B.5 Diesel Generator Engine

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b<:c
Subject Jag Leela -Samsung HN 1233 - Hyundai B&W AE
Dear sir,
i
With regard to cause of the excessive carbon deposits, we would like to inform you as
follows.
l. Burnt system LO :
Check if 0-ring is assembled on the inlet valve guide properly.
l the
Without the 0-ring, system LO is infiltrate into the valve stem forming carbon deposits on
root of the stem at combustion area.

2. Poor maintenance or quality(maker) of the FO injection valve.
3. Lower engine load :
In case long period oflower load operation and/or especially at less than 200/o,
exh. gas is back flow into scav, air receiver.
4.To be able to verify the root cause of the defect, please let us have the log book/maintenance
data.
Hoping above information might any assistance to you.
Truly yours,
S.L,CHOI
HHI-EMD,KOREA
Good day Mr Park,
Our sub vessel Jag Leela.Samsung Hull no 1233,delivered in march'99 is equipped with 3 Aux
engines from Hyundai Heavy Industries.
The vessel is facing an excessive carbonation on the inlet valves spindles.since after the last decarb
during docking around feb'04.
Attached pl find some photographs for ascertaining the qty of carbon deposits.
We have looked into the possible causes and foll reported from vessel.
- FO Temp- 125 deg C; Pressure-8.2 bar; Viscosity-12-15 est
- FO fine filters are in good order and cleaned every 250 hrs.
- Turbocharger is checked & found in good order.Sc pr normal.
- Not related to renewal of nozzles for the AEs.
All the 3 AEs cylinder heads had to be decarb'd in less than 5000 hrs.The photographs shown is for a
unit run for 4652 hrs.
Would request your comments and advise on the possible cause for the excessive carbon formation
and the areas you feel we can concentrate upon.
Foll are the details of the engine :

~1...,·/.,,1J
- Hyundai Heavy Industries Co.Ltd.
- Sri no: BA 0661 -1/2/3
- Year of mfg: 1999.02.25
Awaiting your reply for further course of action.
Thanking you & best regards,

Sudipto Mukherjee
Senior Manager - Tanker Technical
-
[email protected]
+91-22-56613311
+91-98201-82850
Fax: 24985344/5
----------
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K001.00--
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Gasket Kit for Cylinder Unit
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L23/30
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11311 2/C Gasket Plate 30601
,m 2/C Q·rln~ Plate 30601
2117 2/Q O·rlng Plat. *01
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2573 4/C O·rlng ,.late 30601

2751 4/C O·rlng Plete 30601
3.'173 "C O·rlng Plate 30601
3J~ 1/C Guket Plete 30601

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0211 1/C Gaeket P1ate 30602

2817 "c O·rlng
.... ,~ Plete 30802
J571 1/C 0-rlng Plate 30901
55~ 1/C Guket Plate 30901

1977 1/C Ge,ket Plate ·'
30902
1033 3/C O·rlng Plate 31101
2353 2/C O·rlng ?late 31102

2447 2/C GHket Plate 31102
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exceeding number of a-rings end guketa ere not
accepted as retum goods.
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6HYUNDOI - f==\
TOOLS PANEL (EXTRA TOOLS) PLATE 31961-01H
01 05
~HYUNDOI-~
TOOLS PANEL (EXTRA TOOLS) PLATE 31961-0l\-,
Item t,jo. Oeslgn•tlon Benmvnelse
01 Waste tray for honing Tragt for honing

02 Mounting drift - Monterin9sv~rkt0j -
valve seat rings vent. i l !>a.'der i nge
03 Extractor - valve Aftr~kker - ventil-
seat ring s~erinq
04 Grinding tool for Slibev~rkt0j for hr.
seat for fuel valve ventils~e
05 Tool panel Va?rkt0jsriancl
0(; Grindstone Sl ibe s ten
-
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h.HYUNQl\1 - f::=\
TOOLS PANEL (EXTRA TOOLS) PLATE 31962-01H
09
08
07
- 13
1
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01 20 19 18
6HVUNDOI - f::c'\
TOOLS PANEL (EXTRA TOOLS) PLATE 31962-0tH
Item No. Designation Benl91tnelse
01 Wrench N09le
02 Socket spanner Topnegle
04 Check pin Kontrolpind
OS Reta;ning tool - Modh'O 1 d - cyl i ndor ·
cyl inder 1 iner forinCJ
-
07 Guide ring for piston Styrerinq for s tcepc l
08 Pin gauge for crank- Spa!rmA 1 for krumt ap
shaft
09 P;n gauge for cam- Spa!rmAl for styre-
shaft aksel
10 L iftin9 tool for L0fteva?rkt0j for
cylinder 1 iner cylinderforing
11 Grinding handle for S l i beva?rk t0j for
cylinder 1 iner cyl ;nderforin9
12 Mounting too 1 for Monter;ngsva?rkt0j for
valves ventiler
13 Gu;de for fflclin bearing Styr for lejeoverfald
I7 Too 1 panel V.rrktejspancl
18 Grinding ring for S 1 i ber in9 for hr.ri1d-
fue 1 va 1 ve ven t i1
19 Feeler gauge Soger
20 Feeler gauge Soger
l
I•
It O'
, Engine Data
-1
1
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0 Operation of Engine
• ~ij
~a:w
~ , Engine Performance and Condition -
0
I Engine Frame and Bedplate

Crankshaft and Main Bearings
•
• I
Cylinder Head and Cylinder Liner
Piston and Connecting Rod

----
Operating Gear for Inlet Valves, ....
Exhaust Valves and, Fuel Injection Pumps
Fuel Injection Pump
..
~ Fuel Injection
- H
I
Camshaft and Camshaft Drive
~
-.
-•
Control and Safety Systems
Automatics and Instruments t
•
Starting System
- "
. .
I
I
Driven Machinery
- ~
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- I
<") Engine Data I
I
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-
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.Operation of Engine
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. ... ::0 >.
; Engine Performance and C~ndition -0~)i!
. z
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Trouble Tracing
.
f Engine Frame and Bedplate
I
.

• I
I
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Operating Gear for Inlet Valves,
Exhaust Valv~s and Fuel Injection Pumps
'
11
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Turbocharger System m I
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Fuel Injection P.ump,
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Camshaft and Camshaft Drive zo
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Automatics
. and Instruments
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System. zz
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Lubricating Oil System m
-·
Specification and Treatment of Lubricating Oil I
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s Fuel Oil System
I
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Fuel and Fuel Treatment
Cooling Water System I,.
Treatment of Cooling Water . . ·-
-·
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l Driven Machinery
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Tools I"
..
INSTRUCTION BOOK
PART I
SHIP NO. SN 1232
Engine type
D 5L23/30
[y] 6L23/30
D 7L23/30
D 8L23/30
HYUNDAI HEAVY INDUSTRIES CO., LTD.

ENGINE & MACHINERY DIVISION
1, Cheonha-Oong, Ulsan, Korea
Telephone: (0522) 30-7411- 8
Telefax: (0522) 30-7210
Telex: HHI EMO K53815.52191
This book must In no case be wholly or partially copied and published
or passed to unauthorized persons without the permission of HYUN-
DAI HEAVY INDUSTRIES CO., LTD. ENGINE & MACHINERY DIVISION.
6HYUNDOJ-~
Instruction book for L23/30 engines
The purpose of these books is in the first place to show the operational and constructional features of the engine.
In addition. they may be used as code books, for instance in correspondance and when ordering spare parts.
It is essential that the following data are stated in the enquiry or order:
1. Engine type
2 Engine number
3 Instruction book, invl. edition No.
4. Quantity required
5. Plate number including edition number and part number
Ex.: DE 5L23130 12140 8 off Plate 30701-1 SH, item 1454, piston.
These data are used by us to ensure supply of the correct parts for the individual engines, because the present
instruction books have been made to apply generally to the type L23/30.
In the books, drawings and description may occur which are not in accordance with the actual construction of
the engine, and. similarly, drawings and parts lists may include engine components and tools which are not
standard supply.
When designations with a "D" are used in drawings or text they refer to section and item No. in main section
301 DATA. Example: D 305·1 refers to section 305, item 1 in main section 301 DATA.
HYUNDAI HEAVY INDUSTRIES CO., LTD.

ENGINE & MACHINERY DIVISION
1, Cheonha-Dong, Ulsan, Korea
Telephone: (0522) 30-7 411 - 8
Telefax: (0522) 30-7210
Telex: HHI EMO K53815.52191
89 21
~HVUNOl\1 - ~
Instructions for plants based on engine type 23
The instructions earn the purpose to provide general information for

operation and maintenance to describe the design and to be used for
reference when ordering spare parts.
Reliability and operation economy of the plant will to a great extent
depend on correct operation and proper maintenance.
Therefore it is essential that the engine room personnel in addition to
basic knowledge of diesel engine machinery installations is fully acquain-
ted with the contents of the instructions.
The instructions consist of 2 volumes designated Part I respectively

Part I I.
Part I is the basic instruction manual for the particular engine supplied
with plant-adapted information such as principle media-system drawings.
The basic instruction manual is subdivided in sections. In the sections

301-304 are stated various data for engine performance, operation and
maintenance.
The sections 305-318 deal with media systems and main components assem-
blies.
Each of the sections comprises a general description, overhauling proce-
dures, component illustrations and parts lists.
When designations with a ''D'' are used in drawings or text they refer to
section and item No. in main section 301 DATA. Example D 305-1 refers
to section 305, item 1, in main section 301 DATA.
Section 319 deals with tools.

In descriptions of overhaul procedures are mentioned or illustrated not
only special tools data which might be part of our delivery, but also
common hand tools and machining tools, which usually are available on
board ships.
The amount of tools, delivered according to contract for each specific
plant appears from the plant-adapted list of tools.
Part II comprises detailed information of auxiliary and ancillary equip-

. ment from subsuppliers, comprising components such as turbocharger, engine
. 1overnor and final plan drawings incl. test bed reports.
N
'°
00
Cl"I
6HYUND/\1 - ~
Instructionsfor Plants based on Engine Type 23
The instructions earn the purpose to provide general information for operation and maintenance,
to describe the design and to be used for reference when ordering spare parts.
Reliability and operation economy of the plant will to a great extent depend on correct operation and
proper maintenance.
-- Therefore it is essential that the engine room personnel in addition to basic knowledge of diesel
engine machinery installations is fully acquainted with the contents of the instructions.
The instructions consist of 2 volumes designated Part I respectively Part II
The first five sections (301 • 304) of the book serve as a guide on the operation of the engine, and
the next fourteen sections (305 • 318) contain technical descriptions, spare parts illustrations with
pertaining parts lists as well as overhauling procedures.
The engine is divided into a number of main components/assemblies. each of which is described
in a section of this book (section 305-319). Each of these sections starts with a short technical
description, followed by overhauling procedures, later spare parts illustrations and spare parts lists
are to be found.
In descriptions of overhaul procedures are mentioned or illustrated not only special tools data which
might be part of our delivery, but also common hand tools and machining tools, which usually are
available on board ships.
The amount of tools, delivered according to contact for each specific plant appeals from the plant-
adapted list of tools.
1991.04.10
l~
h.HVUNDOI - f=="
CROSS SECTION VIEWED FROM FRONT PLATE 30000-0?H
1988.03.09
, -::r
.6HVUNDOI -f=='\
DEFINITIONS FOR IN-LINE ENGINES 1985. 12. 05
DESIGNATION OF CYLINDERS, ENGINE SIDES AND

DIRECTION OF ROTATION
,... Flywheel end

Front end
Exhaust side I Right side
Control side I Camshaft side I Left side
Left side Right side
Anti-clockwise Clockwise Rotation

Rotation (Standard)
Engine viewed from Flywheel End

,~
D.HYUNDOI - ~
ENGINE DATA 0301
Edition 06H
DIESEL ENGINE - MAIN DATA Oa ta 1 ( 1 )
Cycle 4-S1roke
Configuration In-line
Cyt. Nos. available 5-6-7-8
Power range 525-1280 kW (715-1740 BHP)
Speed 12on501900 rpm
Bore 225mm
Stroke 300mm
Stroke/bore ratio 1.33:1
Piston area per cyl. 398 cm-
Swept volume per cyl. 11.9 ltr.
Compression ratio 13:1
Max. combustion pressure 130 bar
Turbocharging principle Constant pressure system and lntercooiing
Fuel quality acceptance HFO up to 700 cSU50° C (BSMA 100-M9)
Flexible power lay-out Available in MCA and ECR version
Power lay-out MCA version ECR version MCA vars-on
Speed rpm 720 750 720 750 900
Meat\ piston speed mtsec. 7.2 7.5 7.2 7.5 9.0
Me3n elfecove pressure bat 182 18.1 14.7 14.7 179
r,.A.,ax. combustion pressure bar 1.30 130 125 125 130
Speottc tuel 011 consumpoon gll<Wh 191 192 188 189 196
Power per cylinder kWlcyl. 130 135 105 110 160

BHP Icy I. 175 185 145 150 217
O,e~oad ,acng (10%) allowable m I hour lor every 12 hours

-
Power per cyhnder kWrcyl. 145 150 115 120 176
I BHPtcyl 190 205 160 165 2'.39
ICf
bHVUNDOI-~
ENGINE DATA 0302
Edition 07H
STARTING OF ENGINE Data 1 ( 1 )
Starting air pressure, normal .....•...•... 25 - 30 bar
Starting air pressure, minimum............ 7 bar
Starting air pressure at engine inlet, normal 7 - 9 bar

r<;
~HYUN DOI -{::::::,
OPERA TI NG OAT A 0303
Edition 21H
MARINE GENSETS Oa ta 1 ( 2)
Normal Value •• Full load Alarm Set point Autostop ot engine
Lubricating Oil System .

Temp. befo,e coole( SAE30 Tl20 50.70• C TAH20 90• C
(oune1 engine) SAE40 Tl 20 65,75• C TAH20 100· C
Temr,-atte, ooole, SAE30 Tl 22 45-60' C TAH22 1s•c TSH22 8s•c
(ink> engino) SAE40 Tl22 50·65' C TAH22 85'C TSH22 95'C
PressureaftOthltcr (onlet cng) P122 3.4 bar PAL 22 3 ba, PSL22 25ba,
Elevated pressure i,a when
oontrilugal filter insta lod Pl22 4-5ba• PAL22 4 ba• PSL22 3 5 bar
Prossu1cdrop across lolto1 POAli 21·22 0 5·1 bar POAH 21·22 I 5 bar
Prolub<icatinRg:essure P125 O 5·0.8 bar LAL25 lovol switch
Pressure onle rbodlarger Pl23 1317ba,
Lub. oil, level in base frame LAL 28/LAH 28 low/high level
Temp. main beanngs TE 29 75-85' C TAH 29 95'C
Fuel 011 System

Pressure after filter MOO P140 2·3bal PAL 40 1.5 bar
HFO P140 (A) PAL40 4 bar
Fuel oil leaking od LAH 42 leakage
Cooling Water System

Pross. LT-oreuit, Inlet engine PIO! 1·2.5 bar PALO! 0.4 bar+ (B)
Pross. HT-<:ircu,t. in101 engine Pl 10 1·30bar PAL10 o 4 ba1, (Bl
Tomp HT·circuot, ,n101 cng,no Tl 10 60 75• C
Temp HTcorcuil, ouUot cyl. units Tl 11 70·85' C
Temp. HT-circu,1. ouUoleng,no TAii 12 90• C TSH 12 95"C
Temp. raise across cyl. units Max. 10' C
Exhaust Gas and Charge Air

Exh. gas temp. before TC Tl 62 425,475' C TAH 62 500·c
Exh. gu temp. outlet cyl. Tl 60 TOAH60 average t so0c
Exh. gastemp alter TC Tl61 275-350' C TAH61 500'C
Ch air press. aner coolc, Pl31 2·2 5 b.)1
Ch. air ICmp. alto, cooler Tl 31 35.55• C TAH31 65' C (C)
Ch. air temp alt. cooler V28/32A Tl 51 55.75• C TAH31 85' C
Compressed Air System

Press. inlet cng,no 28132A Pl 70 7 9 bar PAL 70 7 bar
Press. inlet eng,nc 23130 Pl 70 7-9 bur PAL 70 7 bar
Speed Control System

'°'
GenSOIS 60 Hz 5190 720 rpm SAH81 820rpm $$HOT 820 rpm
GenSets lo, 50 H2 5190 750 rpm SAH81 855rpm !,SH 81 SSS rpm
Specific plants will not comprise alarm equipment and autostop for al 1 parame-
ters listed above.
For specific plants, see section 313.
For remarks to some parameters, see overleaf.
89. 13
r>.
hi.HVUNQI\I - ,:::::,
OPERATING DATA 0303
Edition 2111
MARINE GENSETS Oa ta 2 ( 2)
Remarks to individual Parameters.
A. Fuel Oil Pressure, HFO-operation.
When operating on HFO, the system pressure must be sufficient to depress any
tendency to gasification of the hot fuel.
The system pressure has to be adjusted according to the fuel oil preheating
temperature.
B. Cooling Water Pressure, Alarm Set Points.
As the system pressure in case of pump failure will depend on the height of
the expansion tank above the engine, the alarm set point has to be adjusted to
0,4 bar plus the static pressure.
C. Charge Air Temperature, Alarm Set Point. {OPTION)
ror !CS-engines the alarm set point has to be adjusted to 70°c.
-
89. 13
2- 2
~HVUNDOI-~
ENGINE DATA D305
Edition 15H
BEOPLATE, FRAME, MAIN BEARINGS, CRANKSHAFT, ETC. Oa ta 1 ( 4)
Index
Clearance in main bearing (new) 0.20 - 0.30 mn

Tightening of nuts for main bearing cover 700 bar - 2
Tightening of side screws for main bearing cover 300 Nm - 2b
Tightening of nuts for gear wheel
on crankshaft, aft. 40 Nm - 3
Tightening of screw for counter weight 250 Nm. - 4
MEASUREMENT OF CRANKTHROW DEFLECTIONS BY MEANS OF DIAL INDICATOR (AUTOLOG) l

Crankthrow deflection= Difference in dial indicator readings
in two diametrically opposite crankthrow
positions,
i.e. two positions displaced 180°
Vertical deflection = Difference in top-bottom readings
HorizQntal d~fl~ction = Difference in side-side readings
VERTICAL ANO HORIZONTAL DEFLECTIONS OF CRANKTHROWS

Unless otherwise stated the va 1 ues refer to cold engine
For new or realigned aggregate Aim for -

+
+
3/100 nm
Acceptable - 5/100 mm
For aggregate in service realignment
is recommended if deflections exceed -
+ 8/100 nm
,.--.-
VERTICAL DEFLECTION OF CRANKTHROW AT FLYWHEEL
Unless otherwise stated the values refer to cold engine
Rigid coupling between Flexible coupling between

diesel engine and driven machine diesel engine and driven machine
For new or For new or

realigned realigned
aggregate 0 to + 3/100 mm aggregate Aim for - 6/100 nm
Acceptable - 8/100 mm
For aggregate in
service reali~nment For aggregate in
recommended i deflec- service realignment
tion measured on recolllllended
warm engine exceeds - 8/IOOmm if deflection exceeds -12/100 mm
1986. 12. 19
6HYUNQl\1 - ~
ENGIN[ DATA 030~
CHECKING OF MAIN BEARlNGS (AUTOLOG) ldition llll

Da la 2 ( '1)
ALIGNMENT OF MAIN BEARINGS

The lower main bearing shells should be so positioned that thry keep the main
bearing journals of the crankshaft centered in a straight (ashore: horizontal)
line. Deviations from this centre line cause the crankshaft to bend and in-
crease the load on some main bearings.
If two adjacent main bearings are placed too low, the crankshaft centre line
will in this p l e ce be Iowered to form an arc, caus ino the intermediate crank
throw to bend in such a way that T ''closes'' when tur~ed into bottom position
and ''opens'' in top position. As the magnitude of such axial lenghtening and
shortening during the turning of the throw increases in proportion to the dif-
ference in the height of the bearing, it is measured as a check on the align-
ment and condition of the bearing.
As the crankshaft of medium-speed engines are very stiff, any great deviations
in the alignment will result in clearance at the bottom shell the bearings.
The cause of incorrect main bearing position may be wear of the bearings or
misalignment of the engine.
EFFECT THE DEFLECTION MEASUREMENT

Prior to the deflection measurement it is necessary to check by means of a
feeler gauge that the crankshaft beds down on the lower shells of all main
bearings. If clearance is observed at the lower shell of one or more me in tH'<l
rings, the cause must be found and the fault rectified.
The deflection measurement is effected by placing a spring-loaded dial qauqc
in the centre punch marks provided for this purpose; see the illustration.
6HVUNDOI-~
ENGINE DATA 0305
Edition 121l
CHECKING OF MAIN BEARINGS (AUTOLOG) Data 3 ( 4)
''Closing'' of the throw in top dead centre is regarded as negative (compression

of the gauge). In the example above, the deflection reading is therefore posi-
tive. As, during the turning of the throw, the gauge and the connecting rod
will meet near the bottom position of the throw, the measurement for the bot-
tom position is to be replaced by the average of the nearby positions on eit-
her side.
The dial gauge is set to zero in the near-bottom position (X in fig. 7), and
during the turning the throw is stopped in the positions horizontal - top
horizontal - near-bottom (P-T-S-Y in fig. 7) for reading of the gauge.
CHECKING THE DEFLECTION MEASUREMENT

The readings are entered in the table fig. 1. As ''bottom'' reading is used the
mean value of the two ''near-bottom'' readings X and Y, fig. 2. The total de-
flection (''Opening - Closing'') of the throw during the turning from bottom to
top position is entered in the table fig. 3. These figures are due to vertical
misalignment of the main bearings. Similarly, horizontal misalignment proce-
dures the figures in the table fig. 4. Besides misalignment of the main bea-
rings, the readings can be influenced by ovality or eccentricity of the jour-
nals.
When taking deflection readings on engines equipped with turning gear, the
turning gear should at each stoppage be turned a little backwards to ease off
the tangential pressure on the teeth of the turning wheel. Other wise, this
tangential pressure may falsify the readings especially for the aftmost crank
throws.
LiHYUNDOI - ~
ENGINE DATA 0305
CHECKING OF MAIN BEARINGS (AUTOLOG) Edi ti on 1 Zif

Oa ta 4 ( 4 )
Deflection of crankshaft
Cyl No .. ·
Crank position 1 2 3 4 5 6
Near bottom x 0 0 0 0 0 0
Camshaft side p 2 0 2 1 -1 2
Fig. 1 Top T 3 -2 4 5 -'? 3
Rear side s 3 -2 2 0 0 1
Near bottom (starboard) y 2 -1 0 1 0 2
Fig. 2 Bottom i (X+Y) = B 0 0 0 0
Deflection from
vertical misalignment
Fig. 3
Top-Bottom or T - 13 = v 2 -2 4 5 -2 2-
Defl ec ti on from
horizontal misalignment
Fig. 4 camshaft side - rear side
or P - S = H -1 2 0 -1
T + B = c 4 -2 4 5 -2 2
Check on
Fig. 5 gauge readings
p + s = D 5 -2 4 -1 3
C and D should be nearly the same. Readings for cyl. 4 to

be repeated.
Top
(camsh.
side)
1/100 mm y x
Fig. 6 Fig. 7
"Closing" of the crankthrow Looking aft. Start in position X
is considered negative Turn counterclockwise.
-i_(j
.6.HYUNDOI - ~
ENGINE DATA 0306
CYLINDER UNIT Edition 09H
Index
New cylinder liner, inside diameter •......... 225.000-225.046 mm - 1
Worn cylinder liner should be replaced at .......•..... 225.60 mm. - 2
Tightening of cylinder head nuts 700 bar - 4

Max. outer diameter of valve seat ......•............ 70 ! 0.2 n•n - !)
Max. inner diameter of valve seat 64 mm - 6

Max. height of spindle above cylinder head 84.5 mm - 7
Min. height of valve head, inlet 881000-6 •............... 5.0 mm - 8

Min. height of valve head, exhaust 881001-8 5.0 nvn - 8
Valve seal ring to be scrapped when R ~ 0
Tightening torque, ring nut for fuel valve liner 150 Nm - 9
Tightening torque, screw for cooling jacket 22 Nm -10
Vdlve seat ring, exhaust 0

- 0.2S
0306-8
0306-6
0, l Valve spindle
0 (cxheus t and i n l c t)
0306-5
Valve seat ring, inlet
0306-6 0, 1
0
0306-5
90.28
.2.. '+
h.HVUNDOI - ~
ENGINE DATA 0307
Edition 20H
PISTON AND CONNECTING ROD Data 1 ( 3)
R = 0,5
rings
Oi 1 scraper
ring
Normal heights Tolerances

Rinqs and arooves
New Possible oversizes Rings Grooves
-0,010 +o, 14
HI 4 4,5 - 5.0 -0,025 +o, 12
-0, 010 +o, 11
H2 4 4,5 - 5.0
-0,025 +o,09
-0, 013 +o, 10
HJ 7
-0,035 +o.08
Note: All piston rings must be changed at normal piston overhaul, see section 307
H, = Upper piston H, = Middle piston H, = Lower piston H, = Scraper
ring, marked ring, marked ring, marked ring
with ident. No. with ident. No. with ident. No. "top 1600386·7'
"top 1600384·3· 'top 1600380-6' "top 1600385-5 · or ·0120·
[I
or ·0945 · or "094 7'
• ~
Vertical clearance, new rings in new or renewed ring grooves.
rD
o. 13 - o. 165 0.135 - 0, liJO
HI H2
.6.HYUNDOI - ~
ENGINE DATA 0307
PISTON ANO CONNECTING ROD Edit ion 20H

Oa ta 2 ( 3)
Minimum ring gap
!.._______I ...___I_.....t Piston rings
_J Lo,s
fj
-I
I Il._. 0,7
l Oil scraper rings
Test-tool
Ring grooves must be renewed when test-tool can be pressed more than 2 mm
into the groove.
h.HYUNDnl - '=="
ENGINE DATA 0307
Ed Hi on 2011
PISTON AND CONNECTING ROD Data 3 ( 3)
Index
Weight of
piston and connecting rod assembly .•.••..•......•... 75 kg - 1
Clearance in big-end bearing •.......•....•. 0.15 - 0.20 im, - 2

Clearance between
connecting rod bush and piston pin •..•..... 0.15 - 0.20 im, - 3
TIGHTENING OF CONNECTING ROD SCREWS
Colour code on the

big-end to indicate
correct assembling
position of the
components. -----~-1.-
TIGHTENING ORDER FOR

CONNECTING ROD SCREWS
TIGHTENING PROCEDURE
1st step .................................... torque 120 Nm
2nd step ........................•.... repeat torque 120 Nm
3rd step . . . . . . . . . . . . . . . . . . . . . . . G1 600 turning angle
4th step turning check with 250 Nm
Note:
Prior to assembly lubricate threads and contact faces of the screws with
Copaslip or similar.
After tightening ascertain that the big-end bearing moves easily on the
journa 1.
1986. 12. 19
~o
~HYUNDOI-~
ENGINE DATA 0308
Edition 14H
CYLINDER UNIT Oa ta 1 ( 1)
Index
(cold engine)
Inlet valve clearance - 0.5 mm •1
Exhaust valve clearance _.__ 0.9 mm -2
Tightenlng Torques:
( Plate 30801)
Nut for bracket rocker arm, Item No. 0791 40 Nm -3
(Plate 30802)
Screws for valve gear housing, Item No. 1650 - 60 Nm -"
93.39 • ESOU
1'
~HYUNDOI - f==\
ENGINE DATA 0309
Edition lOH
TURBOCHARGER Data 1 ( 1)
Make : SSANGYONG-MAN
Type : NR 1 SR 5 Cvl, & 6 Cvl,

NR 20R 7 cvt & 8 Cyl.
Serial Nos. : See name plate on T/C.

r>.
h.HVUNDOI -t=:=,
ENGINE DATA 0310
Edition 10H
FUEL INJECTION PUMP Data 1 ( 3)
Index
Maximum combustion pressure at full load . 130 bar - 1
Max. difference .....•.••...........•...•.......•• .. 3 bar - 2
Max. difference between cylinders ...•.....••...... 3 bar - 3
A change of the height of the thrust piece spacer
ring of 1/10 11111 will change the max. pressure by .. bar - 4
10 turning of camshaft gear wheel changes

maximum pressure by approx. .. .. 3 bar - 5
Tightening Torques:
(Plate 31001)
Connection piece, screw 2885 25 - 30 Nm - 6
Barrel, screw 0916 ••.••••.•.•.••.••..•..•..•.. 55 - 65 Nm - 7

Plug screw 0372 ..•.........•....•......•.... 100 - 120 Nm - B
Cap screw 2974 100 Nm - 9
(Plate 30802)
Mounting fuel pump, screw 1927 150 Nm - 10
Measurement "X" between thrust piece and roller • 2. 5 m
guide housing • • . • • • • • • • • • . • • • . • • • . • . • • • • . • • • 5.5 - 1. 5 nm - 11
~HVUNDO• - f::=\
ENGINE DATA 0310
FUEL INJECTION PUMP Edition 09111

(ADJUSTMENT OF THE MAXIMUM COMBUSTION PRESSURE) Data 2 (3)
If experienced to differ from testbed records, the maximum comhust ion pres sure
can be adjusted by alteration of the fuel injection timing. For each individual
cylinder unit the injection timing is altered by adjustment of the fuel pump
lead.
Increase of the lead will advance the fuel injection and increase the maximum
combustion pressure.
Reduction of the lead will delay the fuel injection and reduce the maximum com-
bustion pressure.
Prior to any attempt to adjust the maximum combustion pressure by alteration
of the fuel injection timing, it should be ascertained that the fuel injection
valve, the engine piston, the inlet and exhaust valves, and the turbocharger
with charge air cooler are working correctly and the compression pressure
checked to be normal.
The fuel pump lead can be adjusted by altering the number and/or thickness of
the washers situated under the thrust piece in the thrust pin of the roller
guide.
The relationship between the height of the washer package, the maximum combu-
stion pressure and other relavant parameters is shown in the scheme.
ACTION RESULTS
Total Lead
height Distance of Inject ion Maximum
of fuel timing combustion
"x .. pump pressure
washer
package
INCREASED
t Reduced
! Increased
t Advanced
t Increased
t
REDUCED
' Increased t Reduced
' Delayed
' Reduced
Practically the fuel pump lead is expressed by the distance "X" measured be-
tween the upper edge of the roller guide housing arid the top of the tl1rust
piece, when the roller is resting on the circular part of the fuel earn.
l
The "X"-measurement should be checked and corrected, if required, whenever a

fuel pump, roller guide, roller guide housing or camshaft section is replaced.
The distance "X" must be kept within the tolerance limit stated on the data
sheet.
The thrust piece is mounted to the thrust pin with a light press fit. The
thrust piece is dismounted by the use of the special extractor and remounted
by gentle use of a hanwner with soft linings.
'7o/"
-6.HYUNDOI - ~
ENGINE DATA 0310
FUEL INJECTION PUMP Edition 09H1

(ADJUSTMENT OF TIIE MAXIMUM COMBUSTION PRESSURE) Data 3 (3)
,,
,,X
The distance ''X" is
measured between the
upper edge of the piece
roller guide housing
and the top of the
thrust piece, when -Washers
the roller is resting
on the circular part
of the fuel cam. -Thrust pin
The thrust piece is

mounted to the thrust
pin with a light press
fit. The thrust piece
is dismounted by the
use of the special
extractor and remoun-
ted by gentle use of
a bench hammer with
soft linings.
7.>5
6HYUND01 - f=:=\
ENGINE DATA 0311
FUEL INJECTION VALVE Edition 14H

Oa ta 1 ( 1)
Index
Fuel valve opening pressure to be set to 320 bar - 1
Tightening Torques:
(Plate 31101)
Union nut for nozzle, item No. 0509 ····~··· 100- 120 Nm - 2
Nut for adjusting screw, item No. 0965 ..•...•... 100 Nm - 3
Cap nut, i tern No. 1122 • . . . • • • • . • . . . . • . . . . . . • . . . . 70 Nm - 4

Nuts for fuel valve studs, item No. 0230 30 Nm - 5
DATA 0312
Edition 19H
CAMSHAFT Data 1 ( 1 )
Index
Pin gauge for camshaft, check measurement 182 mm - 1
Pin gauge for crankshaft, cyl. 1 top dead centre,

check measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . 433. 3 mm - 2
Tightening of bolts for assembly of gear wheel and
camshaft ............................................ 40 mm - J
Tightening of bolts on shaft end for intermediate
wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 Nm - 4
Tightening of bolts for assembly of intermediate
whee 1 s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Nm - 5
Fuel cam lead (see actual value, test sheet)
Ignition order:
5 cyl 1 -2 -4 -5 -3
6 cyl -4 - 2 - 6- 3 -5
7 cvt 2 - 4 - 6 - 7 - 5 - 3
8 cvl 1 - 2 -4 - 6 - 8 - 7 - 5 - 3
.,, ~~
~HYUNDOI-~
ENGINE DATA 0313
Edition 07H
SPEED CONTROL SYSTEM Oa ta I (I)
Index
The engine is equipped with a hydraulic Governor
of Woodward make:
For Generating Sets Type UG80
.;· ... * ,.. . :imr••

For instructions, see the separate Woodward manual.
Adjust the overspeed trip to stop the engine at the following
revolution numbers:
Generating Plants: 720 rpm 60 Hz: - 1
Overspeed trip 820/825 2

)S,
/\HVUNDO• - ~
ENGINE DATA 0315
Edition 07H
LUBRICATING OIL SYSTEM Data 1 ( 1 )
Max
E
E
~
N
Type L23/30 5 cvl, 6 cvt 7 cvt 8 cvt
Max. Liter 373 441 509 577

Max. imp. gallon 82 97 112 127
Min. hter 291 344 397 450
Min. imp. gallon 64 75.5 87.5 99
Liter/cm x) 14.2 16.8 19.4 22.0
Gall./1nch. 9.2 10.8 12.5 14.2
s-
~HYUNQftl-~
ENGINE DATA 0317
Edition Olli
FRESH WATER PUMP Data 1 ( 2)
Fault Location:
The pump does not work after start.
Causes: Pump draws in air at suction side - check packings and pipes for
tightness.
Pump not primed.
Air cannot escape on delivery side.
Leaking shaft seal.
Pump capacity drops after normal operation.
Causes: Suction strainer or suction valve clogged.
Air leakage at shaft seal.
Fouled impeller.
Pump does not give maximum delivery.

