingof camshaftspace
8 Governor output shaft
9 Governor
10 Distance piece
11 Shut-down servomotor

1992 zAL4os
 4913-20

----

I ,

/ I

,,(y 6

2
4

1
 4913-21

Für Motoren mit PGA - EG 58 Regler und ASAC 70 Aktuator

FOR ENGINES WITH PGA - EG 58 GOVERNOR AND ASAC 70 ACTUATOR

1
+

8--

I 1

10

93.7om

1992
 Group 5
TABLE OF CONTENTS

Designation Sheet

Speedgovernor ................................................................. 5101

Governordrive ................................................................. 5105

Overspeed trip and load limiting .................................................. 5303

Fuelinjectionpump.. ........................................................... 5501

Regulatinglinkage .............................................................. 5801

1987
 5101

SPEED GOVERNOR

Generally a mechanical-hydraulic centrifugal governor with load limiter (charge air pressure fuel limiter) is
installed. It is driven by the step-up gear of the governor drive. Depending on the governor type the setting of the
governor speed and with it of the engine speed (r.p.m.) is either effected pneumatically or electrically. For emer-
gency operation the speed cari also be set by the setting knob on the governor.
In view of thevariety of speed control systems, special executionsand alternative governor types, a detailed descrip-
tion of the governor is here not practical. Instead we refer to the operating instructions supplied separately by the
manufacturer of the governor which has been installed in the respective engine. Information on function, troubles,
maintenance and on the type of oil to be used must be gathered from this operating instruction.
The following WOODWARD mechanical-hydraulic governor types may be installed:
PGA 58 . . . . . . . . . Governor with pneumatic speed setting;
PGA-EG 58 . . . . . Governor / Actuator for electronic speed control system;
UG 40D . . . . . . . . Governor with electrical speed setting;
EGB 58P . . _. . . . . Actuator for electronic speed control system.
A further fully electronic governor alternative from ASEA BROWN BOVERI (ABB) may also be installed:
ASAC 70 . . . . . . . . Actuator for electrical control element and electronic speed setting.
The utmost attention must be paid to the proper operation of the governor. It is, therefore, essential that the
instructions regarding oil grade and oil changing intervals be adhered to.
Adjustments or repairs on the governor should only be carried out by specially trained personnel.
It is strongly recommended that a spare governor be kept on board which is already set up for the installation con-
cerned.

Key to Illustrations 5101-20 and 20a Key to Illustration 5101-21

1 Starting booster 1 Oil cap

2 Connection for charge air 2 Shut-down solenoid
3 Oilcap 3 Speed setting motor
4 Electrical plug 4 Starting booster
5 Oil filter 5 Compensation pointer
6 Connection for engine oil pressure safety 6 Electr. table connection
7 Oil level sight glass 7 Oil level sight glass
8 Load indicating pointer 8 Governor output shaft
9 Speed setting knob 9 Speed droop setting knob
10 Connection for control air pipe 10 Load limiter knob
11 Electrical plug (connecter for 11 Speed setting knob
electrical speed setting) 12 Speed setting indicator
12 Oil cooler

Key to Illustration 5101-22 Key to Illustration 5101-23

1 Governodactuator 1 Actuator (el. control element)

2 Electr. speed setting motor 2 Outlet shaft
3 Regulating linkage 3 Position indicator
4 Load indicator 4 stop
5 Speed droop adjusting knob 5 Electr. table connection
6 Load limiter knob 6 Support
7 Speed setting adjusting knob
8 Oil level indicator
9 Starting booster
10 Oilcap
11 Oil cooler
5.95 zA4os
 5101-20

WOODWARD PGA 58

zAL4os 1.92
 X01-20a

WOODWARD PGA-EG58

2
5
11
6
8

5.95 ZAL4OS
5101-21

WOODWARO
UG 400

l- 107.124.382

1987
 5101-22

WOODWARD EGB-58P

10

5.

95.7144

5.95 2AL4os
 5101-23

Actuator ASAC 70

5.95
 5105

GOVERNOR DRIVE

(Please refer to Sheet 5105-20)

The governor drive is a comprehensive unit, screw fastened onto the engine
casing. It is driven by an intermediate gear wheel from the camshaft gear
wheel.
The lubrication of its bearings and gear wheels is provided by the engine
pressure lubricating system.

Key to Illustration Sheet 5105-20

1 Screw
f2 "ALLEN"-screw
3 Intermediate spur gear wheel
4 Camshaft gear wheel
5 Oil spray hole
6 Bevel gear and shaft
7 Engine casing
8 Bevel gear wheel
9 Casing, governor drive
10 Shaft, 2-piece execution
10a Shaft, l-piece execution
11 "ALLEN"-screw (only for 2-piece shaft)
12 Governor
13 Splined governor shaft end
14 Bearing bushes
15 Cylindrical dowel pin

D Apply sealing compound

OF Oil free for assembling

* Tighten in accordance with instructions in the

maintenance manual

D zAL4os
>
1987
5105-20

O-107.124.327

ZA L 40s
1987
 5303

OVERSPEED SAFETY CUT OUT AND

FUEL LIMITATION

The engine is accorded two-fold protection against excessive speed:

a) An electro-pneumatic safety cutout devlce
b) A mechanical overspeed safety cutout device

a) Electre-pneumatic OVerSDeed SafetY cutout

Under normal operating conditions, an electro-pneumatic valve arranged on
the engine prevents the supply of air (30 bar) to the fuel control rods
of the fuel injection pumps, SO that they cari be actuated by the governor
by way of the sprlng llnks. The rear end of a11 the control rods is desi-
gned as a piston and connected to the electro-pneumatic valve by way of a
collection line. The valve itself 1s controlled by a electric monitoring
device (sec also 5501-a)).
If the engine attains a certain speed, the electro-pneumatic valve receives
a signal and opens. As a result of this, the pistons of the control rods
belonging to the fuel injection pumps are pressed in the direction of the
control position l*O" by means of compressed air (30 bar). As a consequence
of this, the fuel injection pumps cesse to prime immediately, which leads
to a reduction in the speed of the engine. As soon as the speed reaches
the maximum permissible limlt again, the electro-pneumatic valve closes
and vents the space behind the control rods. Thereupon, the governor con-
trols the fuel injection pumps again and brings the engine to the required
speed.
The electric signal controlling the electro-pneumatic valve is generated
by a pick-up on the flywheel or the tachometer transmitter, depending on
the type of installation employed. The switching value 1s noted in the
control and acceptance documents for the engine.
In other words, the e&&e is not shut down by the pneumatlc safety cutout
in the event of overspeed, but only brought to a lower speed and then re-
leased again.

b) Mechanical oversoeed safetv cutout (sec 5303-20)

In case the electro-pneumatic overspeed safety cutout should not actuate,
the engine is shut down by the mechanical overspeed cutout (for shut-down
speed, see control and acceptance documents for the engine) should it reach
a speed which is in excess of the switching value of the electro-pneumatic
safety cutout.
This 1s effected in the following manner: AS a result of centrifugal force,
the adjustable, spring-loaded piston 12 disengages the pawl 7 from the cut-
out bar 4a. The bar - under the influence of the pre-tensioned spring 4b
(over 100 kg) - shoots immediately outwards end operated the lever 4. As
a result of this, the regulating shaft of the fuel injection pumps is
turned in such a way that the pumping of fuel is interrupted immediately
and the engine 1s brought to a stop. (With stationary engines connected to
a public grid, it is necessary to provide a further electric cutout to en-
sure that the installation is separated from the public grid and not dri-
ven by the generator.

A ZA40S
1987
 5303- 1

.The drive of the overspeed safety tut-out is connected to the pressurised oil system of the engine.

Attention! If the engine has been brought to a standstill by the mechanical overspeed safety tut-out, it cannot be
started again before the paw17 is engaged in the tut-out bar 4a. This is effected by turning the shaft
back against the force of the spring 4b, i.e. through the turning of the hexagonal 18 with a ring spanner
and extension arm (tool No. 9408.40), until engagement is attained. Prior to re-setting the overspeed
safety tut-out, it must be ascertained why the tripping action has been effected. In particular, investiga-
tions are to be made to determine why the engine has not been hindered from exceeding the overspeed
limit by the pneumatic safety tut-out,which is set to actuate earlier.
The speed at which the safety tut-out should actuate cari be influenced by means of the adjusting screw 14. If the
screw is turned in a clockwise direction, the tut-out point is lowered.
If the tut-out speed is to be increased, i.e. by tuming the adjusting screw 14 in an anti-clockwise direction, make
sure that the adjusting screw does not project more than 5.5 mm from the tut-out bar 11.
The spring-loaded locking halls 13 hold the adjusting screw 14 in the selected position (12 engagement positions
around the circumference).
The graphical representations on the following page show the change in the tut-out point realized through turning
the adjusting screw.

Fuel limiter (see sheet 5303-20) (only for engines with UG40D or EGB Governor)

The fuel limiter - comprising cylinder 8a and piston 8 - is accommodated in the overspeed safety tut-out housing.
During the starting manoeuvre, the piston 8 is pressed outwards to the stop through the force of the starting air (30
bar).
The lever - which on starting moves in the direction of load indicator position 10 - thus makes contact with the
piston 8, i.e. the fuel injection pumps cannot prime the fuI1quantity. This prevents hard and dangerous ignitions in
the cylinders and excessive smoke.The automaticcontrol system causes the air under the piston 8 to be blown off via
the electro-pneumatic valve at a given point and, as a result of this, regulation of the fuel injection pumps is taken
. over by the speed governor.

3
ZA4OS
 5303-Z

Kev to Fin.5?01-20, -21

1 Intermediate wheel 9 Piston rings
2 Shaft journal 10 Housing
3 Torsion spring 11 Shaft of mechanical cutout
4 Lever for cutout 12 Tripping piston
4a Cutout bar 13 Locking balls
4b Spring
4c Cover
5 Lever for fuel limitation 14 Adjusting screw
6 Balls with Springs for vi- 15 Drive wheel
bration damping 16 Shaft for pawl 7
7 Cutout pawl 17 Press-on sleeve with spring
+a Piston 18 Shaft with hexagonal
for fuel limitation 1g
* 8a Cylinder > Cover
20 Locking screw
SH Oel Spray hofe
D Use sealing compound for erectlon
R Engagement
l
not required on engines with F%A58 govemor

Triopina SDeed of safetv cutout

1 fJ 2 2; 3 33
Number of adjusting screw revolutions
(1 revolution = 12 notches)

A ZA40S
1987
5303 -20

0- 107124.385

ZAL 40s
1987
 5303 -21

SH

Oel
Oil
Huile
Aceife

1 2
q-q/5303-201

6 11

U- 107124.386
la 16 17

D ZAL 405
1987
 5501

FUEL INJECTION PUMP

The fuel injection pump (hereafter referred to as injection pump) pumps fuel at high pressure in accurately regu-
lated quantities to the fuel injectorwhere it is injected into the cylinders asan atomized spray. Each cylinder has one
injection pump. The pump plunger 15 is driven upwards by the fuel cam on the camshaft via roller 21 and guide
piston 2. A strong spring 18 holds the roller on the cam and returns the pump plunger via the lower spring plate 3.
The amount of fuel injected is controlled by the Upper and lower edges of the helical groove in the pump plunger.
Regulation of the injection pump is by axial movement of the regulating rack 7 whose teeth mesh on the toothed
regulating sleeve 9 causing this to turn. The sleeve is connected to the pump plunger 15 by carrier ‘J’ SOthat as the
sleeve turns, the pump plunger turns also. Depending on the position of the plunger, the helical groove uncovers
and closes the supply and retum ports to the fuel chambers ‘A and ‘B’ either earlier or later.
Thus the position of the helical groove controls the injection period and hence the amount of fuel injected.
The regulating rack 7 is connected to the fuel regulating shaft through spring links. The regulating shaft is turned by
the governor via the fuel injection pump regulating rod (see sheet 5801).
A special seal using separating oil is provided to prevent fuel leaking into the lubricating oil between the pump
plunger 15 and pump cylinder 14. Lubricating oil is fed to the bore ‘SO’ in the lower part of the pump body. The oil,
from the engine pressure system, is fed along vertical blind hole ‘SOI’ to the circumferential groove ‘ZN’ in the
pump cylinder and thus closes off the way for the fuel which has leaked through between pump plunger and pump
cylinder. Part of the oil flows upwards and reaches the groove ‘ON’ where it mixes with any fuel and drains out
through the leakage drain ‘LO’. The rest of the oil flows down the pump plunger 15 and returns to the crankcase via
holes in the guide piston 2. Due to the minimal clearance between the pump plunger and pump cylinder, the amount
of oil leaking from the separating oil system is ver-y small.
A pipe is connected to pump caver 11 at ‘LF’ through which the fuel cari flow in the event of a high pressure fuel
delivery pipe breaking or if the screwed connections of same are not tight.
The rear part of the regulating rack 7 acts as piston ‘K’ for the pneumatic safety tut-out whereby the regulating rack
7 is pushed towards the ‘0’supply position as soon as air at 30 bar is blown in at connection ‘SA’.The air is controlled
by the corresponding control elements on the engine.

Remarks: Individual injection pumps cari be taken out of service while the engine is running by fitting a distance
piece of length 71 mm behveen the pump housing and clamp ring 8 (see sheet 5501-21, Fig. ‘A). Three
of these distance pieces are supplied as tool No. 9455.11. Cut-out ofa fuel injection pump should only
be carried out under emergency conditions (see sheet 0359-9).

ZA4OS 5.95
 5501-l

FUEL INJECTION PUMP

Key to Illustrations 5501-20 and -21

1 Pump housing A Supply chamber

2 Guide piston B Return chamber
3 Lower spring plate J Pump plunger carrier
4 Pin
5 O-ring ZN Circumferential groove for lubricating
6 Upper spring plate and separating oil
7 Regulating rack SO Oil inlet
8 Clamp ring SQ Connecting hole for oil
9 Regulating sleeve LO Leakage oil outlet
* 10 Screw LF Fuel leakage outlet
11 Pump caver
12 O-ring M Alignment marks on regulating rack
13 Deflector screws and regulating sleeve
14 Pump cylinder Ml Alignment marks on regulating rack and
15 Pump plunger underneath of pump plunger carrier
16 Pneumatic tut-out device caver
17 Locking screw K Piston of pneumatic shut-down
18 Return spring
19 Spring ring
20 Pin
21 Roller
* 22 Pump mounting bolts (waisted bolts)
23 Locking screw
24 O-ring

* Tightening according to instruction in the Maintenance Manual

5.95 ZA4OS
 5501-20

---10'
----Il

---12

B-
13-

------lb
-15 A-
r--l6 LO

O-W? 240.180

zA4os 1987
 5501-21

71mm

/
1 0

----
-- I-_
I
I
/ I
I

5.95 ZA4OS
 5801

REGULATING LINKAGE

The fuel regulating shaft for the fuel injection pumps is actuated by the governor through a spring Ioaded bar 8.

Depending on the governor type the arrangement connecting the governor to the regulating shaft differs some-
what, as is shown on sheet 5801-21.

The rotary movement of the regulating shaft is limited upwards by the adjusting screw 7. The maximum position is
adjusted on the test bed with this screw (please refer to the setting table and test report of the engine).

The lever 10 cari be used in an emergency to stop the engine, by pulling it downwards. (For electric generating sets
feeding into an electric mains circuit, the unit must first be electrically disconnected).

The tut-out servomotor 15 (please refer to sheet 4612) also acts directly on the regulating shaft through the lever 14.

Key to Illustrations sheet 5801-20 and -21

1 Regulating shaft .lO Hand lever for emergency tut-out and

2 Regulating shaft bearing for checking easy movement of the linkage
3 Fuel injection pump 11 Lever for mechanical overspeed trip and
4 Spring member safety tut-out
5 Lever 12 Lever (for starting load limiting)
6 Torsion spring 13 Shaft
7 Maximum load limiting screw 14 Lever (for tut-out servomotor)
8 Spring loaded bar 15 Cut-out servomotor (see sheet 4612)
9 Regulating rack 16 Actuator (electric control unit)

ZAIAOS SUll;rer 1.92

D Diesel
 5801-20

1
zAL4os 1987
 5801-21

PGA-EG58 UG 40D
PGA 58 II ----7 JL
EGB-58P -
\

ASAC 70
- AL

16

5.95 ZAL4OS
 Group 6
TABLE OF CONTENTS

Designation Sheet
Turbocharging .................................................................. 6501

Chargeaircooler ............................................................... 6601

Airdeliverypipe ................................................................ 6701

Chargeairbypass ............................................................... 6730

Waste-gate ..................................................................... 6735

1987
 6501

TURBOCHARGING

Depending on the number of cylinders, the nominal output and mode of operation, the turbocharger is exactly se-
lected and matched to the engine with respect to size and specification.
Indications on mode of operation, maintenance and servicing are found in the respective turbocharger manual of
the manufacturer. Instructions on cleaning are described in the Maintenance Manual in sheet 6501.

Principle of function

Exhaust gases ‘C’ from the cylinders 1 drive the turbine 7 of the exhaust gas turbocharger and are then exhausted
through the exhaust system of the plant to ‘B’. The rotation of the turbine drives the blower 8 which is mounted on
the same shaft.
The blower 8 draws fresh air ‘A via a filter-silencer from the engine room and compresses it to a higher pressure i.e.
the charge air pressure ‘D’. The compression process heats the charge air, which is again cooled to a lower tempera-
ture by charge air cooler 10. Depending on air humidity more or less condensate water is produce by the cooling,
which is separated by the water separator 11, fitted after the charge air cooler, then drained off through the perma-
nently open drain 16.

Additional installations

On this modern high powered engine further installations have been provided to exploit the high efficiency of the
turbocharger. Depending on the engine utilization the followingvalves are applied either singly or in combination
with the others.

Charge air hypass valve (18)

The charge air bypass valve 18 is generally only fitted to engineswith variable speed. Its purpose is to retum, at part
load, a certain amount of charge air ‘D’ after the blower 8 into the exhaust pipe 6. (Details are described on sheet
6730).

Charge air waste-gate (17)

On engines equipped with the charge air waste-gate17 operating in the Upper load range, excess charge air is al-
lowed to escape into the engine room (details are described on sheet 6735).

Exhaust gas waste-gate (19)

For the power range above ER 1 (&onomyEating 1) the exhaust gas waste-gate is applied as part load waste-gate.
In the lower power range the charge air waste-gate cari be applied in place of the part load waste-gate.
Controlled by the charge air pressure through control piping 20 and pressure retainingvalve 21, part of the exhaust
gas ‘C’ is thereby led to the gas outlet side ‘B’ in other words short circuited (details are described on sheet 8136).

Key to Illustration 6501-20

1 Cylinder liner 15 Cooling water

2 Working piston 16 Permanent water drain
3 Cylinder head 17 Charge air waste-gate
4 Exhaustvalve 18 Bypassvalve
5 Inlet valve 19 Exhaustwaste-gate
6 Exhaust pipe 20 Charge air control pipe
7 Turbocharger 21 Pressure retaining valve
8 Blower
9 Diffuser
10 Charge air cooler
11 Water separator A Fresh air
12 Receiver B Exhaust gas outlet
13 Air connection piece C Exhaust gas after cylinder
14 Exhaust outlet pipe D Charge air after blower

5.95 zA4os
 6501-20

’ ‘\
\ .,--,-,--------- -1 J
\
\
.

1
c-_-_-----------
1

12 11 18

7.91
 6601

CHARGE AIR COOLER

General

The charge air cooler (CAC for short) is arranged after the blower outlet of the turbocharger. Its duty is to cool the
compressed and thereby heated charge air before it passes into the engine cylinders through the water separator,
receiver space and air branch. The standard CAC is a two-stage two-way cooler, i.e. the water enters the part 10
from the bottom, is reversed at the other cooler end and leaves the cooler at the same front end at the cooler part 7.
This method assures an equal distribution of the temperature drop across the whole CAC.
The si n g 1e - s t a g e CAC 9 has been selected for the direct cooling system using sea water, as well as for the central
cooling system using fresh water (please also refer to schematic diagram 8300-20).
The t w o - s t a g e compact CAC 17 is only apphed to the central cooling system using treated fresh water.
The fkst stage of this CAC has been provided for the high temperature circuit ‘H’, which first cools the charge air
and afterwards the engine (cylinder cooling).
The second stage of this CAC is used for the low temperature cooling circuit ‘T’ which cools the charge air before
cylinder to the required temperature (please also refer to schematic diagram 8300-21).
Illustration sheets 6601-20 (single-stage design) and 6601-20a (two-stage design) show the arrangement of the
turbocharger and the CAC on the example of a 6 ZAL4OS engine. As required the charging groups cari be mounted
either at the free end or at the driving end of the engine. ZAV4OS engines are equipped with two charging groups.