Causes: Suction valve not fully open.
Defective seals.
Worn impeller and worn wear rings.
Note: Running troubles with the pumps, apart from mechanical faults, arr
most often due to leaks in the suction line. It is essential, there-
fore, that all packings and gaskets are in order and that they arc
renewed when necessary. Even a tiny hole in the suction line will
reduce the pump capacity.
When overhauling water pumps the

radial clearance ''X'' should be
checked.
On a new pump "X" is 0.38-0.50 nvn.
When the clearance "X" exceeds 1 nm
the impeller and/or diffusor/housing
should be replaced.
4-V
6HVUNQl\1 - ~
ENGINE DATA 0317
FRESH WATER PUMP (EXCHANGE OF SHAFT SEAL) Edition 0111

Oa ta 2 ( 2)
NOTE:
The shaft seal is a precision made product.
Handle with care.
Do not scratch the seal faces.
1. Thoroughly clean the shaft surface and all the surfaces of the seal cavity.
2. With the ceramic seat fitted into the rubber seat cup x)lubricate the
outer diameter of the cup and push the seat assembly into the seal cavity.
3. x)Lubricate the shaft and the inside diameter of the rubber friction rin~
of the rotating seal assembly. Put the rotating assembly onto the shaft
with the carbon face towards the ceramic face. Slide the assembly along
the shaft until the sealing faces meet.
4. Ensure that the seal spring is correctly located and refit Impeller Key,
Impeller, Impeller Washer and Impeller Nut.
x) If possible, use the liquid to be pumped. Liquid detergent or vegetable
oil may also be used.
CAUTION: NEVER run the seal dry - fill pump with liquid before opera t inq.
4-\
6HVUNQI\I - f=='\
0 319
Data
P.1ge 1 (I)
Data for Torque moment Edition 17H
L23/30
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
··- -----
305 Main bearing stud (in frame) Stud M 48 1200 Copas hp
Nut for main bearing stud Nut M 45 x 3 700 Copasuo
Main bearing side screw Screw M 24 300 Copashp
Counterweight on crankshaft Screw M 26 x 1.5 250 Copashp
Vibrationsdamper on crankshaft Nul M 27 400 Copashp
Frame I bedplate Nut M 24 500 Copaslip
Flywheel mounting (filled bolt) Nul M 18 x 1.5 140 Copashp
Gear rim on flywheel Screw 34 Copaslip
306 Cylinder cover stud (in frame) Stud M 48 600 Copashp

Nut for cylinder cover stud Nut M45 700 Copaslip
Cooling jacket cylinder cover Screw 22 Copashp
Fuel valve liner (ring nut) Nut M 60 x 4 150 Copaslip
307 Connecting rod (see section 307)
308 Housing for valve gear Screw M 12 50 Copashp

Valve gear bracket rocker arm Nut M 12 40 Copasfip
310 Fuel pump distr, piece Screw MB 25 • 30 Copas hp

Fuel-pump lop flange (barrel) Screw M 10 55 • 65 Copaslip
Fuel-pump cavitation plugs Plug M 20x 1.5 100 · 120 Copas lip
Fuel-pump mounting Screw M 16 150 Copasltp
311 Fuel-valve (nozzle nut) Nut M 26 x 1.5 100 · 120 Copashp

Fuel-valve mounting Nut M 16 30 Copasltp
Nut
' 70 Copashp
Fuel-valve (cap nut)
Fuel-valve adJusting (lock nut) Nut 100 Copashp
High pressure pipe Nut M 18x 1.5 40 Copasltp
312 Camshaft assembly Nut M 12 40 Copashp

Gear wheel on crankshaft Nut M10x1.0 40 Copasho
Intermediate wheel shaft Nu1 M20x1.5 250 Copashp
Intermediate wheel gear Nut M 12 40 Copashp
Gear wheel on camshaft Screw M 12 40 Copashp
315 Gear wheel on Lub. oil. pump Nul 300 Copaslip
320 Conicals elements mounting

Upper mounting Screw M 24 150 Copaslip
Lower mounting Nut M 24 320 Copaslip
90.28
l)csc.ropoon
Data for Pressure and Tolerance 0 319
Page I (I) Ed4tJon 1011
L 23/30
Section Description mm./ bar

----· -··
305 Clearance in main bearing 0 20 · 0.30 mm
Clearance in guide bearing (axial) 0.15 • 0.44 mm
Maximum clearance in guide bearing (axial) 0.8mm
Clearance between. main bearing cap and frame.
before tightening of bracing screw (side screw) 0 06 ± 0 01 mm
Checking of main bearing (Autolog) (see page 0305)
Clearance between crankshaft and sealing ring, upper and lower part 0.30 • 0.40 mm
306 Maximum ovalness for cylinder liner

New cylinder liner. inside diameter 225.000 · 225.046 mm
Cylinder liner maximum inside diameter 225. 60 mm.
Outer diameter ol valve seat 70 ± 0.2 mm.
Seat width (sealing surface after grinding) 3.5 ± 0.2 mm.
Maximum height of spindle above cylinder head 84.SOmm
Minimum height ol valve head, inlet valve and exhaust valve S.Omm
Maximum inner diameter, valve guide 14.25 mm.
307 Piston ring and piston ring grooves (see page 0307)
Clearance in big·end bearing 0.15 • 0.20 mm
Clearance between connecting rod bush and piston pin 0.15 • 0 20 mm.
Maximum ovalness in big-end bore (without bearing) 0.08mm
308 Valve clearance. inlet valve (cold engine 15 · 55 °C) 0 40 0.50 mm

Valve clearance. exhaust valve (cold engine 15 · SS °C) 0 90 · 1.0 mm
Maximum clearance between rocker arm and rocker arm shalt O 30mm
310 Maximum combustion pressure at full load 130 bar

Maximum difference ± 3 bar
Maximum dillerence between cylinders 3 bar
A change of height of the thrust piece spacer ring of 0.10 mm.will change
the maximum pressure by 1 bar
1° turning of camshalt gear wheel changes maximum pressure by approx 3 bar
• 2.5 nvn
Measurement "X" between thrust piece and roller guide housing 5.5 · I .5 nm
3I 1 Opening pressure ol fuel valve 320 bar
312 Clearance belween tooths on mterrnediate wheel 0 20 O 30 rnrn
313 Clearance between p,ck·up and gear wheel 1 ! 0 3 mm

Clearance between earn and prck-up, tor Jet system (see page 313.15)
•I() :?9
6HYUNDOI-~
OPERATION OF ENGINE 302.07
HEAVY FUEL Oil Edit ion 15H
As long as adequate combustion chamber temperatures are maintained, preheating

of the charge-air should be avoided, as the resulting decrease of air density
will create bad soot values (smoke emission).
Pen-loed Operetion
In case of long-term HFO operation at extreme Effect
low load there is a risk of contamination of Combustion chamber temp.
combustion chamber, exhaust pipe and turbochar- Compieteness of combustion.
ger due to a higher production of carbon depo- Fouling of engine.
sits. Smoke emission.
Operational conditions
In general we recomnend not to run the engines GenSelS RPM constant.
at loads below 20t MCR for longer periods than GenSelS normal load·range
60.aS % of MCA.
20 hours. During such a long period of low load Seldom lower than JO% MCR.
increased fouling of the gasways is unavoidable. Counter-moves
Maintain constant lemp.:
However in our experience the carbon deposits Cooling waler system.
will be burnt off after 3-4 hours operation at Fuel oil system.
a load exceeding 60% MCR. Nozzle cooling system.
If special conditions should demand long-term If the engine is operated for more than
20 hours al load lower thctn 20 % of
low load operation exceeding above mentioned MCR: 3-4 hours' operation at load
conditions it could be necessary to establish exceeding 60 % MCR is necessary to
special arrangements for adjustment of the char- burn the combustion chamber cican.
ge air temperature in order to reduce an extre-
me firing lag caused by a substantially cooled-
down combustion chamber.
Start & Stop on H.F.O.
Start and Stop on HFO Start

1. Circulate jacket water of temp.
50-60° C at least 2 hours before start
Start and stop of the engine should take place of engine.
on HFO in order to prevent any incompatibility 2. Circulate heated fuel oil ,n engine
problems by change-over to MOO. MOO should on- fuel system at leas, 1 hour before
ly be used in connection with maintenance work start of engine.
3. Circulate heated 011 in fuel nozzle
on the engine or longer periods of engine cooling system at leas, 15 min.
standstill. before start of engine
Stop
Before starting on HFO the engine must be pro- Maintain circulation in eng,ne fuel
perly preheated, which includes: system at adequate temp. (above pour
pointl.
Change to M.0.0. only if engine rs
Cooling water of 50-60° is circulated through stopped for overhaul, or in connecuon
the frame and cylinder head for at least 2 with laying-up or docking of vessel.
hours before start.
Preheated fuel of correct working temperature (depending on the nominal visco-
sity) is circulated through the fuel pumps for one hour before start. Circula-
tion of the preheated oil through the nozzles should take place 15 minutes be-
fore start.
Stopping the engine is no problem, but it should be ensured that the tempera-
ture of fuel pipes is not reduced to a level below the pourpoint of the fuel,
otherwise reestablishing of the circulation might cause problems.
S 2
6HVUNDOI-~
HEAVY FUEL OIL Edition lSH
Engine Room Ventilation

Good ventilation of the engine room and a suitable location of the fresh air
intake on the deck is always important. Seawater in the intake might result in
corrosive attacks and influence the overhaul intervals of the exhaust valves.
the fresh air supply (ventilation) to the engine room is to correspond to
dpprox. 1.5 times the air consumption of the engines and possible boilers in
operation. Sub-pressure in the engine room will result in increased exhaust
temperature level. The exhaust system, including silencers, is to be so execu-
ted that the flow resistance of the exhaust gas is reduced as much as possible.
The exhaust back-pressure measured after the turbochargers at full load should
not exceed 250-300 nm water gauge. An increase of the exhaust backpressure will
also involve an increased exhaust valve temperature level.
Mdintendnce and Monitoring
!luring the opere t i on , small alterations of the condition continuously take
place i n the: engine as a result of the combustion, including foulings of the
airways and gasways, formation of deposits, wear, corrosion etc. If continuous-
ly recorded, these alterations of the condition can give valuable information
<1bout the operational and maintenance condition of the engine. Continual obser-
vations can contribute to forming a precise and valuable basis for evaluation
lo lay down the optimal operational and maintenance programmes for the
individual plant.
We recommend to take weekly records of the most important performance data of
the engine plant, as specified in the table, on plate 30202. At the recording,
the observations are to be continually compared in order to ascertain altera-
tions at an early stage and before these exert an essential influence on the
operation of the plant. As a reference condition for the performance data, the
testbed measurements of the engine or possibly the measurements taken during
the trial trip at the delivery of the ship can be used. If considerable devia-
tions from the normal condition are observed, it will in the great majority of
cases be possible to diagnose the cause of such deviations by means of a total
evaluation and a set of measurements, after which possible adjustments/over-
hauls can be decided and planned.
For example, fouling of the air side of the air cooler will manifest itself in
an increasing pressure drop, lower charging air pressure and an increased
exhaust temperature level (with consequential influence on the overhaul inter-
vals for the exhaust valves).
rouling of the turbine side of the turbocharger will, in its first phase, mani-
fest itself in increasing turbocharger revolutions on account of increased gas
velocity through the narrowed nozzle ring area. In the longer run, the charging
air quantity will decrease on account of the greater flow resistance through
the nozzle ring, resulting in higher wall temperatures in the combustion
chamber. ,.. '
s~
6HYUNDO•-~
An increased charging air temperature involves a corresponding increase of the

exhaust temperature level in a rgtio of about 1:1.s, i.e. 1 C higher charging
air temperature causes about 1.5 C higher exhaust temperature.
Reduction of the charging air pressure results in a corresponding reduction of
the compression pressure and max. combustion pressure. When checking the max.
pressure adjustment of the engine, it is therefore to be ensured that the exis-
ting scavenging air pressure is correct.
The injected amount of fuel is equivalent to the supplied energy and is thus an
expression of the load and mean pressure of the engine. The fuel pump index can
therefore be assumed to be proportional to the mean pressure. Consequently, it
can be assumed that the connected values of the fuel pump index and the engine
revolutions are proportional to the load.
At operation on heavy fuel, the specific fuel oil consumption will on the whole
remain unaltered, when considering the difference in calorimetric combustion
value. However, the combination of the ~pecific gravity of the fuel oil and its
calorific value will involve a volumetric alteration of the consumption of
3-6%. Due to this, the fuel pump index should be reduced by 3-6% at operation
on residual fuel as compared to marine diesel oil/marine gas oil. When adjust-
ing the overload protection of the engine, regard should be paid to this.
Abrasive particles in the fuel oil result in wear of fuel pumps and fuel valve
nozzles. Effective treatment of the fuel oil in the purifier can limit the con-
tent of abrasive particles to a minimum. Worn fuel pumps will result in an in-
crease of the index on account of an increased loss in the pumps due to
leakage.
When evaluating operational results, a distinction is to be made between alte-
rations which affect the whole engine (all cylinder units) and alterations
which occur in only one or a few cylinders. Deviations occuring for a few cy-
linders are as a rule caused by malfunctioning of individual components, for
example a fuel valve with a too low opening pressure, blocked nozzle holes,
wear, or other defects, an inlet or exhaust valve with wrongly adjusted clear-
ance, burnt valve seat, etc.
The operational observations supplemented by the daily routine monitoring con-
tribute to ensuring that faulty adjustments and other deviations in the perfor-
mance of individual components are observed in time to avoid operational dis-
turbances and so that normal routine overhauls can be carried out as scheduled.
If abnormal or incomprehensible deviations in the operation are rP.corded,
expert assistance for evaluation hereof shoald be obtained.
Through continual assessment of the operation, the engine room staff will ob-
tain valuable experience and routine for the benefit of the operational relia-
bility of the plant and the operational result. Preventive monitoring of the
engine minimizes the risk of unintentional stoppages and contributes to optimi-
zing the maintenance condition and reducing the spare parts consumption.
1988.02.21
6HVUND01 - f::="
OPERATION OF ENGINE 302. 10
Tu rboc ha rge rs
Service experience has shown that the turbine side is exposed to increased fou-
ling at operation on heavy fuel.
l'he rate of fouling and thereby the influence on the operation of the engine is
greatest for small turbochargers where the flow openings between the guide
vanes of the nozzle ring are relatively small. Deposits especially occur on the
~uide vanes of the nozzle ring and on the rotor blades. In the longer run, fou-
ling will reduce the efficiency of the turbocharger and thereby also the quan-
tity of air supplied for the combustion of the engine. A reduced quantity of
dir will result in higher wall temperatures in the combustion spaces of the en-
gine. Tests and service experience have shown that cleaning of the turbocharger
during operation of the engine can be effectively carried out by injection of
water into the turbine. The water washing system for the turbine is used as a
standard for all our engine types at operation on heavy fuels. On the compres-
sor side of the turbocharger, water washing is used as a standard both for ope-
ration on marine diesel oil and heavy fuel.
lor the smaller engines, we generally recommend to carry out turbine washing
daily. The need for this will depend on the fuel quality and the operational
conditions and is therefore to be scheduled for each plant.
Lubricating Oil Filters
The rate of lubricating oil contamination will increase with heavy fuel opera-
tion. In order to avoid reducing the intervals between replacement of lubrica-
ting oil filter cartridges, sufficient and effective purification of the lubri-
cating oil is therefore essential.
ruel Injection Valves
Assuming that the.fuel oil is effectively purified and that the engine is well-
maintained, the operational conditions for the fuel valves and the overhaul in-
tervals will not normally be essential altered at operation on heavy fuel.
If, for one reason or another, the surface temperature of the fuel valve nozzle
is lower than the condensation temperature of sulphuric acid, sulphuric acid
condensate can form and corrosion take place (cold corrosion). The formation of
sulphuric acid further depends on the sulphur content in the fuel oil. Normally
the fuel nozzle temperature will be higher than the temperature of approx.
180°C at which cold corrosion starts to occur. At low load where the fuel nozz-
le temperature decreases, it may at continuous operation be advantageous to re-
duce the fuel nozzle cooling to avoid corrosion.
Abrasive particles in the fuel oil involves a heavier wear of the fuel valve
needle, seat, and fuel nozzle holes. Therefore, abrasive particles are to the
widest possible extent to be removed at the purification.
< s:
h.HYUNDOI - ~
HEAVY FUEL OIL Edition 15H
Exhaust Valves
In regard to medium-speed engines, the service life of the exhaust valves at
operation on heavy fuel has always been a subject for discussion. To illustra-
te how the overhaul intervals of the valves depends on the quality of the fuel
oil, we have, based on service experience, prepared the graphs on plate 30203.
The graphs show variation and spreading of the overhaul intervals.
However, variations outside the hatched areas may occur on account of extremely
unfavourable fuel properties and deviations from the normal conditions for ope-
ration and maintenance. Especially under unfavourable conditions, fuel quali-
ties with a high vanadium and sodium content will promote burning of the valve
seats. Combinations of vanadium and sodium oxides with a corrosive effect will
be formed during the combustion; these adhesive ashes may, especially in the
case of increased valve temperatures, form deposits on the seats. Local peeling
off of the deposits during operation will initiate burning-through of the valve
seats. An increasing sodium content will reduce the melting point and thereby
the adhesion temperature for the ashes, which will involve a greater risk of
deposits. This condition will be especially unfavourable when the weight ratio
Na increases 1:3.
Va
The exhaust valve temperature depends on the actual maintenance condition and
the load of the engine. At correct maintenance the valve temperature is kept at
a satisfactory low level at all loads. The air supply to the engine (turbochar-
ger/air cooler) and the maximum pressure adjustment are key parameters in this
connection.
The use of nimonic exhaust valve spindles and valve seat rings of high hardness
provides the best possible material properties in respect of corrosion resis-
tance and ~eat hardness at high temperatures.
It is important for the functioning of the valves that the valve seats are
overhauled correctly in accordance with our instructions.
The use of rotocap ensures a uniform distribution of temperature on the valvPs.
Air Inlet Valves
The operational conditions of the air inlet valves are not essential altered
when using heavy fuel.
Fuel Pumps
Assuming effective purification of the fuel oil, the operation of the fuel
pumps will not be essentially affected.
r>.
6HYUND01 -,=:=,
HEAVY FUEL OIL Edition 1511
lhe occurence of increasing abrasive wear of plunger and barrel can be a conse-
quence of insufficient purification of the fuel oil, especially if using a fuel
which contains residues from catalytic cracking. Water in the fuel oil invol-
ves an increased risk of cavitation in connection with pressure impulses occur-
ing at the cutting-off of the fuel pump. A fuel with a high asphalt content has
deteriorated lubricating properties and can in extreme cases result in sticking
of the fuel pump plungers.
~ylinder Condition
At operation within the specified fuel quality the cylinder condition will not
be altered to any considerable extent and the wear rates for cylinder liners,
pistons, and piston rings will not normally be appreciably changed. However,
also in this case, effective purification and correct choise of lubricating oil
must be ensured.
Overhaul ·-·-------
Intervals
rhe table on plate 30202, indicate recommended intervals for overhaul and main-
tenance of the most important components of the engine. The overhaul intervals
,ire based on operation on "nominal" fuel quality at normal service output. For
propulsion engines, normal service output is assumed to be approx. 90-100% of
MCR and for engines for generating purposes 70-80% of MCR.
':> 1-
6 HYUNDOI _C'
1::::,
OPERATION or [NGIN!" 3070:.-'
EXPECTED OPTIMAL OVERHAUL INlfRVALS ANO (XPECTLD SERVICE LIFE l.dition 091f
FOR MAIN COMPONENTS or L23/30 LNGINE OPERATION UP TO IF 700
Hour• &peeted
Overhaul Recommendetlon• ..lwNn 8en,lce
Overheule Ute
Oly deaning of turbine ~e . . . .. . .,..,MCXJnd
Qo/
OI
::::'V:!~~f:r:;:!or·~·-·::·::::.::::::::::::::.::::::::::::~:::::::::: eiv-;rWeek
75
=~
Ail filter deaning · Based on observatJonS.
wtlhtwwOI
Inspection Checl( all mounbng saews. casing sa- end pipe c,yerhauled
line oonned>Ons fo, llght flt by rapping, rellghlen If neoessa,y .••.....
CompreMOf cleenlng In dismantled condition· compr8550f

inner components. final d1ttusor. ooropresso, wheel . 6-8.000
Siiencer deenlng In dlunenlled condition: silencer talt lnng& _ M.000
M•lor o-rh•ul Dtsmanll1ng. deaning, lnspedion, chedung end

deaning car1J1dge. dled<1ng beanng dea-enoes, dl8dling r,ap&
and dearanoes on reassembly .. 16.000
Function checi( of OYenipeed and shutdown delll08S.

Check lhat !he control rod of each individual fuel p,.,mp can easly
go to •stop• posibOn . . . monflly
Checking and adfustmenl of valve clearance . 2.000
Checki:l. deaning and adJUStrnenl OI opening P,8SSIH ·-·····-·""' 2.000 16.000

Ovemau and regnnding of spindle and vallle seat _ .. 16.000 32.000
Fundlon checi( of rot.oc:ap - . mon1hly
Overhaul In c:onnection with exhaust valve 0\181t\aul . 16.000 32.000

Measuring Of Inside diameter In ClOl • l8C1icJl I wilh VWl8 cwfla~ 16.000 32.000
Relightenlng 200 how-s after - 0t ovemaut

Check of a>mpressed air sy,1em - - .. 16.000
Refill of air lubricator : Based on observations.
Main bNring• Inspection acoord1ng lo classification SUMI)', normaly allar 24.000
~;~~~~r~~ ~
and fNfJry
20()-hou~·.;;.;;·c.·~;:.·
.
16.000
6-8.000
'8.000
=t~i"!~~~-~'.-~~~-~~--- ~-~--~~-~ ..~- 6-8.000
:~:i~ ':!!~~-~- -~- ~- ~-~-~--~-~-~-

Rellghtening of bolts between engine frame and base trame .
6-8.000
6-8000
For flexible mounted engines. Chedl anti-vibration mountings . 6-8.000
Aulolog Nedlng Crankshaft delledion and main bearing dearanoe reading Should
be carried out in coonedlon with rellghlening of main beanng and
hold1ng-(jown bolts . 6-8000
Blg-.nd beertng
~llg~':i~~a=e~~-~i~-~-~--- ~-~-~--~~ .. -- 6-8.000
32000
lnspedion In oonnedlon wllh peslOn overhaul . 16000
Piston Overhaul, replacement of oompression rings and 6Ctaper mos.

measuring oi ring grooves, inspec:bon ot blg«ld lltaring and
lnsped>On of cy1inder Mner oond1bon . 16.000 60.000
Cytlnder llnet' lnspect,oo. measuring and recond111on1ng of rvnnlOQ sur1aoe

oond1oon. In connectJon with piston overhaul . 16000
Olle<haul and recond1bomng of surfaoe bei-n hner and trame and

deaning ol surface in coohng water ,pace . 32000 80.000
Fuel pump Fuef pump barreVplungor assembly Overhaul based on qMwallonaJ

observabons .. .. . . 32000
Totslonel vtbl'eUon Overhaul .. . . . . 32000

dempe,. A sample of 54hoone fluid must be taken and analysed in between
RepCaoemenlbased on obs8fVabons of p,essure drop . 1.500

lub. oll fllt• certr.
Replacement based on observabonS . 1.500
Alt• c.rt,tdge•
91. 08
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6HYUND01-~
ENGINE PERFORMANCE AND CONDITION 303.01
Edition 05
To ensure the greatest possible reliability of operation, the condition of the

engine should be continually checked so that preventive maintenance work can be
carried out before serious breakdowns take place.
The preventive measures that should be taken, and the means available for the
purpose of checking the service conditions, are as follows:
l. Make sure that the alarm and monitoring system is in order.
2. Watch the operational data of the engine, and compare them with the
testbed tab 1 e.
3. Carry out progranmed inspections and overhauls, supplemented by repair

work based on conclusions made during the current supervision of the
plant, cf. 2.
Re 1. The alann and monitorin9 system should be tested as specified in

"Check 13" (Section 302) at least once every three months.
Re 2. The operating conditions should be checked every month, and at the

same time the principal data should be noted down: Maximum pressure,
compression pressure, exhaust temperature, charging air pressure,
charging air temperature, fuel pump index, etc. The values should be
compared with the testbed table of the engine, and such comparisons
may give, inter alia, the following infonnation:
a) Low maximum pressure: Defective fuel valve, lacking compression

pressure in the cylinder concerned due to leaky piston rings and
blow-by, lacking compression pressure due to low charging air
pressure.
b) Low compression pressure (to be measured by means of the maximum
pressure indicator while pressing the fuel pump regulating lever
into 0-position). Leaky piston rings or low charging air pressurr
owing to defective or dirty turbocharger and/or dirty charging air
cooler.
c) High exhaust temperature: For a single cylinder the cause may be a
leaky exhaust valve or a defective fuel valve. If the exhaust tem-
peratures of all cylinders are too high, the cause may be high
charging air temperature (dirty air cooler), or low charging air
pressure (dirty turbocharger).
d) Low exhaust temperature: The cylinder does not work due to defec-
tive fuel valve or sticking fuel pump plunger.
e) High cooling water temperature: Reduced quantity of cooling water
through engine, increased heat transmission due to high combustion
temperatures (incomplete combustion), small quantity of air from
charging air cooler, etc.).
I
~HVUNDOI-~
ENGINE PERFORMANCE AND CONDITION 303.02
Edition 05
However, the observations may provide many more particulars than those mention-
ed above, which should only be regarded as examples of the application of the
method.
Re 3. To fix the intervals between progral111led inspections or overhauls is a
matter of experience and depends very much on individual conditions of
load and operation including, in particular, the quality and deqree of
purity of the fuel and lubricating oils used. The intervals stated in
section 302 may be used as a guide, but considerable deviations may
occur for the reasons mentioned.
It is important to take into consideration the results from observa-
tions of the operation of the engine when planning inspections and
overhauls and, similarly, "Check 3 and 4" (Section 302) may provide
important information.
In addition to the overhaul intervals indicated in section 302 all screws and
nuts on tre engine should be checked for correct tightness and retightened, if
necessary, at suitable intervals.
Hydraulically tightened nuts (on studs for main bearings and cylinder heads)
are checked by fitting the tightening tools and raising the pressure to the
tightening pressure prescribed. During the last part of the pumping, the
tensioning is checked by attempting to loosen the nuts with the tommy bar. The
pump pressure at which the nut comes loose should be noted, following which the
pressure is increased to the value stated in the data section, and the nut is
tightened up.
6).-
bHVUNDOI-~
EVALUATION OF READINGS REGARDING COMBUSTION CONDITIONS PLATE 30301-04H
PRESSURE DROP
INCREASING
(limit 500/o)
Air filters
Fouled.
PRESSURE DROP
INCREASING
(limit 500/o)
Air ,idc of
cooler fouled.
All CYLINDERS
Exhouit temp. increo,ing:
Air system fouled 'E::::~3 T.EMP.DlFF ER ENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flaw too smoll
(nozzle ring, turbine wheel).
TEMP. DIFFERENCE
loo lorge.
Air cool er fouled.
ONE CYLINDER
DECREASING CHARGE AIR
Exhoust temp. increasing: PRESSURE:
Fuel valve needs overhaul. Decreasing air am0unt.
Fouled turbocharger,
Compreuion too low owing
air filter or charge
to leakage of exhau,t valve air cooler (air side).
or piston ring blow-by.
ond P
comp max ARE MEASU~ED
by means of max. pr es sor e gauge.
P too low: leaky combustion
comp
chamber, charging air preuure
tao low.
P too low:
mox
P too low, ignition too late.
comp
Engine Data
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6HYUNDOI
TROUBLE TRACING 304.01
FAILURE TO START Edition 07H
The adjustment of the engine should not be disturbed unless absolutely necessa-
ry. If anything abnormal is noticed during the running, the cause should at on-
ce be found and the fault corrected, as an alteration of the adjustment, even
if it may remedy the defect, will seldom eliminate it.
Below is given a brief description of some of the troubles that may appear
during the running, as well as their remedy.
Failure to start
If the engine does not turn when the starting button is depressed, the cause
may be the following:
1. Too low air pressure. Recharge the receiver.
2. Slow turning valve leaky or sticking in open position or spring broken.
3. Faults in electrical system.
If the engine turns on compressed air but does not start firing, the cause may
be:
A. Failing or irregular fuel oil supply on account of:
1. Air in the fuel oil system. Venting to be effected. If the failure to fire
is limited to a few cylinders, vent the corresponding fuel pumps or high-
pressure pipes. If the engine still fails to fire, exchange the correspon-
ding fuel valves by spare valves before attempting a new start.
2. Defective or clogged-up fuel valves. The valve spindle may stick, the valve
seating be leaky, the spring broken or incorrectly tightened, or the atomi-
zer may be clogged-up, which manifests itself in abnormal heating of the
fuel oil delivery pipe. Exchange the valves in question by spare valves and
make them ready again as soon as possible.
3. Clogged-up fuel oil filter.
4. The by-pass valve in the fuel oil primary pump sticks in open position.
Dismantle and polish the valve.
6HYUNDOI - '=="
SMOKY EXHAUST Edition 07H
~. The fuel tank is empty or the valves in the system are closed.
6. Leaky pipes or joints.
I. Water in the fuel oil.
8. Worn fuel pump plungers and barrels. Exchange the pumps by spare pumps.
9. The overspeed tripping device has been actuated.
B. Too low compression on account of:
l. Clogged-up turbocharger intake filter.
2. Sticking, worn or broken piston rings, or heavily worn cylinder liners.
3. Leaky inlet and exhaust valves, or no clearance in the valve actuating
gear, so that the valves do not close against their seats.
Smoky exhaust
If the exhaust gases contain abnormal smoke, examine first from which cylinder
or cylinders the smoke comes by reading of the exhaust temperatures, as poor
combustion in a cylinder will increase the exhaust temperature.
The causes of smoky exhaust may be:
1. Defective or clogged-up fuel valvP.s.
2. Too low compr~ssion. The fault can be located by measuring the compression
pressure.
3. Oil is carried up because of worn, carbonized broken or sticking scraper
rings. The fault manifests itself in an abnormally high lubricating oil
consumption.
4. Uneven load, causing overloading of some cylinders. The fault may usually
be as described in point l or 2.
5. Inadequate air supply owing to fouled turbocharger and/or air cooler and/
or air cooler intake filter.
(~
6HYUNDOI-~
THE ENGINE LOSES SPEED OR STOPS Edition 07H
If the engine has lost speed and cannot pick it up again, or it has stopped
completely, without the cause being lack of fuel oil, the engine must not be
started again until it has been established that no overheating has occured.
CAUTION: At signs of overheating in the engine, no crankcase doors must be
opened until the engine has cooled down for at least 10 minutes. The causP. of
the overheating to be removed before the engine is restarted.
Almost any trouble with the fuel oil system as well as low compression may
cause the engine to lose speed. if the trouble affects several cylinders. If
only one or two cylinders fail and the engine is not subjected to full load,
the engine will not lose speed, as the governor will take care of increasing
the load on the other cylinders correspondingly. If the engine is already
running at full load, these cylinders will be overloaded, and this again will
result in smoky exhaust and high exhaust temperatures. etc. The load should
therefore be reduce~ until the fault has been located and remedied.
The causes of a sudden load reduction in a cylinder, or its failure, may be:
1. Defective or clogged-up fuel valve.
2. The fuel pump plunger has seized in the barrel. The fault can be located
by trying to move the rack of the pump. Defective fuel pumps are to be
exchanged by new pumps.
3. Too low compression owing to sticking, worn, or broken piston rings. leaky
inlet or exhaust valves or no clearance in the valve actuating gear.
If the engine loses speed or stops, the causes may also be:
1. Clogged-up fuel oil filter. The fault will manifest itself in a falling
oil pressure after the fuel oil filter.
2. The by-pass valve of the fuel oil primary pump sticks in open position.
3. Leaky fuel oil pipes or joints.
4. Water in the fuel oil.
5. Jammed regulating gear.
6. Woodward governor out of order.
7. Electrical shutdown valve (monitoring system) energized.
G8
6HYUNDOI - '=="
IRREGULAR ENGINE SPEED Ed it ion 0711
lhe causes may be:

l. Air in the fuel oil system.
?. Water in the fuel oil.
3. Excessive resistance in the regulating gear, possibly because one or more
fuel pumps are sticking.
~- Woodward governor out of order, not sufficiently vented, or incorrectly
adjusted. See the Woodward instruction manual.
Failing cooling water supply
In the event of failing cooling water supply, which can be noticed on the pres-
~ure gauge and on the thermometer on the discharge pipe, the engine load should
be reduced until the fault has been found and remedied. If this cannot be done
quickly, so that there is a risk of overheating the engine, this must be
stopped, and -iny steam that may be trapped in the cooling chambers must be
blown out carefully. If the engine has been overheated, it should be cooled
down slowly so as to avoid harmful effects of changes in temperature.
Air in the cooling water system may he the result of leaky cooling water pump
•,luffing boxes. Air cushions may then be trapped in the cooling chambers of the
r.ylinder covers and this condition involves the risk of overheating and corro-
sion of the covers.
Fdiling lubricating oil pressure
If the lubricating oil pressure drops below the permissible limit, the engine
must at once be stopped. The causes of failing lubricating oil pressure may be:
I. Clogged-up lubricating oil filter.
?. Too low oil level in the sump.
1. Clogged-up or leaky suction pipe.
~- Sticking by-pass valve in the lubricating oil pump, loose adjusting screw,
or broken springs.
5. Leaky delivery pipes.
6. Defective metal in one or more bearings.
7. Excessive bearing clearance owifg to wear. In that case, the pressure will
have dropped gradually over a period of some length.
B. Heavily worn lubricating oil pump.
(q
~ngine Data
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6HYUNDOI -f:=\
ENGINE FRAME, BEOPLATE, CRANKSHAFT ANO MAIN BEARINGS 305.01
OESCR I PT ION Ed it ion 11
Plates 30501-30502-30503.
The bedplate and the frame constitute the main structural members ot the
eflg i ne. The bed p 1 ate i s in we 1 ded .:ijfjij~~~ij)~ij~jij}
The engine frame is made of cast iron, and turbocharger bracket, housing for
air cooler, and charging air receiver are cast integral with the frame.
The main bearings for the underslung crankshaft are fitted in bores in the
frame and are secured with bearing caps of steel. The caps are provided with
side guides and are held in place by means of studs with hydraulically tighte-
ned nuts. The bearing caps are furthermore secured by means of screws inserted
horizontally through the engine frame.
The main and crank pin bearings are. of the shell-type in which the running sur-
face is of steel-backed tri metal.
The bearing tolerance permits replacement of the shells in pairs without any
kind of scraping.
The cylinder liners are mounted in openings in the frame, their top flanges are
pressed against the top of the frame by the cylinder covers, while at the
bottom they are guided by the bottom flange through which they are able to ex-
pand freely when heated. Sealing between water chamber and crankcase is
achieved by means of two sealing rings fitted in grooves on the guide surface
of the cylinder liner.
The gear wheel drive for the camshaft is located on the flywheel end of the
engine and is enclosed by a two-piece end-shield.
The camshaft is carried in steel-backed tri metal bearings fitted in the frame.
Along the camshaft and the crankshaft, the frame has large openings on both
sides for inspection of roller guides, cams, main bearings and crank pin
bearings.
The openings are closed by covers, some of which are provided with safety re-
lief valves which equalize the pressure if oil mists in the crankcase are igni-
ted, for instance in consequence of a hot bearing.
The bedplate may be u~.~.c(.~.~ ...1.\J.b.r.i~~-~-i~9. ..<?.i ..1... r.~.s~~v_q_ir,. and in this case a dip-
t · k · 11 b f · t t d : =~~.ij~:==:=::t~t.::=ijt~===:$la:·::::i:J=s~=:=~::~aJ~'1==:· · f.:t::::=· · =:;:"··::::······ ·· · ·=~t~=:=:
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· · · · · ~ · · · -~.~-.·:rL'cc·:·~$,=$:•'•:\,(,tQ:···:d,H«.,.nt!:···cl;IJi···$;···....
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···'.'C+flMC\:P"·····
·: · ..~·:·: ~~.. :t:·:·-,· ·:· ··.~:-:Y.:.:.:.:.:.:.:·:·._·:.:.:.: ·:·~: .....•.•. =:= .•.• ...•.. _:::_._.:::::::· ·:-. ·:::::!'.!'.'!:'.'!~·:=::::
ENGINE FRAME. BEOPLATE. CRANKSHAFT ANO MAIN BEARINGS 305.02
DESCRIPTION Edition 11
Plate 3050'1
The crankshaft is sol id-forged and has ground main and crank pin bearing jour-
n<lls. To ensure a suitable bearing pressure. the crankshaft is. in the case of
certain cylinder numbers. provided with counterweights fitted by two dovetail
joints and secured by a screw centrally placed.
Th0 gear wheel for the camshaft drive is fitted to the aft end of the crank-
sha f t , and to the forward end is fitted :!~ti~l~~tt>:~:1:tijij~H:t~"\:\:f.fttt~~Il~\fJ~~l=i
~~~/ft:a flexible gear wheel connection"""fo"r···1u1t~\,···a~cf""wifer""p"uii1p"s":···············
B. Maintenance
Frame an0 crankshaft do not require much maintenance. yet lub. oil pipes. bed-
plate and oil ducts in the crankshaft should at intervals be cleaned of dirt
and oil ~;1 udgf'.
The screws which attach counterweights to the crankshaft should now and then be
checked for correct tightness. The correct tightness torque is stated in
0-305-4.
Note: The life of bearings of modern. high-output engines greatly depends on
the condition of the lubricating oil and, in particular, on its degree of puri-
Ly. It is extremely important, therefore, to avoid polluting the inside of the
engine during overhauls.
The presence of dust and sand particles may very quickly spoil bearings, as no
filters are able to remove the quite small particles quickly enough to prevent
damage.
Always make sure to mount main bearings correctly after overhauls.
When mounting a new main or guide bearing, make sure that the crankshaft bears
1n all bearings. and that these are aligned.
This is checked as described in section C. Tools.

r>.
bHVUNDOI -(=:=,
ENGINE FRAME, BEDPLATE, CRANKSHAFT AND MAIN BEARINGS 305.03
CHECKING OF BEARINGS AND JOURNALS Edition OlH
The main and crankpin bearings should be inspected periodically according to

the requirements of the classification society (see also "Checking and Mainte-
nance Program" in Section 302). In addition, some main bearings should be exa-
mined if flankes of bearing metal are found in the engine bedplate, or in the
case of increasing bearing clearance or falling lubricating oil pressure. Also
if the lubricating oil system should become contaminated with abrasive partic-
les, if the water content in the oil becomes excessive or if the lubricating
oil supply has failed.
At normal wear of main and crankpin beartngs, the greyish-white layer of whitr.
metal will first be worn through at the front and rear edges at the bottom of
the lower shell of main bearings, and at the top of the upper shell of crank-
pin bearings. Thereby the copper-coloured leaded bronze is uncovered in two
crescentshaped areas, which will eventually meet at the middle of the shell.
When this uncovered area has increased to one-fourth of the bearing surface,
the shells should be replaced. To avoid excessive loading of a single set of
new main bearing shells, the adjacent main bearing shells should simultaneous-
ly be checked for wear and replaced, if required. Always replace the shells in
sets, as the upper and lower shells are matched together. It is important to
run-in new bearings as prescribed in Section 302, page 302.10, Overhauls.
It is very important to make sure that there is not clearance below any main
bearing journal and, in addition, crankshaft deflection reading must be taken:
see Data 0305 CHECKING OF MAIN BEARINGS.
If hard particles (sand, welding beads, slag or rust) have entered the bearing~
they will scratch both bearing metal and steel journals and eventually be
crushed or forced into the bearing metal. If this has caused too great rough-
ness of the journals, these must be reconditioned. The surface roughness of a
new journal is 8-10 microinches CLA, equivalent to 0.2-0.25, R . Prior to po-
lishing, the lubricating holes should be closed with grease toaprevent grind-
ling particles form entering the lubricating oil system.
In order to determine whether the journal surface is adequately smooth, a
large, edged coin may be drawn longitudina6ly along the journal. The coin is
pressed slightly at an angel of approx. 45 against the journal surface and is
held transverse to the direction of movement. Vibrations felt may be compared
with a bearing journal which is known to be in order. This method is used when
a roughness measuring device is not available.
ENGINE FRAME, BEDPLATE, CRANKSHAFT AND MAIN BEARINGS 305.04
CHECKING OF BEARINGS ANO JOURNALS Edition OlH
The bearing surface of the shells is to be cleaned of any impregnated particles

and any "stubbles" of wiped-out metal in the lubricating grooves should be re-
moved, the oil wedges being freshened up with a bayonet scraper. If up to 10%
of the carrying area is damaged by coarse scratches or wiped-out metal, the
shell should be replaced.
If a bearing has run hot, both bearing shells should be replaced and the bea-
ring journal be examined for heat cracks (Dye check, magnaflux) and distortion.
Whenever bearing shells are inspected, their outer surfaces and joints should
be checked for wear and pitting, which are signs of small relative movements.
The jointing surfaces and lateral guiding faces of the bearing cap are to be
examined for the same symptoms.
The bearing clearance should be measured at the top, at the bottom, and 10°
above and below joints at both sides.
Bearings ma} often work satisfactorily even if the journal has been worn some-
what ova,, but if new bearings are fitted the journals must be trued up. When
tightening up main and crankpin bearings, special care must be exercised and
the instructions given in the instruction book (on data sheets and in overhau-
ling procedures) must be closely followed.
}-S--
LiHVUNDOI - ~
ENGINE FRAME, BEOPLATE, CRANKSHAFT ANO MAIN BEARINGS 305.51
DISMANTLING OF MAIN AND GUIDE BEARINGS Edition 12H
Plate 30551
1. Take off the crankcase covers and remove the two bracing screws (Plate
30502, Item No. 8200) securing the bearing cap to the engine frame. It may
be necessary to loosen the bracing screws of the adjacent bearings too.
2. Loosen the nuts from the bearing studs, using the hydraulic tools as de-
scribed in section 319.
3. Remove the hydraulic tools, unscrew the nuts a couple of turns, and loosen
the bearing cap by means of the lever bars 1906.
4. Fit the lifting wire 0164 to the sides of the bearing cap and lift the cap
while removing the bearing nuts and fitting the supporting tubes 2163.
5. Lower the bearing cap on to the collar of the supporting tubes and remove
the bottom shell.
6. Exercising care, rotate the upper bearing shell out by means of the special
dismantling tool 1540 (both main- and guide bearing).
7. Lifting wire 0164 are available for transport of main bearing caps.
b. Mounting of main and guide bearings.
1. The mounting is affected with the same tools, by reversing the above work-
ing sequence. Make sure that the bearing shells and caps are positioned
correctly. The bracing screws securing the bearing caps are to be tightened
to the torque indicated in D 305-2b.
c. Checking the main bearings (cold engine).
1. The alignment of the main bearings is checked by means of the dial gauge
(autolog) 3231, which is to be fitted as shown, about Smm from the ed9<' of
the crank web, and diametrically opposite the crank pin.
2. Check by means of a feeler that the crankshaft bears against the bottom of
the main bearings on both sides of the crank throw concerned.
3. Set the pointer of the dial gauge to "O" and turn the crankshaft nearly
one revolution, reading the dial gauge every 90°.
4. The connecting rods will prevent the crankshaft from being turned through
one complete revolution, but the resulting deficiency in readings will in
practice have no significance.
5. If the difference in readings approches the value stated in 0305-7, the

crankshaft must be re-aligned as this value is the absolute maximum per-
missible difference in readings.
FNGINE FRAME, BEOPLATE, CRANKSHAFT ANO MAIN BEARINGS 305.52
GENERATOR OPERATION Edition 12H
In the case of engines driving a generator, the alignment of the generator bea-
ring will influence the readings of the aftmost crank throw in the same way as
the main bearings of the engine.
for the alignment of the generator or the separate generator bearing, the same
limit values apply as stated for the main bearings of the engine.
==
6HVUNDOI -~
BEDPLATE PLATE 30501-1111
yi
l/
ooz
3001
)000
~HYUNDOI-~
BEDPLATE PLATE 30501-11 H
Item No. Deslgnalion Benawnetse
0388 Gasket Paknrn<J

0477 Cover 0-l)kScl
0566 Screw Skruc
1278 Sedp late Oundrarrme
1367 Stud Tap
1456 Lock washer Sikrin9sskivc
1545 Nut M0trik
1634 Handle HAndtag
1723 Dipstick Pcjl es tok
.1000 Ad.JUS ting bolt
JODI ritted bolt
100? Selflocking nut
6HVUN._001-~
FRAME PLATE 30502-27H
,6,0 '
}6,8} ' 1/))

)171 •
PLATE 30510
93.34, ESOT
.6HVUNDOI - Q
FRAME PLATE 30502-27H
•
h•m Item
No. O!y. Deolg...uon S.NOvnolN No. Qty. Deolgnetlon Ben.vne!M
7221 Spring pin F)Odotd!t
7310 liondlo H"10tlg
7409 Waaher $kJve
7598 Guard,alde-<lft Skalrm, ag, orsido

7687 Guo rd Smrm
rm Guard, ak»-for• Smrm. tO<lldo
7865 Ser- Slwo
7a54 Wuhef SkM

s... a, ...
-
8022 Supporting guard rm
821)() Slwo
8844 Wuhl< Slcl..
s Only ovollablo u pert ot • apero potla ldl. • Kun tilQl&npolig 50IT\ on dot at et ,ts8<V6d<ll ... l.
93.:lol ·ESOT
FRAME AND GUIDE BEARING
liHYUNDOI-~
-·-
PLATE 30503-1 lH
Ol16
O<U
0871
0870
1038 llOS :>901
1991. 05: 03
~HVUNDOI-~
FRAME AND GUIDE BEARING PLATE 30503-1111
Item No. Designation Bcnaevnelse
0148 Guide bearing shel 1, Styrclejepande,

upper and lower 0vcrste 09 nedcrstr
0237 Stud Tap
0326 Screw Skrue
0415 Securing piece Sikringsstykk<'
*0504 Space ring Afstandsring
*0693 Screw Skrue
0782 Nut M0trik
0870 Cover Oc1?ksel
0871 Screw Skrue
*0960 Guide bearing cap Styrelejeoverpande
1038 Gasket Pakning
1305 Screw Skrue
1761 Gasket Pakning

1850 Thrust washer Trykskive
1949 Washer Skive
2017 Screw Skrue
2106 Guide pin Styresti ft
Skrue
2839 Di l trap
2928 Union Forskruning
3185 Elbow l<ni!

3274 Nut M0trik
3363 Screw Skrue
3452 Guide pin Styrestift
3541 Cover, upper part Di!kse l • overpart
3630 Cover, lower part Di!kSel, underpart
1991. 05. 03
6HVUNDOI-~
FRAME AND GUIDE BEARING PLATE 30503-1111
Item No. Designation Bcnaivnclsc
3729 Screw Skruc

3818 Screw Skrue
3907 Screw Skruc
4075 Screw Skruc
4164 Sea 1 ing ring, upper T ;rln i ng s ring , ovcrpart
part
4253 Sea 1 ing ring, lower T;rtn i ngsri ng, under-
part part
4342 Nut Motrik
4431 Union f"orskl'unin!J
4570 Return o i 1 pi pc Rclurolicror
'Not spare parts 'LcvPrflS I kko c;o111

rcscrvcdcl
1991.05.03
~~~~~~~~==~ -Q
aaw
-CRANKSHAFT L',HVtJNnAI
PLATE 30504-lOH
MAN
0667
121)
~HVUNDOI-~
CRANKSHAFT PLATE 30504-1011
Item No. Designation Benaevnelse
0117 Counter weight Kontravifgt

0206 Plug screw Propskrue
0395 Crankshaft Krumtapaksel
0484 Coupling part Kob l i ngspa rt
0573 Lock washer Sikringsskive
0662 Screw Skrue
0840 Counter weight Kontrav;rgt
0939 Screw Skrue
1007 Securing piece Sikringsstykke
1196 Locking plate Sikringsplade
1285 Screw Skrue
1463 Fly wheel Svinghjul
1552 Nut M0trik
1641 Washer Skive
1730 Oil throw ring 01 ie a f's l ynqn inqs r mq
1829 Gear wheel Tandhjul
1918 Screw Skrue
2086 Nut M0trik
2175 Fitted bolt Pasbolt
2264 Screw Skrue
2442 Gear rim Tandkrans
2531 Bolt llo 1 t
6HVUNDOI-~
CRANKSHAFT - DETAILS PLATE 30505-06
IJlJ
//
.,,... -- --~
-
-'\
\ \
// \ \
I \ '\ -..;J-.,,_ 1,
JI'. "
''
\
-
0186-....._ I \ '
, \ .,, , ,,'
I - _,, , / '" ~1'3]
\ \. \
\ \
\ \
II
,1
o,sJ--~
I
/
os,i----
'------1610
0819
1898
6HVUNDOI-~
CRANKSHAFT - DETAILS PLATE 30505-06
Item No. Designation Benmvnelse
0186 Tuning wheel Afstemningshjul

0275 Nut Ml!ltri k
0364 Lock washer Sikrin9sskivc
0542 Slide shoe Glidesko
0631 Dis ta nee piece Afstandstykke
0720 Fitted stud Pas tap
0819 End plate Endeplade
0908 Guide pin Styrcstift
1165 Fitted bolt (for Pasbolt (for
tuning wheel) afstemningshjul)
1254 Fitted bolt (for Pasbolt (for
vibration damper) svingningsda,nper)
1343 Axle Aksel
1432 Vibration damper Svingningsda,,,per
1521 Nut M0trik
1610 Hub Nav
1709 Locking plate Sikringspladc
1898 Screw Skrue
1987 Spring guide Fjederstyr
2055 Spring Fjeder
84
6HVUNDO•-~
COVER WITH PUMPS PLATE 30510-0SH
02
03
04
Lub. Oil Pump Plate 31501 01
01
Fresh Water Pump Plate 31701
17
18
09
10
05
06
92.SO· ESOS
.6.HYUNDO• - ~
COVER WITH PUMPS PUITE 305J0-05H
-
-
---- 0-
llom
No. Qty. o-lg.,..Jon 8en•vn.lM No. Oly. Dealg...UO,, ••Ntvn.tM
01
• SlWt
02 Slctue
03 Covor
0-
04 GMl<el Paknlng
0$ GMl<ol P.i.nlng
06 Covor
-
IT1 Quid• pin StyTti.p
ot Niii Mo~lk
09 SkrW
10 Q•h• Plkning
,, Screw Slctue
12 lookw•h•r Use4)11K
13 Spr•y "oule Sp1oj1Mor
t4
15
Ftontcover
Quid• pin
'"'-
S!YY•-.P
11 Niii Mo~
C)'11nderldft
,.
17 Cyllnclrtcal pin
NUI Mowik
•
Qly.lE •
Only• ..-1
Cly/Engine
... pttl of • _. pot1a kit.
-- Kun llgllngt"g
AnlallMolot
IOffl on dei ol Ol tOM-Sf Pl.
i2.50· ESOS
~HYUNDOI-~
CRANKSHAFT AND MAIN BEARING TOOLS PLATE 30551-ISH
3964
.6HVUNDDI -~
CRANKSHAFT AND MAIN OlARING TOOLS Pl.ATf. 30551- 1 ',H

-
llemNo. 0..ig,.lon
... _,
-No. Dool; r ..,,.,, ht
-
ctl05 Tommylier Dom
a, ..
,..
Wlte lo, ~ CIIP w.. ,.,~
~ ...... .•,
om Cy!- c,.,-
0(7'2 C><ing-- ...
mo
Offill med --
().ring-- ...
ring
-
- ·--
0561 ().Mg mod-
ring mo
Slon1)II
CJ70 ~
08J8 w.- Nogl<I
0827
,, .. Er-acnw
_., ~
Hycnullc mot lot
COii..,.. ..
ei-ue
....... ........
~-j
lof'PIO'ld ;IU!Pf)e,
13152 a.... Nnr,g
1,
--1
1'51 ~c:or .. HU111;tct1 ig
1540
~·""Ila
Dt8mantllng - ,..,
"'..,__
V-*)lotdomonletl'O
-
21SJ
S.,Pf)OfUng -
--
2111 SNfMll'I_,,_ Hl.ngll,alllif1
'r1fJ7 sa.,go
Slango
-
2915 Dln1butlng piece Fo. t t 8f1kM
3000 Hoee.coi, ..... Slqe."""1*t
3053 Slango
3142
"---- Hlriglldllir,g
Aoo,g
,.,.
:12:11 Au\Olog
Tumlngn>C1 Te-.g
3164 s.np11ng kit ,.,.~

-t·s
. .-
.l' ~~
Engine Data
- ·-
Operation of Engine
v°'I • l
.....
• A
I ~a:w Engine Performance and Condition

r~ ~>--~~~~~~~~~~
Trouble Tracing
i
: Engine Frame and Bedplate
1 Crankshaft and Main Bearings
-
.1--~----
•
t

Exhaust Valves and Fuel Injection Pumps
Turbocharger System •
~~==~!==____;=-
Fuel Injection Pump
Fuel Injection

-
Control and Safety Systems -
Automatics and Instruments
Starting System
Lubricating Oil System

~ I Specification and Treatment of Lubricating Oil
Fuel Oil System
:~. ,
_::.__~-==-~~~~=----===-
l
...., Driven Machinery
- ~-- -
Tools
I -
·:
0\. ~
Engine Data
I
.,,
-
0 I
Operation of Engine
~i ,........•
Engine Performance and Condition

..
' ~;
- ' -.
0
z
- - : I
Trouble Tracing
-
Engine Frame and Bedplate

Crankshaft and Main Bearings I
-" -- •

I
-
Piston and Connecting Rod I
c I
Turbocharger System m
.... (/) (/)
(') <
-
Fuel Injection Pump -
::x, (/)
~~I
......
0(1)
Fuel Injection z>
(J)z
>c
co
·~
-
-
3: 3:
~
zo
-4Z
.,, -~.
mm
Starting System zz
l:--1
z(J)
Lubricating Oil System o
m I
-
Specification and Treatment of Lubricating Oil
Fuel Oil System
I,
I
Fuel and Fuel Treatment -
Cooling Water System I
Driven Machinery
I .-
Tools
- - I
6HYUNDOI-~
CYLINDER HEAD ANO CYLINDER LINER 306.01
DESCRIPTION Edition !Sil
Plate 3060 t
The cylinder liner is made of close-grained, pearlitic cast iron and is at lhP
top provided with a collar resting on top of the frame. At the hottom, the li·
ner has a guide with grooves for two sealing rings, which provide tightness~-
gainst the frame.
The cylinder head is made of cast iron. The cylinder head is provided with lwn
inlet valves and two exhaust valves. The fuel valve is centrally p l acr-d ,n th,·
cylinder head. rurther the cylinder head is provided with an indicator valve.
The cylinder head is equipped with separate seat rings for inlet valves and
exhaust valves. The seat rings are installed according to the freeiing method.
The seat rings are made of heat-resistant steel, directly hardened on thr sra
ting surface. The seat rings for the exhaust valves arc water cooled.
The cylinder head is supplied with cooling water from the screwed-on coolinq
water belt through radial bores in the thick bottom of the head. Each radial
bore conrnunicates with two branch bores. Further separate bores lead the coo-
ling water to the scat rings of the exhaust valves. From the cooling watrr
space and bores of the cylinder head, the coo 1 i ng water is 1 ed to a convnon
outlet chamber.
The cylinder head and cylinder liner are joined by means of 4 studs which ,1.,,
screwed into the frame. The tightening is carried out by means of hydraulic
jacks.
Sealing is provided by a thin ring inserted between the cy l inde r head .ind th,•
cylinder liner.
Plate 30601
Before mounting the cylinder 1 iner, the guide in the frame should be r. lCdnP<l
of rust and sludge, and new sealing rings should be fitted to the l iner .
Rings and grooves must not be greased, only a little lubricating oil me v IH'
applied. The contact faces between liner and frame should be carefvlly cher kr-d ,
and if marks or indications of inadequate contact arc obscrvec .vne faces mu-s t,
be reconditioned by a slight grinding together.
lf the piston rings have been dismantled and the same or new rings arc f i t tr-d ,
the corresponding cylinder liner should be slightly honed, in order to break
the "glaze" and to facilitate the running in.
The cylinder head is provided with a cleaning head 1227 and a plu9 screw 417~.
which should be removed at regular intervals for inspection of the condition
of the water chamber.
6HVUNDOI-~
MAINTENANCE Edition 13H
Plate 30651
a. Dismantling of Cylinder Head
1. Take off the top cover enclosing the rocker anns and separate all pipe
connections. Also remove the protective caps on the threaded ends of
the bolts.
2. Fit the hydraulic jacks 0798, the distributing piece 0154 with hoses
0243 and 0510, and also fit the oil pump 0421 as shown and loosen the
nuts dccording to the directions given in section 319.
3. Lift off the cylinder head, using the lifting device 1955.
b. Mounting of Cylinder Head
1. Before mounting the cylinder head, check the contact faces between
head and cylinder liner. Any marks or scratches in the faces may be
ground away with the tool 30653/0192, one side of which fits the
cylinder head and the other the liner. Fit a new sealing ring between
cylinder liner/cylinder head.
2. Inspect the water passage nipples and replace defective rubber rings.
3. Hake sure that the nipples enter the cylinder head correctly, and
make sure that the guide pins enter the bores in the cooling jacket.
To faci 1 i ta te the mounting. it is reconrnended to apply a 11 tt 1 e I ubr i -
eating oil to the rubber rings before pressing the cylinder head down
agdinst the contact face of the cylinder liner.
4. For mQunting of fuel oil high-pressure pipe, see section 311.
5. For adjustment of valve clearance, see section 308.
Plate 30652
c. Dismantling of inlet and exhaust Valves
Mount the dismantling tool 0123 as shown. Before mounting, the thrust
feet 0301 must be screwed completely inwards on the screws of the lhrust
piece.
2. Turn the screws in an anti-clockwise direction and take out the locking
rings of the valve spindles.
3. Relieve the springs and take out the valve spindles.
1986.05.12
6HYUND01-~
CYLINDER HEAD ANO CYLINDER LINLR 306.52
MAINTENANCE Edition 1311
4. During overhauls, the cylinder head can be placed on a tiltable

worktable 30662/0815 (optional extras) to facilitate access during
grinding of valve seats, etc.
~). In connection with dismantling
of the valve spindles for over- I
haul, the 0-ring 30601/3373 in
the valve spindle guides should
be renewed.
I
,~
During mounting careful handling
is necessary to avoid damage of
the 0-ring.
Screw drivers or other sharp tools
should never be used for this
purpose.
Correct mounting can easily be done
by the use of two valve spindles as
mounting tool; one spindle to be
used as support and the other s pi ndl e
to be used for pushing the 0-ring
downwards.
<1. Overhaul of Valves
1. Inspection of valve spindle seats/valve seat rings
Polishing of valve spindle seats and valve

seat rings can be carried out by means of
grinding paste and use of the suction
lifter as turning device.
If the seatings are burnt or scarred
by dent marks, reconditioning has to
be carried out by machining in form
of grinding of valve spindle seat
respectively valve seat ring.
1986.05.12
q8
~HVUNDOI-~
CYLINDER HEAD AND CYLINDER LINER 306. 53
MAINTENANCE Edition l 3H
2. Inspection of valve spindle guide
Max. 14 ,25 mm. Too much clearance between valve spindle

and spindle guide may cause increased
lub.oil consumption, fouling up of the
spindle guide and thus give the risk of
sticking valve spindle.
Too much clearance also means insuffi-
cient guidance of the valve spindle and
thus bad alignment between spindle head
and valve seat ring.
In connection with overhaul of the cyl-
inder head, the valve spindle guides
should be cleaned, inspected and mea-
sured for wear.
If the inner diameter of the valve
spindle guide exceeds 14,25 mm, the val-
ve spindle guide must be replace~.
3. Reconditioning of Valve Seat Rings
Reconditioning of valve seat rings is carried out by grinding with a

grinding apparatus, 30652/0767. {ror mounting and operating of the grin-
ding apparatus, see separate instruction).
Using the gringing apparatus, grind the seat "A" with a feed at an angle
adjusted to 30 + 0.1. Grind the.seat until obtaining a clean and uniform
surface. o
For a new valve seat ring, grind until the measurement D 306-5 has been
achieved. Carry out the final grinding with a feed from the inside out-
wards, as this normally gives the best surface quality.
Adjust the diameter O 306-5 of the seat in accordance with the indication
on the data page by grinding the surface "B" with the grinding apparatus.
When the recess "R" has been ground away, the valve seat ring is useless
and is to be replaced.
Adjust the width O 306-6 of the seat (surface "A") in accordance with the
indication on the data page. Carry out the adjustment by grinding the
surface "C" with the feed angle of the grinding apparatus adjusted to 50°
Any worn valve guides in the cylinder head must be replaced.
1986.05.12
~HYUNDnl-~
CYLINDER HEAD AND CYLINDER LINER 306. 54
MA I NTENANCE Edition 13H
4. Reconditioning of Valve Spindle
Using the grinding apparatus, 30851/0241, grind the valve spindle seat.
(For operation of the grinding apparatus, see separate instruction).
Grind the seat of the valve at an angle adjusted to 30°_g_25o
Continue grinding until obtaining a clean and unifonn surface.

After completing the grinding, check that the height O 306-8 of the valve
head observes the minimum measurement, as indicated on the data page.
If 0306-8 min. cannot be ascertained, scrap the spindle.
After assembling the valves, check - on account the valve motion - that
the distance O 306-7 between the upper edge of the cylinder head and
the upper edge of the valve spindle does not exceed the maximum value.
e. Replacement of Valve Seat Ring
When it is no longer possible to recondition the valve seat ring in

accordance with the precedent section, this ring is replaced in the
following manner.
Dismounting of Valve Seat Rings
Dismounting of a valve seat ring is carried out by means of a special

extractor tool set comprising following components:
r+H-.1 ,7
0 Spindle
0 Nut
0
l
Disc •''
::
,:
© Copper pipe
•
4
0 Supporting piece 3
o Di SC
2
0 Nut
1986.05.12
/o-o
~HVUNDOl-f=='\
Dismounting of a valve seat ring is carried out according to following proce-

dure:
The spind~(I) with the nut {g) and
the disc Q) is placed in the valve
spindle gu1de with the nut adjusted lnsulati cloth
so as to obtain the prescribed posi-
tion of the disc in the valve seat
ring.
A heat-resistant insulation cloth
(glass fibre or similar) provided ~
...
"'::,
-..,.,
~ ~
with a hole of same diameter as the ..... "' .....
- °' -
s: c:
valve seat ring is placed on the co wx
cylinder head bottom surface in such
a way just leaving free access to
the valve seat ring itself. This
arrangement protects the surfaces
against heat impact and sputter
from the subsequent welding process.
The copper pipe © is placed on the spindle in order to protect the latter
against welding sputter.
By means of an electric apparatus, the disc (3) is now welded on to the seat
ring. The welding has to be carried out as a t'ull welding, i.e. with an un-
interrupted and circumferential welding seam.
Further to attachment of the extractor tool the welding process earns the
purpose to loosen the valve seat ring.
The heat impact from the welding process will cause the seat ring to buckle
as it cannot expand in the cylinder head bore. During the subsequent cooling
down due to temperature equalizing the seat ring will shrink and thus the
press fit is reduced.
After the welding the cop~ pipe (4) and t~ insulation clg.tti are removed,
and the supporting piece ® with tne disc ® and the nut Q) is mounted.
The valve seat ring is now to be pulled out by tightening of the nut (J)
Being welded to the extracted and scraped valve seat ring, the disc(}) can-
not be reused.
Planning of a major overhaul of cylinder heads should therefore comprise a
check of Nos. of mentioned discs available on stock.
The disc can be ordered as spare parts. see plate 30601.
1986.05.12
6HYUNDOJ-~
CYLINDER HEAD AND CYLINDER LINER 306.56
Mounting of new Valve Seat Rings
Prior to mounting of a new valve seat ring, the bore in the cylinder head
has to be carefully cleaned and to be inspected for surface damage. Any marks
or "high spots" which could ebs truc t the mounting or prevent correct positio-
ning of the valve seat ring should be removed.
Prior to mounting, the valve seat ring has to be cooled down in order to obtain
a shrinking effect allowing easy sliding of the valve seat ring into the bore.
Therefore the cooling down should preferably by means of liquid nitrogen {N2)
or as an alternative by use of a carbon dioxide (C02) fire extinguisher.
When cooling down the valve seat ring it should be placed in a heat-insulated
box or placed upon a heat-insulating mat. To achieve adequate temperature of
the valve seat ring, the cooling media should be applied for a period of
approx. 15-20 minutes.
CAUTION. When handling supercooled components asbetos gloves should be worn
as direct contact with the skin may cause frost-bite.
When the valve seat ring has
been cooled down, it is care- Mand re 1 for
fully placed in the bore. mounting of
Cooled down to adequate tempe- valve seat rings
rature, the valve seat ring
can easily be moved into cor-
rect position.
The mounting tool, consisting
of a disc and a mandrel of
dimensions allowing it to be
guided in the valve spindle
guide, is placed.
Before any settling can take
place due to equalizing of
temperature, the valve seat
ring is driven into the bore
until contact in bottom posi-
tion by knocking the mandrel
with a hammer.
When a new valve seat ring has been mounted the seating surface has to be
ground in order to ensure correct alignment to the valve spindle guide.
Before grinding, the temperatures of the valve seat ring and the cylinder
head should be allowed to equalize to room temperature level.
1986.05.12
tiHVUNDO• - ~
MAINTENANCE Ed it ion 1311
Exhaust Valve Seat Ring
In order to ensure sealing towards the surrounding cooling water channels a

sealing compound has to be used, when mounting a new exhaust valve seat ring.
The sealing compound, loctite 640, is applied only to the bore, and an acti-
vator, locquict 747 T, should be used in order to accelerate the curing time.
The instructions delivered with the sealing compound and the activator should
be fol lowed.
In brief the process is as follows:
- Degrease the bore with trichlorethylene.
- Apr,ly the activator and allow it to dry for approx. 3 minutes.
- Apply a thin coat of loctite 640.
The cooled down exhaust valve seat ring is mounted immediately after applica-
tion of the sealing compound.
After mounting of the valve seat ring the sea 1 i ng compound must be a 11 owed tn
cure for at least 30 minutes before work such as grinding of see t inq surf ar e
is continued.
Inlet Valve Seat Ring
The inner diameter of the inlet valve seat rings is asymmetric due to the
presence of d swirl facing.
To achieve the swirl effect of the charge air when entering the conbus t ino
chamber it is important that inlet valve seat rings are correctly positioned
in the cylinder head.
Punch mark
indicating fitting direction
Inlet Valve Seat Ring
1986 .05 .12

/o ~
6HVUND01-~
lo ensure this, both the valve seat ring and the cylinder head bottom have
fitting marks, which have to coincide.
When mounting the inlet valve seat rings they have to he positioned according
to the marks.
f. Replacement of Liner for Fuel Valve
If the sealing rings of the fuel valve liner start to leak or another
defect in the liner occurs, the liner is to be removed, proceeding as
fol lows.
Screw off the ring nut 30601/1683 by means of the special pin spanner
30652/0490 and knock the liner 30601/1861 carefully out, using a brass
mandre 1 , or pu 11 out the 1 i ner by means of an extractor too I .
After carefully cleaning the bore in the cylinder head, cool down the
fuel valve liner to minus 70°c for example in liquid nitrogen (N ).
Mount new sea 1 ing rings and fit the 1 iner in the cylinder head. ~ount
the ring nut, tightening it up by means of the pin spanner and a
torque pressure stated in O 306-9.
1986.05.12
6HYUNDOI-~
g. Replacement of Sealing Rings on Cooling Jacket

Dismount the screws 30601/2484 and remove the cooling jacket, possible by
knocks with a tin hanwner.
Clean the cooling jacket on the inside, also cleaning the bore of the cy-
linder head and the surface against the cooling jacket.
Mount new sealing rings, after coating them with a little lubricating oil.
After this, mount the cooling jacket and tighten up the screws with the
torque stated in data 306-10.
Plate 30653
h. Dismantling of Cylinder Liner
1. Attach the lifting tool 1804 to the liner as shown.
2. While the legs of the crossbar 1448 near on top of the frame, raise the
cylinder liner by means of the eye nut 1359, until the liner rests against
the crossbar.
3. Pull the cylinder liner out of the frame with care by means of a tackle,
and remove it.
4. In the case of installations where the headroom is restricted, a special
lifting device 30662/0182 can be supplied for the cylinder liners.
j. Lapping of Cylinder Liner/Frame
To ensure complete tightness between the cooling water space in the frame
and the cylinder liner, the packing surfaces cylinder liner/fran~ are to
~e lapped to match.
Dismount the sealing rings of the liner, mount the lifting tool stay 1537,
crosspiece 1626, and eye nut 1359 together with the lapping handle 1715 on
the cylinder liner.
Lap the cylinder liner/frame to match, using paste, the final lapping to
be made with paste No. 180 or finer.
Before mounting the cylinder liner, apply a thin layer of packing paste on
the sealing surfaces, for example Silastene, Rhodorsil 7306 Blanc, or a
similar type.
k. Honing the Cylinder Liner
The renovation can be made wither with dismantled liner in the workshop or
with liner mounted in the engine frame by use of the belonging funnel 0825.
1986.05. 12
, .. c;-
6HYUNDOI-Q
CYLINDER HEAD AHO CYLINDER LINER 306.60
MAINTENANCE [d i t ion 1111
Defore the honing, deposits of coke and possible wear edges in the top of the
liner must be removed by scraping.
The honing is made by means of a flex-honer 0736 with fineness grains 80-120.
A revolution speed between 80 and 160 rpm is chosen.
In order to achieve the required angle between the honing grooves (see sketch)
the vertical speed is adjusted to about 1 m/sec., which corresponds to about
2 sec. for one double movement. (The flex-honer is moved from below, up and
down in 2 seconds).
The procedure is to be continued until about 25 percent of the surface is co-

vered by honing grooves. This is normally achieved after only a few vertical
movements. The remaining surface is left rough.
During the honing it is important to lubricate freely with cutting oil or en-
gine oil. Gas oil ought not to be used as it may promote scratches and conse-
quent uneven surface roughness.
After the honing, the liner is carefully cleaned and it must be ensured that
all abrasive particles have been removed.
1986.05.12
I c- o
6HVUNDOI - f:::=\
CYLI ND£R UN IT PLATE 306 0 1 - 1211
.. ))85
,__.--.c · ·:=::,,_~ -J55}
..__,,-~=-~-J6'1
_)-JlJO
·;..-:..-:..-::.~ -J8}9
·~3918
4086
3373
3375
t'-i-1--- 4 1 7S
-4443 ')
rev. 1988 . 12 • 20
~HVUNDO•-Q
CYLINDER UN IT PLAT[ 30601-12H
Item No. Designation 8enaivnetse
0159 Nut M0trik

0248 Washer Skive
0337 Hand wheel HAndhJul
0426 Valve spindle Ventilspindel
0515 Gland nul Pakm0lrik
0604 Indicator valve !ndikatorvent i 1
0793 Gasket Pakning
0882 Connecting piece Mcllernstykke
0971 Gasket Pakni ng
1138 Gasket Pakning
1227 Cover D.fksel
1316 Screw Skrue
1594 Screw Skrue
1683 Ring nul Ringm0trik
1772 0-ring 0-ring
1861 Sleeve for fuel valve Or. vent1l foring
1950 Stud Tap
211 7 0-ring O ring
2395 Cooling Jacket K0lekappe
2484 Screw Skrue
2573 0-ring 0-ring
2662 Pipe R0r
2840 Sealing ring To2tningsring
2939 Cylinder liner Cyl inderforing
3007 0-rings 0-ringe
3373 0-ring 0-ring
3375 Valve spindle guide Ventilspindelstyr
3641 Gasket Pakn i ng
3730 Coaming Karm
rev. 1988.12.20
6HYUND01-~
CYLINDER UN IT
3829 Gasket Pakning

3918 Nut M0trik
4086 Stud Tap
4175 Plug Prop
4353 Cylinder head Cylinderdil!ksel
4442 Valve seat ring, exh. Ventilsaidering, udst.
•4443 disc Skive
4445 Valve seat ring, inlet Ventilsaidering, i nds.
• Has to be used when • Skal anvendes ved

dismantling the valve demontering af ventil-
seat rings. See plate sil!deringe. Se plate
306.55 306.55
rev. 1988.12.20
•
/&r/
6HYUNDO•-~
CYLINDER HEAD TOOLS PLATE 30651-09H
'h:jl-'--0976
~-==-~--1133
0798-
I\ o
~HVUNDOI-~
CYLINDER HEAD TOOLS PLATE 30651-09H
Item No. Designation Bensevnelse
0154 Distributing piece Forde 1 ers tykke

0243 Hose Slange
0421 Oil pump Oliepumpe
0510 Hose Slange
0609 Support Holder
0798 Hydraulic jack, Hydraulisk tr~kapparat,
complete komplet
0887 Vent screw Afluftningsskrue
0976 Snap-on connector, Hurtigkobling, hanpart,
ma 1 e, comp 1 e te komplet
1133 Gasket Pakning
1222 Piston Stempel
1311 0-ring with back-up 0-ring med st0ttering
ring
1400 0-ring with back-up 0-ring med st0ttering
ring
1599 Cylinder Cylinder
1688 Tonvny bar Dorn
1777 l~ooden box Tr~kasse
1955 Lifting bracket for L0ftebeslag for cy-
cylinder head 1 i noerdekse 1
II\
.6.HVUND/\1 - Q
CYLINDER HEAD TOOLS PLATE 30652-lJH
-
\,:i.-
6HVUND01-~
CYLI NOER ll(AD TOOLS PLATE 30652-1 )H
-
No. Qty. .O..lgn ti"''
-- - No. Qty. ~
--
... -
012:J o...... •1nv _, .... O.monterlngov-J
WNN. 0CM ..... tor-.~t
11212 6louo
- ... __ --ll lomg

nw-- Tl)lclod
0490 Wrench for ring nut, Nogle for rlngmotrlck.
fuel velve lln1r br1nd11l1v1n tflforlng
--
Clnndlng- .... 611beclom to,-
Dn7
-mge -
o.-.g-
-· '°'°' -~
...... s--Jtor-
---mge.
IU'T S~lor-
Mou••"W
2IO:) Tool 1or grinding ol \1-J lorslibt,inQ .,

-,111
.,..,.....
IOTI Dle-lltng - .... \1-J"" -·
nngarventfflsCWftge,
llam!*lt
/ 11
.6HYUNDOI - f:::=\
CYLINDER LINER TOOLS PLATE 30653-0SH
0191
Ob47 ~-;..
orn,
,-->
::::::
(J
. .
u' J
l 180(
......
.~
~) '!----,=:::::;.
~.-- 11,s
" -. ....__
-
'
i..= I '--
I
-
I
"
90.29.
6HYUNDOJ-~
CYLINDER LINER TOOLS PLATE 30653-0SH
Item No. Designation Benevnelse
0192 Grinding tool tor cylinder liner, oompl. Slbevm11dejlor cylinder1oring, komplel
0281 Handle HAndtag
0370 Grinding disc Slibeskive
0469 Nut Melrok
0558 Wooden box Trrekasse
0647 Grindslone Slibeslen
0736 Honing brush Honebersle
0825 Waste tray. complete Sp,ldbakke, kompter
11914 Waste tray Sp.Id bakke
1!)1'? Screw Skrue
1171 Hose dip Slangebinder
1260 Hose Slange
1359 Eye nut 0jemelrik
1448 Crossbar Travers
1!,37 Tie·boh S1agbolt
1626 Crossbar Travers
1715 Grinding tool Slibevmrk10j
1804 Lihing tool lor cylinder liner. compl. Leltevmrk10j for cyllndertoring, komplct
1993 Distance piece Als1andsstykke
00.29.
t«:
~HVUNDO•-Q
CYLINDER UNIT - EXTRA TOOLS PaATE 30662-0JH
."
fl If
2140---L
-----2496
~---2407
2318
2239
LiHVUNDn• - Q
CYLINDER UNIT - EXTRA TOOLS PLAT[ 30662-0JH
0182 Li ft inq tool for L0ftev.rrk t0.i for

cylinder liner, cv l inderforing.
complete komp 1 et
0271 Screw Skrue
0360 Co 11 ar Ila 1 siern
0459 Nut M0trik
2140 Pneumatic/Hydraulic Pneuma ti sk/Hydrau l 1 sk
high-pressure pump h0j trykspumpe
2239 Screw driver for plug Skruetr~kker for prop-
screw in cylinder head skrue i cylinderd~ksel
2318 Base plate for Stativ for arbejds-
grinding table bord
2407 Grinding table Slibebord
2496 Grinding table complete Slibebord komplct
incl. item 2318, 2407 inkl. pos. 2318, 2407
2585 Grinding tab 1 e for Sl ibebord for
bulkhead mounting skotmontering
\. /';if-
'
Engine Data
,I
z
~ - - -
0
,-..: I ~ti
Operation of Engine
- •• j
~ffi Q.
-
Il
0
-- -
I~ I
- ' I-
Trouble Tracing