Operation

In operation charge air must always flow from the drain connections 12.
Obstructed or blocked drain connections must immediately be cleaned out.
Should water issue from drain connections, it must be established, whether this is condensate (precipitation at high
air humidity) or cooling water (leakage in the CAC or leaking O-rings of the cyIinder liners).

Fouling in operation

Water-side fouling of the CACcauses reduction of the temperature difference behveen cooling water inlet and out-
let. Cleaning must be carried out at standstill and in accordancewith instructions in the Maintenance Manual sheet
66OVl. In case of air-side fouling the pressure difference across the CAC is increasing (Ap indication in mm w.g.).
The temperature difference of the charge air across the CACisdecreasing. Air-side fouled CAC-s cari be the source
of black sooty exhaust or the so-called “surging” of the turbocharger. (Cleaning at standstill is described in the
Maintenance Manual, sheet 6601/1).

Air-side, in service washing of the CAC

On engines with built-on washing plant (refer to sheet 6601-21).
- Close shut-off cock ‘D’, open ‘A and ‘B’.
- Fil1 container with cleaning agent in accordance with cleaning agent maker’s instructions.
- Close shut-off cocks ‘A’ and ‘B’.

- Connect compressed air from board system by quick-release coupling and open shut-off cock ‘C’.
- Open shut-off cock ‘D’ to the CAC. The contents of the container is sprayed through the nozzles into the CAC.
- After about ten minutes close shut-off cocks ‘D’ and ‘C’.
- Repeat cleaning operation but use clean water in place of cleaning agent.
- After this close the shut-off cocks ‘B’, ‘C’ and ‘D’ and open ‘A.

zA4os 5.95
 6601- 1

The pressure difference across the CAC (in comparison with thevalue prior to the washingoperation) indicates the
effectiveness of the washing. Should the washing produce no effect, then the CAC must be cleaned at standstill in
accordance with instructions from the Maintenance Manual.

Remark!

Detailed instructions on operation, maintenance and repairs of charge air coolers are contained in the separately
issued instruction leaflet of the cooler manufacturer.
As in most cases GEA, SERCK, ASTRA or RUMIA coolers are installed, it is practical to obtain these instruction
leaflets directly from the makers.
The addresses are:

l GEA Luftkühlergesellschaft l SERCK Heat Transfer

Happe1 Gmbh u. CO.
D 44708 Bochum Birmingham Bll 2QY
Germany Great Britain

. FUORUMIA l ASTRA refrigeranti SA

84-230 Rumia 15040 Pietramarazzi
Poland Italy
If another cooler make is installed the instruction material must be requested from the respective manufacturer.

It is also possible to order such Instruction Leaflets from the engine manufacturer or supplier. The following indica-
tions must be made on the request: . . . . . . . . Engine type and No. . . . . . . . . . . . . . . . Engine supplier.
Cooler manufacturer and type. . . . . . . Required language.

Key to Illustrations 6601-20,20a and -21

1 Cylinder head 13 Measuring connections

2 Exhaust gas turbocharger 14 Container for blower washing plant
3 Expansion piece (bellow) 15 CAC suspension device
4 Diffuser 16 Vent
5 Air inlet casing 17 ‘l’wo-stage compact CAC
6 Connections for washing plant 18 Filter
7 Cooling water outlet 19 Vent
8 Drain 20 Filling funnel
9 Single-stage CAC 21 Connection for compressed air
10 Cooling water inlet 22 Container
11 Water separator 23 NozzIes
12 Permanent drain 24 Differential pressure gauge

A Shut-off cock, vent

B Shut-off cock, filling funnel
C Shut-off cock, connection for air inlet
D Shut-off cock, below
H Hightemperaturecircuit
L Low temperature circuit

5.95 ZA4OS
 ---
---:+/
-1’1 3
Gezeichnet für 6 ZAL4OS
DRAWN FOR 6 ZAL4OS

ZA4OS 5.95
 6601-20a

I- r-’

Gezeichnet für 6 ZAL4OS

7 10 DRAWN FOR 6 ZAL4OS

5.95 SUlwr zA4os

Diesel
 6601-21

23 18

----

22

z- 107.240.029

ZAL 40s
1987
 6701

AIR CONNECTION PIECE

(Please refer to sheet 6701-20)

For every cylinder of the engine an air connection is provided, which

assures the passage from.the charge air space of the engine casing to
the cylinder heads. The charge air compressed and supplied by the turbo-
charger cariin this way pass on the shortest route from the combined space
to the cylinders. (Arrangement, See Fig.)

Key to Illustration 6701-20

1 Air connection piece

2 Connecting flange
3 Hose joint
4 Screw
5 Cylinder head
6 Engine casing
7 Screw
D Sealed with sealing compound

A ZA40S
1987
6701-20

-1 -.
107 185.060

ZAL 40s
1987
 6730

CHARGE AIR BYPASS

General

Turbochargerswith improved efficiency are installed to reduce fuel consumption. TOprevent ‘surging’ of the turbo-
charger at partial load operation, excess charge air is led via the bypass from the blower into the exhaust gas man-
ifold before the turbine.
In principle the charge air bypass valve is only fitted to engines which are operated at variable speed. For safety
reasons the valve may also be applied in ships with controllable pitch propellers where the engine runs at constant
speed, SOthat for emergency operation the plant cari be operated the same as with a fixed pich propeller.
The control of the charge air bypass valve is speed and load dependent.
The valve opens when the engine speed is between ~63% and ~93% of nominal speed and the engine load rises
above load indicator L.I. - position 3.5.

Function

The (toothed) rack 1 is pushed to the position BYPASS CLOSED by control air which is always present at connec-
tion ‘A’.When the signal to open arrives from the control logic box, the solenoid actuated 3/2-way valve 4 is actuated
and control air pressure shifts the rack in the direction ‘C’, whereby the valve flap 5 of the bypass opens. The limit
switch 7 monitors the correct position of the bypass during operation. Should the flap be in the wrong position, an
alarm is triggered.

Functional check of monitoring in operation

The functional check cari be carried out at any load, as the monitor must indicate a faulty flap position at any time.
For the check proceed as follows:
Turn the flap with a hexagonal spanner to the wrong operating position and hold it there.
Check whether the alarrn is triggered within about 3 seconds (Hereby there is a risk that the turbine begins to surge
when operating at partial load).

Key to Illustration 6730-20

1 (Toothed) rack 5 Valve flap

2 Spur gear wheel 6 Sleeve
3 Shaft 7 Limit switch
4 3/2-way solenoid valve

7.91 zA4os
 6730-20

III- III

0 -IQZ 240.176
t

ZA40S sulzer 7.91

DkSd
 6735

CHARGE AIR WASTE-GATE

General

The main purpose of the waste-gate is the improvement of the acceleration ability of the engine.
Turbochargers of engines equipped with a waste-gate attain the maximum charge air pressure at about 85% up to
91% of MCR (Maximum Continuous Rating). The opening start of the waste-gate is dependent on the engine rat-
ing. Engines applied for MCR have the opening start at about 85%, engines applied for ER 1(Economy Rating 1)
have the opening start at about 88% and engines applied for ER 11(Economy Rating Il) have the opening start at
about 91%. The waste-gate slowly opens from the above mentioned opening start until fully open at 100% load.
Between the opening start and 100% the charge air pressure remains practically constant. Beyond 100% load the
charge air pressure rises further, as not more charge air is blown off via the waste-gate than at 100% load.
A further advantage of the waste-gate is minor smoke development at low loads and during acceleration and,
compared with the standard engine, lower exhaust temperatures after the turbine at the load at which the waste-
gate opens.
The surplus charge air after the charge air cooler is blown through the waste-gate and a silencer directly into the
engine room. The air is dry and has a charge air temperature of about 40°C.

Function

Piston 6 is shut by pressure spring 5 and charge air pressure. A bore is provided in piston 6 which supplies space ‘A’
with charge air. Pressure regulatingvalve 1 regulates the out flowing air and with this the pressure in space ‘A’.When
the charge air pressure rises, the pressure in space ‘A’rises accordingly.
From the above mentioned start of opening, piston 6 opens slowly and charge air flows into the engine room (or,
depending on the installation, into the open).

Checking the setting: (This is only necessary after remedies of defects, dismantling or replacement of the waste-
gate).