-
-- ---~- •
I
I
·-. - ·" ' -- - - - - _J
111

'1
I
' - - -
• Piston and Connecting Rod
·,,...::... ..
I '
I
# , .,,
j Operating Gear for Inlet Valves,

-
I! w
......_
- cnz
0 Turbocharger System I
I- ct
zz Fuel Injection Pump
WW
ZI-
oz -- -- -- - ~
.
a.- Fuel Injection
==ct
o==
·--
-
...
oc l
.- -
CZ
zct Camshaft and Camshaft Drive
I
...... ••
-"'"' I
ct(/) . -
cnz Control and Safety Systems i
=:2
wt:
1--
(/) a:
Starting System
- -.
>o
(/) (/)
w
-- -- •
c Lubricating Oil System
'
Fuel Oil System
,I
:
~
· Fuel and Fuel Treatment
-
I
,;;::--..·
,,,,.
•
Treatment of Cooling Water _l
•
.
I ' J Driven Machinery
I f ~
--- -- '
I
•
Tools
. - -•- -- . - - -- •
Engine Data I'~ '
-- . -
Operation of Engine
-
·- .,,
0
mo
JJ>.
~;
0
. z
Trouble Tracing
- - . -
-

-
'
Cylinder Head and Cylinder Liner l
-

- I
I
Exhaust Valves and Fuel Injection Pumps I

Turbocharger System 0 I
m
- (/) (/)
0-<
Fuel Injection Pump JJ (/)
--4
~m
-~
Ov,
Fuel Injection zl>
v,z
l>o
z
Camshaft and Camshaft Drive co
~o
-zo.,,
)> 3:
-- -iZ
mm
zz
Starting System
~~-
. - -·
Lubricating Oil System 0
m •
--
Fuel Oil System
I
•·
- --- - .
Driven Machinery I
Tools
J i«
.6HYUNQftl - ~
PISTON ANO CONNECTING ROD 307.01
The piston, which is oil-cooled and of the monobloc type ITI<lde of nodular cast-
iron, is equipped with 3 compression rings and 1 scraper ring.
By the use of a combination of compression rings with different barrel-shaped
profiles and chrome-plated running surface on all rings, the piston ring pack
is optimized for maximum sealing effect and minimum wear rate.
The piston has a cooling oil space close to the piston crown and the piston
ring zone. The heat transport and thus the cooling effect is based on the sha-
ker effect arising during the piston movement. As cooling oil is used oil from
the engine's lubricating oil system.
01 I is supplied to the cooling oil space through a channel from an oil groove
in one of the piston pin bosses. Oil is drained from the cooling oil space
through a duct situated diametrically opposite to the inlet channel.
The p i s ton pin is fully floating which means that it can turn freely in the
pin bosses of the piston as well as in the connecting rod bush.
The piston pin is kept in place in axial direction by two circlips (seeger
rings). 'The piston pin is equipped with channels and holes for supply of oil
to lubrication of the pin bosses and for supply of cooling oil to the piston.
The connecting rod is die-forged. The big-end has an inclined joint in order
to facilitate the piston and connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on connecting rod and bearing cap are ser-
rated to ensure precise location and to prevent relative movement of the parts.
lhe connecting rod has bored channels for supply of oil from the big-end to
the top-end eye.
The big-end bearing are of the trimetal type, i.e. steel shells lined with lead
bronze and coated with a thin running-in and protection layer.
lhe bearing shells are of the precision type and are therefore to be fitted
without scraping or any other kind of adaption.
The connecting rod bush is of bronze and is pressed into the connecting rod
eye. The bush is equipped with an inner circumferential groove and a pocket
for distribution of oil in the bush itself and for supply of oil to the pin
bosses of the piston through the holes and channels in the piston pin.
Lubricating oil for the connecting rod bearings and for the piston is supplied
from the adjacent main bearing through bores in the crankshaft.
Edch individual main bearing is being supplied with oil through a bore in the
frame connected to the external main pipe of the lubricating oil system.
6HYUND01-~
PISTON AND CONNECTING ROD 307.02
MA I NTENANCE Edition 14H
Intervals between piston withdrawal

lhe interval between piston overhaul as indicated in the scheduled maintenance
1,rogranwne in section 302 are based on service expcr ince and is to be used for
<Jui dance.
llowever, as the necessity for overhaul of piston, piston rings and scraper
rings to a great extent is depending on type and condition of the fuel and the
lubricating oil used, and also of the operating conditions in general, the ac-
tual interval between piston withdraw should be based on inspections of the
cylinder condition as well as observations revealing the engine's performance
condition in general.
llemoval of piston rings
I or removal of piston rings which are to be used again, and for all mounting
of rings, only the special ring opener which prevents local overstressing of
1.he rings should be used. Straps to expand the ring gap or tools working on
the same principle must not be used, as this would result in permanent defor-
mation which might cause blow-by or broken rings.
Ihe cause of breakage may be the striking against wear edges or irregularit11?s
in the cylinder wall, but most often it is "collapse" of the piston ring. This
happens if the gas pressure build-up behind the piston rings during each com·
hustion is too slow and thus excerting an inadequate outward pressure. In this
case , the gas pressure will penetrate between cylinder liner and ring~ and
force the rings violently inwards in the grooves, i.e. "collapse" of the pi·
\ton rings will occur, resulting in blow-by and sometimes breakage of rings.
loo slow pressure build-up behind the rings may be caused by a too small ring
clearance, partial sticking, or bad sealing between ring and floor of qroove.
Loss of combustion gas past the piston rings is a natural consequence of col-
lapse of these, but may also be due to sticking rings. In the later stages,
when blow-by becomes more persistent. it is usually also due to advancing ring
breakage, caused by the co 11 apse.
f,leaning of piston
IJsually some deposits have accumulated on the sides of the piston crown and in
the upper ring zone. In case such deposits are abnormally thick their surface
1s smooth from rubbing against the cylinder wall. Such contact may remove the
oil film locally, resulting in piston seizure.
[lefore withdrawing the piston, the upper part of the liner must be carefully
r.leaned of carbon deposits, as otherwise the piston rings may during the with·
drawal of the piston get stuck in this area, probably resulting in breakage of
the rings.
l 2. \
~HVUNQl\1 -~,::~,
PISTON ANO CONNECTING ROD 307 .03
MAINTENANCE Edit ion 1411
It is important to clean piston rings and ring grooves very carefully of car-
bon deposits. as deposits here may prevent the rings from establishin9 their
sealing function. Check free passage in drain holes at scraper ring grooves,
and clean if necessary. Also remove deposits on the piston crown.
Renewal of piston rings
With a piston ring combination comprising different but matched ring types.
optimal functions will depend on good condition of all the rings.
It is therefore rec011Y11ended to change the complete ring pack, including the
6Craper ring, in connection with each scheduled piston withdraw.
To ensure correct function of the piston ring pack, it is important to fit
the piston rings in correct order.
Furthennore, each of the rings must be fitted in correct direction concerning
the profile and the running surface. Correct direction is indentifiable by
the identification mark, stamped into the ring close to the ring gap, 1s fa-
cing upwards.
Identification marks
to face up1~a rds
Top 1600384-3 or "0946'
~ Top 1600380-6 or ·0945·
diJ Top 1600385-5 or '0947"
'fj Top 1600386-7 or '0120'
Placing_of_Qiston_rings
Check of piston ring grooves

The ring grooves should be res lotted and the piston fitted with oversize
rings if the wear gauge (see section 301, data sheet 0307) can enter the
groove by more than 2 mm.
h.HVUNDnl - Q
PISTON ANO CONNECTING ROD 30 7. 04
Pi5ton ring clearance

W1th the rings fitted in place, the vertical clearance between ring and ring
groove should be as stated on the data sheet.
P1ston ring gap clearance
A~ the piston rings work at a somewhat higher temperature than the liner, it
1~ important that the ring has a gap which is sufficient to permit the thermal
,•xpansion of the ring. This gap clearance should be checked with the ring p l a-
I ed at the bottom end of the cylinder liner, which is usually not worn consi·
rlprably.
When measured in this position, the gap c 1 ea ranee shou 1 d be as stated on the
r1,1ta sheet.
I itting of piston rings

Piston rings should only be removed from and fitted to the piston by the use
of a special tool, the socalled piston ring opener.
If the rings are opened farther than necessary there is a risk of cver s tres-
s111g, which means that rings will become permanently distorted and will not
c.onfirm to the cylinder running surface.
The piston rings should be installed with the manufacturer's mark or 1dentif1-
cat ion mark, wuich is stamped into the ring close to the ring joints, facinq
upwards.
FJTTING_OF_CO!L_SPRING_LOAOEO_SCRAPER_RING
Joint pin for Coil spring joint to

coil spring. be placed opposite to
ring joint.
--
.=-::....· --
\
\
joint.
6HVUNDOI-~
PISTON ANO CONNECTING ROO 307.0!,
MAINTENANCE fdi lion 1411
Defore fitting the coil spring loaded scraper ring, the coil sprin<J is rl i s-
mantled from the ring by removal of the joint pin.
The coil spring is placed and assembled in the rin9 groove. Thrn thr ~cr,11><'r
ring is fisted in the groove in such a way that the ring joint i~ approx i.
mately 180 offset to the spring joint.
Ascertain correct assembling by checking the back c learancn. lhe back clc>.ir·
ance is sufficient when the face of the ring is below the groove! cdqe , when
the ring is pressed against the bottom of the groove.
Wben installed on the piston, the rings should be pushed back and forth in
the grooves to make sure that they can move freely. It is also advisable to
insert a feeler blade of adequate thickness between ring and groove.
Adequate clearance is present if the feeler blade can be moved all the way
round.
To prevent gas leakage through coinciding ring joints toe piston ring~ shoul n
be turned into positions offsetting the ring joints 180 to each other.
.6.HYUNDnl - ~

Edition l 4H
DISMOUNTING OF THE PISTON ANO CONNECTJNG ROD ASSEMBLY Page 1 (4)
1. Dismount the cylinder head, see 306.51. Clean

the upper part of the cylinder liner, as other-
wise, the piston may during removal get stuck
in the carbon deposited in this area.
2. Mount on two of the cylinder head studs the
tubes 0569 for holding down the cylinder liner
during the piston withdrawal. Screw on the nuts
and tighten them slightly.
3. Remove the crankcase covers for the cylinder
unit concerned.
4. Turn the crankshaft to bring the crank

throw concerned into a position approx.
45 degrees before TDC, pennitting access
with spanner to upper as well as lower
connecting rod screws.
5. Mount the eye screw in the threaded hole
in the piston top.
Attach a wire rope to the eye screw by
means of a shackle.
Hook the wire on to a tackle and pull the
wire rope tight.
If minor adjustment of the crank throw
position appears necessary for access to
the connecting rod screws, the wire rope
must be slackened up before turning of
the crankshaft and tightened up again in
the new crank throw position.
Tightening
order 6. Unload the connecting rod screws in tigh-
and tening order by turning each screw 60
untightening degrees in anti-c)ockwise direction.
order.
Correct turning angle is ensured by chalk-
ing a mark on the bearing oap adjecent to
a nut-edge, and then turn the screw until
60 ° the neighbouring nut-edge coincide with
the cha 1 k mark .
@©
.6HVUNDOI _ Q
DISMOUNTING OF THE PISTON ANO CONNECTING ROD ASSEMBLY Edition l4H

Page 2 ( 4)
7. Unscrew the upper screws.

Mount the guide pin for the bearing cap in one of the threaded holes.
Unscrew the lower screws.
8. Remove the bearing cap, sliding it along the guide pin.
Remove the guide pin from the connection rod.
1-'H'I ©
9. Now turn the crank throw in direction
towards BOC until the connection rod
is clear of the journal.
10. Pull the piston and connecting rod

assembly slightly upwards and remove
the upper big-end bearing shell.
11. Lift the piston and connecting ord

assembly up through the cylinder
liner and out of the engine.
I '2.. 6
.6HYUNDOI -Q
PISTON ANO CONNECTING ROD 307. 51
Edition 14H
DISMOUNTING OF THE PISTON ANO CONNECTING ROD ASSEMBLY Page 3 ( 4)
The purpose of the guide pin is to prevent !.)

any damage of crank journal, joint faces of ~~~;;:::::::JL-------
bearing surface to occur during dismounting
of the bearing cap, and to facilitate easy handling when removing the bearing
cap form the crankcase.
~HVUNDOI-~
DISMANTLING OF THE PISTON AND CON~ECTING ROD ASSEMBLY Edition 14H

Page 4 (4)
0
' 0'-"-o__,Q
/
@
I
@
~HVUNDOI-~
OVERHAUL OF PISTON AND CONNECTING ROD Edition 14H

Page 1 (2)
Dismantling of the piston and connecting rod

l. When the piston and connecting rod assembly has been lifted out of the
engine, the bearing cap should be mounted with the screws tightened only
by hand, in order to protect the serrated joint faces during handling of
the assembly.
2. Land the piston and connecting rod assembly on wooden support to prevent
damage of piston and scraper rings.
3. Remove the shackle and eye screw from the piston crown.
4. Place the piston and connecting rod assembly in upright position suppor-
ting on the top face of the piston crown.
Wooden wedges should be used to prevent the connecting rod to swing out
and impact the piston skirt during lifting into upright position.
5. Place a wire around the big-end of the connecting rod, attach a tackle
and tighten the wire rope.
6. Take out the securing devices (Seeger circlips), push out the piston pin
and lift the connecting rod away.
Pis ton
1. R~nove the piston and scraper rings.
Do always use the ring expander for removal as well as mounting of piston
and scraper rings, as all methods give a risk of deformation of the rings.
2. In connection with normal scheduled piston withdrawal the c~nplete piston
and scraper ring pack should be renewed.
3. Clean the piston outside and inside.
4. Inspect the piston ring and scraper ring grooves for wear, (see Data
Sheet).
Connecting rod
l. Inspect the surface of the piston pin and the connecting rod bush.
Measure the clearance between the piston pin and the bush, (see Data
Sheet).
Replace the bush if necessary.
~HVUNDOI-Q
OVERHAUL OF PISTON AND CONNECTING ROD Edition 14H

Page 2 (2)
An extractor tool 0251 is available for replacement of the connecting rod

bush. When mounting the bush, care must be taken that the oil hole in the
bush coincides with the oil duct in the connecsing rod. If possible, cool
down the bush before mounting (to approx. - 20 CJ.
2. Examine the connecting rod assembly according to
PROCEDURE FOR CHECKING THE CONDITION OF THE CONNECTING ROD ASSEMBLY.
Cylinder liner
1. In connection with piston overhaul the cylinder liner should be inspected,
measured and re-honed, see overhaul recommendations in section 306.
Assembly of the piston and connecting rod

The piston and connecting rod is assembled in reverse order to the descrip-
tion for dismantling.
) '3,o
6HVUNDOI-~
PROCEDURE FOR CHECKING THE CONDITION Edition 14H

OF THE CONNECTING ROD ASSEMBLY Page 1 (3)
After dismounting from the engine, the connecting rod assembly is dismantled,
and the components are investigated according to following guide lines.
CLEANING AND INSPECTION

The connecting rod is cleaned on all machined surfaces. The serrated joint
faces and threaded screw holes are to be degreased with a volatile solvent
and blown dry with compressed air.
The serrated joint faces are inspected.
The serrations on the connecting rod may, due to relative movements between
the mating surfaces, show damages in form of wear marks and pittings or even
cracks in highly loaded zones.
Observed damages shou 1 d be registered in the scheme CONNECT ING ROD INSPECTION,
using the shown symbols for each type of damage.
A damage should be sketched on the schematic views of the connecting rod
joint faces. The sketches should be executed to indicate not only the type
of damage but also the extent of damage area.
Wear marks are visible but not noticeable at a fingernail test.
Pittings are not only visible but also noticeable at a fingernail test.
Single distinctly raised spots caused by pitting should be gently smoothed
by careful, local treatment with a file.
The serrations on the connecting rod and on the bearing cap can be damaged
by improper handling during dismounting, transport and overhaul work.
The components must therefore be handled with care to avoid impacts on the
serrated joint faces. Whenever possible, wooden blocks or similar protection
should be used during storage and handling.
Single dent marks caused by impact can be rectified by gentle and careful
local treatment with a file.
In case of severe damage of the serration, reuse must be rejected, and a new
connecting rod assembly including new bearing shells must be mounted in the
engine.
The connecting rod screws are to be carefully cleaned. The threads are inspec-
ted for seizures and tested in the threaded holes in the connecting rod.
The test must confirm, that the screws can be turned into bottom position by
hand. The contact surface of the screw heads is inspected for seizure and
pittings.
Screws, which are damaged as mentioned above or can not be turned into the
threaded holes by hand, must be renewed.
I 'I,\
h.HVUNDOI - Q
PISTON AND CONNECTING ROD 307. 53
PROCEDURE FOR CHECKING THE CONDITION Edit ion 14H

MEASUREMENT OF BIG-END BORING

For check of roundness the big-end boring has to be measured in a condition,
where the connecting rod screws are tightened up with the prescribed torque
and without the bearing shells installed.
When mounting the bearing cap, the connecting rod screws must be lubricated
and tightened up according the TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS.
Prior to measurement it must be ascertained that the boring is free of depo-
sits from cracked lub. oil.
The measuring is executed with a micrometer pin gauge.
5 different diameters are measured in the middle fo the boring and registered
in the scheme CONNECTING ROD INSPECTION.
I~ 2.
~HVUNDnl-Q
PROCEDURE FOR CHECKING THE CONDITION Edition 14H

Max. oval'ness is calculated as the difference between biggest and smallest

diameter measured.
~
........
. ...
CONNECTING ROO INSPECTION
11"•'""" ,, ... , ..... ...... 110•••
K,•,,
C._,,H Wt•t>I• .
I t t
• t
• ' • •
·-"'· ..... ..
• .,1..,1 N•,
~,:.
...)~[:
iHe•loltl ti 100
+o,C/ .:,{,o
< I.O -s»
.;o,S'" +1/.o
•'l.o ..,,r
~lY.· ~ I a,o ,:1,0
. .. ··· - ··. s '!,;

COHIIOO'J
u, • ., •• ,,.u ••
=·· -
Oi,,,111,1,..,...,. •• ~ ~ ~ ~ ~ ~ ~ ~
~
m [@ [@ [@ [@ [@ §1 r@
cm,1e, .... ,
e c.,."'_'
Ci),., ••..... ,,
COHIIOO'l
l••U tttrtllefl
~
., ... u,, -ro be
,.,vstd
""t'o ~<.
"'J(('°Cd,
Max. allowable ovalness is 0,08 mm. Cracks are not acceptable.

If the ova 1 ness exceeds O ,08 mm or cracks are stated, reuse must be rejected,
and a new connecting rod complete including new screws and new bearing shells
has to be mounted in the engine.
Connecting rods rejected due to ovalness can be reconditioned in the manufac-
turer's workshops by remachining of the serrations and the big-end boring.
If cracks occure in the serrations reconditioning is impossible, and the con-
necting rod has to be scrapped.
The example shows measurements and damage observations for two connecting rods.
For connecting rod No. 1 the max. ovalness is 5/100 = 0,05 11111, and reuse thus
acceptable. For connecting rod No. 2 the max. ovalness is 9,5/100 = 0,095 mm,
and reuse must therefore be rejected.
Please note that squares for statement of information and identification
should also be properly filled in.
)13
h.HYUNDOI - Q
MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY Edition 14H

Page 1 (3)
l. Mount the lifting device comprising eye screw, schakle and wire rope on
the piston.
2. Place the piston guide ring on top of the cylinder liner.
3. Lift up the piston and connecting rod assembly and lower it down the
cylinder liner.
4. When the piston approaches the guide
ring, stop the lowering and coat pi-
ston with scraper and compression rings
with clean lubricating oil in order to
minimize friction during the subsequenl
lowering of the assembly.
5. Make sure that the crank throw is in a
position allowing the connecting rod
lo a clear of both crank journal and
cylinder liner skirt during further
lowering.
A crank throw position of approx. 45
degrees before TDC wi 11 ensure lh is
and also be suitable for the further
mounting procedure.
6. Lower the assembly untin the

connecting rod big-end is clear
of the cylinder liner skirt.
Stop the lowering and mount the
big-end bearing upper shell placed
so in the boring that the mating
surfaces of the shell are in
parallel to the mating surfaces
of the connecting rod.
7. Coat the crank journal with clean
lubricating oil.
8. Now lower the assembly slowly
into correct landing on the crank
journa 1 .
.6HVUNDn1 - ~
MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY Edition 14H

Page 2 (3)
During this the connecting rod must be

=
guided by hand to ensure correct
approach and landing on the journal.
@
9. Mount the bearing cap with inserted
lower shell of the big-end bearing,
using the guide pin.
10. Lubricate threads and contact

face of the connecting rod
screws with Copaslip or similar.
11. Mount the screws and tighten them
slightly using an open-end spanner
(skeleton spanner).
12. Slacken the tackle and dismount
the eye screw/shackle from the
piston.
13. Tighten the screws according to

TIGHTENING PROCEDURE FOR
CONNECTING ROD SCREWS.
) 3, s--
~HYUNDOI -~
PISTON AND CONNECTING ROD 30 7. 54
MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY Edit ion 14H
Page 3 (3)
The purpose of the guide pin is to ensure correct

positioning of the bearing cap and to prevent any O):]
O::J::=. ------~
damage of crank journal, joint faces or bearing
surface to occur, when handling the bearing cap during the mounting procedure.
~HVUNDOI-~
Edition l4H
TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS Page 1 ( l)
Initial Condition:
- Connecting rod, bearing shells
and bearing cap in-situ, pre-
Manoeuvring assembled from manoeuvring side
Exhaust Side (Camshaft) (camshaft side)
Side - All contact faces clean.
- Threads and contact faces of the
connecting rod screws lubricated
with Copaslip or similar.
Connecting rod screws tightened
by hand.
Rotation / - Crank throw in a position close
Direction 1 to TDC in rotation direction
clock-wise seen from flywheel-end.
Connecting Rod Screws. Tighten the screws in tightening order as

Tightening Order illustrated, using an initial torque of
120 Nm.
2nd Step
Once more tighten the screws in prescribed
tightening order, still using a torque of
120 Nm.
3rd Step
Mark the four screws and the bearing cap
with a felt-tip pen as illustrated.
Tighten the screws in prescribed t3ghte-
ning order by turning through a 60 angle,
i.e. until the marks on screw collar and
connecting rod coincide radially.
@© 4th Step
Marking of screw collar Check the screw tightening in prescribed
and bearing cap prior order using a torque of 250 Nm.
to tightening through Proper tightening condition is present, if
600 turning angle the screws are not turned further during
this test.
5th Step
Check that clearance is present in the big-
@
Mark on Mark on end bearing assembly.
bearing screw
cap co 11 a r This is confinned, if the bearing can
easily be moved on the journa 1 by means
of a hand-spike or similar.
Tolerance + 20
I Jr
6HYUNDO•
""
-r:::::,
307.56
PISTON ANO CONNECTING ROD
CHECK OF CONNECTING ROD SCREWS' TIGHTENING CONDITION Edition 14H

Page l ( l)
Connecting rod screws. Check of the tightening condition of

Tightening order. connecting rod screws has to be exe-
cuted within a short running period
after remounting/mounting of the
piston and connecting rod assembly.
<D@
This check can be fulfilled after
only a few running hours at max. rpn
at full load but has to be fulfilled
not later than 200 running hours
after starting up
The tightening condition is checked

with a torque of 250 Nm executed in
prescribed screw tightening order.
Marking of screw collar and bearing
cap with coinciding marks prior to Proper tightening condilion is pre
check of tightening condition. sent, if the screws are not turning
further during the Lest.
In order to ensure observation of

any movement, the screws and the
Coinciding connecting rod should be applied
mark on with coinciding filt-pen marks prior
bearing cap. to the test.
I
Any turning of the screws during UH•
250 Nm test indicates insufficient
tightening condition, and in this
case the big-end assembly has to be
dismantled and investigated for eva-
luation and correction of failure.
Torque 250 Nm As part of reconvnended overhaul and

for check of routine work, the tightening condi-
tightening tion of the connecting rod screws
condition. should also be checked for each
6000 running hours.
6HVUNDOI-Q
IN-SITU REPLACEMENT OF CONNECTING ROD BIG-ENO BEARING Edition 14H
DISMOUNTING Page 1 (2)
The big-end bearing shells can be replaced in situ, i .e . without dismounting

the piston and connecting rod assembly from the engine.
1. Remove the top cover from the

cylinder head.
2. Remove the fuel injection valve,
see section 311.
3. Remove the crankcase for
the cylinder unit concerned.
4. Turn the engine until the crank
throw concerned is in a position
close to TDC.
5. Unload the connecting rod screws in two

steps, each step to be executed in
tightening order.
During first step the screws are turned
600 in anti-clockwise direction, see
Procedure 307.51, item 6.
In second step the screws are to be to-
tally unloaded and then slightly tight-
ened with an open-ended spanner.
6. Turn the engine in rotation direction
(clockwise seen from flywheel) until
the crank throw concerned is in roe po-
sition.
7. Mount the special piston 1 ifting device
by placing the guide in the injection
valve sleeve and by turning the eye
screw into the threaded hole in the pis-
ton crown.
8. Attach a tackle to the eye screw and
tighten the wire.
1 '3 "/'
6HYUNDOJ-Q
IN-SITU REPLACEMENT OF CONNECTING ROD BIG-END BEARING Edition 14H

DISMOUNT! NG Page 2 (2)
9. Remove the bearing cap accor-

ding to Procedure 307.51,
item 7-9.
Take out the lower big-end
bearing shell for inspect ion.
10. Turn the engine in anti-clockwise

direction, seen from flywheel end,
unlil the crank journal is clear
of the connecting rod and ample
space for removal of the upper
big-end bearing shell is achieved.
Take out the bearing shell for
inspection.
\~O
6HVUNQl\1 - ~
IN-SITU REPLACEMENT OF CONNECTING ROD BIG-ENO BEARING Edit ion 14H
MOUNTING Page 1 (2)
1. Before remounting of inspection or new bearing shells all components con-

cerned must be cleaned.
2. The bearing shells are placed

in the boring, the mating sur-
faces of the shells to be in
parallel to the mating surface
of the connecting rod respec-
tively the bearing cap.
3. Coat the journal with clean
lubricating oil.
Ascertain that the crank throw
concerned is in a position approx.
50 degrees before TDC.
@
4. Lower the piston and connecting rod
assembly slowly into correct landing
on the journa 1.
During the lowering the connecting
rod must be guided by hand to ensure
correct approach and landing on the
journa 1 .
\4--1
6HYUNDOI-~
PISTON AND CONNECTING ROD 307 .58
IN-SITU REPLACEMENT OF CONNECTING ROD BIG-END BEARING Edition 14H

MOUNTING Page 2 (2)
5. Mount the bearing cap with inserted

lower big-end bearing shell, using
the guide pin.
6. Lubricate threads and contact face
of the connecting rod screws with
Copaslip or similar.
7. Mount the screws and tighten them
slightly using a skeleton spanner.
B. Slacken the tackle and dis-

mount the eye screw from
the piston crown.
9. TighLen the screws according
to
TIGHTENING PROCEDURE FOR
CONNECTING ROO SCREWS.
-
~HVUNDOI-Q
PISTON AND CONNECTING ROD PLATE 30701-15H
0386
1-1----.- 04 75
~ ~··
~HYUNDOI-~
PISTON ANO CONNECTING ROD PLATE 30701-15H
0108 Piston pin Stempelpind

0297 Circlip Fjedersikring
0386 Bush Basn i nq
0475 Connecting rod, incl. Plejlstang, incl.
i tern No. 0386, 1815 pos. nr. 0386, 1815
0653 Sig end bearing Plejlstangsleje
• 1098 Piston ring Stempel ring
1187 Piston ring Stempel ring
1276 Pis ton ring Stempel ring
1365 Scraper ring Skrabering
1454 Pis ton Stempel
1815 Connecting rod screw Plejlstangsskrue
I 4-<I-
6.HYUNDOI - ~
TOOLS FOR PISTON AND CONNECTING ROD PLATE 307S1-13H
0297
~~06S8
0381
~0660
1987.03.02
~HVUNDOI-Q
TOOLS FOR PISTON AND CONNECTING ROD PLATE 30751-13H
-
Item No. Design alion Benaevnelse
0292 lnterna l limit gauge, Tolerancedorn, angiv

please state size venligst st0rrclsc
0381 Internal 1 imi t gauge, Tolcranccdorne,
complete komplet
0470 Guide ring for piston Styrering for stempel
0569 Retaining tool for Hodhold for cylinder-
cylinder liner foring
0658 Piston ring opener Stempelrings!bner
0660 Seegers forceps Tang for sikringsring
1093 Guide pin Styrerar
1987.03.02
I 4-g'°
~HVUNDOI-~
PISTON ANO CONNECTING ROD - EXTRA TOOLS PLATE 30761-0JH
1329
0340
0439
6HYUND01-Q
PISTON ANO CONNECTING ROD - EXTRA TOOLS PLATE 30761-0JH
0162 Pull-lift Pull-1 ift

0251 Extractor tool, compl. Tr~kvcerkt0j, komplet
0340 Extractor bolt Tr~kbolt
0439 Washer Skive
0528 Distance pipe Afstandsr0r
0617 Hasher Skive
0706 Distance ring Afstandsring
0895 Nut M0trik
.....
0984 Axial ball bearing Aksial kugleleje
1052 Washer Skive
1230 Eye screw 0jeskruc
1231 Shackle Sj~kkel
1329 Collar for connecting Halsjcrn for p l e.i l-
rod, comp 1 ete stang, komplet
1418 Nut M0trik
1507 Shackle Sj~kke 1
1696 Co 11 ar llalsjern
1785 Screw Skrue
lI '.
Engine Data - - - -
z
'•·
,_...
~~
... ~a:
w
a. Engine Performance and Condition
I 0 '
T!J>uble Tracing
I! ~ -
-
--
-
r-
I I Crankshaft and Main Bearings
--
--
I Cylinder Head and Cylinder Liner
-
I~
- -i
I
·~ -
'
j
' . II '
-
cnz
w
(J
-
.....__
-
Turbocharger System
~ "=' -,e,-
- ·-
....
zz < i
-.
WW Fuel Injection Pump
z .... ......___ . -
oz
a. -
:E<( Fuel Injection
o:E
<JC
I-
-
-
CZ Camshaft and Camshaft Drive
z <(
•
<(<n
cnz Control and Safety Systems
- - •. -
-
:EQ Automatics and Instruments l
wt:
t--
-
·- •
cna: Starting System
><J .
cncn - -
w Lubricating Oil System
I I
c
•. .
I
• . Fuel Oil System
I fuel and Fuel Treatment
l . ~
- . • 1
~~
.,,.-...,
I ! Treatment of Cooling Water
-~ ~- ~
-r
I
' .. I Driven Machinery
I.
'
I f Toofs
. --
6HVUNDOI-~
OPERATING GEAR FOR VALVE SPINDLES AND FUEL INJECTION PUMPS 308.01
DESCRIPTION Edition 10H
Plate 30801
Each cylinder head is provided with two inlet and two exhaust valves which are
actuated by rocker arms running in bearings on a shaft supported in a bracket
on top on the cylinder cover.
The rocker arm movement is transferred to the valve spindles through a spring-
loaded valve bridge for each of the two valve sets. The bridge is positioned
between the valve spindles and has at one end a firmly presses-on thrust pad,
while at the other end there is a thrust screw for adjusting the valve clear-
ance.
The bridge is controlled from above by a spherical thrust pad on the rocker
arm and from below by a guide which rests in a spherical socket in the cylind-
er cover.
The valve spindles are made of heat-resistant steel. The inlet valves are made
of austenitic steel, and the exhaust valves of Nimonic 81, which is a special-
ly corrosion-resistant material.
The seat of the exhaust valves is armoured with a welded-on nickel-based alloy.
The exhaust valves are provided with a mechanical arrangen~nt, which is causing
a rotation movement of the spindle for each opening/closing sequence.
The valve gear is enclosed by a frame and a top cover.
Plate 30802
The camshaft is provided with cams actuating the rocker arms through rollers,
roller guides and push rods. The roller guides for fuel pump and for inlet and
exhaust valves are incorporated in one corrmon housing for each cylinder. The
housing is bolted to the frame.
The rollers 1294 and 3896 roll on bushes 1383 and 3707 fitted on the pins 1472
and 3618 in the roller guides 1016 and 3430. The ends of the pins are shaped
as keys which slide in keyways, thus preventing the roller guides from turning.
I S-1
6HYUNDn1-Q
OPERATING GEAR FOR VALVE SPINDLES ANO FUEL INJECTION PUMPS 308.02
.y
Pl ,1 te 308!> 1
Adjustment of the valve gear should be carried out when the engine i s cold.
fhe valve clearance must be adjusted and checked whenever the valve gear has
bPen dismantled for inspection etc.
Oefore effecting the adjustment, turn the engine until the roller for the val-
ve s concerned rests on the circular parts of the cam.
Inlet Valves:
Loosen lock nuts and the adjustment screws on volve bridge ilnd rocker arm.
Place the correct feeler blade for inlet valves ab~ve the valve spindle near-
est to the rocker arm bracket.
Adjust the clearance between valve bridge and valve spindle by mean~ of the
adjustn~nt screw on the rocker arm (above the push rod). The feeler blade is
to remain in this position when adjusting the clearance of the other valve.
Place another feeler blade with the same dimension above the other valve spind
le. Adjust the clearance between valve bridge and valve spindle by means of the
adjustment screw on the valve bridge.
T iqhten up the counter nuts of both adjustment screws, and check that the
clearance is correct simultaneously at both valve spindles.
Exhaust Valves:
Carry out adjustment in the same way as described for the inlet valves, using
feeler blades for exhaust valves.
lhe feeler gauges for checking the clearance have two blades which are marked
"incorrect" and "correct", the latter to be used when adjusting the valve
clearance. After tightening up the counter nuts on rocker arms and valve brid-
ge, be sure that the feeler blades marked "correct" can be inserted into the
two clearances simultaneously, whereas it must not be possible to insert the
blades marked "incorrect".
The premissible clearances are stated in O 308. If there is no clearance, or
if it is too small, the valve cannot close tightly, which will cause burning
of the valve seats, poor combustion and rising exhaust temperatures.
If the roller guides have been dismantled, it is advisable to apply "Molykote"
to roller and bush prior to re-assembly. It is important to prevent dirt and
chips from entering between roller and bush, which might block the roller and
cause damage to this as well as the cam.
r>.
~HYUNDOI -,:::::,
OPERATING GEAR FOR VALVE SPINDLES ANO FUEL INJECTION ~UMPS 308.03
VALVE ROTATOR, ROTOCAP Edition 01H
1. Reta mer body

2. Balls
3. Ba 11 race
4. Spring washer
5. Seating collar
6. Retainer ring
Operating principle
The reatiner body (1) has a number of pockets, arranged in circumferential
direction, with balls that are forced against the upper end of an inclined ra-
ce by coil springs acting in tangential direction. The ball race (3) serves
as ball track in the opposite direction. The spring washer (4) seats against
the inner rim of the retainer body and is encased by the seating coller (~)
which overlaps it. The assembled valve rotator is held together, when removed,
by the retaining ring (6).
As the valve starts to open, the increasing valve spring-load caused the spring
washer to flatten, and the load applied to the balls in the pockets of the re·
tainer body forces the balls in the ball race to roll down the inclined races.
The transfer of the reaction load of the ball race to the spring washer re·
duces the reaction load of the spring washer on the inner rim of the retainrr
body. Ball race, spring washer, seating collar and valve springs are, however,
force-locked by friction grip. The reaction load of the balls on the 1nclinPo
races induces rotation to the retainer body and valve with relation to the
seating collar and the valve springs. As the valve closes, load is released
from the spring washer and thus from the balls, allowing them to be returned
to their original positions without rolling by the tangential force of the co11
springs.
Installation
When installing valve rotators, note that only original valve springs should
be used and that the deviation from the vertical axis of the valve stem should
not exceed 1;20. Should parts have become dirty due to long storage or in
transit, they must be washed in TN Trilene, dried and then put into a vat f1l·
led with lubricating oil of low medium viscosity where they are to be left for
a few minutes.
Oisturbar,ces
Dirt: espec tal ly in the ball pockets due to residues in the oil (abrasive,
combustion products). The deposits cause the individual parts to become stuck
and hinder the movement of the balls. The valve rotator should be removed, ca-
refully washed and lubricated before installation.
.6.HYUNQl\1 .c»
r=::,
OPERATING GEAR FOR VALVE SPINDLES ANO FUEL INJECTION PUMPS 308.04
VALVE ROTATOR, ROTOCAP Edition OlH
JI
High reaction torque: due to high friction between rocker arm and valve stem
and stem seals. A source of considerable torsional friction between seating
collar (5) and retainer body (1) that may lead to irr.nobilily of the valve ro-
tator could also be a larger deviation of the valve springs from the vertical
line. The parts or the valve springs causing torsional friction should then
be replaced.
Replacement of the valve rotator may be necessary in both cases if there are
depressions in the ball tracks caused by point loads on lite balls during im-
mobility of the valve rotator.
Maintenance
Rotocap valve rotators need no servicing in normal opere t inq conditions.