Valve stroke: The simplest way is at standstill, but definitely at belaw 80% load (piston 6 must be shut).
Loosen lock nut 2, screw in screw 3 till the stop. Turn back screw 3 by the value indicated in
the setting table (one turn = 1.5 mm).
Holding pressure: The holding pressure is set with tool no. 9408.26f on pressure regulating valve 1.
Operate the engine at 100% load. Check charge air pressure against indications in the tim-
ing records, if necessary adjust with pressure regulating valve.
Connect pressure gauge (range Os4 bar) to connection 4. Here the holding pressure as per
setting table cari be verified. In case of marked deviation, establish its cause or consult the
manufacturer.
Charge air pressure: The charge air pressure must be continuously watched during operation, in order to pre-
vent damage due to excessive ignition pressures.
The setting for the alarm CHARGE AIR PRESSURE HIGH mustthereforebe checked
periodieaily. (Alarm point = charge air pressure at 110% load, according to setting table)

Key to Illustration 6735-20

1 Pressure regulating valve A Air spring space

2 Lock nut B Exhaust (Silencer)
3 Stop of screw E Drain
4 Checking connection S Charge air
5 Spring VB Bore
6 Piston

5.95 NelU
sukcr zA4oS
Diesel
 6735-20

9408.26f

-._
. S,

1
1 5

6 VB

zA4os 5.95
 Group 7
TABLE OF CONTENTS

Designation Sheet

Engiuedriveu pumps ........................................................... 7100

Lubricating oil pump ............................................................ 7101

Fuelfransferpump .............................................................. 7102

Cylinder cooling water pump ..................................................... 7103

Rawwaterpump ............................................................... 7104

Fuel valve cooling water pump .................................................... 7105

Cylinder lubrication
(not applicable for engines having pistons with ‘inner lubrication’)

General ....................................................................... 7200

Layout of the cylinder lubrication ................................................. 7200

Fine filter (SCAMATIC) ......................................................... 7203

Cylinder lubricating oil pump drive ................................................ 7210

Gear oil pump for cylinder lubricating oil drive ...................................... 7211

. 3-Wayflowcontrolvalve ......................................................... 7212

Hydraulicmotor ................................................................ 7213

Cylinder lubricating oil pump ..................................................... 7220

Cylinder lubricating oil feed indicators (flow monitoring) .............................. 7221

zA4os 1987
 7100

BUILT-ON PUMPS

(Please refer to sheet 7100-20)

Built-on pumps are those which are mounted at the free end of the engine
and are there driven off a gear wheel fastened to the end of the crank-
shaft.
Built-on pumps are provided only in some specific cases and only on
non-reversible engines. Generally the required pumps are mounted separate
from the engine in the engine room and are driven by electric motors.
Depending on the requirements, the following pumps caribe built onto
the engine free end:

- Lubricating oil pump (see 7101)

- Fuel booster pump (see 7102)
- Cylinder cooling water pump (see 7103)
- Raw water pump (see 7104)
- Fuel nozzle cooling water pump (see 7105)

The pumps are fitted into the front cowling in the manufacturers works and
are secured in their proper position by locating dowels. As the front
cowling is also pin located in the engine casing, the pumps are always
returned to the proper setting when they had to be removed for overhauls,
and refitted. The gear wheels driving the various pumps are lubricated
from the engine lubricating oil system by spray nozzles.
The pipes leading to and from the pumps must be fitted without any stresses.
Where no pump is provided, the respective bore in the front cowling is
closed by a caver with joint.

Key to Illustration Sheet 7100-20

1 Front cowling (on the free end)

2 Place for fuel nozzle cooling water pump
3 Place for fuel booster pump
4 Cover
5 Place for raw water pump
6 Place for lubricating oil pump
7 Place for cooling water pump
8 Torsional vibration damper
9 Intennediate piece
10 Pump driving gear wheel on crankshaft

L with built-on Pumps ZAL4OS

1987
7 100 -20

l-107.185.681
\’
CO

m. angeb. P. ZAL fiOS

1987
 7101

LUBRICATING OIL PUMP

General

The oil pump is only attached in the case of non-reversible engines and then only in special cases. As long as the
engine is in operation, it provides oil for the engine components served by the pressurised oil circuit.
The pump is driven by the central drive wheel (see illustration 7100-20). An O-ring, inserted in the groove of the
pump flanges, provides the seal against the front casing.
The pump is designed in such a way that it cari be used for right and left-hand turning engines. This is effected by
interchanging the wheels 10 and 13.
The fîtted pressure and safety valve protects the pump against excessive pressure and also regulates the pressure
before the filter and the bearings.

Function

If the pressure should increase in the chambers ‘A’and ‘Al’, which are connected by the holes ‘N’, the slide valve 1 is
pressed outwards against the force of the spring 17. As a result of this, a corresponding amount of oil escapes from
the space ‘Al’ into the space ‘B’. If the pressure continues to increase, the valve opens more (closes in the event of a
decrease) SOthat a pressure is built up which remains constant. The theoretical valve opeaing pressure is 7.8 bar.
The drive wheeI5 is attached to the pump shaft by means of a necked-down boit, which has to be tightened accord-
ing to special instructions (see Maintenance Manual, sheet 7101).

Key to Illustration 7101-20

1 Slide valve
2 Pump casing
3 Screw
4 Bearing caver
5 Drive wheel
6 Thrust ring
7 Necked-down bolt
8 O-ring
9 Bearing bushes
10 Pump priming wheel (driving)
11 Cover
12 Fiat joint
13 Pump priming wheel (driven)
14 Flat joint for item 16
15 Shim
16 Cover
17 Spring

G Space for fitting the eyebolts

Nti!W
5.95 sulzer Engine-Driven Pumps / ZAL.4OS
Diesel
7101- 20

Z-107.122.808

m.angeb.P. ZAL 40s

1987
 7102

FUEL BOOSTER PUMP

(Please refer to sheet 7102-20)

The fuel booster pump is fitted only onto nonreversible engines and even
there only in specific installations.As long as the engine is operating
this pump delivers the liquid fuel to the Fuel injection pumps.
The design of these pumps permits the interchangeof the cogwheels 16 and
18 SO that it caribe used either for clockwise or anti clockwise rotating
engines.
An O-Ring 13 serves as seal between the pump and the engine.
The screw 24 fastening the driving gear wheel 22 onto the pump shaft/cog-
wheel 18 has to be tightened in accordance with instructions (Please refer
to the maintenance manual Group 7102).
The relief valve 1 protects the pump from unadmissiblehigh pressure
(Blow-off pressure = 10 bar).
The shaft seals 20 and 20a prevent the leakage of oil into the fuel or the
fuel into the lubricating oil respectively.
The bearings of shaft (cogwheel) in the bearing housing 12 are lubricated
by oil from lubricating oil system of the engine.
The bearings of the cogwheels however are lubricatedby the fuel.

Key to Illustrationsof sheet 7102-20

1 Valve body (relief valve) 16 Pump cogwheel (driven)

2 Valve stop 17 Bearing caver
3 Spriag 18 Pump cogwheel (driving)
4 Joint 19 Screw
5 Screw 20,20a Shaft seals
6 Cylindrical dowel pins 21 Backing ring
7 O-Ring 22 Driving gear wheel
8 Circlip 23 Thrust ring
9 O-Ring 24 Screw
10 Sealing disc 25,25a Cylindrical dowel pins
11,lla O-Ring 26 Screw
12 Bearing housing
The drawings of sheet 7102-20 show
13 O-Ring
the cogwheel mounting for a clock-
14 Pump housing
15,15a,lSb Bearing bushes wise rotating engine.

K ZAOOS
with eng. dr. pumps
1987
 7102-20

o- 107. 165.397

K m. ange 6. P. ZA 40s
1987
 7103

CYLINDER COOLLNG WATER PUMP

( see 7103-20)

The cylinder cooling water pump is only built ont0 non-reversing engines and
only in certain cases. As long as the engine is running, the water necessary
for cooling the engine (net the charge air cooler) Will be circulated.
The pump shaft bearings are supplied with oil from the engine lubricating oil
system whereby the oil reaches the bearings through internal drillings.

The shaft sealing ring 8 prevents oil escaping from the drive side while the
CYCLAM-rotating mechanical seal 11 seals off the water chamber.
Leakage water as well as leakage oil which may corne from the seals leaves the
pump through leakage drain 'L' at the bottom of the pump housing.

The rubber ring 18 acts as a seal between the pump housing and the end casing.

Pre-tensioning of the shaft 16 is done hydraulically according to specific

instructions (sec maintenance manual, group 7103).

Should pump leakage noticeably increase, then either the shaft seal on the
drive side (oil) or pump side (water) will have to be renewed. This requires
that the pump be removed from the engine and dismantled (sec maintenance manual,
group 7103).
The pump has also to be removed from the engine if an inspection of the rotat-
ing parts and bearings is to be made and for any extensive overhaul. At the
same time the running clearances have to be noted.

Kev to Fia. 7103-20

Round nut 14 Rubber '0' ring

291,47 x 7
Drive gearwheel
15 Cover
Sleeve
16 Shaft
Locking wire
17 Impeller
Bo1ts Ml6 x 130
18 Rubber '0' ring
Bearing housing
291,47 x 7
Rubber '0' ring
177,17 x 7
8 Shaft sealing ring
(Gaco)

9 Bush
A Water inlet
10 Spacer ring
B Water outlet
11 Rotary mechanical seal
c Lubricating oil inlet
12 Pump housing
L Leakage drain
17
a.” Bolts Ml6 x 50

K ZAOOS
with eng. dr. pumps
1987
7103 -20

m. angeb.P. ZA#S
1987
 7104

RAW WATER PUMP

(sec 7104-20)

The raw water pump is only built onto non-reversing engines and only in cer-
tain cases. As long as the engine is running, raw water Will be supplied for
cooling the charge air cooler(s) and for secondary cooling of the lubricating
oil. cylinder cooling water etc. (depending on the installation).
The pump shaft bearings are supplied with oil from the engine lubricating oil
system whereby the oil reaches the bearings through interna1 drillings.
The shaft sealing ring 8 prevents oil escaping from the drive side while the
CYCLAhl rotary mechanical seal 11 seals off the water chamber.
Leakage water, as well as leakage oil which may corne from the seals, leaves
the pump through leakage drain 'L' at the bottom of the pump housing.
The rubber ring 18 acts as a seal between the pump housing and the end casing.
Pre-tensioning of the shaft 16 is done hydraulioally according to specific
instructions (sec maintenance manual, group 7104).
Should pump leakage noticeably increase, then either a shaft seal on the drive
side (oil) or pump side (water) Will have to be renewed. This requires that
the pump be removed from the engine and dismantled (sec maintenance manual,
group 7104).
The pump has also to be removed from the engine if an inspection of the rotat-
ing parts and bearings is to be made and for any extensive overhaul. At the
same time the running clearances have to be noted.

Kev to Fia. 7104-20

1 Round nut 14 Rubber '0' ring 291,47 x 7
2 Brive gearwheel 15 Cover
3 Sleeve
16 Shaft
4 Locking wire
17 Impeller
5 Bolts Ml6 x 130
18 Rubber '0' ring 291,47 x 7
6 Bearing housing
19 Bearing bushes
7 Rubber '0' ring 177.17 x 7
8 Shaft sealing ring (Gaco)
9 Bush
10 Spacer ring A Water inlet
C Lubricating oil inlet
11 Rotary mechanical seal
12 L Leakage drain
Pump housing
13 Bolt Ml6 x 50

ZA40S
with eng.dr.pumps
1987
 7704 -20

o-107.111.1s3

K m. angeb. P. ZAbOS
1987
 7105

FUEL VALVE COOLING WATER PUMP

The fuel valve cooling water is only built onto non-reversing engines and only in special cases. As long as the engine
is running, water is supplied to cool the fuel injecter nozzles.
The pump shaft bearings are supplied with oil from the engine lubricating oil system whereby the oil reaches the
bearings through interna1 drillings.
The shaft sealing ring 8 prevents oil escaping from the drive side while the shaft sealll seals off the water chamber.
Leakage water, as well as leakage oil which may corne from the seals, leaves the pump through leakage drain ‘L:at
the bottom of the pump housing.
The O-ring 18 acts as a seal between the pump housing and the end casing.
Pre-tensioning of the shaft 16 is done hydraulically according to specific instructions (see Maintenance Manual,
sheet 7105)
Should pump leakage noticeably increase, th& either a shaft seal on the drive side (oil) or pump side (water) Will
have to be renewed. This requires that the pump be removed from the engine and dismantled (see Maintenance
Manual, sheet 7105).
The pump has also to be removed from the engine if an inspection of the rotating parts and bearings is to be made
and for any extensive overhaul. At the same time the mnning clearances have to be noted.

Key to Illustration 7105-20

1 Nut 14 O-ring
2 Drive gearwheel 15 Cover
3 Sleeve 16 Shaft
4 Locking wire 17 Impeller
5 Bolt 18 O-ring
6 Bearing housing 19 Bearing bushes
7 O-ring 20 Dowel pin
8 Shaft seal 21 Split pin
9 Bush
10 Spacer ring
11 Shaft seal A Water inlet
12 Pump housing C Lubricating oil inlet
13 Bolt L Leakage drain

1987 Engine-Driven Pumps / ZA4OS

 7105 -20

2-W7.121.72b

K m. angeb. P. ZA US
1987
 7200

CYLINDER LUBRICATION

General

A well functioning cylinder lubrication and the use of a suitable grade of lubricant is essential for the trouble-free
operation of the working pistons.
On engines of the type ZA4OS a universal oil is utilized, which is suitable for the bearing lubrication as well as for the
lubrication of the cylinder liners.
Conceming grade and quality of the oil please refer to the section “Lubricating Oil”, sheet 0356-4.
The oil quant@ fed to the cylinders is regulated load-dependent, whereby one must consider that a certain portion
of it is scraped off into the crankcase by the oil scraper rings.
The delivered oil quantity therefore does not correspond to the actual cylinder lubricating oil consumption.

Arrangement of the cylinder lubrication (see schematic diagram 7200-20)

The oii for the lubrication of the cylinder liners is pumped through the separator 4, the heater 3 and the fine filter 5
into the daily service tank 6.
Should the case occur that no more oil is delivered from the separator to the daily service tank 6, the float valve 13
Will open and admit oil from the pipe 12 into the tank. This oil cornes from the main oil pipe of the pressurized
engine lubricating system and flows through the fine filter (SCAAMTIC)ll, mounted on the engine.

Key to Schematic Diagram 7200-20

1 Oil drain tank

2 Oil pump in separator
3 Pre-heater
4 Separator
5 Fine filter
6 Daily service tank for cylinder lubricating oil
7 Connecting pipe (tank / cylinder lubricator)
8 Cylinder lubricator
9 Sight glass (overflow)
9a Overflow pipe
10 Engine oil feed pipe (either from separator or
from built-on tub. oil pump)
11 Fine filter (SCAMATIC)
12 Feed pipe to daily service tank
13 EIoat valve
14,14a Level switch
15 Oil lever indicating device
16 Suction pipe to engine lubricating oil pump

2.92 2.440s
 7200- 20

/
6
4
,9a

ZAL40S
1987
 7203

FINE FILTER FOR CYLINDER LUBRICATON OIL

(Please refer to sheets 7203-20 & -21)

The self-cleaning oil fine filter (SCAMATIC) cornes into operation when the
float valve 13 in the elevated tank 6 opens. The pipe 12 between engine and
elevated tank- and therefore also the filter 11 - are constantly under pres-
sure (please refer to sheet 7200-20).
The shut-off valve in the pipe between engine oil pipe and fine filter must
always be open during operation. It must be shut only when the filter must be
dismantled.
As mentioned before, the filter is self-cleaning, and requires no periodic
maintenance, The switching mechanism inside the filters is actuated by the
flow of the oil and it acts about 20 times per minute. The switching cari be
heard when the engine stands still and it cari be felt by touch on the running
engine, provided the oil flows through!
The oil enters at 'A' and leaves the filter at 'B' (filter grade = 5 um).
Part of the entering oil drives the switching mechanism of the cleaning device
and leaves the filter at 'D' to return to the crank case of the engine. (Please
refer to sheet 7203-21).
Sludge eliminated by the filter (dirt) enters the space 'E' and flows through
the exit 'C', which is connected to the crank case, back into the collecter
tank (please refer to sheet 7203-21).

Key to Illustration 7203-20 & -21

Engine oil pipe 15 Sealing ring

Spherical cock 16 Locking disc
Oil feed line to filter 17 Hex. Screw
Fine filter SCAMATIC) 18 Sealing ring
Return pipe from built-in 19 Cover
switching mechanism 20 Special sealing ring
6 Holder 21 Filter insert
7 Dirty oil drain 22 Filter casing
8 Connection to high level 23 Sealing ring
tank 24 Joint
25 Threaded plug
11 Fixing screw 26 Connecting nipple
12 Locking disc 27 Protecting sleeve
13 Joint 28 Corset
14 Hex. screw with nut and 29 Screw
lock nut

A I
ZA40S
1987
 7203-20

4
-
+-----
b------

\i

8.

1 - 107. 126.356

zAL4os 1987
 7203-21

111 4 15 16 17 18 79

+----
/
./
M r----
-
_-
---
--
f
--l-.
--
-ïe@if -20

27 T

1
-L

/ +i -7L

$7:@ CL I-L r-15

1
-\26
c 4 - 107. 111.616

1987
 7210

CYLINDER LUBRICATING OIL PUMP DRIVE

Design of the drive mechanism

The drive of the cylinder lubricating oil pumps is effected hydraulically, in accordance with schematic diagram
7210-20. Sheet 7210-21 provides information on the arrangement of the hydraulic drive components. For estab-
lishing and setting the lubricating oil feed rate, diagram sheet 7210-22 has to be used.
The cylinder lubricating oil pump drive is SOdesigned that the specific cylinder lubricating feed rate at low load
(about 25% load) is 1.1 times to 1.3 times higher than at full load (100% load).
The geared pump 6 supplies a constant quantity of engine oil per unit of time and with an increased pressure to the
3-way flow control valve 5, which is controlled by the fuel regulating linkage 1. Depending on the position (load) of
the fuel injection pump regulating shaft 1 and the 3-way flow control valve 5, the latter controls the quantity of oil
flowing to the hydraulic motor 7. The 3-way flow control valve 5 allows any surplus oil to return to the engine hous-
ingvia return 18. In this way, the quantity of oil routed to the hydraulic motor 7 is increased or reduced and thus also
the speed of the hydraulic motor. As a result of this, the cylinder lubricating oil pumps 8 are driven faster or slower,
and therefore prime more or less oil. The speed of the hydraulic motor is dependent solelyon its supplied quantity
of oil.

The minimum speed of hydraulic motor 7 @OR = 40 r.p.m.) is determined by stop screw 1.
As a rule the basic setting as recorded in the setting table should not be altered.

Pre-lubrication and emergency operation

TOpre-lubricate the cylinders (see also sheet 0357) as well as in the case of failure of gear pump 6 or of flow control
valve 5, the hand cranks 10 of the cylinder Iubricators 8 have to be turned manually. Damage to the drive system of
the lubricators should, if at a11possible, be remedied immediately.

Cylinder oil quantity

The recommended lubricating oil throughput is indicated on sheet 0360.

Establishing the theoretical specifk feed rate (SFR) from the adjusting diagram sheet 7210-22

The theoretical feed rate is established from the three diagram fields ‘A!,‘B’ and ‘C’ as shown in the examples for
25% load and 100% load.

Diagram field ‘A’ The determining characteristic ‘KS’ of flow control valve 5 bas been entered here. Starting at
the LI-position (load indicator) of the regulating shaft (on the left) the speed of hydraulic mo-
tor 7 nOR is estabhshed by means of the flow characteristic.

The exact speed nOR cari be verified by direct speed measurement on the drive shaft 9, or by
counting the number of crank turns.
Number of crank turnslminute x 9 = rm effective

Diagram field ‘B’ A characteristic line is allocated to every position ‘X’ (e-g. X = 2) of the stroke-adjusting screw
‘E’, which indicates the relevant throughput FR in g/cyl. hour at the intersection of the corre-
sponding nOR.

Norma& the setting measure ‘x’ (number of screw tums) should be equal on a11cylinder lubrica-
tors on the engine.

Diagram field ‘C’ Starting from the intersection in field ‘B’, the intersection with the resp. cyIinder Ioad charac-
teristic (e.g. 180 kW/@.) cari be found and with it the specific feed rate SFR (g/kWh) cari be
established.

TOdetermine the setting measure ‘X’,the procedure cari also be reversed (e.g. 100% load).

2.92 NeW
suker ZA4OS
Diesel
 7210- 1

Alter@ the setting

For normal operation the basic setting according to the setting table should not be altered as a rule.
Only after overhauls i.e. after replacement of piston rings, cylinder liner, piston or piston skirt, may the lubricating
oil quantity SFR be altered for the duration of running-in as described in the running-in instructions (sheet 0360).
At the end of the running-in period the original value must be re-set again.
When replacing gear pump 6, for the hydraulic motor 7 and specially the flow control valve 5, the actual speed nOR of
the hydraulically motor has to be measured and compared with the values in the setting table. Deviations of i 10%
at 100% load and of +r 15% at 25% load are tolerable.