Unusual operating conditions may lead to disturbances. Rotation of the valve
should be checked at the intervals specified in the Maintenance Schedule. Ro-
tator performance is satisfactory when the valve rotates visibly and evenly.
Overhauls
Valve rotators should be cleaned and inspected for wear and hall im11res~io11\
whenever the valves are removed. lhe individual parts can be d isas semb t ed .al
ter removal of the retaining ring by means of which the sealing collar is fast-
ened to the retainer body. Parts showing wear grooves or depressions formed by
the balls should be replaced. When inserting the balls and the tangential
springs, note that all balls on the inclined races of the ball pockets po int
in the same direction. {See illustration). The inner rim of the spring washer
should rest on the retainer body.
Having assembled the valve rotator in dry condition, it should be placed in

clean lubricating oil for a short period of time.
Storage
Parts kept in stock should be well packed and protected against dust, wa ter,
humidity and aggressive media. Dust causes the parts to become stuck and hind-
ers or prevents operation of the valve rotator.
.6HVUNDO• - ~
VALVE GEIIR PLATE 30801-1 Iii
I
!""
06}
~HYUNDOI-~
VALVE GEAR Piii Tf 301101- I /H
Item No. Designation Ben1111VT1else
0157 Plug Prop

0246 Rocker arm Vippearm
0335 Ba 11 thrust piece Kugletrykstykke
0424 Bush Foring
0513 Washer Skive
0602 Ci rel i p Sikringsring
0791 Nut M0trik
0880 Stud Tap
0979 Stop screw Stopskrue
1047 Bracket Buk
1136 Nut M0trik
1314 Plug Prop
1403 Thrust screw Trykskrue
2660 Rocker arm Vippeann
2759 Ba 11 thrust piece Kug 1 e tryks tykke
2937 Ball thrust piece Kugletrykstykke
3005 Nut M0trik
3194 Plug Prop
3283 Thrust piece Trykstykke
Spring ring
""'
3461 Fjederring
3827 Conical ring in 2/2 Konisk ring i 2/2
cont.
.6HYUNDOI _ Q
VALVE GEAR PL/\TE 30801-1111
Item No. Designation Bentovnelso
3916 Spring disc Fjedersk~ l

4084 l nterna 1 spring Indvendi9 fjeder
4173 External spring Udvendig fjeder
4262 Inlet valve lndsugningsventil
4351 Bush Foring
4440 Plug Prop
4539 Plug Prop
4717 Spring for thrust piece Fjeder for trykstykke
4806 Thrust bush Trykb0sning
4995 Spring ring Fjederring
5063 Thrust foot Trykfod
•s1s2 Vd 1 ve rota tor Rotationsgiver
5518 Outlet valve Uds tadsvent i l
5796 Handle H4ndtag
5885 0-ring 0-ring
5974 Top cover Top<la!ksel
6131 Nut H0trik
6220 Plug Prop
6597 Spring ring F jederri ng
6686 Ba 11 thrust piece Kugletrykstykke
6864 Circlip Sikringsring
6953 Washer Skive
7021 Shaft Aksel
*For details see *l0sdele se

plate 30801-12H p 1 ate 30801-12H
~HVUNDOI-~
VALVE ROTATOR, ROTOCAP PLATE 30801-12H
---7398
---- 7487
7576
,,-...
I •,I
. •,·:,1·,•.,':
I. ,, ,
1' I
! "I'
I , :lj,
ti I
.I I
1, 1,1
1111'
I I' I
.11·1
1'
.6HVUNDOI -~
VALVE ROTATOR, ROTOCAP PLATE 30801-1?11
Item No. Designation Benawnelse
7209 Sprin9 Fjeder

7398 Ball Ku9le
7487 Ba 11 race Kugleplade
7576 Spring washer Fjederskive
7665 Retainer ring LAscring
I rr-1
6HYUNDOI - f::=\
VALVE GEAR PLATE 30802-0SHl
a;::.. 2817
2639
50801-090 ---~
0582 -e
0671 ---~ 0 2817
0760---~ 2906
3071.
3163
13252
091. 8 ---<a>:
1016 9- -331.I
Pr--Jl.30
1291.
w~3529
co.Q.,8
<. 3 707
0.::::....
• 3896
1927 --~
6HVUNQl\1 - Q
VALVE GEAR PLATE 30802-05H1
50801-090 Washer for spring (MBD-H DWG No.1630407-4.2)

0582 Thrust piece Tryks tykke
0671 Thrust washer, please Trykskive, angiv
state thickness venligst tykkelse
0.3-0.4-0.5-1.0 mm 0.3-0.4-0.5-1.0 mm
0760 Thrust pin Tryktap
0948 Spring Fjeder
1016 Roller guide Rullestyr
1294 Roller Rulle

1383 Bush Foring
1472 Pin for roller Tap for rulle
1650 Screw Skrue
1749 Housing Hus
1838 Guide pin Styres lift
1927 Screw Skrue
2273 Thrust piece Try ks tykke
2362 Push rod St0dstang
2639 Protective tube Beskyt te l ses rar
2817 0-ring 0-ring
2906 Screw Skrue
3074 Flange Flange
3163 Cup point screw Kra terskrue
3252 Spring Fjeder
3430 Roller guide Rullestyr
3618 Pin for roller Tap for rulle
3707 Bush Fori ng
3896 Roller Rul le
)fl
~HVUNDOI-~
VALVE GEAR TOOLS PLATE 30851-03H
4-- 0152
•
0241
0429
«:
r>.
6HYUNDOI -r=:::,
VALVE GEAR TOOLS PLATE 3085 l-03H
Item No. Designation Ben1111vnelse
0152 Wrench for thrust piece N0gle for trykstykke

in fuel pump roller brandselspumperulle-
guide styr
*0241 Grinding machine Slibemaskine
0330 Feeler gauge for in- s0ger for indstr0m-
let valve ningsventil
0429 Feeler gauge for ex- Seger for udst0ds-
haust valve ventil
•Extra tools *Eks tra vierk t0j

I rs:
•
I
z
Engine Data --
-- -- ..
.t 0 Operation of Engine
''
-;!
• ~ti -
••
I ~ffia.
•
... Engine Performance and Condition
-- ( 0
l. l-
-1
Trouble
,,_ Tracing
' '.
Engine Frame and Bedplate •
I I - Crankshaft and Main Bearings - - -
- -
•
I Cylinder Head and Cylinder Liner

- - - --- _t
1 Piston and Connecting Rod
... -
~
r .....---..11
~
I
I Operating Gear for Inlet Valves,
t
( Exhaust Valves and Fuel-

Injection Pumps
- L..L.. r
I w
o Turbocharger System
cnZ
I- c:( -
zz
WW
ZI-
oz
Fuel Injection Pump
- - l•
:e c:(
a.. - Fuel Injection
o:e -
(.)0
CZ
-
•
,..-;
z c:( Camshaft and Camshaft Drive
-- -
... . l c:( (I)

cnz Control and Safety Systems •
:e2 Automatics and Instruments
UJ Ii:
1-- - - ... _,
(I) er. Starting System
> (.)
(I) (I) •.
w - -

• c
Il
- - -
!
Fuel Oil System
I
I I - -

-~.
-·
I
•~ •
•
•
,• '
Driven Machinery
I
Tools
- -
l ~-
Engine Data ~,6'"" '• I
,,me
'
0 I
Operation of Engine
- - - ::D>.
~~
I
0
z
~
I
•
Trouble Tracing
s- ,:
Engine Frame and Bedplate I
~rankshaf! and Main Bearin~s I I
I
I• I
Cylf nder Head and Cylinder Liner I
I
I
'
Plston and Connecting Rod

-
c I
Turbocharger System m
- en en
C')-<
Fuel Injection Pump ::u
--i
en
- ~m
- :ii:
Oen
Fuel Injection z:r>
enz
l>c
Camshaft and Camshaft Drive ZC')
co
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Control and Safety Systems )> ,, •
Automatics and Instruments zo
~z
mm
Starting System zz
~ci!
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I
Lubricating Oil System m I
I
Specification and Treatment of Lubricating Oil I
Fuel Oil System
Driven Machinery
- - -
Tools I
-~
,:::::,
TURBOCHARGER SY5TEM 309.01
DESCRIPTION Edit ion 12H
The turbocharger system of the engine consists of an exhaust gas receiver, a

turbocharger, a charging air cooler and a charging air receiver, the latter
being intergrated in the engine fran~.
Outlet from T.C.
Weter weellln9 - T.-bln• aide Smok •

llmlte r
Flexible
hose
/
lri ~ \
(f Clle~l,1 from T.0-- Waler
I I .i I I\
wash,ng
compressor
S•dc
i i j I I Ora,n from T.C .
.
~--- -·~
The engine is supplied with charge-air from a turbocharger.
The turbine wheel of the turbocharger 15 driven by the engine exhaust gas.-anc
the turbine wheel drives the turbocharger compressor, which is mounted on the
same shaft. The compressor sucks air from the engine room, through the air fil-
ters.
From the turbocharger the air 1s pressed through the charging air cooler where
the air is cooled down, to the charging air receiver. From the charging air re·
ceiver, the air flows to the individual cylinder, through the inlet valves.
From the exhaust valves, the exhaust ,s led to the exhaust gas receiver where
the pulsatory pressure from the individual exhaust ,s equalized and passed to
the turbocharger as a constant pressure.
,--......
-,:::::,
TURBOCHARGER SYSTEM 309.02
Plate 30902, Exhaust arrangement

lhe exhaust gas from each cylinder unit passes through a water cooled inter-
mf'diate piece 1976 to the exhaust gas receiver which is made of pipe sections
Jnd further through the turbocharger to the exhaust outlet and silencer ar·
rangement.
In the cooled intermediate piece a thermometer for reading the exhaust gas
l~mperature is fitted and there is also possibility of fitting a sensor for
remote reading.
lhc exhaust gas receiver is made of heat-resistance alloy steel. The connec-
Lions to the cooled intermediate pieces are of the flange type. In the recei-
vrr a number of compensators are fitted to prevent excessive stress in the
pipes due to heat expansion.
To avoid excessive thermal loss and to ensure a reasonably low surface tempe-
rature the gas receiver is insulated.
) tf :.1-
.6HYUNQOI - ~
TURBOCHARGER SYSTEM 309. 15
[dition 01H
DESCRIPTION OF TURBOCHARGER MAN TYPE NR 15 R Paqe 1 (2)
,,.
The engine is equipped with a single-stage and uncooled turbocharger MAN type
NR 15 R.
The turbocharger consists of a radial-flow gas turbine and a radial-flow com-
pressor.
The gas turbine wheel and the compressor wheel are arranged on a co1M1on shaft.
The gas turbine wheel made of high teMperature resistant steel alloy is inte-
grated with the shaft, connected by friction welding.
The compressor wheel made of aluminium alloy is mounted to the shaft.
The conmon shaft is supported in two bearings fitted between the two overhung
wheels a conmon bearing housing.
The bearings are floating plain bearings, i.e. the bearing bushes are surroun-
ded by lubricating oil and thus during operation rotating at a speed of ap-
prox. 20% of the rotor speed.
The turbocharger bearings are lubricated from the engine's lubricating oil
system.
The oil inlet line connected to the top of the bearing housing is branched off
from the engine's lub. oil main line, and the outlet line from the bearing
housing is led to the engine's crankcase.
The bearing housing is equipped with labyrinth oil sealings against the tur-
bine wheel respectively the compressor wheel.
The labyrinth sealings and sealing air from the compressor will during opera-
tion prevent any leakage of oil to take place.
The inlet line is equipped with a thrott-
le in order to adjust the oil flow and a
Tllrottle non-return valve to prevent draining du-
ring standstill.
I The non-return valve has back-pressure
function requiring a pressure slightly a-
I
•
© ~
•c a.
.. •
= ~
.. t bove the priming pressure to open in nor-
mal flow direction .
In this way overflooding of the turbochar-
ger is prevented during standstill peri-
.t
c
i.:: ods, where the pre-lubricating pump is
Non-retur• runn inq.
• •••• During engine standstill in stand-by po-
on aump sition the separately driven prelubrica-
CHftk CCeC ting pump is running, and a small flow of
-"' ......
Eagin• tub. oll oil enters the turbocharger bearing hou-
sing via the priming line.
/ 6 f,'
6HYUNDO• - (::=\
TUROOCllARGER SYSTEM 309. 15
O(SCRIPTION or TURBOCHARGER MAN TYPE NR 15 R Edi ti on O 111

Page 2 (2)
For moniloring of oil pressure a manometer is connected to oil inlet 1 ine to

t ne bearing housing.
The casings of the turbocharger are made nodular cast iron.

The casings are uncooled.
lhc absence of water-cooling means that no energy which else can be utilized
1n the turbine is extracted from the exhaust gas.
Another advantage by the absence of cooling water spaces is that the risk of
corrosive attacks to the hot casings is eliminated.
The hot casings, i.e. the gas inlet, the gas housing and the gas outlet, are
insulated to prevent heat losses and to ensure low temperature on the exter-
nal surfaces of the components. The insulating material is protected with pla-
te shielding.
The exhaust gases from the engine cylinders are directed to the turbine through
a piping system, incorporating a number of expansion joints in order to prevent
unacceptable stresses from thermal conditions.
The piping system is heat insulated, and the insulating materials is covered
by a plate shielding.
The compressor inlet casing of the turbocharger is equipped with an air filter
and silencer.
The turbocharger is arranged for cleaning during operation.
The compressor is cleaned by injection of water. Injection of cleaning water
is carried out by means of a special syringe.
The turbine is cleaned by water washing or as an alternative by dry cleaning.
The equipment for injection of cleaning water respectively soft blast grit is
firmly installed.
The turbocharger is mounted on the engine frame at the front end of the engine,
i.e. opposite to the flywheel end.
The compressor outlet is connected to the charge-air cooler housing with a
short diffuser-shaped duct.
The charge-air cooler housing is incorporated into the engine frame, facilita-
ting easy dismantling of the cooler element, when so necessary for overhaul or
cleaning of the charge-air cooler.
The charge-air is passing through the air cooler to the receiver, which also
is incorporated into the engine frame.
.6.HYUNDO• - Q
TURBOCHARGER WITH JET ASSIST Edition om
Jet Assist System

The turbocharger is arranged for jct assistance.
Jet assistance is a system for supply of extra driving torque to the compres-
sor performance.
Compr•••or Tutb'"e
Compressed air from
an external source is
led to an annular chamber
in the compressor housing
adjacent to the volute.
From the annular chamber the
compressed air is passed
through a number of nozzles
to the compressor wheel (im-
peller).
When the air flows through Gas .. 11
the nozzles the pressure C11lng
energy is converted into
kinetic energy.
One-entty
QH lnlel
Inlet Air tor

Jet Ae1te1 ,!], ~
fno•ne·a Ch•roe AW
lnl•I CHlng
Votute Ceetno
The high-velocity air jets
will give extra driving tor-
No11le
que and thus the speed of
the compressor wheel is in-
creased.
Increased rotation speed
wi 11 increase the perfor-
mance of the compressor, resulting in
raised boost pressure (charge air pres-
sure).
Compressed air for the jet assistance
system is supplied by the surplus air
~· ......
arrangement.
1n .. , • ., fOf
TURBOCHARG£R SYS TEM(Only tor 5. 6 cv: ) 309.25
WATER WASHING OF COMPRESSOR Ed1lion 03H

TURBOCHARGER TYPE: NR 15/R. Page 1 ( 2)
Compres so,·
Since the air in lhe engine room contains oil mist, the a i r-ways of the c o-n-
pressor will gradually foul up.
Fouling of the air-ways depends primorily on the purity of the inlel a1r and
thus, in turn, on the general moinlenance condition of the machinery, i.e.
mainly on the gas and oil tightness of the engines and on the fresh air venti-
lation system of the engine room.
Fouling of air filter, compressor or charge-air cooler may be to observed a~
changes in performance parameters:
- Decreasing charge-air pressure.
- Decreasing turbocharger rotor speed.
- Increasing exhaust gas temperature.
- Severe fouling of the air-ways may even result
in compressor surge.
Regular cleaning during operation by injecting water upstream of the compres-
sor wheel will reduce the fouling rate considerably, and consequently prolong
the intervals between dismantling necessary for mechanical cleaning.
Chemical cleaning will not improve the cleaning process as this primarily is
based on the mechanical effect from the impact of the water droplets.
Certain types of fluid solvents can give formation of deposits on the compres
sor wheel, and should under no circumstances be used.
The intervals between cleaning by injection of water should be adjusted after
assessing the degree and rate of fouling in the particular plant, i.e. based
on observations and experience.
Initially, intervals of 25-75 running hours or cleaning three times a week can
be reconrnended.
Cleaning Procedure
The cleaning process is only to be carried out, when the engine is at opera-
ting temperature and when it is loaded as close as possible to full load.
The engine must not be shut off irrrnediately after cleaning but should be al-
lowed to operate continuously for some time to ensure drying-out of the char-
ge-air system.
I ':l'
/\HVIJNDQI -IG\
TURBOCHARGER SYS TEM(Onfy for 5. 6 cvr) 309.25
WATER WASHING or (OHP~LSSOR Edition 0)11

TURBOCHARGER TYPE: NR 15/R. Pa9e 2 (?)
Sequencc of Operations, sec p,H)l' 329.0U, f19. 1
1. Run the engine with as hHJh a load as pos s iu lr-.

2. Unscrew the plug (544.084) together with the seal ring (544.085) from air
f i l te r- silencer.
3. fill the syringe (579.119) •nth clean fresh water, and insert it through
the screw plug opening.
4. Inject the complete content of the syringe within a period of 4·10 s~conds.
~- Run the cn9ine for about 10 minutes at unaltered high load.
6. Make comparative measurements of the operating data. This ccmpar i s o« will
indicate the success or lacL of same of the washing procedure.
If necessary, carry out the washing once more.
/. Screw in the plug (544.084) together with the seal ring (544.085) to the
air filter silencer.
Compressor cleaning by injection of water with a syringe is sufficient if a
normal degree of fouling is present. In case of severe dirt being deposited in
the compressor, dismantling of the compressor components for mechanical and
manual cleaning is necessary.
Cleaning of Air filter

The air filter mounted upstream of the silencer retards the fouling rate of
t~e compressor, depending of the air flow rate, the pressure drop in a new and
a clean filter amounts 2-3 mBar. The intervals between filter cleaning depend
on the envirorvnental conditions, but cleaning at weekly intervals will normal·
ly be sufficient. Optimizing of cleaning intervals should also for the air
filter be based on observations and experience with the particular plant.
lools Required
Open-end wrench size 17
Fresh water
Legend
544.084 Screw plug
544.085 Seal ring
547.119 Syringe
CLEANING or COHPRESSOR (fig. 1)
).P,. 2
~HYUNDOI_(=\
TURBOCHARGER TYPE MAN NR 15 R, NR 20, NR 20 R, Edition 02H
WATER WASHING - TURBINE SIDE Page 1 (3)
The tendency to foul ing ....on the gas side of turbochargers depends on the com-
bustion conditions, which are a result of the load on and the maintenance con-
dition of the engine as well as the quality of the fuel oil used.
Fouling of the gas ways wi 11 cause higher exhaust gas temperatures and higher
surface temperatures of the combustion chamber components and will also lead
to a lower performance.
Tests and practical experience have shown that radial-flow turbines can be
successfully cleaned by injection water into the inlet pipe of the turbines.
The cleaning effect is based on the water solubility of the deposits and on
the mechanical action of the impinging water droplets and the water flow rate.
The necessary water flow is dependent on the gas flow and the gas temperature.
Enough water must be injected per time unit so that, not the entire flow will
evaporate, but about 0,25 1/min. will flow off through the drainage opening in
the gas outlet. Thus ensuring that sufficient water has been injected.
Service experience has shown that the above mentioned water flow gives the op-
timal cleaning effect. If the water flow is reduced the cleaning effect will
be reduced or d i s appe ar , If the reco111111cnded water flow is exceed, there is a
certain risk of a accumulation of water in the turbine casing, which can re-
su l t in damage on the turbocharger.
fhe best cleaning effect is obtained by cleaning at low engine load approx.
20% MCR. Cleaning at low load will also reduce temperature shoks.
Experience has shown, that washing at regular intervals is essential to suc-
cessful I cleaning, as excessive fouling is thus avoided. Washing at intervals
of 100 hours is therefore recomroended. Depending on the fuel quality these in-
tervals can be shorter or 1 onger. However, the turbine must be washed at the
latest when the exhaust gas temperature upstream of the turbine has risen
about 20° C (680 F) above the normal temperature. Heavily contaminated tur-
bines, which where not cleaned periodically from the very beginning or after
an overhaul, cannot be cleaned by this method.
If vibration in the turbocharger occur after water-washing has been carried
out, the washing should be repeated. If unbalance still exists, this is pre-
sumably due to heavy fouling, and the engine must be stopped and the turbo-
charger dismantled and manually cleaned.
The washing water should be taken from the fresh water system and not from the
fresh cooling water system or salt water system. No cleaning agents are sol-
vents need to be added to the water.
To avoid corrosion during standstill, the engine must, upon completion of wa-
ter washing run far at least 1 hour before stop so that all parts are dry.
f1J
6HYUNDO•-f==\
TURBOCHARGER TYPE MAN NR 15 R, NR 20, NR 20 R, Ed it ion 02H

Water washing system

The water washing system consists of a pipe system equipped with a regulating
valve, a manoeuvring valve, a 3-way cock and a drain pipe with a drain valve
from the gas outlet.
The water for washing the turbine, is supplied from the external
fresh water svstem trough a flexible hose and regulating valve with
couolings. The flexible hose must be disconnected after water washing.
By activating the manoeuvring valve and the regulating valve, waler is led
through the 3-way cock to the exhaust pipe intermediate flange, equipped with
a channel to lead the water to the gas inlet of the turbocharger.
The? water which is not evaporated, is led out through the drain pipe in the
gas outlet.
3-way cock\
Plate with
~~-
cleaning~
instr. LJ
Manoeuvring
valve
Drain cock
lr Cleaning water inlet

TURBOCHARGER TYPE NR 15 R, NR 20, NR 20 R, Edition 02H

OPEN2 WASH3
TC - TIJR80CHAA<lER
W • WATER
w~ F a FREE AIR
Cleaning procedure:
1. Adjust the engine load to approx. 201 and let the engine stabilize for
10 min.
2. Open the drain cock at the TC outlet and check for free passage.
3. Turn the 3-way cock to position (2) and check for free passage. If OK turn
to the water wash position (3).
4. Connect the water supply to the water wash system.
5. Activate the manoeuvring valve. Then adjust the water fl ow unti 1 the
drain flow is approx. 0.25 Umin.
6. Continue the water washing 5-10 min. or until the drain water is free of
particles.
7. Release the manoeuvring valve and disconnect the water supply. Turn the
3-way cock to the closed position (1) and check that the water drain flow
has stopped.
8. Continue at this load at least 5 min. before increasing the load to the
normal condition.
9. After the water washing, the engine should run for at least 1 hour before
stop.
NOTE:
The manoeuvring valve must not be locked in open position.
The water injection time mentioned in point 6 must not be exceed.
/,1-.S-
~HYUNDOI -~
TUROOCHARGER SYSTEM 309.51
Edition 01H
OVERHAUL OF CHARGING AIR COOLER 1987 .01.15
.
The cooler element shou\d be removed for cleaning and inspection simultaneous-
1 y with genera 1 ovcrheu 1 of the turbocharger, or if obscrva lions prove that
the cooler does not work satisfactorily. See section 303.
Plate 30901
Close the cooling water inlet and outlet valves and disconnect the coo l inq
water pipes. Remove the screws 0928 which secure the end cover of the cooler
element to the cooler housing, and pull the cooler element half-way out.
Place a wire rope round the cooler element and attach a tackle hook, followinq
which the element is lifted and pulled out of the cooler housing and landed on
a couple of wooden planks on the floor.
Dismount end cover 1096, reversal chamber 2164 and the side plates.
Clean the cooler clement on the water and air sides.
It is recommended that cleaning of the water-side (particularly the tubes) i~
exercised by means of a detergent.
Lowering the cooler element into a cleaning vessel equipped with a good circu-
lation device is one way of executing this task.
If the extent of fouling and deposits in the tubes requires mechanical removal
this can be done by means of a circular wire brush. (Inner diameter 0 13 mm).
The wire brush will, however, remove the protection layer originating from the
purposely corroded iron blocks.
The greatest care must be exercised when dismantling, cleaning and mounting
the coJler element, as the thin fins of the tubes cannot stand impacts and
pressure. If, nevertheless, the metal fins have been deformed they should be
carefully straightened, as bent fins will considerably increase the pressur~
drop across the cooler. Should one or more cooler tubes become leaky, it/they
must immediately be made tight, either by expanding the tube ends into the
tube plates, or by blanking off the tube(s) concerned with plugs.
It is important that the charging air coolers are not leaky as any seawater
that leaks in will be carried alon~ with the air to the cylinders where th~
salt contained in the water will damage valves, piston rings and cylinder
1 i ners.
Also clean both end covers and coat them on the inside with an anti-corrosion
agent. Inspect the anti-corrosion blocks and renew as necessary.
Note that paint or similar must not be applied to these blocks.
Renew all gaskets.
11-/
6HVUNQl\1-~
Pla19
Paga 1 (2) Charging Air Cooler - Seawater 51201-0GH
5-6L23/30
221
137
149
150
233
208 017
Stum Trap,
I 304
'" plate 51208
!
d
318
328
341
97.45, ESOS
6HVUNDO•-~
P1alo
51201-0GH Charging Air Cooler· Seawater Pago 2 (2)
5-6L23/30
llom llom
No. Qty. DNlgn1llon Bonmvnol.11,. No. Qly. O..lgn1llon Beneovnllte
017 1/1( Cronmember Tt8V9(1 304 1/E Chorglng llr cooler, ~uflk.oler, komplel.
compl•I•, Incl. Item inkl. ilom 017, 029,030,
029 1/K Croeemember rm .... 042, 054, 066, 078, 091,
017, 029,030, 042,054,
101, 113, 126, 137, 149,
066,078,091, 101, 113..
030 2/1( Plpo Rer 125, 137, 141, 150, 174.,
150, 174, 186, 198, 208,
186, 118,204,221,233,221, 233,269,270.2114.
042 1/K Cooler block Kalomlok 269,270,2k,318, 328, 316, 328,341
341
054 1/1( C.okol Pakning
endoovor endedalksel 318 8/K Nul Molrik
066 4/K Plugocrow Propskrue 328 4/K Antl~orroalonbtock Anode
078 4/K Cu-weoher Cu·skiw 341 8/K Slud Tapskrue
091 1/K End cover Endod111ksel
101 4/K Nul Mo~,k
113 8/K Ser ow Sktuo
126 1/K Topplolo Tcpl&de
137 1/K Goaket Poknlng

rever1lng covor vvndekommer
149 1/K ReveJtlng covor Vendekammor
150 21)/1( Screw Sktuo
174 311< Screw Sktue
186 3/K Cu·w11her Cu·ek,w
198 SIK Ser ow Sktue
206 IIK Bollom plole Bundpl&de
221 8/K Ser ow Skruo
233 111< 0-rlng O·ring
257 IIK Ga.1kot Pokning
269 1/K Ring lfflg
270 1/K Drain pipo tor Or.enror tor

wator miat catcher wnd>Jdslulkl<
282 22/K Scr.w Sluue
294 1/K Water miat catcho, Vand>Jdsk,llor
When ordering epa,e parta, aoe elao pege 500.50. Ved besblhng al reseoved..te, se ogs~ side 500 50.
= Only available ae pert of a 1pare part• kit. • Kun hlgc»ngelig som en dal al et ,eservedelss;et
Oly.lE = QlyJEngine. AntaVE = Antal1Mo1.or
Oly JK = Cooler AntaVK • Koler
97.45· ESOS
/70
.6HYUNDOI _ Q
TURBOCHARGER SVSTEM(Only for 6 Cvl.) PLATE 30901·16H
0384
0473 4499
- 5570
I I
.I)
.//' 5478
./ r·
/
/
r
I
--c I
999811
~
4033--
I
I
_.J
I
I
l__..,,;:;:;:;::~~i\--~-- 4 122
~~--4123
'----4124
'-----4125
,~
6HVUNDn1-Q
TURBOCHARGER SYSTEM(Only for 6 cvn PLATE 30901-16H
Item No. Designation Beneevnelse
0295 Compensator Kompensator

0384 Gasket Pakning
0473 Gas outlet Gasudl0b
0651 Screw Skrue
4033 Screw Skrue
4122 Flange Flan9e
/
)80
~HYUNDOI-Q
TURBOCHARGER SYSTEM (Only for 6 c-n PLATE 30901-16H
4123 Washer Skive

4124 Screw Skrue
4125 0-ring 0-ring
4211 Screw Skrue
4300 Cooler box
4499 Gasket Pakning

4588 Turbocharger Turbolader
5101 Di ffusor Di ffusor
5478 Bracket for turbo- Konsol for turbo-
charger lader
5566 Spring washer Fjederskive
5567 Screw Skrue
5568 Screw Skrue
5570 Screw Skrue
5571 Sealing ring tetn i ngsri ng
5572 lnl et pipe lndstr0mningsr0r
5573 Gasket Pakning
9998H Shield fol diffuser
9999H Shield tor inlet box
18(
EXHAUST PIPE ARRANGEMENT. PLATE 30902-0811
--- 2311
~---2311 ---2866
.----2400 ~-2955
--23f1 31 I 2
2955
r2:99
u::::
11---'--~1
·o·
::;r
. 0 • .
L.: - - - __J
3201~
\~2133
\_2222 2133 3390-~
'----- 2777
3~89----'
0.
,------ 1887
~---1976
~2050
1978--
0 7 I9-------
Cooling water nipple
oaos----------- See plate 30502/4739
90.07.
I 8'
h.HVUNDOI-~
EXHAUST PIPE ARRANGEMENT. PLATE 30902-08H
Item No. Oesi¥nation Benaevnelse
Oll9 Screw Skruc

Oll08 Screw Skruc
1887 Screw Sk rue
1976 I ntermcd ia te pi~cc Mc 11 ()UIS tykke ,
wa tercoo 1 ed vandkalc t
1977 Gasket Pa kn i n9
1978 Gasket Pakning
2133 Nut M0trik
2222 Screw Skruc
2311 Gasket Pakning
2400 Flange Fl angc
2599 Screw Skruc
2688 Screw Skrue
2777 Compensator Komprnsator
2866 Exhaust pipe in 1 et UdstPJdsrc,r lil<Jan9
turbocharger lu rbo 1 cld<•r
2955 Gasket Pakning
3023 Exhaust pipe sect ion Udst0dsr0rsektion
3112 Compensator Kompensator
3201 Nut M0trik
3390 Screw Skrue
3489 End cover Endeda?ksel
?050 Spanner for dismantling N09le for demontering
of water cooled af vandke le t mel lem-
intermediate piece stykke
90.07.
//;i_s
h.HYUNDO• -le=\
AIR COOLER (EXTRA TOOLS) PLATE 30951-0SH
'
I
0478
0834
0567
0656
.6HYUNDOI _ Q
AIR COOLER (EXTRA TOOLS) PLATE 30951-0SH
0478 Cleaning vessel for Rensekar for lade-

air cooler luftk"ler
0567 Heating element Varmeelement
0656 Heating e 1 ement Varmeelement
0834 Cleaning vessel, Rensekar, komp le t
complete
0923 Drain cock Aftapningshanc
I
• .
Engine Data I
- - -
z
~-fi
-- ~ ffi
D.. I
-
I
I
0 -
Ti:ouble Tracing
••
--
Crankshaft and Main Bearing_s
~

-- - ....
··- --

- -~ - J
- Exhaust Valves and. Fuel Injection Pumps
_I
.. . ---
.
w Turbocharger System
(l)Z
I-ct
0
- - ...
-
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WW Fuel Injection Pump
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D.. - Fuel Injection
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Fuel Oil System
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Treatment of Cooling- . Water
- -- ..
• I Driven Machinery
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I Tools
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Engine Data yf. b I. I
Operation of Engine
- - .
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Engine Performance and Condition 0
- z
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Trouble Tracing
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Crankshaft and Main Bearings I
. -
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O~erating Gear for Inlet Valves, ....
Exhaust Valves and Fuel Injection Pumps I -
-
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Turbocharger System ~
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Fuel Injection Pump :cen
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Control and Safety Systems )> 'tJ
Automatics and Instruments zo
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Lubricating Oil System m
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Fuel Oil System •
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Cooling Water System - - I
[
Driven Machinery
Tools
-· -
- -
•
I
I
1.S.s
• ·'
• Engine Data
I
.
z -
-
,-....;
• • 0 Operation of Engine
-
~~
•
. ~ffia. Engine Performance and Condition
I
0 I
II Trouble
. Tracing
.
I
' Engine Frame and Bedplate •

I Crankshaft and Main Bearings
-
--I
11I '
"
•
I I
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Exhaust Valves and Fuel Injection Pumps -
I I
w Turbocharger System
cnz
CJ
I- c(
~ -- -
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0
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enz - Control and Safety Systems -- -
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-- -,

Ii Fuel Oil System
I
•• Fuel and Fuel Treatment
.r>
j Cooling Water System
,,. •
.
I Driven Machinery
I
I
- - - -
-
. - . Tools
6.HYUNDO• - ~
FUEL INJECTION PUMP 310.01
DESCRIPTION Edition llH
Description (Plate 31001)
There is a fuel pump for each cylinder. The pump is The regulating rod is connected with the regulating
mounted in the engine Ira me by means of two studs gear of the engine through a flexible conneC!lon so
through the pump housing flange. that a blocked regulating rod will not prevent normal
regulating of the other fuel pumps.
The barrel is fastened in the pump housing by a
flange with four screws. The barrel ls prevented from In the top of the pump bane I, a non-return valve has
tu ming by a fixing pin on the top of the pump housing. been bulll·ln to ensure that a suitable pressure
The barrel and plunger olthefuel pump are matching remains In the high-pressure pipe between the pump
parts which cannot be replaced Individually u the and the fuel Injector at the moment the pressure In
pans are lapped together. thepumpbatrellsreleased. Thlspressuresafegull/ds
the lnjectioo nozzle and the high-pressure piping
The injection amount of the pump is regulated by from cavitation attack. The fuel oil supply to the
transversal displacement of a toothed rad( In the pump OCCUII through a separately-<lrlven pump
I
side of the pump housing. By means of a gear ring, having a pressure of '4·5 bar.
the pump plunger with the two helical milllngs, the
cutting-off edges, ie tumed whereby the length of the ,,,. oU ii suPP,lied through a connection on the front
pump stroke is reckoned from when the plunger of the pump housing. In addition to feeding the pump,
closes the Inlet holes until the cuttlng-off edges again the fuel oil is used for constant cirailation around the
uncovers the holes. The release of high pressure pump barrel and returned through the connection on
through the cutting-off edges presees the oll with the back of the pump housing. In this way the pump
great force against the wall of the pump housing. can be kept constantly heated during operation with
heavy oll, and also kept heated during shon engine
At the spot, two exchangeable plug screws are stops.
mounted.
~·~-,:::,
}'\.__.. ........ . ~
OVCRHAULING OF FUEL PUMP Edition 03
l'latC? 31051
If necessary, clean the exterior of thC? injection pump.
Fasten the injection pump in the clamping bracket 0199 and invert the pump.
~ress the tappet downwards by means of the lever and remove the circlip.
llcmove the tappet with lower spring plate and plunger. Be sure not to damage
the p 1 unger.
Take out the plunger spring, upper spring plate and pinion. If necessary, re-
move the stop bolt and dismount the regulating rod as well as the cap screw.
Invert the fuel injection pump (connecting piece at the top).
I
Unscrew the four Allen screws and remove the connecting piece. Take out the
valve spring and the non-return valve. ·
Loosen the four screws and take out the barrel.
All parts must be cleaned, using kerosene or gas and a hard brush (never use
a steel brush). Insert plunger and non-return valve into the plunger guide
after coating with clean gas oil.
The axial clearance between lower spring plate and plunger foot must not ex-
ceed 0.25 mm. The clearance of the plunger foot has to be 0.05 to 0. 1 mm when
new.
The plunger and non-return valve must slide into the guide by their own weight.
Check the plug screws for wear.
Barrel, plunger and non-return valve are manufactured to very close toleran-
ces. Any attempt to refinish these parts causes alterations of the tolerances
and must therefore NOT be carried out. If, during the visual inspection of the
parts, heavy abrasion symptoms or damage can be observed, the part in question
must be replaced.
When assembling the injection pump, proceed in the reverse order to disassem-
bling. Pay attention to the following:
Apply molybdenum disulphide to all threads.
•
Renew all 0-rings.
Wipe dry with paper the plane sealing surfaces on barrel and connecting piece.
Before inserting the pinion the easy motion of the plunger in the barrel must
be checked.
OVERHAULING OF FUEL PUMP Edition 03
When assembling the p1n1on, ascertain that the tooth (recognizable by the
chamfer) will enter the space of the regulating rod marked by 2 signs.
The marked slot on the vane of plunger must be in line with the mark in the
slot of pinion.
After assembly, the easy motion of the regulating rod must be checked and the
plunger must be moved from the no-load stop to full-load stop.
I 1(--r;,
h.HYUNDO• - ~
FUEL PUMP PLATE 31001-15H
1806
2241
1995
2152
2974 0916
I
2518 0649
0461
t
1173
0649
1084
1262 ~2429
3498+
0194
3587+ 0649
1351
1440
~1628
r 1
_L--1717
0-- 2063
113.44 • ESOS
\ t\ I
.6HYUNDO• - ~
FUEL PUMP PLATE 31001-1511
-
- -I
No.
OtM
Qty. 0-lg-
lnJecUon pufflll,
c,ompt.lo lor L.23/:IO
..,.1111,111
FuollndspO,..._..,.
pe. kon,plet lo< l23l30 -- --
"""'
No. Qty. Deslgndon
6-Jrlngl1ng
-
~
Slwo
OSI p._11ouo1ng PumpohU$
SSS7+ PIICl<lngrlng PoluW\gsnng
ll:J72 &ct- S"1ve
3676 Set ... Sluue
Ml PdlngrlnQ Pll</Wlgsring
0649 Plunge, and...,,,, Slempel og cyllncler