Possibilities of correcting the settings

Should the deviations be greater, then alterations of the basic setting should only be carried out by specifically
trained personnel.
Below are given the alteration possibilities of characteristic ‘KS’ of the 3-way flow control valve:

- Transmission bar 3
Lengtheningorshortening the barlength by 1 mm, producesaparallelshifiofthe characteristic ‘KS’correspondingto:
~OR= + 4 rp.m. (when shortening)

nOR = - 4 rp.m. (when lengthening).

- Tooth meshina of toothed segment 4

Shifting of the marked toothed mesh by one tooth produces a largerparallel shifr of the characteristic ‘S’as shown
below:
noR= + 33 rp.m. (when tuming clockwise)
noR = - 33 rp.m. (when tuming anti-clockwise).

- Re-attachinp of transmission bar 3 on the lever 2

Re-setting the rod meshing by one hole in lever2, in the direction smaller leverradius, causes a steeperinclina tion of the
charactetitic curve ‘KS’,whereas in the direction largerleverradius, it causes af7atter inclination of the characteristic
curve ‘KS’.
In other words at nearZyunchangedzeropoint, the inclination of the characterîstic curve ‘KS’changes at LZ-position 8
by about 5 35 rp.m.

- OD screw 11
After altering the setting, the minimum speed of the hydraulic motor has to be checked ut minimum engine speed and
load and Iimitedto noR = 40 rp.m byadjustingstopscrew11.

zA4os 12.91
 7210-2

Key to Illustrations 7210-20 and -21

1 Fuel pump regulating shaft 11 Stop screw

2 Lever on regulating shaft 12 Feed indicator (see sheet 7221)
3 Transmission bar 13 Coupling
4 Toothed segment 14 Cylinder liner
5 3-way flow control valve (see sheet 7212) 15 Bearing lubricating piping
6 Gear pump (see sheet 7211) 16 Oil pressure piping
7 Hydraulic motor (see sheet 7213) 17 Control oil
8 Cylinder lubricator (see sheet 7220) 18 Return flow to engine housing
9 Drive shaft 19 Cylinder oil feed piping
10 Hand crank 20 Cylinder lubricating piping

Key to diagram 7210-22

A Diagram field for LI and ~OR

B Diagram field for measure ‘x’ of the adjusting screw
C Diagram field for load and SFR
E Adjusting screw for pump stroke
KS Characteristic of 3-way flow control valve
LI Load indicator position
IlOR Speed of hydraulic motor (r.p.m.)
X Number of tums of adjusting screw ‘E
FR Flow quantity
SFR Specific cylinder lubricating oil feed rate

2.92 zA4os
 7210-20

1 2 17 10
\ \ \ /
\ \ \ \ ’ l #ttttt I #tHti~ /’

18

'6 16

2.92
zA4os
 w-----3 / I I -t-i- I ,. -- HilY

16

Ansicht auf Antriebsseite

+ + \, y VIEWON DRIVING END
i ’
 7210-22

ADJUSTING DIAGRAM

I
/
/
/
,’ ,’

hl

GYb lOO(J, LI=L,Y

(RPMI
f-j-+++-"HM
L SFR=2,59g/kWh

100% lood,
LI=7.9
SFR=2,32g/kWh

Example:
720 kW, n= 514 RPM

- Adjuating scrcw E
(Left hond thrcod)

n
Vicwcd from obon
Oil

+ -
QD

ZA4OS
2.92
 7211

GEAR OIL PUMP FOR CYLINDER LUBRICATING

OIL DRIVE
(sec Fig. 7211-20)
For a11 engine alternatives the cog wheel pump is utilized. It is therefore
equipped with valves which permit its use for both engine directions of ro-
tation.

Key to Fig. 7211-20

Valve housing 15 Spring

Allan screw 16 Valve
Pump housing 17 Valve body
Driving gear with la Valve body
drive shaft 19 Valve
5 Bearing bushes 20 Guide bush
6 Flange 21 Spring
7 Allan screw 22 Circlip
a Centring ring 23 Bush
11 Driven gear 24 Rubber '0' ring
12 Closing caver 25 Rubber '0' ring
13 Circlip
14 Guide bushes D pressure side
S Suction side

A ZA4QS
1987
 7211-20

12--------J. ’
I
25
2- 107.ot?o. 788

A ZA#S
1987
 7212

3-WAY FLOW CONTROL VALVE

TO THE CYLINDER LUBRICATOR DRIVE

Function
(please refer also to sheet 7210-21)

The gear pump delivers the lubricating oil to connection ‘A. Part of this oil flows from connection ‘B’ to the hydrau-
lit motor via the throttle of the control piston. The remaining oil returns to the system through connection ‘T’.
Depending on the position of the control piston or the regulating linkage respectively, more oil reaches the hydrau-
lit motor and less returns to the system or vice versa.
In addition a pressure regulating valve 5 is provided, which is set to 50 bar.

Key to Illustration 7212-20

Pinion shaft
Cover
Casing
Setting screw for pressure regulating valve
Pressure limiting valve
Pressure balance
Regulating piston

A Oil inlet
B Oil outlet to hydraulic motor
T Return to system

1 Schematic diagram of flow control valve

II Characteristic

2.92 ZA4OS
 7212-20

50

30

20

10

O+r;::::: ! !!!

3- 107.240.206

1
zA4os 2.92
 7213

HYDRAULIC MOTOR FOR CYLINDER

LUBRICATING OIL PUMP DRIVE
(sec Fig. 7213-20)

The hydraulic motor drives the cylinder lubricating oil pumps which are con-
nected to each other with couplings. The oil leaving the hydraulic motor re-
turns to the crankcase.
The distance from the cylinder lubricating oil pumps seating surface to the
drive-shaft centre line 1s specified with a tolerance SO that during installa-
tion the correct position with regard to the height-is obtained automatically.
In order to ensure that the correct axial position 1s obtained the cylinder lu-
bricating oil pumps must be pushed UP to the stop against the front of the sup-
port during assembly.

Kev to Fig. 7213-20

1 Drive shaft 13 Identification plate
la Key 14 Spacer
2 Sealing ring 15 Rotor
3 Quad. ring 15a Stator
4 Centring flange 16 Spring washer
5 '0' ring 17 Thrust washer
6 Thrust ring 18 Mstributor plate
7 Housing 19 Coupling shaft
8 Shaft 20 Magnetic separator
9 '0' ring 21 Spring washer
10 End caver 22 Screw
11 Allan screw 23 Axial needle-roller
12 Screw bearing

ZA40S
1987
 7213-20

21 20

>

4 z4405
1987
 7220

CYLINDER LUBRICATING OIL PUMPS

1. Design

Eight pump elements ring the vertical gear shaft. Each element consists of a pump body with control plunger and
main piston. As well as these, a suction pipe ‘A’and two deliveq pipes ‘B’ are to be found in each element. The
individual pump elements 8 are screwed onto a common baseplate 15. Al1 the oil outlets are located at the top in
the housing caver 3.

2. Mode of operation

The gear shaft 14 is driven by the cylinder lubricating oil pump shaft 18 (see also sheet 7210) via worm gears 10
and 10a. Their rotation is converted directly into a reciprocating movement of the main piston and control
plunger. The rim of the stroke control disc 6 runs in the groove of control plunger 9 and causes the latter to
execute t w o upward and downward strokes every revolution. The head of the main piston 7 engages in the rim
of the stroke operating disc 4 and the piston executes an upward and downward stroke e v e r y r e v o 1u t i o n.

a) Suction stroke: The control plunger is brought to the middle position by the stroke control disc and con-
nects the suction pipe ‘A’with the displacement chamber of the pump body through the
transverse hole in the control plunger. The main piston sucks oil due to its upwards mo-
tion created by the stroke operating disc.

a) Delivery stroke: The control plunger is brought to its uppermost position and connects the displacement
chamber of the pump body with the Upper delivery line through the vertical groove in the
control plunger. The downward stroke of the main piston supplies oil to the relevant con-
nection.

b) Suction stroke: The control plunger is again brought to the middle position. The Upper delivery pipe is
closed off. The upward stroke of the main piston then sucks oil in.

b) Delivery stroke: The control plunger is brought to its lowest position and the displacement chamber of the
pump body is connected with the lower delivery line through the vertical groove in the
control plunger. The downward stroke of the main piston supplies oil to the relevant con-
nection.

Stroke adjustment: The effective stroke of the main piston cari be altered by the adjusting screw 2 (‘E’ in dia-
gram 7210-22) at the head of the piston. This is used to regulate the oil delivexy and this
at the same time for hotb delivery lines of a pump element. The oil delivery Willbe in-
creased when the adjusting screw is tumed anti-clockwise and decreased when it is
turned clockwise. By turning the adjusting screw clockwise until it cornes to the stop, the
oil delivered from the relevant element Will be greatly decreased but not actually com-
pletely tut off. For this re.ason, under no circumstances may delivery pipes be blanked
Off.

Checking the flow: see sheet 7221

Manual pump drive

TOprime the lubricating oil pipes before starting the engine, after a stoppage of some duration, or to supply extra
oil momentarily when the engine is running, as well as in case of failure of the hydraulic pump drive, the gear
shaft cari be turned by hand using the hand crank 11 ( push crank down to engage)

ZA4OS 2.92
 7220- 1

CYLINDER LUBRICATING OIL PUMPS

:3. Relief valve

TOprotect the casing of the cylinder lubricating oil pump against damage as a result of excessive pressure, a relief
valve is provided in the vent screw ‘D’. This valve opens as soon as a pressure of 2 bar is attained (not shown in
Fig. 7220-20).

4. Arrangement (see Fig. 7210-20)

Acylinder lubricating oil pump is required for every 4 cylinders (= 8 lubricating positions). Engines up to 8 cylin-
ders are equipped with two such pumps whereas 9-cylinder engines have three of them.
Depending on the location of the turbocharger, the pumps are mounted on the casing at the free end or on the
front casing at the driving end.
With 6 and 9 cylinder engines, a number of delivery branches are not required. Nevertheless, small pipes are
connected to these branches and they return the delivered oil to the supply pipe of the respective pump.

Key to Illustration 7220-20

1 Dust cap 14 Gear shaft

2 Stroke-adjusting screw 15 Baseplate
3 Casing caver 16 Drive shaft
4 Working stroke disc 17 Shaft seal
5 Casing 18 Cylinder lubricating oil pump shaft
6 Control stroke disc 19 Free wheeling clutch
7 Working piston 20 Rollers for item 19
8 Pump element
9 Control piston
10 Helical gear on gear shaft A Suction pipe
10a Helical gear B Discharge pipe
11 Hand crank C Oil drain plug
lla Lifting spring D Venting screw with fitted
12 OiI outlet branch relief valve
13 Flat joint F Filler pipe connection

New
2.92 sulzer zAL4os
Diesel
 7220-20

Fabrika t IV0
Manufacturer Joseph V6gele A G
Producto Hockenheim
Deutschland 2 - 102 080.336

ZA4OS sulzer 2.92

Dk!Sd
 7221

CYLINDER LUBRICATING OIL FEED INDICATORS

The feed indicators arranged above the cylinder lubricating oil pumps allow a check to be made on the cylinder
lubrication while the engine is running. Al1 the lubricating oil pipes leading from each cylinder lubricating oil pump
in pairs to the respective cylinders are connected up to the feed indicators made of clear Plexiglass.
Depending on the number of cylinders of the engine, 6 or 8 digit feed indicators are used.

Function

In operation the steel balls 4 are lifted up in rhythm of the stroke with the regulating piston and kept hovering in the
Upper half of the indicator glass bore (3).
Each feed indicator is monitored at two oil ways by electrical proximity switches 5. If the oil flow stops, the steel balls
4 Willsink until they lie in front of the proximity switch 5. This causes a damping effect on the magnetic field which in
turn results in an alarm being energized through an amplifying relay.

Key to Illustration 7221-20

1 Connecting union
2 Holder
3 Glass body
4 Steel bal1
5 Proximity switch (double initiator)
6 Electric table

New
2.92 sulzer ZA4OS
Diesel
 7221-20

t t

ZA4OS 2.92
 Group 8
TABLE OF CONTENTS

Designation Sheet

Exhaust pipe (on engine) . ......... . . . . . ................ . . . 8100

Exhaust gas waste-gate .. ......... .... . . . . . ................ . . . 8136

Cooling water diagram . . . ......... . . . . . ................ . . . 8300

Lubricating oil diagram . . ......... . . . . . ................ . . . 8400

Starting air diagram . . . . . ......... .... . . . . . ................ . . . 8600

Fuel oil diagram . . . . . . . ......... .... . . . . . ................ . . . 8700

11.91
 8100

EXHAUST PIPE

The exhaust gas from each individual cylinder is led into a single pipe 1 and then to the turbocharger 3. This arrange-
mentis described as SPES (Single Pipe Exhaust System).
Expansion bellows 5 are installed between each individual length of pipe to absorb thermal deformation.
The supports 2 prevent the pipe from vibrating in operation. The supports 6 hold the pipe connections when the
respective cylinder head 4 has been removed.
The threads of a11the bolts and studs for the exhaust piping have to be smeared with special heat resistant grease
(see Maintenance Manual, sheet 0002, page 1).

Key to Illustrations 8100-20 and -21

1 Exhaust manifold
2 Support
3 Turbocharger
4 Cylinder head
5 Expansion bellows
6 Support
7 Spiral gasket

5.95 ZAIAOS
 8100-20

1 Il

o- 107 185.an
Gezeichnet für 8-Zyl. Motor
DRAWN FOR 8-CYL. ENGINE

NE?W
sulze!r 1987
DiC!Sd
 8100-21

4 ---

\a
\
\ ---_
5

\
6 _-_

_-_

---

--_
:

Gezeichnet für 6-Zyl. Motoren

DRAWN FOR 6-CYL. ENGINE

1987
 8136

EXHAUST GAS WASTE - GATE

General

Engines with high cylinder outputs consume the whole turbocharger potential. However, in order to make full use
of the wide utility spectrum of the engine in marine or stationary plants, as well as improve the fuel economy and the
acceleration performance, an exhaust gas waste-gate cari be provided (see illustration 6501-20).
The exhaust gas waste-gate functions generally similar to the charge air waste-gate.
If the maximum admissible charge air pressure is reached, part of the exhaust gas is bypassed directly into the gas
outlet after the turbine in order to limit the energy supplied to the turbine.

Function

The exhaust gas waste-gate 1 is fitted after the turbocharger to a connecting piece 6 on the gas outlet piping. Im-
mediately before entering the turbine, part of the exhaust gas is branched-off from the exhaust pipe, via branch
piping 7, and led to the waste-gate. When the valve opening pressure is reached, valve 2 opens and exhaust gas es-
capes to the gas outlet piping 6.
The control ofvalve 2 is effected by the pressure of the charge airwhich reachesvalve piston 3 via connection piping
8. The shutting forces are provided by compression spring 5 and counter piston 4. The opposed piston is fed via
connecting bore ‘E’ with charge air pressure or holding pressure respectively which cari be adjusted by pressure
regulating valve 10 connected via control piping 9.
The basic setting of valve stroke ‘S’ is done with setting screw 11.
The function and setting of the valve stroke are checked by means of the control pin 13.
On engines with part load waste-gate the turbocharger is specially tuned to part load operation.
The turbocharger attains the nominal charge air pressure at about 85% to 91% of MCR.
atMCR . . . the valve opens at about 85%;
at ERl . . . . the valve opens at about 88%;
atER . . . . the valve opens at about 91%. (ER = E;CONOMYMTING)

At approximately this load point the valve opens progressively until, at 100% load, it is completely open.

Opening characteristics

open

closed

80 85 100 Ilo?& MCR

Operational test (interval according to sheet 0030 in the Maintenance Manual)

Load engine up to just before the corresponding opening point.

The waste-gate valve must remain shut. Test pin 13 protrudes from the covering cap 14 and may not lower itself.
Slowly increase engine load up to 100%.
The waste-gate valve must open continuously. Test pin 13 lowers itself till the valve stroke entered in the setting
table is reached. Should faults occurwith this operational test, or should other defects be found then this fault must
be remedied (see Maintenance Manual sheet 8136).
Remark: In the pressure regulating valve 10 the oil level must be periodically checked. After removal of the
screw plug 15 the oil level cari be measured with a measuring wire 17 (about 0 1.5 mm) through the
longitudinal bore in the set screw 16. Should the oil level be below the minimum of 15 f 20 mm, then
clean oil (by preference turbine oil) has to be added. After the check has been completed the screw
plug 15 has to be screwed in again.
ZA4OS 5.95
 8136-1

Checking the setting ( only to be done after a defect, dismantling or in the case of replacement of parts )

A check or setting cari only be performed with turbocharger and charge air cooler in Perfect condition.
Setting the valve stroke: TOcarry out setting works remove first covering cap 14. With the valve shut turn
the setting screw 11 for stroke limitation inwards to the stop (turn in clockwise
direction). Then turn it outwards to the valve stroke ‘S’ specified in the setting
table and lock it with the lock nut (1 turn = 1.5 mm valve stroke).
Attention! Never run with the valve shut by force (no stroke).
Setting the holding pressure: Before carrying out setting works check the oil level and top up if necessary.
(with engine in operation) Bring engine power to 100% load without, however, exceeding the admissible
100% value of charge air pressure given in the setting table.
Set the holding pressure using the pressure gauge (range 0+4 bar from tool No.
9408.26) on pressure regulating valve 10 (measuring point 12), to exactly the
value given in the setting table.
Charge air pressure: The charge air pressure must be permanently monitored while the engine runs to
prevent damage caused by excessive ignition pressures.
The setting for the alarm CHARGE AIR PRESSURE TO0 HIGH must there-
fore be checked periodically (Alarm point = charge air pressure at 110% load).

Key to illustration 8136-20

1 Waste-gate housing 13 Control pin

2 Valve spindle 14 Covering cap
3 Compensating piston 15 Screw plug
4 Counter piston 16 Set screw
5 Compression spring 17 Measuring wire
6 Connecting piece to gas outlet piping
7 Exhaust gas branch piping
8 Charge air connecting piping B Exhaust gas
9 Control piping C Exhaust gas after cylinder
10 Pressure regulating valve D Charge air
11 Setting screw E Connecting bore
12 Measuring point for holding pressure S Valve stroke

5.95 ZA4OS
 8136-20

5 E 2 3 1 6 I

Gezeichnet für Reihenmotor

DRAWN FOR IN-LINE ENGINE

16

:- -:- -:- -:- -:

91.7017a

12

suker 5.95
ZA4OS Diesel
 8300

COOLING WATER DIAGRAM

Remark: Generally the cooling water is circulated through the engine cooling circuits by separate electric motor
driven pumps. Engines with “built-on pumps” (for example Diesel Generators) have their pumps
driven directly off the crankshaft (please refer to section 7103 and 7104).
The water cooling is divided into three separate circuits, namely:
- Cylinder cooling with treated fresh water in a closed circuit
- Fuel injection valve and nozzle cooling with treated fresh water
- Charge air cooling . for single-stage charge air cooler with raw water or with treated fresh
water (central cooler)
. for two-stage compact charge air cooler only with treated fresh water in a
closed circuit.

The circuits of the three systems within the engine are shown on the diagram 8300-20 for single-stage charge air
cooler and diagram 8300-21 for two-stage compact charge air cooler.
For circuits within the installation (power plant) please consult the relevant diagrams of the plant.

Pressure and temperatures, please refer to section 0358.

Cooling water treatment, please refer to section 0356 - cooling water.

Key to Illustration, sheet 8300-20 and -21

1 Cylinder cooling water inlet

2 Cylinder cooling water outlet
3 Cooling water inlet to turbocharger
4 Cooling water outlet from turbocharger
5 Cooling water inlet to fuel injection valve
6 Cooling water outlet from fuel injection valve
7 Instrument pane1
8 Gas inlet casing to turbocharger
8a Gas outlet casing from turbocharger
9 Fuel injection valve
10 Charge air cooler, single-stage
10a Compact charge air cooler, two-stage
11 Drain from gas outlet casing of turbocharger

M Measuring connection
T Thermometer
V Vent
D Drain
H High temperature circuit
L Low temperature circuit
CA Charge air inlet

5.95 ZA4OS
 8300-20

M6
/
A 1 f A A ‘I -7 T VT
/ / /

TM V2

5.95
 8300-21

T-m X~M 6

T VT

II II II I

w
H L

5.95
 8400

LUBRICATING OIL DIAGRAM

Remark: Generally the lubricating oil is circulated by a separate electric motor driven pump. Engines with
built-on pumps (for example Diesel Generators) have their pumps driven directly off the crankshaft
(please refer to section 7101).