• Ale not lnduded In + lndg&t llcka 1-...t Ind·
-~·"""'
Incl-"'"' ...... lnlcl. lcontrevenlil
lo<l.23/30 tuel ln)eetlon pump,
"" 1.23130 cotnplnl pie!
0916 Screw Slwe
10&4 Clrcllp Lt.semg
1173> ~l'Dd Reg~
12112 Gulde pin 61)'.atp

1'51 o-,,tm T•do••
1440 Upjlet ap1oo ...... e......-,., ...
-
1539 Spt,,o ~
1~ ~.ptlng..... ....... ~..,,,ec1e
1117
OMg
..... T~a.
()<Ing
1806
INS ().ring ()<Ing
21)13 Clrdlp L.aering
21a &ping ~
2241 Coft-ng piece ~
Z330 o.rtng ()<Ing
t42t Offlo O<lng
w-
-
2111 6IM
2'07 Polnler
Merit
--
Z786 Nut
__
aes llcnw Sl<rue
2174 cap-
304%
.,.,.... Paloning
• • petl ot a • .,.... pe,u kit. Kun dlgengll,g som enOOI al 11 re-l

M-·
Only ••allable u
Qty.IE .. otyJEnoin. Anl,ol,'l,!010<
83.44 • ESOS
TOOLS FOR FUEL OIL PUMP PLATE 31051-04H
0199
l '1'6
~HYUNDAI - f==\
FUEL INJECTION 311.01
Plate 31101
The fuel injector consists of a nozzle holder and a nozzle connected by a
screw cap. The nozzle holder includes a threaded pipe stub for mounting the
hi9h-pressure pipe, which is led through a boring in the top of the cylinder
head, together with an adjusting screw, a spr inq and spring spindle for the
initial tensioning of the nozzle needle. The initial tension of the sprin9,
which determines the opening pressure of the nozzle, can be adjusted by means
of the centrally-mounted adjusting screw. On the uppermost thick part of the
holder, there are three scaling 0-rings. Between the two lowest O-rin9s, the
leak oil from the nozzle needle is led out into the spacing between the high-
pressure piping and the protection tubing. Between the two uppermost 0-rings,
when operating with cooled nozzle, both the inlet and outlet flow of the coo-
ling medium is led.
As a cooling medium, diesel oil is normally used. This is led through bored
ducts in the holder to the conical bottom surface of the nozzle which lies di-
rectly in the combustion thamber. The nozzle and needle are lapped together as
a pair, and cannot be replaced individually. The nozzle is controlled by two
pins attached to the bottom of the holder. The joint surface between the nozz-
le and holder is machine-lapped to make it oil-tight. The fuel injector is
mounted in the cylinder head by means of the integral flange in the holder and
two studs with distance pieces and nuts.
fUEL OIL HIGII-PRESSURC PIPE

Plate 31102
The connection between injection pump and fuel injector is a shielded high-
pressure pipe. The high-pressure pipe is equipped with connection tapers mat-
ching to similar taper facings on the threaded connectors on the injection
pump and the fuel injector. These connections are to be tightened with a tor-
que of 40 Nm, the spanner to be placed on the hexagon on screw 2170, respecti-
vely on the hexagon on shielding cap 1824.
The screw 2170 is screwed-in with loctite type 242 to the threads of the union
nut ?.269 and tightened with a torque of 60 Nm. The shielding cap 1824 and the
union nut 2625 are preassembled similarly. In case of dismantling and remant-
ling of these parts same procedure (loctite 242) and same torque (60 Nm) must
be u;ed.
At the fuel injector end the shield of the high-pressure pipe is supported in
the shielding cap 1824 including a sealing ring 2081. The shielding cap is
supporterl in a clamp 0845, including the sealing ring 2358. The clamp is bol-
ted to the cylinder head and sealed by the ring 2447.
At the iroJection pump end the shield of the high-pressure pipe is supported in
the screw 2170 including a sealing ring 2081. The screw/union-nut assembly is
supported in a clamp including the sealing ring 2358. The clamp is bolted and
sealed tc the connection piece of the injection pump.
.6HYUNDOI -~
FUEL INJECTION 311 . 02

-
•
When mounting the high-pressure pipe, tighten the connections to injection
pump and to fuel injector with 40 Nm, and then tighten the clamps against cy-
11nder head. Check and if necessary renew sealing rings.
,~
h.HVUNDO•-~
FUEL INJECTION 311.51
OVERHAULING OF rUEL INJECTOR Edition 08
,
Plate 31152
1. flcfore d i smant l inq the fuel injector, clean the lower part of the nozzle
of carboni,crl oil deposits.
2. f·ix fuel injector to clamping bracket 0206 and loosen the lock nut.
lJnstress the nozzle spring by turning of the adjusting screw.
Swing the injector by 1000 C (nozzle at the top).
3. Loosen the nozzle nut by counter-clockwise rotation and screw off.
Remove nozzle. Attention! Oo not damage the lapped surface.
4. If required, the nozzle spring and the spring spindle can be taken out by
turning of the adjusting screw.
5. All parts must be cleaned with kerosene (if not no hand use clean light
fuel 011) and with a hard brush.
6. Nozzles are matched by lapping, and are therefore only interchangeable as
unit.
Insert nozzle needle with fuel oil in the needle guide.
It must be controlled, whether the nozzle needle slides down by its dean
weight on its seat.
7. Clean the nozzle holes of charred coke by means of the supplied special
drill with ho 1 der.
n. Check the nozzle holes with the test mandrel whose measurements are lar-
ger than normal diameter of the holes. If the test mandrel can go in just
one of the holes, the nozzle must be scrapped.
9.· If the holes are worn oval, which is checked by means of a magnifying
glass, the nozzle must also be scrapped.
10. Clean the cooling chamber and the cooling ducts in the nozzle guide and
injector body by laying these in a cleaning liquid and then blowing
through the parts with compressed air.
11. Perfect density and function of the nozzle can only be guaranteed by
strictly observing the exactly defined angular difference between the
scats of needle guide and the nozzle nedd Ie , as well as the accuracy of
the dimensions.
Every own effort to refinish brings about alterations of the values.
If during the visual inspection of the parts heavy abrasion symptoms,
resnectively damages can be observed, the part in question must be re·
placed.
~HYUNDO• - f=:=\
FUEL INJECT ION 311.52
OVERHAULING OF FU(L INJ[CTOR Edition 00
•
Oa111a9r•d ll lane surface (hi qh 1•r1·~·,1u-1• I. i <)hl<•n inq phi ns ) cannot bo rcpa i r-
ed by the serv ic inq staff, because the dr.sircd accuracy (angles, plane-
parallism) can only be reached hy means of special equipment.
12. When sell the parts have been overhauled, found in order and carefully
cleaned, assemble the fuel injector again.
13. When assembling the injector, the opposite order with regard to disassem-
bly should be observed. Pay attention lo the following:
Insert all threads with rnolybdenum sulphide.
0-rings are to be renewed.
The sealing plane surface of body and nozzle must be wiped dry with paper.
Tightening torque for nozzle nut 100 Nm.
14. Swing the injector hy 1000 C (nozzle is placed upside down).
Mount the test pipe 0573.
After venting, apply pressure on the cooling oil sySL<'III - sec dHa - and
check the sealing tightness of the 0-rings.
15. Now connect the test pipe O~fi4.
Increase pressure by means of the test pump until fuel is ejaculated f rom
the injector nozzle with a slight shattering. If the pressure indicated
by the pressure gauge deviates from the prescribed opening pressure ,
320 bar, the adjsuting screw must be turned accordingly.
Increase pressure by means of the test pump t i l 1 20 bar under open1n9
pressure, and pay attention that no fuel oil will penetrate from the in-
jection holes. When slowly working the lever of the test pump (about 1
motion/2 sec.), the injector should shatter when reaching the opening
pressure. Hereby it is the question of a so-called shatterinq near the
seat.
If it is the question of quickly working the lever of the test pump
(about 1 motion/1 sec.), the fuel oil jet must penetrate continuously and
in a small atomizing form from the injection holes.
Kep out of the reach of the fuel jets as they will penetrate the skin.
Fuel which has penetrated the skin causes painful inflammations (blood
poisoning)!
Plate 31151
For dismantling of fuel valve, use tool 0148.
For grinding of fuel valve seat, use tool 0237.
2.0C>
~HYUNDn•-Q
FUEL VALVE PLATE 31101-09H
1220-_J....---~
1221
0143
1211
0231-_j:jf---~.:--- =-i
-.•- o I
I -0676
0232
I
I
I a- ,w
lJ--
High pressure pipe
Plalc 31102
6HVUNDOI - f::=\
FUEL VALVE PLATE 31101-09H
0143 Fuel valve, complete Br~ndventil, komplet

0230 Nut M0trik
0231 Stud Tap
0232 Valve housing Ventilhus
0410 Nozzle, complete Forst0ver, komplet
0509 Screw cap Oml0ber
0698 Thrust spindle Trykspindel
0787 Spring Fjeder
I
0876 Adjusting screw Justeringsskrue
0965 Lock nut LAsem0trik
1033 Sea 1 i ng ring T~tningsring
1122 Cap nut Kapselm0tri k
1211 Gasket Pakning
1221 Gasket Pa kni ng
2..()2
~HYUNDO• -f==\
HIGH-PRESSURE FUEL PIPE PLATE 31102-04H
0756 0112
2536
2081
2358
0845
1071
1071
0845
2447
•~- 2447
Ftt---- 1824
0756
ar----2536
It--- 2625
.uHYUNDOI -~
HIGH-PRESSURE FUEL PIP[ PLATE 31102-04H
0112 Shielded high-pressure Ska!rmet h0jtryksr0r

pipe
0756 Slecvn divided ll0snin9 2-de u
0845 Clamp Ters
1071 Screw Skruc
1824 Shielding cap Kappcforskruning
2081 Sealing ring Ta!tningsring
2170 Screw Skrue
2269 Nut H0trik
2358 Sealing ring Ta!tningsring
2447 Sea 1 ing ring Ta!tningsring
Spring coil ' L~sefjcdrr
2536
2625 Nut M0trik
.....
104-
.6HYUND01 - I==\
FUEL VALVE TOOLS PLATE 31151·07H
1985
0237
~',
~HYUNDOI-~
FUEL VALVE TOOLS PLATE 31151-07H
0148 Extractor for fuel Aftra!kker

valve for bra,,dselsventil
0237 Grinding ring for Sl ibering for
valve seat ventilsifde
1985 Piston lifting device Loftevi!rkt0j for
for in-situ replacement stempel ved ud-
of connecting rod skiftning af
bearing plejlstangsleje
2_4:>e
~HYUNDOI-~
'
CAMSHAFT AND CAMSHAFT DRIVE 312.01
Plate 31201
The camshaft of the engine consists of a number of sections which are bolted
together. Each cylinder has its own section comprisinq fixed cams to operate
fuel pump, inlet valve, and exhaust valve.
On one end of the camshaft there is a hub 1448 carrying a 9ear wheel 1260
which, through an intermediate wheel, is in connection with a gear wheel on
the crankshaft. The gear wheel on the camshaft is secured to the hub by means
of the screws 1082, and the screw holes in the gear wheel are oblong, making
it possible to turn the camshaft in relation to the gear wheel and, conse-
quently, also in relation to the crankshaft.
Lubrication oil for the camshaft bearings is supplied through a bore in the
bearing located nearest the gear wheel, and the oil passes through a central
bore to the individual shaft sections, in which lub. oil holes admit to the
shaft bearings.
Plate 31202
The intermediate gearing which transmits the motion from the crankshaft to the
camshaft consists of 2 gear wheels, bolted together and fitted on a common
bush 0349. The intermediate gearing runs on a shaft pin 0250 attached to the
engine frame by means of bolts and fitted holts so as to provide a suitable
tooth flank clearance.
MAINTENANCE
The gear wheel drive and the camshaft do not require maintenance.
The gear wheels on camshaft, intermediate gearing, and crankshaft are provided
with marks for correct mounting. Before taking out the camshaft, the fuel oil
primary pump has to be dismantled, following which the camshaft can be separa-
ted at the gear wheel end and taken out.
If the individual camshaft sections have been dismantled, it should be checked
during re-assembly that they are fitted with the correct angles between the
middle of the fuel pump cams.
The camshaft adjustment can be checked by means of pin gauges placed as illu-
strated on plate 31251.
" I- ••w
MAN
FUEL VAL~VE~TO~O:L;--S '-6HVUN"" (:=\

PLATE 31152 -03H1
0111--
~om
~0573
0751
'
~HVUNDOI-~
FUEL VALVE TOOLS PLATE 31152-03H1
0117 Test pump, complete Prevepumpe, komplet

incl. item No. 0206, incl pos. nr. 0206,
0484, 0573 0484, 0573
0206 Clamping bracket for Oeslag for kontrol af
testing fuel injector br~dselsvcnli 1
0484 Test pipe for nozzle Pr0vcr0r for dysc-
cooling oil keling
0573 Test pipe for injec- Pr0ver0r for ind-
tion sprej tni ng ,........
0751 Cleaning needles in RensenAle i holder,
packing tube, compl. komp 1 et
6HYUMJO• -~
CAMSHAFT PLATE 3 1 2 0 1 • 1 OH
•> 2973----
• •) 3596
• • •) 5009 ---1448
/---1537
~---1626
J-----1715
! )..:~ :->d__
v """'·
?,--ou,
0558
~\
~:::
•J
2516
s cy1.
1
I l.+J-11
· 1 ~
2605 972
IO
I 2 3 4 5
E
3595
3040
J II 3139 ~
J
~0192 U) 6 cyl. 1111 111 111
1 2 3 4 5 6
J
0281
4207
3684 3773
1 ~~-1--~~
Ut) 7 cyl. ti 11 111

1234567
I, 11 I , 1 11 IO
4485 50081
4396
1 .---.---,~-.,,_~~~
u,) 8 cyl. f-1-,t J_f;IH G1 111 111
12345678
I+ {]
'\ .,
r:»;
-r::::::,
CAMSHAFT PLATE 31201 -1 OH
0192 Coupling part Kobhngsdel
0281 Pin Stilt
0370 Nut Motr1k
0469 Screw Skrue
0568 Shaft Aksel
0647 Nut Motrik
1082 Screw Skruo

1171 Nut lock Motriks1k11ng
1260 Goar whcol T andh1ul
1359 Scrow Skruo
1448 Hub Nav
1537 Screw Skruo
1626 Nut lock Mot11ks1k11no
1716 Guido 11ng Stvroring
5 cvt 5 cvt.
2616 Comshalt. front Stvroaksot tores:
2605 Camshaft. intermediate Styreaksol. mollem
2972 Camshaft aft Stvreaksel, bagerst
2973 Camshaft. complete Stvreskset komotet
6 cyl. 6 cyl.
3040 Camshaft. front Stv1eaksel. forest
3139 Camshaft, intermediate Stvreaksel. mellem
3595 Camshaft. aft Stvreaksot bagest
3596 Camshalt. comolete Stvreekset komplet

6HVUNDO• - ,:::::,
r-'\.
CAMSHAFT PL,HE 31201-IOH
7 cvl. 7 cyl.
3684 Camshaft. front Srvreskset forest
3773 Camshaft. mtermedrate Stvreaksel mellem
4207 Camshaft. aft Stvreaksel. bagerst
5009 Camshaft, complete Stvreaksel, komplet
8 cvl. 8 cvl.
4396 Camshaft, front Stvreakset forest
4485 Camshaft. 1ntermed1ate Stvreaksel. mellem
5008 Camshaft. alt Stvreakset, bagest
5009 Camshaft. complete Stvreaksel. komplet

214-
~HYUNDOI-~
I NTERMEOIATE WHEEL PLATE 31202-05
- 089L.
'----0983
1051
0616 -~~~..i..:::...---c~ n,--11 co
0705 --i~:-1-----,:::
'2..-1 s-
~HVUNDOI -~
INTERMEDIATE WHEEL PLATE 31202-05
0161 Screw Skrue

0250 Axle journal Akse 1 tap
0349 !lush roring
0438 Screw Skrue
0616 Nut M0trik
0705 Split pin Split
0983 Cover Oiekse 1
1051 Nut M0trik
r>.
~HYUNDnl -,:::,
CAMSHAFT PLATE 31251-0JH
Pin gauge for check of

camshaft adjustment
-- 0197
i+---o 111-1 ----~~
Pin gauge for positioning of

cyl. No. 1 in top dead centre
21- 'f
~HVUNDOI-Q
CAMSHAFT PLATE 31251-03H
Item No. Designation Benaevnetse
0197 Pin gauge! S~rmAl

0286 Pin gauge SJ)ifrmA 1
'2 'lq
~HVUNDOI-Q
CONTROL AND SAFETY SYSTEM, AUTOMATICS AND INSTRUMENTS 313.01
Plate 31301
The engine is equipped with a hydraulic governor of Woodward make. Regarding
dcs i qn , cocrat ion , and adjustment of the governor, ref erence is made to the
Woodward instruction book supplied.
The governor drive is located at the flywheel end of the engine and consists
of a cylinderical gear wheel 1586, driven by a gear wheel on the camshaft, and
a set of bevel gears 1308 and 2476.
The purpose of the governor is to regulate the rate of dcl ivery from the fuel
pumps, so that the eng Ine speed 1 s kept within certain limits, i ndependi ng on
the load.
The output of the governor is transmitted through levers and pull rods to a
longitudinal regulating shaft. For each fuel pump the regulating shaft is fit-
ted with a two-piece ann, whose arm attachment 6581 and spring an11 4701 arc
kept together by a spring 4890. This makes it poss ib 1 e for the governor to re·
gulatc the fuel delivery of the pumps even if a pump plunger has seized. FrOfll
the spring arm the movement is transmitted through a linkage 2832 to the fuel
pump rack.
On the regulating shaft is also fitted a stop an11 3366 operated by a stop cy-
linder which is actuated when the overspeed trip of the engine is released
(the overspeed trip will be described later). The piston in the stop cylinder
will actuate the stop arm 3366 thereby turning the regulating shaft and mov inq
the fuel pumps to STOP position, thus stopping the engine (see plate 31300).
The Woodward governor will attempt to keep the regulating shaft in RUNNING po-
sition, but between the governor and the regulating shaft there is a sprinq-
loaded pull rod 6769 which can be compressed, thus allowing the regulating
shaft to be moved to STOP position.
If the cylinder is to be put out of operation, for instance in order to mea-
sure the c0111pression pressure, the spring arm, and thus the rack of the fuel
pump concerned is pressed to no-fuel position.
Overspeed trip
Plate 31305
The engine is equipped with a stopping device which starts to operate if the
maximun1 permi s s ib Ie revolution number is exceeded. This device is fitted to
the end cover of the lubricating oil pump and is driven from the pump through
a resili~nt coupling.
On the e119ine is fitted a pneumatically controlled stop cylinder 5211.
~HVUNDOI-~
CONTROL AND SAFETY SYSTEM, AUTOMATICS AND INSTRUMENTS 313.02
Edition 11H
ruNCT[ON, TEST ANO ADJUSTMENT OF OVERSPEED TRIP Page 1 (2)
lhe system functions as follows: '
lo111pressed air (4.5-7.5 bar) is admitted to the over speed trip at F to the
Enots valve 5122 which is kept closed, the valve ball bein') pressed against
ll\ scat by the air pressure and l>y the built-in spring.
If the pre-set tripping speed is exceeded, the spring-loaded flyweight 1106
will swing outwards and press down the arm 0583. The arm is locked in its bot-
tom position by the lock pin 3897, which is pressed in by the spring 3986. At
111c same time the arm 0583 presses down the spindle 4787, and the Enots valve
opens.
lhc compressed air passes through the connection K to the stop cylinder 5211,
111 which the pis ton is pressed forward and, through the arm 31301 /3366. turns
the fuel pump regulating shaft to STOP position. Thereby the engine stops, the
spring-loaded pull rod connection 31301/6769 to the qovernor being compressed.
lhe engine can be stopped manually by pressing down the button 2185.
lo make the engine ready for starting after the overspeed trip has been re-
leased, pull out the knob 4143 (4232) whereby the arm 0583 is released and
pressed upwards by the spring 4876. The Enots valve closes, the stop cylinder
is vented through a bore in the valve, and the spring will press the piston
hack and thereby release the fuel pump regulatinq shaft.
I 11nctional, Test and Adjustment of Overspeed Trip

1. The engine is run up manually, and at no load, while an eye is kept on the
tachometer. On reaching the revolution number indicated on the Data sheet,
the overspeed tripping device shall function, thus actuating the stop cy-
linders. The fuel pump control rods are now moved to zero index, and the
-
engine stops.
Should the overspeed device trip at a revolution number which is different
from that stated in Data, the overspeed device must be adjusted:
Remove both covers on the housing of the overspced trippinq device.
Turn the engine until the adjusting screw is opposite the opening on the
side of the housing. Now loosen the lock screw and turn the adjusting
screw, using the tubular pin spanner supplied. Turn the adjusting screw
outwards (slacken flyweight spring) to reduce the revolution number. Be
careful not to screw the adjusting screw so far out that it may touch the
release ann. Tighten the lock screw and test the over speed device again.
Refit the covers when the overspeed device functions at the correct revo-
lution number.
2. The overspeed device can be tested manually by depressing the button on

top of the housing. This will actuate the flyweight and the arm for relea-
se of the air valve for the stop cylinders, and the engine should thus
stop.
2~
~HYUNDO•-f=='\
CONTROL ANO SAFETY SYSTEM, AUTOMATICS AND INSTRUMENTS 313.03
FUNCTION, TEST ANO ADJUSTMENT OF OVERSPEED TRIP Edition 11H

Page 2 (2)
•
(This test is also to be carried out without loarl).
lt is recomsended now and then, while the engine is at a standstill, to
move the flyweight by means of the push button to ensure that the fly-
weight can always move with sufficient ease.
Out ton
for test and emergency stop
rr-;
- ,:::::,
CONTROL AND SAFETY SYSTEMS AUTOMATICS AND INSTRUMENTS 313.20
Edition 01H
DESCRIPTION Page I (2)
Instrument panel
On the engine is mounted an instrument panel incorporating:

Pressure gauge for LT water - inlet to air cooler
HT fresh water - inlet to engi_ne
Lubricating oil - inlet to filter
Charging air - outlet from cooler
(•) Nozzle cooling oil - inlet to fuel valves
Pressure gauge for Fuel oil - inlet to engine

Lubricating oil - inlet to turbocharger
Furthermore the engine is equipped with a jet assist panel consisting of;
Tachometers for Engine/Turbocharger RPM
Switch for Engine/Turbocharger RPM
The rmome te rs
Thermometers for local reading:

LT water inlet air cooler
LT water - outlet from air cooler
LT water outlet from lubricating air cooler
HT fresh water - inlet to engine
HT fresh water - outlet each cylinder
Lubricating oil - inlet to cooler
Lubricating oil - outlet from filter
Cha~ge air - inlet to cooler
Charge air - outlet from cooler
Fuel oil inlet to engine
Fuel oil - inlet to filter
(•) Nozzle cooling oil - outlet from fuel valves
Exhaust gast - outlet each cylinder
Exhaust gas - outlet turbocharger
(•) If nozzle cooling oil applied only

~HVUNDOI-Q
DES CR I PTI ON Ed Ilion O 1lf

Pa9c 2 (2)
Prcssostates and Thermostatcs
lhc engine is supplied with a number of alarm- and shut-down func ttons . The
alarms shall via the alarm panel worn against an abnormal working condition,
which can lead to break down and the shut-down functions shall stop the en·
rpne before a break down. I.e. a shut-down is "worse" than an olarm·because a
~h11t-down is given if the engine could be severe damage by running on these
conditions.
As standard the engine is equipped with:
',hut-down switches for:
too low lubricating oil pressure - inlet engine

too high HT fresh water temperature - outlet engine
too high engine speed (lower speed)
Alarm switches for:
leaking fuel oil

too low lubricating oil pressure · inlet engine
too low prelubricating oil pressure (level alarm)
too high pressure drop across lubricating oil filter
too high HT fresh water temperature - outlet engine
too high engine speed (overspeed)
too low starting •ir pressure • inlet engine
The actual number and type of the alarm- and shut-down switches for the plant
can be seen in the list "Engine Automatic part list" in this section.
Test of switches:
Test of the switches is described in the Part II instruction book. The test
ought to be carried out every 6th month to secure that the safety equipment
Jnd the alarm panel is working and that a warning is given under abnorm3)
working conditions to avoid a serious break down/damage.
2-~
~HYUNDO•-Q
CONTROL AND SAFETY SYSTEMS AUTOMATICS ANO INSTRUMENTS 313.25
ADJUSTMENT ANO TEST OF ON/OFF PRESSOSTATE

Edi ti on O I H
Page 1 ( 1 )
•
Adjustmen~
When the pressostate cover is removed and the locking screw (5) is loosened,
the range can be set with the spindle (1) while at the same time the scale
(2) is being read.
In pressostates having an adjustable differential, the spindle (3) must be
used to make the adjustment. The differential obtained can be read directly
on the scale (4)
Set points See "Operating data".
Test
It is possible to make a functional test of the

pressure switch. This is to be carried out ac-
cording to the fo 11 owl ng procedure:
1) Shut off system pressure with the valve (8).
2) Dismantl the screw (7). 1 ~"Qt IOU'l(II,
2 A.no• IC,l,lf
l O,.n,,~1111 JCll"ld~
3) Mount the testing apparatus on the trial 4 O.tte,.nh,'il s;.,1,
s t..oc,i•no .c,....
flange (6i.
Alarm for falling pressure
Pump up the pressure until the switch has chang-

ed. The pressure will slowly be rel leved, and it
must be checked that the switch change back to
the pressure, stated as alarm point in the list
"Operating data".
Alarm for rising pressure
Pump up the pressure unt i 1 the switch changes,

and check that it happens at the stated alarm
point.
4) Mount the screw (7) and open the valve (8)
after a final check and adjustment.
6
7 8
2.. ~ ~
.6HVUNQl\1 _ Q
CONTROL ANO SAFETY SYSTEMS AUTOMATICS ANO INSTRUMENTS 313.30
(d1t1on 01H
AOJUSTMEIH ANO TEST Of ON/OFF THERMOSTATE Page 1 ( 1)
Adjustment
When the thermostate cover is removed, and the locking screw (5) is loosened.
the range can be set with the spindle (1) while at the same time the scale (2i
is being read.
Thermostates having an adjustable differential, the spindle (3) can be csed
while the scale (4) is being read.
Set points : See "Operating data".
Test
The functional test of the thermostate is to

be carried out according to the following pro-
cedure:
I) Take out the sensor of the pocket.
2) Test the thermostate by diving the sensor I, ,-.~. IO•"'Clle
2 A~e ac.le
in the water bath, which is controlled by l. O,H..-e,111•1 10•"41,e
4 0."ltf~llel IC411e
the temperature, or a special testing ap- S l,0(11~ 1,(1...,
paratus.
Alarm for fal 1 ing temperature
Rise the temperature until the switch has

changed. Then the temperature must slowly be
reduced, and check that the switch changes
back by the temperature, as stated in the list
"Operating data".
Alarm for rising temperature
Rise the temperature until the switch changes

and check that it happens by the stated alarm
point.
3) Adjust if necessary.
4) The sensor is mounted again.
'2._ :t_-:-r
L\HVUNDOI - ~
Edition OIH
LEVEL SWITCH LAL 25 Page 1 (I)
The level switch LAL 25, which is mounted on the main lubricating oil pipe of
the engine gives alarm for missing prelubricating oil.
runction
By starting of the prelubricating oil pump the main lub. oil pump will be fil-
led with lubricating oil, which means that the level switch is lifted and the
alarm is disconnected.
When the prelubricating is interrupted, the lub. oil will run out of the sy-
stem through the bearings, which means that the level switch is lowered and
the alarm starts.
Vent pipe
Leve 1 switch
"--=======
Main lubricating oil pipe
Test
The test is carried out when the engine is stopped.

1) Start the prelubricating oil pump, and let the pump run for about 5 min.
2) Stop the lub. oil pump. The alarm 111.Jst be released after O - 5 min depend-
ing of the oil viscosity.
228
~HVUNDO•-~
CONTROL ANO SAFETY SYSTEMS AUTOMATICS ANO INSTRUMENTS JlJ.40
Edition OIH
ADJUSTMENT Al:0 TEST OF ANALOGOUS TRANS~l!TTER Page l ( I)
The pressure transmitter r1gisters the actual pressure and makes it change to
an electrical signal, which corresponds the pressure.
Adjustment
The pressure transmitter shall not be adjusted, but the alarm limit must be
set on the alarm plant. Kindly see the instruction book for the alarm plant.
Test
It is possible to make a functional test of 6 e

the pressure transmitters. This is carried out
according to the following procedure:
l) Shut-off the system pressure with the val-
ve (J).
2) Oismantl the screw (2).
J) Mount the testing apparatus on the trial
flange (l) and pump on a pressure within
the working area of the transmitter. If the
alarm plant has an instrument unit, the
pressure can be read on this. If there is
no instrumental unit, the test can be car- 1
ried out by watching if the alarm plant 2
gives any alarm, when the alarm limit,
which is stated in the list "Operating data"
is exceeded.(lf the alarm plant is adjusted).
4) The screw (2) is mounted, and the valve (3)
is opened after the test is finished.
,z_~
6HYUND01-~
CONTROL AND SAF[TY SYSTEMS AUTOMATICS ANO INSTRUMENTS 313.45
ADJUSTMENT AND TEST OF ANALOGOUS TEMPERATURE Edition 01H

TRANSMITTER (PT 100 SENSOR) Page 1 (1)
The PT 100 sensor consist of a resistance wire, which changes resistance de-
pending on the temperature.
Look and design varify depending on the place of measurement and manufacture.
Adjustment
The PT 100 sensor cannot be adjusted, but the alarm limit must be set on the
alarm plant.
Test
The functional trial of the PT 100 sensor can be carried out according to the
following procedure:
1) Take out the sensor of the pocket.
2) Test the termostate by diving the sensor in the water bath, which is con-
trolled by the temperature or a special testing apparatus. If the alarm
plant has an instrument unit, the temperature can be read on this. If there
is no instrument unit, the test can be carried out by watching if the alarm
plant gives any alarm, when the alarm limit, which is stated in the list
''Operating data'' ts exceeded.(lf the alarm plant is adjusted).
3) The sensor is mounted again.
PT 100 SENSORS
Wo<lcing Card 509-10.00
P8901 (2) Lambda Controller
I Edl1ion03H
L23/30
Safety precautlona: Special tools:
• Stoppedengine Plate no Item no Note

O Shut off starting air
O Shut off cooling water
O Shut off fuel oil
O Shut off cooling oil
O Stopped lub. oil clrcul.
- Description: Hand tools:
Adjustment of lambda controller. Allen key.
Starting position:
Related procedure:
Manpower: Replacement and wearing parts:
N
Working time 1 hour Plate no Item no Ofy/
! Capacity 1 man
I Data:
Data for pressure and tolerance (Page 500.35)

Data for torque moment
Declaration of weight
(Page500.40)
(Page 500.45)
95.29· ESOS
l.. '3\
509-10.00 Wort<i<>g Catd

Edl1ion03H
Lambda Controller Pago 2 (2)
L23130
Lambda Controller
, ..........
. ,.._..
-~
Normally the lambda controller does not need ad·
z. -
,."- cyllrdor
justment. The only time adjustment Is needed, is
4. PlmllCln of lt'llt
when the controller or the governor has been dis·
mantled. The adjus1men1 is to be carried out In , ...... ctig-,m
standstill posttion.
1. Check that the free space between the pick-up
·-----1
and the band steel on the regulating arm Is min 1 mm,
see fig 1.
5 "
~~
Fig 2.
1.Band-
, 2. Pld<...p
3. RtgutaUng wm
-----------------r-ia----
'•......................,.,•.•
• 3.--
I.SomQ
Z.-IOd
''
~ ...---- -.. . '
2
2----..J.
t'
Fig I.
2. Set the Index of the fuel pumps according to

the Shop Test protocol by means of the governor
lever. see plate 31301-tOH. item 0418.
F',g3.
Note: Set the "load limit" control knob at max In order
to protect the governor.
3. Fit the adjustment screw (3), fig 3. until the 4. Fasten the adjustment screw.
piston has contact with the spring without com·
pressing the spring. 5. Adjustment finished.
95.29. esos
SPEED CONTROL SYSTEM
~-- ·-~ ...
I ............. -.-.... ( ::::=,
PLATE 31301-lOH
.... _ _,f1"',~t>,I
.....
.... '--U:.""'
,.,.. _ "-,
~--"' ...
.....
-
,.., 8094
""-:;/~~
.... .
=~tit . .
/"(/:;
"''---;~ ~
""--9
•
·-
JOU
530
566
~
-
578
h,HVUNoo• - Q
SPEED CONTROL SYSTEM PLATE 31301-IOH
Item No. Designation Benro•nelse
0141 Governor Regulator

0230 Screw Sk rue
0329 Lock washer Sikringsskivc
0418 Lever Arm
0507 Screw Skrue
0696 Nut M0trik
0874 Screw Skrue
0963 Housing Hus
1031 Nut M0trik
1120 Split pin Sp 1 it
1219 Axle journal Akse 1 tap
1497 Bush 80sning
1675 Key Feder
1764 Wear ring Sl idring
1853 Lock screw S1kringsskrue
1942 Spacer ring Afstandsring
2010 Synchronizing motor Synkroniseringsmotor
2109 Shut-down Shut-down
2298 Disc Skive
2387 Ba 11 bearing KugleleJe
2565 Key Feder
2654 Nut Motrik
2832 Linkage Lamke 1 ed
2921 Split pin Sp 1 it
3099 Pin Tap
3277 Screw Skrue
~HVUNQOI
SPEED CONTROL SYSTEM PLATE 31301-lOH
llem No. Designation Benaevnelse
3366 Stop arm Stopa rm

3455 Lock washer S1krin9ssk1vc
3544 Screw Skrue
3633 Guide pin Styres ti ft
3722 Pull rod head Tra?kstangshoved
3900 Pull rod end Tra?kstangsendc
4167 Gasket Pakning
4256 Nut M0trik
4345 Stud Tap
4523 Stud Tap
4612 Pin Tap
4701 Spring arm Fjederarm
4890 Spring Fjeder
4989 Bush B0sning
5057 Bearing Leje
5146 Spring housing F jederhus
5235 Pin Stift
..---,
5324 Screw Skrue
5413 Spring Fjeder
550, Guide ring Styrering
5691 Pin st if t
5780 Guide ring Styrering
5879 Pull rod Tra?ks tang
5968 Nut Metrik
6125 Pull rod head Tra?kstangshoved
6214 Nut Metri k
6303 Sp 1 it pin Sp 1 it
6942 Pin Stift
SPEED CONTROL SYSTEM PI.Af( 31301-IOH -
6581 Arm l\nnho 1 dcr

6670 Screw Skruc
6769 Resilient pu 11 rod, F jcd rcndc> tr.E~S tJny,
complete komf) 1 ct
6858 Screw Skruc
6947 Lever /\rm
-
7104 Screw Skrue
74 71 Screw Skrue
7560 Bearing t e.ie
7659 Bush 00sn ing
7748 Shaft Aksel
7837 Washer Sk ive
7926 Stop ring Stopr i ng
8094 Screw Skrue
530 Screw Skrue
542 Screw Skrue
554 Washer Skive
566 Nut M.0trik
578 Bracket Kon sol
~,;;)
6HYUNDOJ-~
OVERSPHO TRIP PLATE 31305-11H
0216:n·
0305./
129S
136,---<l:~
3864
3911
1'73~
1562 ~
':11
1"J"
t-""
I
F
h.HVUNDOI-Q
OVERS PEED TR IP PLATE 31305-11H
0127 Cover D.Eksel

0216 Screw Skrue
0305 Washer Skive
0494 rin Tap
0583 Lever Arm
1017 Ci rel i p Sikringsring
1106 Flyweight Svingv.Egt
1295 Nut M0trik
1384 Gasket Pakning
1473 Ba 11 bearing Kuglcleje
1562 Resilient coupling Fjedrende kobling
1651 Spindle Spindel
1740 Washer Skivc
1839 Screw Skrue
2096 Socket Muffe
2185 But ton Knap
2274 Spring fl in F jeders ti fl
2363 Spring Fjeder
2452 Screw Skrue
2541 Cover D.rkscl
2630 Spring pin Fjederstift
2729 Pin Stift
2818 Lever Arm
2907 Cup point screw Kra terskrue
3075 Flyweight housing Hus for sv i ngva19t
3253 Adjusting screw Instillingsskrue
3342 Governor spring Regulatorfjeder
3431 Key Feder
3520 Oa 11 bearing Kugleleje
370!3 Housing Hus
3986 Spring Fjeder
cont.
~HYUND0•-1=:='\
OVERSPEED TRIP PLATE 31305-ttH
Item No. Designation Bena,vnelse
4000 Micro switch Micro-afbryder

4001 Screw Skrue
4232 Out ton Knap
4698 Spring Fjeder
4876 Spring Fjeder
4965 Valve attachment Ventilholder
5033 Screw Skrue
5122 Valve Ventil
5211 Stop cylinder Stopcylinder
5300 Sealing ring Ta?tn i ngs ring
2:J"
6HYUNDOI-Q
STOP CYLINDER PLAT[ 31306-1 lH
PLATE 31305/5211
2101---
2102-·---
2103---
2104---
2105---~
2106---~~ ....fl
-
:.... .......
/ Ii!
I I j I
PLAT£ 3 1 3 0 1 /. ..,.3"'3~66,!.._ __
6HVUNDOI-Q
STOP CYL l NOER PLATE 31306-IIH
2101 Lock washer

. Sikringsskive
7.102 Nut M0trik
2103 Lock nut Kon tra matr i k
2106 Thrust shoe Tryksko
Prelubricating Oil Alarm (LAL 25) 31307-13H
General
31307-13H Prelubricating Oil Alarm (LAL 25)
General
l~m Hom
No Qly. Oes1gnalion No Oty. Oos1gn1t1on Senaevnclsc
01 11€ Sq.Jare flange

02 IIE Hexa90<1 wt
03 11e Pipe for 1 eve l a larm
04 11£ Level switch
When ord..-lng spare par11, ue 1lso P.•o• 600.50. VCO best1tf1ng al re-~ttrvodolo, se ogsJ ,;.tdo 600 !>O
= C>Ny 1v1il1t»e •• patl ot I apare parts kit. Kun btgalllgel~ som en d('I at el resesvecelssaat
O,y .IE • a,y }Engine AntaVE • AntaVMotor
.c»
,:::::,
Plato
Pago 1 (2) Thermometer 131308-01HI
(Please see "Piping diagram on final drawings")
, Scale Left"'h llem

Fig. Code
OF •c ~ L No.
40-240 0 120 63 100 TI01 01

Tl 02
TI 10
Tl 31
..----
@
~
c~ -o 40-240 0-120 63 60 Tl 22
Tl 20
02
40-600 0·320 63 100 Tl30 03

,_____
40·400 0·200 63 60 Tl40 04
Tl 51
40·220 0·120 63 60• TI03 05
-
If",,--.....~
- 40·220 0 120 63 100 Tl 11 10
~
~/~
L_,J
•
'n
L_J
' .
..J
- -
6HVUNDtU - Q
r
3_1_3_0_80_1_H_,.-~~~~~~~~~Th-e-rm~o-m~e-te-r~~~~~~~~~~~-P,-a
• • Page 2 (2)
Fig
. Scale t.enom
Code
llem
OF or: l L1 No.
w
e: :::s
·- ~ 100
1300 0-650 100 115 Tl60 06
~CF-'h
- ~ .
L
-~ -
[ }]
tP- t
-
53-
L1
L1
'-
-- •I• ,_ •I•
07 Pocket t 15 07
100
1300 0 650 65 215 I I 61 08
,@
~
,-,
- = ~
Pocket 215 09
Plal& Pressostate, Thermostate 31308-02H
Page 1 (2) Difference Pressostate and Pressure Transmitter
(Please see "Sensor List on final c:rawings")
General
Fig. and Description Range Code L Item No.
0·8 bar PSL22 01

0 0
PAL 10
~ -
" 0 PAl..22
6 18 bar PAL 70 02
0 0 PAL 24
~ -
j_lf\. 10-35 bar 03

I.!\
1·10 bar PAI 40 04
Pressostate
. --
0 0 20 so-c fAL 10 2m 05
-• ,. Sm 06
0
so-roo-c 2m 07
0
•
r.
Sm
am
08
09
lJ"\
-
~
I
. 10 12o·c TAH 12 2m 10
I
"U' TSH 12 Sm 11
TAH 20 Sm 12
L TSH22
Thermostate
0.2·2.5 bar PDAH 21·22 13
!..'.:.. - 0
-0
- 0
0 0
-
ol~.n..
LI
Difference Pressostate
31308-02H Pressostate, Thermostate PlalO
Pagr. 2 (2)
Difference Pressostate and Pressure Transmitter
General
Fig. and Desct1p1oon Range Code L Item No
0 10bar 14
o o1 PT 31
t--
r-·
0 6bAr PT 10 15
0 0
0-10bar PT 22 1G
0 0 0 15bar PT 40 17
... " ... - .......
0·16bar Pl 70 18
0 40 bar 19
O 400 bar 20
Pressure Transm111er
-
-- Needle Valve w11h 318" p,pe 1hread 25
- Needle valve wilh 112· pipe lhread 26
-
Needle Valve
~HYUNDO• -~
1:::::,
Plate
P,ge 1 (2)
Instrument Panel 31309-17H
l23/30
,,_
........ --
6tM ··-
·-
I
11
Il11l J6
11 11 11 11 11
•2
..
•J
11 11 11 II I l
lJ+5-J
Pl 01 11 cool tng water. 1nlet to iir cooler

Pl 10 tH tool \1'19 water, in1eL engfnt
Pl 21122 ltAlr\till11'19 oil, ,nletloutltl to hller
Pl 23 lvb. en. lelet to turnocl\lr9tr
Pl 31 Charge cur. ovtlet ftOII cool tr
PI.O. lutloil. inlettotr191ne
Pl~(•) Moll. cool. oil. inlet to futl Yaht$
( •) If nozzle coolint oW awl,ed onty
.o cSOS
r>.
6HVUMJOI -,:::::,
I 31309-17H I Instrument Panel
L23/30
Item
Description Q'ty
No.
01 HOUSING FOR PANNEL 1
02 BRACKET FOR PANNEL 1
03 PRESSURE GAUGE Pl 011 1
04 PRESSURE GAUGE Pl-101 1
05 PRESSURE GAUGE Pl 21 221 1
06 PRESSURE GAUGE Pl 231 1
09 STOP VALVE 3
10 STOP VALVE 3
11 3 WAY VALVE 1
12 FLEXIBLE HOSE 3
13 FLEXIBLE HOSE 3
14 RUBBER DAMPER 4
15
16
NAME PLATE
NAME PLATE_1FRESH WATER)
- --
1
1
17 NAME PLATE 1
18 NAME PLATE 1
·-
19 NAME PLATE
NAME PLATE
- 1
1 -
~~ NAMEPLATE- 1
22 NAME PLATE 1
23 NAME PLATE 1
24 NAME PLATE 1
25 NAME PLATE 1
>---
26 NAME PLATE 1
27 NAME PLATE- 1
28 NAME PLATE 1
29 DAMPER 1
30 CONNECTOR 1
31 CONNECTOR 1
32 DAMPER 1
33 CONNECTOR 1
34 CONNECTOR 1
35 CONNECTOR 2
36 CONNECTOR 1
37 PIPE <,68 x 1.5 x 300 1
38 NUTM6 8
39 SPRING WASHER MS 8
40 MACHINE SCREW M3 x 6 40
41 HEAD CAP BOLT MB x 30 1
42 STUD BOLT MB x 30 3
43 NUT MB 3
44 SPRING WASHER MB 4
45 NAME PLATE(SEA WATER) 4
v2.so - esos
SPEED CONTROL SYSTEM - TOOLS PLATE 31351-02
0146
r>.
-,::::::,
SPEED CONTROL SYSTEM - TOOLS PLATE 31351-02
Item No. Designation Benaovnetse
0146 Spanner for adjsuting N0glc for indstilling

the overspccd trip a f overs peed
.....
'
,::~::,
"2 !"I
........ ....,.......
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~
----1~P_;._·_~1_2>~.._~~~~~~~La--m-bd~a_c
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o_ntr~o_11_e_r~~~~~~~IL50~9-1_0
L23/30
0
lJJtr ,
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• ---..........___ (·)1
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-
I I
I I
I I
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I I
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' '
... _
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94.29 • ESOS.V
/: HVUNDOI - ~
Plate
50910-01H Lambda Controller Page 2 (2)
L23/30
Item Nem
No. Qty. Dealgn1Uon BenevntlM No. Qty. Deolgnallon l.n•vne11•
019 1/E Regulating orm, Roguloringsarm,

compa.t, komplet
020 1/E Plck·up, Piclc·up,

Incl. alffve Incl. afslandllring
032 1/E Lim- c:y11.-, Llmbdac:ytlnder.

complete komplel
When ordering Ill*• perll, - allo - 500.50. Ved bostilllng af re-e, se ogu si<le 500.50.
• Only avallallle aa pen of a epera pana kN. Kun Ulga,ngellg som en del al et rese<Vedeissalt.
Qty.IE • Oly.lEnglna Antal/E • Anlal/Motor
94.29 • ESOS.V
STARTING AIR SYSTEM 314.01
DES CR I PT! ON Ed it ion 1 SH
The engine is started oy means of a built-on air starter motor.

Starting systems incorporating an air 1110tor can be devide~ into two systems.-
a power system and a control system.
The purpose of the power system is to supply the air starter motor with clean,
oleaginous air at 9 bar.
The purpose of the control system is to convert ele~trical start signals into
a pneumatic activating of the air starter motor. Furthermore the control sy-
stem is eQuipped with a manual pneumatic emergency starter valve, a cylinder
for fuel oil limitating at start, overspeed device and a solenoid valve for ac-
tivating of the jet assist system (see section 313).
The starting system built-on to the engine ccmpr ises- the following main com-
ponents (Fig. 1):
Dirt seperator
To avoid dirt particles and condensation water in the air system, a dirt sepe-
rator equipped with a drain valve is mounted in the inlet line, and thereby
earns the purpose to avoid malfunctions due to clogging up, wear or seizure of
the components.
The intervals between cleaning and draining will depend on the condition of
the air in the main supply system, and has therefore to be determined accor-
ding to service experience gained with the parti~ular plant.
On-off valve
The on-off valve is a pneumatic 2/2 valve with spring return.
Air starter motor

The air- starter motor is a Turbine rotor motor with gear box. safety clutch and drive
shaft with cmron.
During the starting seQuence the drive pinion is engaged to a ring gear on the
fly wheel.
-~
,::::,
Start va Ive
The start valve is a pneum.:itic 3/2 valve equipped with a solenoid for remote
contro I.
Emergency start valve
The emergency start valve is a pneumatic 3/2 valve for manual operation.
This valve will make it possible to start the motor in case o( a power failure.
Overspeed device
The engine is equipped with a stopping device which starts to operate if the
maximum permissible revolution number is exceeded. This device is fitted to
the end cover of the lubricating oil pump and is driven from the pump through
a resilient coupling (see section 313).
Stop cylinder
The engine is fitted with d pneumatically controlled stop cylinder which will
stop the engine when the overspeed device is activated (see section 313).
Solenoid valve
The solenoid valve is a pneumatic 2/2 valve equipped with a so leno'id for re-
mote control. The solenoid is activated from the smoke 1 imitatjon' system (see
section 313).
PNEUMATIC OPERATION (See Fig. 1)

When the start valve (E) is opened by the remote controlled solenoid, air will
be supplied to the drive shaft housing of the air starter motor (C).
The air supply will - by activating a piston - bring the drive pinion into en-
gagement with the gear rim on the engine fly wheel.
When the pinion 1s fully engaged, the pilot air will flow to the on-off valve
(A). The on-off valve will open for starting air from the main starting air
line to the air starter motor and the air starter motor will start to turn the
engine.
,S>
6HYUNDn1 - ~
--
OPERATING Ed i ti on 1 BH
When the engine revolutions exceed approx. 140 RPM, at which firing has taken
place - provided normal conditions - the start valve is closed so as to cut-off
the supply air and to vent the piston cylinder in the drive shaft housing of
the air starter motor and to vent the pilot air from the on-off valve.
A return spring in the air starter motor drive shaft housing will disengage
the pinion from the engine fly wheel gear rim.
A return spring will close the on-off valve resulting in cut-off of main air
supply and the air s tar ter motor stops to crank.
NOTE: Ouring running·of the engine, the air supply to the engine nl.lSt not be
interrupted.
Emergency s la r t
va 1 ve
Emergency start
The emergency start valve is
activated by means of a screw-
driver or similar as illustrat-
ed.
\fARTING AIR SYSTEM 314.04
PNEUMATIC OPERATING Ed it ion 18H
D
J
K -L
A
H
OOilO
Fig. 1
A On·oll valve
H Overspeed device
c Air starter motor Slop cylinder
D Air filter J Solenoid valve
E Start valve K Filler
F Emergency valve L Drain valve

1~.".l
6HYUNDOJ-Q

Edition 01H
MAINTENANCE· ON-OFF VALVE Page 1 (2)
WARNING: Do not attempt any maintenance on the on-off valve until the pres-
sure in the air system has been bled off.
IMPORTANT: The on-off valve should be periodically lubricated as follows:

1. Bleed off the air pressure. Failure to do this could result in personal
injury.
2. Disconnect the No. 4 Huse from the tank at the control air supply port
near the bottom ~f the valve opposite the air inlet. In some installa-
tions, this 1/4" N.P. T. will be plugged. Remove the plug. Squirt about 1
ounce (30 cc) of 10 W oil into the valve through the hose or plug opening.
Reconnect the hose or reinstall the plug.
......_~·10
Disassembly and Reassembly
1. Clamp the Relay Valve in a vise with the Retaining Ring (9) end up.
2. Carefully remove the Retaining Ring. The End Plug (3) should spring out.
If it does not, tap the Valve Housing (1) lightly with a soft hanwner un-
til it does.
2~8
.6HYUNDOI - ~
Edition 01H
MAINTENANCE· ON-OFF VALVE Page 2 (2)
•
3. Remove the End Plug, Spring and Piston Assembly.
4. Remove and discard all used 0-rings, 0-ring Retainer (S), Bumper (7) and
Spring (8).
S. Wash all other parts in a clean, nonflammable solvent.
6. Using O·ring lubricant, lubricate and install the new Piston 0-ring (4)
and the new Upper Piston O·ring (6) on the Piston (2).
NOTE: The Upper Piston O·ring is slightly larger in diameter than the
End Plug O·ring (11).
,. Turn the Piston over and insert the new Bumper.
o. Using 0-ring lubricant, lubricate and install the new End Plu~ Seal
0-ring (10) and the new End Plug O·ring (11) on the End Plug (3).
') . Lubricate the lower small bore of the Valve Housing (1) with 0-ring lub·
ricant.
10. Insert the Piston Assembly into the Valve Housing. Push on the Piston un·
til the Piston 0-ring seats against the beleved face.
11. Install the new 0-ring Retainer (5) with the large opening over the Piston
0-ri ng.
12. Place the new Piston Spring (8) on the Piston.

11. Place the End Plug Assembly on the Piston Spring.
14. Using a press to hold down the End Plug Assembly, install the End Plug
Retaining Ring (9).
~ :J I
I\ HYUNOOI - Q
Wori<ing Catd Overhaul, Test and Inspection of Turbine Starter 513-01.30
I Page 1 (9) Edition01H
L23/30
Safety precautions: Speclal tools:
• Stopped engine Plate no Item no Note

• Shut-off startlng air
O Shut-off cooling water 52006 261 20 • 120 Nm.
O Shut-off fuel oil
O Shut-<>ff cooling oil
O Stopped lub. oil circul.
Description:
Disassembly. overhaul and assembly of the air

starter. Hand tools:
Allen key, 4 mm.

Allen key (long), B mm.
Screwdriver.
Starting position: Big screwdriver.
Chisel.
All connections to the air starter have been re- Retalning ring pilers.
moved. and air starter Is removed. Plastic hammer.
Lubricating oil.
Copasilp or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool .
.... '
Manpower: Replacement and wearing parts:
Wor1<1ng time 4 hours Plate no Item no Oty/

Capacity 1 man
See plate 51309.
Data:
Data for pressure and tolerance (Page 500.35)

Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)
,6.38 · ESOS-G
~HYUNDOI-~
513-01.30 Overhaul, Test and Inspection of Turbine Starter Wonting Card
P•ge 2 (9)
I
Edi1lon01H
L23/30
General Information
1) Always mark adjacenl parts on the hOusing

exhaust cover (1). motor housing (BJ, lnterrneciate
gear case (13). gear case (28) and drive housing
(40) so these members can be located in the same
relative poshion when the starter is reassembled.
Note: Do not disassemble the starter any further

than necessary lo replace worn or damaged parts.
Never reuse old seals or 0-rings.
Never wash the inertia drive In a solvent.
2) Do not remove any part which Is a press ltt In

oron a subassembly unless the removal of that part
is necessary for replacement or repairs.
3) Always have a complete set of seals and O·

rings on hand before starting any overhaul of the Fig I
turbine starter.
4) When grasping a part in a vice. always use 5) Remove lhe deflector retaining screw (5).
copper-covered vice jaws to protect the surface of deflector retaining spring (4) and the splash denec-
the part and help prevent distortion. This Is parneo- tor (3) from the housing sxnaust cover (1 ). See fig
larfy true of threaded members. 2
Housing Exhaust Cover, Motor Assembly, and

Motor Housing
s
1) If replacing the motor assembly (12). remove
both housing plugs (1 O) and drain the oil from the
gearing before beginning disassembly of lhe starter.
Inspect the magnetic housing plugs ( 10) for metal
particles. Very fine metal particles are normal. Re·
move particles and reinstall plugs. Large particles or
chips are an indication of a problem. Disassemble
gear case (28) and inspect.
2) Using a screw driver, unscrew the exhaust

cover (67) from the housing exhaust cover (1).
Fig 2.
3) Using an 8 mm hex-head wrench. unscrew
and remove the starter assembly cap screws (6)
and washers (7), See fig 1. 6) Tap the motor housing wtth a plastic hammer
to dislodge it from the Intermediate gear case (13).
4) Pull the housing exhaust cover (1) from the
motor hOusing (8). To dislodge the housing exhaust 7) Grasp the rear oft he motor assembly (12) and
cover, rotate tt until the ears clear the motor hous- pull It from the rear of the motor housing (8).
ing. Using a plastic hammer, tap the ears alternately If the motor assembly (12) is difficult to remove.
until the housing cover can be removed from the lightly push the motor pinion which Is on the front of
motor housing. the motor assembly toward the exhaust side of the
motor housing in order to free the motor assembly.
96.38 · ESOS-G
2~
/~HYUNDOI- ~
513-01.30
Working Card Overhaul, Test and Inspectionof TurbineStarter
I Pago3 (9) Edition01H
L23/30
gear case (13). See fig 3.

8) Tap the intermediate gear case (13) with a
plastic hammer to dislodge tt from the gear case 13) Remove the plani,t gear frame assembly from
(28). the intermediate gear case. Using a sleeve that
contacts the outer race of the front gear frame
9) Position the intermediate gear case (13) on a bearing (17), press the planet gear frame shalt seal
bench In a copperfaced vice so that the intermediate (16) and the front gear frame bearing (17) from the
pinion (26) Is secured In the Jawsof the vise. Tighten front end and out of the rear of the intermediate gear
the vice only enough to hold the intermediate pinion case.
securely.
14) Remove the rear gear frame bearing (24) from
1 OJ Loosen the intermediate pinion retaining screw the planet gear frame (18), using a bearing puller
(27) 1-1/2 turns only. Do not remove. and remove the gear shalt retaining washer (23).
588 fig 4.
warning: It the Intermediate gear case Is not sup- Remove the planet gear shafts (22). planet gears
ported on a bench and H the Intermediate pinion (19), planet gear bearings (20) and bearing spacers
retaining screw Is completely removed. the Interme- (21).
diate gear case and compoments could fall causing
Injury. 15) Remove the front bearing spacer (25), using a
bearing puller and the gear shalt retaining washer
11) Tap the Intermediate pinion lightly to back the (23) from the front of the lanet ear frame b
planet gear frame assembly out of the Intermediate
gear case.
12) Remove the Intermediate gear case assembly

from the vice and remove the Intermediate pinion
(26). Remove the rear gear case 0-ring (14) and
front gear case 0-ring (15) from the Intermediate
24
25
Fig 4.
pressing on the front of the planet gear frame shalt.

Remove the gear shalt retaining washer only if the
washer or front bearing spacer is damaged.
Drive Housing
1) Grasp the drive pinion (63) in a copper-faced
l6.38 · ESOS-G
/~HVUNOOI - ~
513-01.30 Overhaul, Test and Inspection of Turbine Starter Wooong Card
Edition01H Page 4 (9)
L23/30
vice with me starter supported on the workbench . Note: Do nol remove the front drive shaft bearing
•
(42) or the drive housing_se,al(43) unless replace-
2) Remove the drive pinion relaining screw (61) menl is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged
when removed from the drive housing.
3) Remove the starter from the vice.
15) Remove the piston ring (55) from the piston
4) Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16) Press the clutch spring cup (50) down and
5) Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17) Remove the clutch spring cup and clutch
6) Unscrew the drive gear screw (34). Using an spring (51).
impact wrench with a 5/16" (8 mm) x 8" (203 mm) log
hex Inserted Into the end of the drive shaft. 18) Remove the two clutch jaws (52).
7) Unscrew and remove the drive housing cap 19) Remove the front drive gear bearing (30).
screws (38) and tock washers (39). drive gear cup (36). drive gear lock washer (35),
drive gear screw ring (37) and drive gear screw (34).
8) Tap the drive housing (40) wtth a plastic
hammer to help dislodge tt from the gear case (28). 20) Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could
resutt in Injury to personnel. 21) Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9) Place the drive housing (40) In an arbor press. bearing needs to be replaced, proceed as follows:
piston end up. Apply a toad to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in lhe drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) off
10) Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver and the arbor press.
22) Place the gear case (28) on a workbench.
Csutlott. Make sure the tension of the spring pushes
the bulkhead out of the drive housing before remov- 23} Remove the drive gear bearing retainer (32),
ing the drive housing from lhe arbor press. using retaining ring pliers and working through the
access holes In the gear web. See fig 5.
11) Remove the bulkhead (46) from the piston
(54). 24) Pull the drive gear (29} out of the gear case.
12) Remove the outer bulkhead ring (47) and the Note: Do not disassemble the drive gear and clutch
inner bulkhead ring (48). parts of the turbine powered starters. If the drive
shaft is defective, install a new or factory-rebuilt
13) Slide the drive shaft (57) from the drive hous- unit.
ing (40).
25) Remove the drive gear shaft bearing retainer
14) Pull the piston return spring (59) off the drive (33), using retaining ring pliers.
shaft.
26) Remove the rear drive gear bearing (31) from
the drive gear.
96 38 • ESOS·G
~~
bHVUNOO•-~
513-01.30
Worl<ingCOid Overhaul, Test and Inspection of Turbine Starter
I Page 5 (9) Edi1ion01H
L23/30
5) Install the drive gear bearing retainer, using

retaining ring pliers and wor1<ing through the access
hOles in the gear web ..
6) Lubricate the drive gear with approximately

240 ml of Ingersoll-Rand No. 28 lubricant.
7) Press the rear drive shaft bearing (58) onto

the drive shaft. ·
8) Slide the small bearing retainer. convex side

first, onto the drive shaft. Press it Into position In
accordance with the instructions packaged with the
new retainer.
9) Assemble the drive gear Schrew (34), drive

Fig 5. gear lock washer (35). drive gear cup (36) and drive
gear screw O·ring (37).
Assembly of the Starter 10) Grasp the drive shaft (57) In a vice. external
splined end down. Place assembled drive shaft
1) Always press on the Inner ring of a ball bearing screw Unit into the drive shaft, screwhead down.
when Installing the bearing on a shaft. Lubricate the inside diameter of the drive shaft with
Ingersoll-Rand No. 28 lubricant.
2) Always press on the outer ring of a ball bearing
when pressing the bearing In a bearing recess. 11) Slide the drive gear bearing (30) Into the drive
shaft.
3) Whenever grasping a part in a vice, always
use leather-covered, copper-covered vice jaws to 12) Lubricate with Ingersoll-Rand No. 28 lubrlcant
protect the surface of the part and help prevent and Install the driving clutch Jawteeth facing up and
distortion. This Is partlcular1ytrueofthreaded mem- driven clutch Jaw teeth facing down Into the drive
bers. shaft.
4) Always clean every part, and wipe every part 13) Insert the clutch spring (51) Into the drive
with a thin film of oil before Installation. shaft.
14) Insert the clutch spring cup (SO) into the drive
Gear Cese shaft.
1) Place the drive gear bearing retainer over the 15) Press the inserted parts into the drive shaft,
rear end of the drive gear. and Install the clutch spring cup retainer (49).
~ 2) Press the rear drive gear bearing (31) onto the
""'
.{
rear end of the drive gear. using an arbor press.
t
1 3) Seat the rear drive gear bearing into the gear
'
b case by tapping the opposite end of the drive gear.
~ using a plastic hammer.
4) Install the drive gear shaft bearing retainer

(33), using retaining ring pliers.
96.38 · ESOS-0
6HYUNDO•-~
513-01.30 Overhaul, Test and Inspection of Turbine Starter Worlung Cord J
Page 6 (9)
Ed~ion01H
L23/30
Note: If tt is necessary to replace the drive l}ousing 25) With the drive hOusing in the arbor press,
(40) and drive components, make sure that the press down on the rear tacE; of the piston.
piston seal has been removed from the rear of the
new piston (54).The piston seal must be removed to Note: Feel the underside of the drive housing 10
prevent pressure build-up which will cause move· make sure the drive shalt passes through the bear·
ment ol the planet gear frame shaft seal (16). If this ing.
conditions occurs, the piston cannot retract and the
drive pinion (63) will remain in engagement with the 26) Install the bulkhead retainer (45). using a
flywheel, causing damage to the starter drive train screwdriver.
and/or starter motor. To remove the piston seal,
insert a screwdriver inside the lip of the seal and pry Warning: Make sure the bulkhead retainer Is prop·
tt loose from the piston. erty seated In the motor housing groove before
easing off the arbor press. Failure to do so will allow
16) Install the piston (54) onto the drive shaft until Improperly retained parts to separate when re·
the rear drive shalt bearing seats into the piston. moved from the arbor press resulting in injury to
personnel.
17) Coil the large drive shalt bearing retainer (53)
Into the groove of the piston to retain the outer race 27) Remove the drive housing from the arbor
ol the drive shalt bearing. using a thin flat blade press.
screwdriver to assist In this operation.
28) Lubricate and install the drive housing O·ring
18) Lubricate the piston O·ring (55) and Install tt in ( 41) in the groove of the drive housing.
the groove of the piston.
29) Position the assembled gear case on a wort<·
19) Position the drive hOusing in an arbor press. bench. The as-sembled unit must be upright to
pinion-end down and install the drive housing seal accept the drive housing.
(43) Into the drive housing. Using a pressing sleeve Carefully position the assembled drive housing ( 40)
of the proper size, press the seal Into the drive onto the gear case so as not to damage the piston
housing so that the llp of the seal laces away trom seal. Align the punch marks of the gear case and
the drive pinion. drive housing.
20) Press the bearing into the drive housing until 30) Install the drive housing cap screw lock wash·
It seats, using a sleeve that contacts the outer race ers (39) and the drive housing cap screws (38) and
of the front drive shaft bearing (42). Drop the piston tighten to 28 Nm torque.
return spring seat (60) on top of front drive shaft
bearing. 31) Tighten the drive gear screw (34) 77.3 Nm
torque, using an impact wrench wtth a 8 mm x 203
21) Slide the piston return spring (59) onto the mm long hex inserted into the end of drive shaft.
drive shalt and snap tt Into the front of the piston so
that tt Is against the large driVe shaft bearing retainer 32) Grease and slide the pinion spring (65) and
(53). the pinion spring sleeve (64) over the pinion end of
the drive shalt.
22) Lubricate and insert the assembled drive shalt
Into the drive housing. 33) Grease the pinion end of the drive shalt and
Install the drive pinion (63).
23) Lubricate and install the outer bulkhead O·
ring (47) and the Inner bulkhead O·ring (48) on the 34) Grasp the drive pinion In a copper-covered
bulkhead (46). vice with the starter supported on a workbench.
24) Slide the bulkhead onto the piston. 35) Place the drive pinion washer (62) onto drive
pinion retaining screw (61).
96.38 · ESOS·G
';? ·(I";
fj,HVUNQl\1 - Q
WorlungCard
Overhaul, Test and Inspection of Turbine Starter 513-01.30
I Page 9 (9) Edirion01H
L23/30
20) Install the bottom housing plug (10) and the Measure the dimension from the face of the drive
housing plug inlet boss (11 ). Put the starter on Its shaft pinion (63) to the face of the mounting flange.
side with the side plug hole upward. Add 175 ml It should be 69.0 +2,0 mm).
automatic transmission fluid through the side plug
hole. Remove the pressure from the "IN" port. Measure
the distance fonn the face of the drive shaft pinion
Csutlon: Do not overfill. to the the face of the mounting flange. It should be
Install the side housing plug (10) and tighten all 45.0 +2.0 mm.
plugs to 6.8 to 13.6 Nm torque.
4) Motor Action: Secure starter In a vise and
apply 90 pslg (6.2 bar/620 kPa) pressure using a 3/
Test and Inspection Procedure 8" (9 mm) supply line to the Inlet of the motor. starter
should run smoothly.
1) Clutch Ratcheting: Turn the drive shaft pin-
ion (63) by hand in the direction of the starter 5) Motor Seals: Plug the exhaust and slowly
rotation. The clutch should rachet smoothly with a apply 20 pslg (1.38 bar/138 kPa) pressure to the
slight clicking action. Inlet of the motor. Immerse the starter for 30 sec·
onds ino non-flammable, bubble-producing liquid. If
2) Motor and Gearing Freeness: Turn the drive the starter Is properly sealed, no bobbles will ap-
shaft pinion (63) opposite the direction of the starter pear.
rotation. The drive shaft pinion should tum by hand.
6) Gear case Seals: Plug the exhaust and slowly
Note: Inadvertent application of air pressure to the apply 20 pslg (1.38 bar/138 kPa) pressure to the
"OUT" port will result In drive malfunction (pinion will Inlet of the motor. Immerse the starter tor 30 sec-
tall to retract). If this condition occurs, loosen the onds In o non-flammable. bubble-producing liquid.
drive housing cap screws (38) to vent gear case
(28). Also. loosen housing plugs (10) and (11) to There should be no leakage in the housing joints in
vent motor. the gear case area or In the shaft seal In the
Intermediate gear system. If the starter Is properly
3) Pinion Engagement: Apply 50 pslg (3.4 bar/ sealed, no bubbles will appear.
345 kPa) pressure to the engagement "IN" port.
drive shaft pinion (63) should move outward and air 7) Confirm Drive Rotation: Apply low pressure
should escape from the ·ourport. to the motor and observe rotation. Drive pinion (63)
must rotate in the direction stamped on the name-
Plug the "OUr port and apply 150 pslg (10.3 bar/ plate. Chamfer on pinion teeth should be on the
1034 kPa) pressure to the "IN" port. Check and trailing edge of the gear tooth.
make sure that no air is escaping.
96 38 · ESOS,G
L~HYUNOOI - ~
Wotking Card Overhaul, Test and Inspection of Turbine Starter
513-01.30
I Poge 7(9) Edition01H
L23/30
Note: The thread on the drive pinion retaining screw Note: Do not move or turn over the planet gear
is right-hand thread. • frame until step 6 and 7 have been completed.
Movement of the plape! gear frame assembly could
36) Install the drive pinion retaining screw Into the dislodge assembled components. making tt neces-
end of the drive shaft and tighten It to 108.5 Nm sary to repeat step 5.
torque.
6) Install the other planet gear shaft retaining
washer over the shaft atthe rear ot the planet gear.
lntennedlate Gear Case, Motor Housing, Motor
Assembly and Housing Exhaust Cover 7) Press the rear gear frame bearing (24) on the
shaft at the rear of the planet gear frame. using the
1) Press the front gear frame bearing (17) into proper size bearing Inserting tool.
the rear of the Intermediate gear case (13). using a
bearing pressing tool of the proper size. 8) Slide the planet gear frame assembly, cou-
piing end first. Into the rear of the Intermediate gear
2) Press the planet gear frame shaft seal (16) case (13), making sure that the planet gears mesh
Into the rear of the Intermediate gear case over the with the ring gear. Use care so as to not damage the
front gear frame bearing. using a sleeve which seal.
contacts the outer ring of the seal.
9) Install the lntennediate pinion (26), making
Note: Make sure the flat side of the seal Is installed sure that the notches at the rear ot the pinion align
against the bearing. with the notches and tangs in the shaft of the planet
gear frame.
3) Install the rear gear case O·rlng (14) In the
groove at the rear of the Intermediated gear case 10) Clean the threads ot the Intermediate pinion
and the front gear case O·ring (15) In the groove at retaining screw (27) and apply 2·3 drops of
the front of the intermediate gear case. Coat both O· Permabond HM 118 to the threads approximately 3
rings. mm from the end of the screw. Install screw and
tighten enough to hold assembly together.
4) Install one gear shaft retainingwasher(23) on
the front of the planet gear frame (18). Press the 11) For final tightening, posnton the Intermediate
front bearing spacer (25) on the front shaft of the gear case so the intermediate pinion is secured In
planet gear frame to hold the gear shaft retaining the jaws of the copperfaced vice. Tighten the inter·
washer snugly in pcshlon. mediate pinion retaining screw to 122 Nm torque.
Note: Coat the front bearing spacer with gear Lube 12) Remove the intermediate gear case from the
before Installing It. Be careful notto gouge or scratch vice and set It on a bench.
the front bearing spacer during installation as this
could result in leakage between the planet gear Note: The lntennediate gear case will work in only
frame and gear case. one orientation.
5) Place planet gear frame on a bench, shaft side Align the punch marks on the intermediate gear
down. Place the planet gear bearing (20) inside of case and gear case and tap the intermediate gear
planet gear (19). Place bearing spacers (21) on top case wtth a plastic hammer until it seats in the rear
and bottom of bearing and gear. Slide the compo- of the gear case. Make sure the intermediate pinion
nents into the slots in the side of the planet gear meshes with the drive gear.
frame. Align holes in spacers and bearing wtth holes
in planet gear frame and insert planet gear shaft Coat the O·rlngs on the motor assembly and the
(22), integral keyed end down, through the spacers inside of the cylinder before Installing the motor
and bearing so that the larger portion of the keyed assembly.
end of the shaft contacts the planet gear shaft
retaining washer (23). Repeat the procedure for the
two remaining planet gears and components.
%38·ESOS·G
~HYUNDO•-~ i
I
513-01.30
Edition01H
Overhaul, Test and Inspection of Turbine Starter Wortung Canl
Paga 8 (9) I
L23/30
22 14 20 40 46
6 7 8 23
Fig 6. Turl>in• Start.,.
13) Install the motor assembly through the rear of 16) Coatthe exhaust cover seal (2) and Install It In
the motor housing with the geared end of the rotor the groove on the housing exhaust cover.
toward the front.
17) Align the punch marks on the housing exhaust
Note: Tum the Intermediate pinion so that the gear cover with the punch marks on the motor housing
on the rotor meshes with the planet gears. Make and tap the housing exhaust cover with a plastic
sure that the rear of the motor assembly is installed hammer until ii seats.
flush with the rear of the cylinder.
18) Install the housing exhaust cover on the rear
14) Align the punch marks on the motor housing of the motor housing using the starter assembly cap
with the punch marks on the intermediate gear case screws (6) and cap screw washers (7). Use an 8 mm
and tap the motor housing with a plastic hammer hex-head wrench to tighten each a little at a time to
until It seats on the rear of the Intermediate gear a final torque of 61 to 68 Nm increments.
case.
19) Mount the exhaust cover (68) on the housing
15) Install the splash deflector (3), deflector re- exhaust cover (1).
taining spring (4) and defleclorrelaining screw (5) in
lhe rear of the housing exhaust cover. Note: Use lntersolf-Rand SMB-441 pipe sealant on
all plugs.
Note: coat the threads of the deflector retaining
screw With Ingersoll-Rand SMB-441 sealant.
96.38 · ESO,S·G
2..1'~
I ~· .:.:._3) _j_
-P-•ge-1(
ne Starter
D,
~li~~b~~~~- ____
1;:::1
HVlJND4I1:5~1~30~9-~011
- ~ HH
-
- -
L23/30
~
',..
I
I
)
•
~
4
'>6 26. ESOS·G

'2.-~..,
6HVUN""I - ~
151309-01H I Turbine Starter Pia•

Page 2(3)
L23/30
ltom I tom
No. Qty. 0..ign•tlon Ben•vn&IN No Qty. 0Nignetion Ben•VMIH
014 11$ Houaing ••hauet Hus for udstacts· 254 11$ e.. rlng 1pac• '-",Jamollomstykl<e
cover dalksal
2tl6 1/S Pl•n•t gee, •h•fl Planotgoaral<sal
02$ 11$ Exh•u•t cover •NI Ta>tn,ngsting lor
ucls ... dsdakHI 278 21$ GNr 1h•h retelnw Spa>ndoringuklva lor
WM her gearaksal
038 11$ SplNh dtfl.ctor Stankdallaktor
291 11$ Rear g .. , tram, Bagarslllgear11Sllaie
051 11$ Oeflec:tor return R111,rl,adar lordellaklor b-lng
1pring
301 11$ Front beering 1p,c., Fo,resl8gearsu.llaJ&
063 1/S Oeflec:lor retaining Sp•ndasklwlor
•«- do"ol\"" 313 11$ lntermedlatepln,on Mllamtandijul
O'TS Stertw .. ,,mbly Clip D•k11l1kru1 lor 325 11$ lntermedlete pinion Spa>ndo1lwalor
41$
,er_ montage af swter retaining ,crew mollam!Md11ul
or, 41$ Cep ,crew wa,her Sluva lor d•ksolakrue 337 11$ GeercNe Gearlulua
090 11$ Motorhou1lng MolO(hua 349 1/$ Oriv,g,,r Onvgoar
109 11$ Hou1lng plug Prop Ill motorhu• 350 11$ Front drive g11r Forroa"' dnvg&otl&J8
bearing
110 11$ Hou1lng plug lnl•I Tilg1ngskr>1St lor prop
bON Dlmotomu, 362 1/S Rear drive geer Bagar111 dnvgoa~a,e
bMrlng
122 11$ MotoraMambly Motoraamllng
374 1/$ Drive gNr be1rlng Speondskrut lor
134 21$ Cylinder o-ring 1HI. O·ring11a11n,ng lor ret.Jner dnvgoaritj9
cylinder
388 11$ Drlvo gHr 1h1h Spt111ndskruo lor
14e 2/S Hou1lng o-rlng 1111. O-rings1SOtn1ng lor be«ing r1t1ln.,. dnvgoa,o1<so11e,e
motorhus
398 11$ Orlve g11r ,crew Onvgearalw&
158 1/S
.....
ln11rmedlat1g11r Moil4mgearlwae
408 1/S Orive gHr lock
wuher
Skivo lor drlvgoar
171 115 Rear g11r oa11 o-ring Bagerate geall<asaa c-

~ 421 11$ Drive gHr cup o.. klel lor dnvgoar
183 !IS Front gear cNe e- Fo,r11te gearka.111 e- 433 11$ Drive gNr ,crew~ 0-nng lordnvg<1atskrue
ring ring ring
185 11$ Pl1n1t g11r tr1m1 Ta>tn,ngstinglor 445 8/S Orfv1hou1lng ~p D"'ksol,krue lor
1halteool. plano1goarakaolstal IC<OW dnvgear
205 11$ Spocorring Alstandsnng 457 8/S Drive hou1ing c.p Sk1vo lor dalkselskruo bl
•cr.w Ioelew11her dnvgeamu,
217 11$ Front gNr fr1m1 Fom11tage811tallo,e
bearing 468 1/$ Drive houoing kit Onvgeart..s
229 1/S Plan.I geM frame PlanefVH.r,"'I 470 11$ Drive hou1ing o,.ring O·nng for dnvgearhus
Fronl ahalt b1arlng '!