The lubricating circuit within the engine is shown on diagram:

8400-20 . . with separate cylinder lubrication
8400-21 . . piston with ‘inner lubrication’.
For the further circuit of the lubricating oil within the installation please refer to the diagrams pertaining to the
installation.
Regarding the arrangement of the cylinder lubricators and their drives please refer to sheet 7201.
‘Ikbocharger and govemor have their own integral lubricating systems (please refer to the separate descriptions
and instructions of these components).

Key to Illustrations 8400-20 and -21

1 Main oil pipe from pump 16 Cylinder lubricator

2 Crankshaft main bearings 17 Cylinder lubricating oil daily tank
3 Crankpin bearing 18 Filter
4 Spherical piston bearing 19 Gear oil pump
5 Piston (cooling) (of cylinder lubricator drive)
6 Bearing of intermediate gear wheel 20 Relief valve
of camshaft drive (of cylinder lubricator drive)
7 Spray nozzle 21 Hydraulic motor
8,8a Main/auxiliary rocker arms (of cylinder lubricator drive)
9 Governor drive 22 Overspeed trip, safety tut-out device
10 Oil pressure safety (in governor) 23 Cylinder liner
11 Instrument pane1 24 Oil sump
12 Shut-off servomotor
13 Shut-off control valve
(only for reversible engines)
14 Reversing valve M Measuring connection
(only for reversible engines) T Thermometer
15 Reversing servomotor REV only for reversible engines
(only for reversible engines)

5.95 ZA4OS
 8400-20

r
t 1 16

zAL4os
with Separate Cyl. Lubrication 1987
 8400-21

-- ----
r

---

3’

-----

1995 zAL4os
Piston with ‘Inner Lubrication’
 8600

STARTING AIR DIAGRAM

Please refer to sheet 8600-20 for the arrangement of the starting air system (30 bar). The flame trap 9is designed to
prevent flashback into the starting air pipe.

Key to Illustration 8600-20

1 Starting air pipe from starting air bottle

2 Shut-off valve
3 Slow turning valve (not included in standard equipment)
4 Relief valve
5 Filter
6 Starting booster
7 Start fuel limiter
8 Starting air distributor
9 Instrument pane1
10 Flame trap
11 Starting air valve

M Measuring connection

5.95 zA4os
 8600-20

q-Jo
0000
‘ZI 9
M\

r /

,2

3-
 8700

FUEL OIL DIAGRAM

Fuel oil system (Fig. 8700-20)

The fuel oil is fed to the fuel injection pumps by a booster pump installed either in the plant or on the engine. The
volume of fuel delivered by this pump is considerably larger than required by the engine injection. At the end of the
return pipe 7 a pressure retaining valve 6 has been foreseen, on which the specified feed pressure (see sheet 0358)
cari be set. The excess fuel oil is returned to the system.
For heavy fuel oil service the fuel piping is heated and insulated. The high pressure injection piping 4 is additionally
encased for safety reasons. This pipework is monitored by a float switch 13 installed at the end of the fuel leakage
pipe 8.
TOreduce the pressure surges produced by the injection pumps, throttling orifices have been fitted in the connec-
tions to the feed and return pipes on the injection pumps.
Shut-off valves 11 and 12 are only fitted in front of each fuel injection pump as standard on the Marine Engines.

Setting the pressure retaining valves (Fig. 8700-21)

TOincrease the adjustable pressure, turn the adjusting spindle 6 in a cloclovise direction (+). TOreduce the pressure
turn the adjusting spindle 6 in an anti-clockwise direction (-). TOfree the spindle for adjustment loosen the lock nut
1 and tighten again after the adjustment is completed.

Key to Illustrations 8700-20 and -21

Fig. 8700-20 Fig. 8700-21

1 Fuel supply pipe 1 Locknut

2 Fuel injection pump 2 O-ring
3 Injection pipe 3 Spring
4 Fuel branch with pressure valve 4 Joint ring
5 Fuel injection valve 5 Casing
6 Pressure retaining valve 6 Pressure adjusting spindle
7 Fuel return pipe 7 Sliding bush
8 Leakage pipe from HP-pipe 8 Spring holder
9 Leakage pipe from fuel injection pump
10 Instrument pane1
11 Shut-off valve, supply pipe
12 Shut-off valve, return pipe
13 Float switch

10.91
 8700-20

13 12 11 8 2
\ 1
Ir I I !

10.91
 8700-21

eA3 +
-- --
.-‘+
8,:Q

I ‘1
I II

95.7414

5.95 zA4os
 Group 9
TABLE OF CONTENTS

Designation Sheet
Oilmistdetector ................................................................ 9314

Main bearing temperature monitoring ............................................. 9316

Engineliftingdevice ............................................................ 9500

1987
 9314

OIL MIST DETECTOR

Where rules or laws demand it or when the customer orders it specially, the engine is equipped with an oil mist
detector. This device continuously measures the density of oil mist in the crankcase and triggers an alarm when the
oil mist intensity is too high.
With this, possible bearing damage cari be detected at an early stage and explosions be prevented in the crankcase.
Dependingon the design execution, either a GRAVINER (Fig. 9314-20) or SCHALLER (Fig. 9314-20a) type is
fitted.

Function

The oil mist detector 1 is mounted on the EXHAUST SIDE of the engine. From each cylinder of the crankcase
space, a sampling pipe 2 leads to the oil mist detector 1.
Via the individual suction tubes 3 oil mist samples are drawn in periodically and checked for their intensity. In case
of inadmissibly high density the device triggers an alarm.
Via return pipe 4 (only on GRAVINER) the oil-air mixture is again led back to the crankcase.
As the oil mist detector may have been supplied by various manufacturers we have to refer to the more detailed
description of each make. The manufacturer’s documentation also contains more exact instructions regardingperi-
odical maintenance work which must be carried out.

Key to Illustrations 9314-20 and 9314-20a

1 Oil mist detector

2 Sampling pipe
3 Suction pipe
4 Return pipe
5 Terminal box
6 Support
7 Pressure reducing valve
8 Engine housing
9 Compressed air piping
10 Pressure regulating unit
11 Filter

5.95 ZAUOS
 9314-20

GRAVINER OIL MIST DETECTOR

-t
-t
+
8

L+

-------___

17
I \ \
4-107.240.465
 9314-20a

SCHALLER OIL MIST DETECTOR

11

II

g\

1 8

ZfuAos
 9316

MAIN BEARING
TEMPERATURE MONITORING
(sec Fig. 9316-20)

Where required by regulations or at the request of the customer, the tempera-

ture of the main bearings cari be monitored while the engine is running.
In such cases, temperature probes, as shown on Fig. 9316-20, are built into
the main bearings which transmit a temperature-related signal to a monitoring
instrument. Bependlng upon the installation, this instrument cari give en alarm
or immediately stop the engine when the pre-set temperature 1s exceeded.

The arrangement of the temperature probes for normal main bearings is shown
on Fig. 'A' and for locating bearings on Fig. 'B'.
The screws which hold the clemps 4 have to be secured with locking wire.
The temperature probes are held continuously pressed against the stop at the
bottom of the hole in the bearing by Springs 9. In order to secure the unions
10 in the main bearings, their threads have to be smeared with LOCTITE before
they are screwed In. This is not necessary with unions lOa, since this tempe-
rature probe is located outside the englne casing.

Kev to Fia. 9316-20

1 Main bearing cap
2 Cable
3,3a Temperature probe
3b Terminal boxes for item 3
4 Clemps
5 Locatlng bearing, lower part
6 Main bearing shell
7 Locating bearing shell
8 Lock nut
9 Spring
10,lOa Union
L TO + smeared with LOCUTE
No. 59 or 221 before screwing in.

A ZA40S
1987
 9316-20

08

-& ’ 3tJ

-
3b

II
0 I , , I

1 2 3 4

D
ZAL40S
1987
 9500

ENGINE SUSPENSION DEVICE

TO lift the complete engine by crane two suspension devices 4 are to be fitted as shown on sheet 9500-20.
The centre of gravity is situated at the following distances “L’ from the coupling flange, towards the engine centre:

6 ZAIAOS with turbocharger on FREE END L = 3133 mm

6 ZAL4OS with turbocharger on DRIVING END L = 2630 mm

8 ZAIAOS with turbocharger on FREE END L = 4053 mm

8 ZAIAOS with turbocharger on DRIVING END L = 3364 mm

9 ZAL4OS with turbocharger on FREE END L=4400mm

9 ZAL4OS with turbocharger on DRIVING END L = 3700 mm

On the 6 cylinder engine the suspension devices 4 are placed between the cyhnder No. 1 and No. 2 and between
cylinder No. 5 and No. 6; on the 8 cylinder engine between cylinder No. 2 and No. 3 and between cylinder No. 6 and
No. 7. On the 9 cylinder engine the devices are placed between cylinder No. 2 and No. 3 and between cylinder No. 7
and cylinder No. 8.
Fit special studs 3 on four cylinder head studs 6 (on either end) and screw them down till fully seated.
Mount suspension device 4 and fasten it with nuts 5. Tighten nuts 5 firmly, using impact spanner AF 65 (impact
spanner is not a standard engine tool).
Remark The engine suspension device is entered in the tools list of the Maintenance Manual. It is however not
part of the standard tool kit and is only supplied against a special separate order.

Key to Illustration 9500-20

1 Cylinder head
2 Round nut to cylinder head
3 Special stud
4 Suspension device
5 Hexagonal head nuts (AF 65)
6 Cylinder head studs

11.92 ZACQOS
Diesel
 9500-20

.j
6 ZAL = 1680mm 6,8 ZAL = 2800mm
8,9 ZAL = 2380mm 9 ZAL = 3500mm

Schwerpunkt L
CENTRE OF GRAVITY L

zAL4os 11.92
Diesel