230 1/S PlanotgMr Pl1ne~ 482 11$ Forreste akseMeje
8
242 11$ Pl1n1t gNr ""di•
roller
NAleval1e for planet·
gear
494 11$ Drive hou,ing ,..,. T•tning...,nglor
ctivg oathus !
~
N
~
0
When ordoring 1poro p..U, aeo allo pogoS00.50. V&d bnliling al roservodele. so ogs• aide 500.50. I
• Only 1v1i11bl1 •• part of• a pare perta kfL Kun lilgaongeig sorn on del al e1 reMHV9d&lssat.
QtyJ/E •
Qty.JS •
Qty JEngln•
Q1y.1Turb11>0Stertor
Oty.JE
Oty.1$ .
• OtyJMo10<
Oty .ITU<bino11at1ar
96.26 · ESOS·G
::-, -::.1'
~ r
/\ HVUNQl\1 - ~
- ~.
Piao,
Page 3 (3) Turbine Starter j s, 309-01 H j
l23/30
Item Item
No Qty. ONlgnellon No Qty, Oetignarion Benmvnel1e
504 1/S Orivehoueing vent .t.flult111ngsproptor 768 Spate part.a kit. incl. Reservedelssmttnkl.
plug .-.vgeorhu• Item 026, '34:146, ,rem 026, t34, 146, 17t •
171, 183, 195, 205, 183, 195,205,217,254.
516 1/S Bulkheadretain... Skotholdor 217, 254, 278,291, 278, 291.301. 470, 516.
301,470,51&,541, 541, 553, 624, 685 og
528 1/S BulkhNdklt 553, 624, 685 ond 697 697
541 11/S Outer bulkhe1d o- Ydre ~ot o·ring

rlng
553 115 Inn., bulkhNd o,.ring Inch skol o r1ng
565 1/S Clutch eprlng cup Fjeclanalleri<enholder

r•t•lner
5n 11$ Clutch oprlng cup FJ0d0<1allffl&n

589 11$ Clulch oprlng Koblingsj&der
590 1/S Clutch )ow kit l<Dblingssat
600 1/S Urge drive eh1tt Stor te101pa>ndonnglor

bt1rlng retelner dnvakstl
812 11$ Ploton kit St&mpetsa>r
824 11$ Pioron o-ring StemptlO·Mg
636 1/S Orlvo ohoh kit Onvakstlsar
648 1/S R11r drive 1hah BagerstodnvakseMeJ•

beorlng
661 11$ Pl11on return apring Stem~rorurtjeder
673 1/S Soot s-.ng

685 115 Drive pinion retain· T an<Jljutsspa>noo
lng1crew skrue
697 1/S Drive pinion w·uher Ta111ll1fUIHkivo
781 1/S Orivo pinion Tandhjul
707 11$ Pinion1pringalNve Tandhjutsb.. n1ng
719 1/S Pinion aprin; Tancllfulsf)eder

720 1/S lnlol Hongo kit nlgangsflanges,.,
7~ 315 Cover Oaollsel
744 1/S Self drillingecrews Selvborende skruer
756 1/E Turblneat•rter, Turblnestal1er, kompJet

complete
When orderingaper• part.a, 1ee et.o peg• 500.SO. Vod besllllng al restrvedel•.so ogs4 sldo 500.50
=- Ontyaveila.ble •• pert ol a •P•re perta ldl Kun tdgi9ngel,g som en del af et rese,vedefs.siet.
Qty JE = Qty JMotor Qty.IE • Oty.1Mo10r
Qty.IS • QtyJTurbinoStortor Qty.JS • OtyJTurt>oneslaf1or
,626 ESOS-G
6HVUNDOI-~
ON-OFF VALVE PLATE 31451-0IH
0640
0195----
0284 ----~-k~ 0462
1085
0917 0373
r>.
uHVUNQl\1 -r::~,
ON-OFF VALVE PLATE 31451-0lH
Item No. Oesignalion Ben.evnelse
0195 Valve housing Vcntilhu~

0284 Piston Stempel
0373 End plug Endcplade
0462 0-ring 0-ring
0551 o-r 109 retainer 0-ring holder
0640 0-ring 0-ring
0739 Bumper St0dfanger .....
0828 Spring F jeder ~
0917 Retainer ring LAserin<J
1085 0-ring 0-ring
11 74 0-ring 0-ring
2.-r:µ:
.6HYUNDOI - ~
PNEUMATIC VALVE - [HERG(NCY VALVE PLATE 31454-0lH
0291
,...:i~-0102
-~....._ ...... ..,_"-_ 0568
'1-~
6HVUNDQI-~
PNEUMATIC VALVE - EMERGENCY VALVE PLATE 31454-0IH
Item No. ~signalion Benaivnelse
0102 Casing llylstcr

0291 Cover Oa?ksel
0380 Valve bottom Ven ti 1 bund
0479 Piston Stempel
0568 Valve spindle Ventilspindel
-
0657 Jack screw Trykskrue
0746 Pressure disc TrykskivP.
0835 Cover screw Oa?ksels~rue
0924 Spindle nut Spindebotrik
1092 Locking ring Lc\sering
1181 Valve spring Vent i 1 fjcder
1270 Piston sealing ring S tempe 1 lA sering
1369 Gasket Pakning
154 7 Securing ring Sikkerhedsring
6HVUND01-~
SOLENOIO VALVE - STARTING VALVE PLATE 31455-0IH
0993 ----
0804 ----....
0626
0537
. , ....··f •
. . .. ...
••
..
' .: ' :·~ I.
0250
0715
0448
0359
i..1'--6
6HVUNDO•-Q
SOLENOID VALVE - STARTING VALVE PLATE 31455-01H
0171 Casing Hyl ster

0250 Armature Anker
0359 Armature spring Ankerfjeder
0448 Sealing ring LAsering
0537 leadpipe Blyrer
0626 Spool Spole
0715 Spool gasket Spolepakning
0804 Indicator mark Indikatorlllil?rke
0993 Nylon nut Nylonmetrik
AIR FILTER PLATE 31459-0IH
13
01 ----~
02°- ~
@:,
04•
~
05
92 50· ESOS
/\HVUND41 -~
,:::::\
AIR FILTER PLATE J1459-0IH
-
No.
01
Qty.
'"'
Deelg-
Tut1'1M-
.............
TwthxkMP
-
No . Qty. DMlg- IN1aYMilM
'"' "---'
--·-
112" ,,.,. peknlng
a• Iii' Fllla•ol-nl
04'
'"' ~..-, Ned<epeluq
0,--
- ,. _
OS Iii' Ceftlerecrew CenlOtOlo.n
DI' 1/F Dnol•-
~
oe•
Iii'
'"'
o..tng
lndulS
().ring -
'--
'"'
10" ().ring ().ring
11
'"' Melo!-
,, '"'1/E Alt"""· _,.,.,. '"'""""'

12 LA,cll,wt
..
Wtfti1ef, lulmjllel
14 1/F R ..... r kll ooNllo.l ol R•-lo-bet1'-

Hom 02. 03, IM, DI, 07, -· •• i.n 02. 03, 04.
0r--·
OI, IOaocl 11 06, 07. 06. 10 og 1S
11'
'"' Dralnwlw
Qty.IE •
• Only-•
Oly.i£n81na.
""'1 o1._. ...,.1111. AnllillE •
lwn ·~aomondololo1,.-uat.
Mia-.
82.50· ESOS
~~~
6HVUNDO•- f==\
LUBRICATING OIL SYSTEM 315.01
A. DESCRIPTION Edition 20H
All moving parts of the engine are lubricated with oil circulating under pres-
sure in a closed system. The lubricating oil is furthermore used for the pur-
pose of cooling the pistons.
The lubricating oil pump presses the oil through a cooler and a filter to the
main lubricating pipe, from where the oil is distributed to the individual
points to be lubricated.
The engine plant is equipped with an electric driven pump for priming the lub-
ricating oil system before starting and when checking the bearings.
Plate 31501, lubricating oil pump.
The lubricating oil pump, which is of the gear wheel type, is mounted on the
end of the engine remote from the flywheel. The pump is driven through a claw
coupling from the free end of the crankshaft, or through a resilient gear
transmission. The overspeed trip (section 13) is fitted to the end cover of
the pump.
The pressure regulator forms part of the lubricating oil pump. Adjustment of
the oil pressure is done by removing the cap nut 0149 and turning the adjust-
ing screw 0416 until reading the pressure stated in section 301, data 303.
Plate 31502, lubricating oil filter.
The lubricating oil filter is a duplex cartridge-type filter with 2 replace-
able paper cartridges 0485 of an initial fineness of 0.030 mm. Nom. fineness
in service ab 0.015 mm.
M The filter is so dimensioned that each side is ab-

le to filter the entire quantity of lub. oil de-
~~ livered by the pump. During normal service it is
recolTIIIE!nded to set the 3-way cock in the midposi-
l tion, using both sides of the filter to obtain a
better filtration of the oil, and a longer life
of the cartridges due to the lower flow velocity
on each side.
In the centre of each side is placed a guide tube
0118, which also acts as a safety filter, with a
fineness of about 0.060 mm.
Both filters in
service.
If the pressure drop across the filter exceeds 1.8 bar, the two small by-pass
valves 0752 placed at the top of each side will open and the engine will run
with only 0.060 mm safety filter 0118.
'"2..~
~HVUNDnl -I:=\
OESCRIPTION Edition 20H
If the pressure drop across the filter exceeds 3.5 bar, the centrally placed
by-pass valve 0930 below the cock will open and the engine will then run with·
out the oil being filtered at all.
To ensure safe filtering of the lub. oil none of the by-pass valves must open
during normal service and the elements should be replaced at• pressure drop
across the filter of 1,5 bar.
When replacing filter elements during operation of the engine, the entire lub.
oil quantity is passed through one side of the filter, while the other is being
replaced, and vice versa.
Operation of prelubricating pump

The separately driven (electric) prelubricating pump must be arranged for auto-
matic operation, ensuring standstill of the prelub. pump when the engine is
running, and running of the prelub. pump during engine standstill in stand-by
position.
Running period of the prelub. pump is preferable to be continuous. If inter-
mittent running is required for energy saving purpose, the timing equipment
~hould be set for shortest possible intervals, say 2 minutes of running, 10
minutes of standstill, etc.
Running
EIIGINE
Stand-by
Running
PRELUB. PMP.
Sund st 111
or
Running
PRELUB. PMP.
Standstill
lnte,...lttent
6HYUNDO•-~
THERMOSTATIC VALVE Edit ion 22H
Plate 31504H
The thermostatic valve is designed as a T-piece whose inlet is through the
cover A under which the thermostatic element 05 is located. The outlet to
the engine is marked "O" and that to the cooler is marked "C".
In the period when the engine is warming up, the oil is by-passed round the
cooler, when the oil from the engine reaches the normal temperature (see sec-
tion 301) a controlled amount of oil passes through the cooler.
The thermostatic element must be replaced if during normal operation, the tem-
perature deviates essentially from that stated in the test report.
The valve cannot be set or adjusted, and it requires no maintenance.
,.
Oescnpno n 315.10
Lubricating Oil Cooler
I Page 1 {4l Ed•tk>n 02H
L23/30
Principle of the Plate Heat Exchanger Every second plate is turned through 180° Itus
means that the double gasket seal occurs around
The built-on lubricating oil cooler is a plate heat every second inlet to the channels between the
exchanger. plates
The plate heat exchanger consist of a number of The plate pack now forms a senes of parallel now
coldpressed plates which are compressed be1ween channels in which the llulds flow in a counter current
a fixed port (head) and the mobde part (follow) by reg1me.
means ol tie bolts.
The plates are made with special corrvgations.

which ensures turbolent flow and high heat transfer
cottic1en1s
Plates
After clamping of the plate pack, the plates • which

are fitted w~h gaskets • ensure an ettearve seal
between flJos ard a!mOSphe(e. In addloo, intem,in ig
of the fluids is eliminated by a double gasket seal
around the inlet ports.
J0.49 • ESOU
6HVUNDO•-~
315.10 OosQ'lpdon
Edlllon 02H
Lubricating Oil Cooler Page 2 (4)
L23/30
Separation Detergents
Cooling and Pressure relief The definition of a suitable detergent is brief and to
the point. Coatings on the plates must be removed
Beforeopening the plate heat exchanger, it must be without damaging plates and gaskets It 1s important
cooled below 40° C, and it must not be pressunsed! not to decomposethe passivating (protective)film ol
stainless steel· the film oontributesto preserving the
Cooling must not exceed 1 o•
C per minute. The resistance of the steel to corrosion.
pressure drop must not exceed 10 bar per minute.
Do not use chlorine-containing agents such as hyd
If these standards are disregarded, the guarantee rocntooc acid (HCI).
will no longer apply.
Exammmmples:
Separation of Edge-Clamped Frame OIL ANO FATS are removed with a water
emulsifying oil solvent, e.g. BP-SYSTEM CLEA·
On oompletion of the procedure "Cooling and Pres· NER.
sure Relief•. separate the frame.
ORGANIC AND GREASY COATINGS are
NOTE: Take care that the follower does not keel removed with SODIUM HYDROXIDE (NaOH) • max.
over I concentration 1.5% - max. temperature 85° C. 1.5%
concentration corresponds to 3. 75 I 30% Na OH per
Loosen the bolts uniformly (max. 1 O mm per m 100 I water.
distance in difference), then push the follower to·
wards to the end of guide bar. FURRINGS ANO SCALE DEPOSITS are re·
moved with NITRIC ACID (HN03) · max. coocentra-
NOTE: When using plate heat exchangers on board !ion 1.5% . max. pressure 65° C.
ships, the follower must be secured in order to avoid
danger during the movements of the ship. t .5% concentrationcorrespons to 1. 75 I 62% HN03
per 100 I water. Nitric acid has an important cons-
Cleaning tructive effect on the passlvaunq film of stainless
steel.
The capacities and resistance to corrosion of plate
heat exchangers depend on the plate pack being Control of Cleaning Fluid Concentration
kept clean. Foulings on the plates can be removed
manually. SODIUM HYDROXIDE (NaOH) sciuuon is titrated
with 0,1 n HYOROCHLLLLORIC ACID (HCI) wrth
Manual Cleaning methyl orange or methyl red as indicator. NITRIC
ACID (HN03) solution is utrateo w11h 0, 1 n SODIUM
Clean the plates wrth a soft brush and a suitable HYDROXIDE (NaOH) with phenolphtale1nas indrca
detergent. In case of thick layers of scale or organic tor.
materials. the plates must be put in a bath of deter·
gent. The concentration of the cleaning fluid rn % can be
caicutated from the trtration result according to the
NOTE: Never use Slee! brush, metal scraper or the following formula:
like.
CONCENTRATION bxnx.m %
A high.pressure cleaner can be used with care · ax 1 o
however. never with sand or other abrasives added.
90 49, E5°"
~HVUNQOI
315.10
~n
Lubricating Oil-Cooler
I rage 3 <•> Edrtio<, 02H
L23/30
a= ml cleaning fluid taken out for titration Looking towards the gasket side, the plate is desig-
b• ml titratoon fluid used tor change of colour nated a left plate when the V is upwards or a right
n= normany of tritation fluid plate when the His upwards. V-ptates have inlet and
m• molecular weight of cleaning fluid (NaOH) outlet via corner holes 1 and 4, respectively. H-
molecular weight 40 • HN03 molecular weight 63). plates have inlet and outlet via corner holes 2 and 3,
respectively.
Assembling
Replacement of plates
It the plates have been dismounted, they must be
correctly inserted according to serial numbers. Sefore inserting a spare plate in the plate paci<, it
must be checked that the spare plate is identical with
The head has No. 1, and the serial numbers of the the defective plate· the same corner holes open, and
folowing plates and the connector grids, if any, are 2, the marks V and H must face right.
3, 4, 5 etc.
Replacement of Glued Gaskets
The serial number is marked in the top right-hand
corner of the plates • do not forget that the gasket On the plate in this section, you will find an order list
side must face towards the head. for gaskets and details of glue type and quantity.
Also given is information concerning the degreasing
Clamping solvent lor the new gaskets.
The plate heat exchanger must be clamped until the The first plate after the head and the connector grid
follower, touch the distance pieces. must have a gasket in all grooves These gaskets
are. in fact. two "normar gaskets cut in half and
Replacement of Plates and Gaskets glued in place around all grooves. You should care·
fully note how the old gaskets are assembled before
Marking removing them.
The plates are marked with material codes and Removal of Old Gaskets
reference numbers plus codes lor non-glue gasl<ets.
rt any, and siao have the letter V and H stamped at PLIOBOND glued gasl<ets can be loosened
either end (Fig. , ). by heating in water at 1 oo•
C. The plates are
cleaned, and coaunqs. if any, are removed.
Cleaning
Serial number
(please state wnen New gaskets and the gasket grooves ol the plates
I oroe11ng single P'al8S)
are cleaned with a cloth moistened w11h degres,ng
agent The gluing surtaces must be absolutely clean
• w~hout finger prints etc.
2
As degreasing agent use what is stated on the
enclosed plate.
Alternatively, use: TRICHLOROETHYLENE. CHLO-

ROTHENE VG, ACETONE. METHYL ETHYL KE
TONE or ETHYL ACETATE.
Four last digits of tho rot. H Foor last digits of Che ret.
numbef ot plate
°'v number of Che ptaie
(only on i,la18$ IOt non-
It LS imponani that all degreasing agent has evapo-
rated, before the glue ,s applied This w,11 normally
glue ll'l'I<••) take approx. 15 min. at 20° C.
Fig. 1.
.J.49 · ESO.S
rr-;
6HVUNon• -{=:::=,
315.10
l:di1ion 02H
Lubricating Oil Cooler °""""""""
Page 4 (4) l~
l23/30
It is advisable lo clean the guing surfaces.of the The prates with lhe gaskets are now suspended in
gaskets with fine-grain sandpaper instead of degre- the frame which is clamped lighlly.
asing agent.
The plate heat exchanger is heated to 90· 100° C by
Gluing means of water or steam· the temperature must be
kept tor 1 'h. 2 hours! The liquid pressure must be kept
PLIOBOND 25, which rs a nilrile rubber glue as low as possible.
on solvent basis (25%solids), is applied with a brush
in a thin layer on the backs of the gaskets. The If there is no possibility of heating the plate heat
gaskets are put 10 dry in a clean and dustless place! exchanger, it must stand at a place as warm as
The gaskets grooves of the plates are now coated possible with dismounted connections.
with a thin layer of glue, and the gaskets are cemen-
ted into the grooves. The insertion of gaskets starts The drying time will at 20• C be approx. 48 hours. At
at both ends ol the plate • and continues with the e.g. 40° C, the drying time is reduced 10 approx. 24
straight sections along the edges. hours.
The gluing process is most easily effected by laying

the gaskets and the plates on a table· as the gaskets
are cemented into the grooves of the plates, the
plates should be stacked.
90.49·E=
~HYUNDnJ -r=:=,
rr-;
DESCRIPTION OF PRELUBRICATING PUMP Edition 01H

Page 1 (6)
Prelubricating Pump
The working parts of the prelubricating pump are the three screws and the sur-
rounding casing within which they rotate. The thread surfaces are so designed
that they form tight seals both in relation to each other and to the pump cas-
ing. When the screws rotate. The seals move axially, thereby forcing the li-
quid enclosed between them to move forwards so that a pumping action results.
The working principle on which the function is based is that the moving parts
are lubricated by the pumped liquid. The pump is self-priming. The pump is
built for one rotational and one pumping direction and the construction of
the pump is illustrated by the sectional view on plate. For adjustment of the
pump delivery head during operation, a built-in, adjustable bypass valve is
provided. At delivery ex work the pre-set pressure of this valve amounts to
about 3 bar.
The shaft seal is a mechanical seal, fonned by two flat sealing surfaces which
are in contact with each other - one rotating with the shaft and one stationa-
ry.
The surfaces are lubricated by the pumped liquid and the contact pressure is
maintained with a spring. The sealing ability depends upon clean and unscored
surfaces.
Operating
Before Sta rt i ng.
After installation or after dismantling and subsequent reassembly, the pump
must be filled with oil. Only under these conditions the pump can be started
without risk of dry running which could cause damage to the rotating parts and
shaft seal.
Direction of Rotation.
When the pumping is ready to be started, check that the drive motor rotates in
the correct direction as indicated on the pump by briefly switching it on and
by watching the fan impeller of the electric motor. Note. Do nol check the di-
rection of rotation without prior filling the pump with oil.
Starting.
Starting should always take place with fully open valves in the suction and
delivery lines.
As the pump is self-priming it carries off the air in the suction line and the
noise reveals when the pump begins to work. It is essential for the air to led
off without any appreciable counter-pressure in the delivery line.
6HVUNDn1-Q
DESCRIPTION - OVERHAUL Edition OIH

Page 2 (6)
As soon as the pump has started to•work nonnally, the bypass valve must be set
by means of a pressure gauge at the required pressure.
Set the bypass valve, with the screw on the end cover of the pump body beneath
the trade mark. Turning to the right increases the opening pressure. Oo not
set the valve at pressures higher than necessary.
This pressure setting should be maintained while the pump is in operation.
If the pump refuses to work properly after having been started, it must not be
allowed to run more than about half a minute. Fresh attempts to make the pump
go may be made at intervals at about a minute and in conjunction with these
attempts the bypass valve tension should be increased slightly. If this does
not help, something must be wrong and the fault must be located and remedied
before the pump is put into operation. See "Trouble Shooting".
Attention and Maintenance during Operation.

When correctly installed and properly started the pump require but little at-
tention. Except when otherwise dictated by special circumstances, they are
operated and looked after in the same way as any other pump. Which include
check of the pump function and that there are no disturbances as leakage, in-
corrPct pressure or abnormal noise.
Periodic Overhauls.
Periodic overhauls for the purpose of avoiding functional trouble are not nor-
mally necessary for the pump. When properly used, there is very little wear on
the screws.
Nevertheless periodic overhauls should be carried out so that worn parts can
be replaced in good time. The intervals between such overhauls are determined
by experience in each individual case.
After periods of about 3-6 years the shaft seals usually need to be replaced
on account af aging of the containing rubber parts.
Trouble Shooting
The following functional disturbances are in most cases easily remedied:
Wrong Direction of Rotation.
- In three-phase motors, two of the electric connection wires must be reversed.
Pump Oil output to Small (pump also gets too wann while in operation).
- The shut-off valves in the suction or delivery lines are not fully open.
~'l
~HVUNDOl-1==\

Edition 01H
OVERHAUL Page 3 (6)
- The bypass valve is set at too low a pressure.

Pressure too Low
- Counterpressure in the delivery line too low.
- The bypass valve tension is insufficient.
- The bypass valve has got jammed.
- The pump is worn.
Drive Motor difficult to Start or tends to stop by tripping of the motor over-
loads.
- Counterpressure too high.
- Oil too cold and therefore of higher viscosity than anticipated.
- Motor output inadequate for the prevailing conditions.
- Motor overload relay cut-out setting too low.
Pump noisy when Running (cavitation noise)
- Oil flow to pump insufficient.
Suction pipe too long or too small in proportion to the volumetric flow and
viscosity of the oil.
- Clogged shut valve in the suction line.
Can be checked with a vacuum gauge.
- Suction lift too great.
- Air leakage into suction line.
- Check suction positive pressure if oil temperature is above 600 C (1400 F).
(NOTE! Heavy wear in the pump can occasionally be a source of noise).
Oil Leakage at Shaft Seal.
- Sealing capacity decreased due to incorrect contact between the sealing sur-
faces. The cause may be aged rubber parts or damage sliding surfaces due to
impurities in the oil or to dry running.
A pump can get worn if used for unsuitable liquids, for thin or impure oil and
too high a working pressure. Oil temperatures in excess of goo C (1940 F) can
also damage the pump shaft seal.
y;
6HYUNDOI-Q
Edition 01H
OVERHAUL Page 4 (6)
When a pump is to be reconditioned' after heavy wear, the screws and that part
of the pump which supports the screws should be replaced.
Sha ft Seal
The axial type shaft seal of the pump is intended to prevent the leakage of
fluid along the driven shaft of a pump. The seals are intended for mineral
oils and similar fluids. In order to ensure that the seal does not wear during
operation, it must be lubricated by the pumped liquid. An insignificant amount
of leakage may therefore occur and suitable provision should be made for col-
lecting this leakage from the drip ring of the pump.
Mechanical Seals Type 2/W-seat (Crane) Plate 31520
The rotating seal (2000) rests against a collar on the power rotor (1932). The
seal (2000) rotates through the intermediary of the rubbing of the bellows a-
gainst the shaft. A rotary seal ring (2377) - of carbon - is pressed lightly
by the spring against the stationary seat (2466) in the front cover (0408) of
the pump.
The bellows seal along the shaft and against the back of the rotary seal ring
(2377). The pressure of the rotary seal ring (2377) against the stationary
seat (2466} forms an effective seal between the lapped surfaces of these two
components. Theo-ring gasket (2288), finally, seals against the front cover
(0408), i.e. against the surrounding pump casing.
Dismantling/Reassembly Plate 31520
Impurities in the pumped liquid or careless handling during dismantling and
reassembly can result in damage to lapped sealing surfaces. The tasks of
dismantling and reassembling the seal should therefore be carried out in con-
ditions of scrupulous cleanliness and carefulness and every effort must be
made to avoid touching the sealing surfaces with the fingers. The carbon ring
must be carefully handled. It must not come in touch with grease.
When attending to or changing the shaft seal, proceed in the following manner,
using the tools and material listed below:
- Box-end wrench, size 15 mm.
- Open-end wrench, size 13 mm.
- Open-end wrench, size 15 mm.
Wrench key for hexagon socket screw, size 2.38 mm.
- Spanner and screw driver.
- Lubricating light oil and grease.
- Vessels for cleaning removed parts an paraffin, white spirit, etc., and for
collecting any waste oil.
~~9
6HVUND01-Q
Edition OIH
OVERHAUL Page S (6)
Dismantling Plate 315t0

Turn the motor, using the fan beneath the fan casing, until the set screw
(0131} which locks the pump shaft to the motor shaft is accessible in one of
the inspection holes in the pump body. Back off the stop screw all the way.
- Shut off the suction to the pump and block the electric motor starting but-
ton.
- Loosen the screws which hold the motor and pump together and lift away the
motor.
- Remove the front end cover of the pump (0408). Do not damage the joint
(0597) between front end cover and pump body.
- Press the stationary seal with o-ring (2466/2288) out of the front cover.
- Remove the power rotor (1932) from the pump body.
If only the seal is to be replaced, the idlers can remain in the pump body.
- Remove the rotary seal ring (2377).
- Press the rotating seal (2000) out of the power rotor (1932). Due to the
rubber bellows the necessary press-off power may be comparatively big.
Reassembly
The fit of the rotary seal on the pump shaft is rather hard. To prevent damage
of the bellows it is advisable to clean the pump shaft from possible coating
like particles of coke from oil etc. Polish the pump shaft by means of an
emery or cleaning cloth to get a smooth finish. This preparation facilitates
the mounting of the rotary seal.
The reassembly will take place in reverse order.
- After cleaning wipe the shaft over with light oil (not grease). Press the
rotating seal (2000) with removed rotary seal ring (2377) onto the rotor
shaft.
- Check lhat the bellows are pressed against the locating ring of the spring.
Keep during half a minute the seal pressed in that position until the bel-
lows stick.
- Mount the rotary seal ring (2377) with its smaller surface turning upwards,
taking care that the grooves in the seal ring are in line with the dimples
of the retaining sleeve.
- Insert the power rotor in the pump casing (0686).
- Wipe over the outside of the stationary seat with its o-ring gasket (2466/
2288) with light oil and press the seat into the front cover.
6HVUND01-~
OVERHAUL Edition OlH

Page 6 (6)
'
Mount the front cover (0408) to the pump casing (0686) making sure not to
forget the joint (0597) which seals between the pump casing and the front
cover.
- Screw the set screw (0131) into the power rotor far enough to be guided into
the keyway in the motor shaft.
- Mount the electric motor on the pump so that the set screw (0131) enters the
motor-shaft keyway. Tighten the screws joining pump and motor flanges.
- The power rotor shall be forced up on the motor shaft by means of a screw
driver put into the groove of the power rotor shaft. Thereafter screw the
set screw (0131) firmly against the motor shaft. This is necessary to ensure
a correct play of the idler rotors.
- Check that the pump rotates freely when the motor is rotated by hand.
Open the valves in the pipe lines and re-establish the electric supply to the
motor. Proceed in accordance with the instructions "Starting up".
NOTE: Do not let the pump run for more than one minute without working.
Maintenance.
The seal is self-adjusting and requires no subsequent tightening.
If copious leakage occurs, this is the usual sign of wear, which may be due to
such causes as incautions starting, dirty oil, poor alignment or running with-
out oil.
:r-cq i..
6HYUND01-~

Edition 02H
EXCHANGE OF LUO. OIL FILTER CARTRIDGES Page 1 (2)
POSITION OF THREE WAY COCK
The following procedure to be strict-
~
ly followed.
I
EMPTYING OF FILTER:
1. Turn the 3-way cock into positi-
on for lub. oil flow to by-pass
the filter unit to be cleaned.
If executed during engine in ope-
r1Ltr1t Al trn IOlM rH T[ll:5 1• ru re• AT IICH'T ration ascertain pressure droop
UI OP(UllON OP(SV.110,. 111 O,(UTIDfll across filter not to exceed
1 ,8 bar.
2. Vent screw in the top cover to

be loosened.
3. Remove the drain plug at bottom
of filter housing and drain off
01 l.
4. Remove drain plug in the drain

pipe at bottom flange and drain
off oil.
DISMANTLING:
5. Filter top-cover is dismantled.
6. Remove upmost paper cartridge.
Remove filter basket (centre ele-
ment), beware not to damage the
filter gauze.
7. Take out and scrap the filter
cartridges.
CLEANING AND INSPECTION:

8. Filter basket to be thoroughly
and cautiously cleaned if neces-
sary with cleaning fluid.
Make sure not to damage the fil-
ter gauze.
6HYUNQl\1 - ~
LIJORICATING OIL SYSTEM 315.51
EXCHANGE OF LUB. OIL FILTER CARTRIDGES Edition 02H

Page 2 (2)
.... ~1· 1 ··- 9. Remove any dirt that may have accumu-
'I''!' ~ lated in the filter housing. Clean the
®
'?i
inside of the filter housing carefully
by means of a dustless cloth (never use
1' twist or cotton waste) and if necessa-
o ry use a solvent.
Sealing rings are inspected and replac-
ed if necessary.
I\SSEMBLI NG:
fl. New filter cartridges ( 7) are fitted.
Upmost cartridge to be fitted after the filter basket is positioned.
Check that gaskets on cartridges are in position.
Oo not forget spacer rings between cartridges.
ll. Filter basket (6) (centre element) is fitted.
Check that filter gauze is not damaged.
C. Top cover (5) to be fitted.
Check function of valves by pressing springs together. Vent screw (2) not
to be tightened yet.
O. Refit the drain plugs (3 and 4).
E. Turn the 3-way cock to "operation" position and tighten up the vent screw
(2) after venting the filter chamber.
The filter just serviced is now ready to be set in operation.
Inspect for oil leakages in order to ascertain all sealings to be tight.
Check that pressure drop across filter is correct.
Clean the other side of the filter correspondingly.
r>.
~HYUNDO• -1:::=,
LUBRICATING OIL 0315
LUBRICATING OIL SPECIFICATION Edition 01H

Page 1 ( 15)
.
The lubricating oil of a 4-stroke engine is a cardinal element in good engine
opcre t ion , as it serves quite a few important purposes, such as:
1. Lubricating the bearings, the cylinders and piston rings and other moving
parts of the engine.
2. Neutralizing the effect of sulphur in the fuel oil to prevent corrosion of
cylinder liner and piston rings.
3. Cooling of bear1ngs and pistons and keeping lhe engine interior clean.
4. Transporting contaminants such as dust, rust, water, fuel residues, lubri·
cal1ng oil res1dues, etc. away from the eng1ne to the filters and separa·
tors.
Consequently, the lubricating oil is a f1nely balanced mixture of a suitable
hasc oil to provide lubrication and cool1ng, and a SPr1es of lubricating oil
additives to take care of the neutralizing task, the cleaning and transporta·
t1on of contaminants, as well as other additives to ensure the continuity of
such at,,l i t te s of the lubricating oil.
Lubricating 911 _Spec1f1cat1on for B&W 4 stroke Engines.

In the guiding I mes below we have c le s s i r ted the system o i ls by using the
API Conwncrcial Class System and added some corrments on alkalinity in relation
to sulphur content.
However, reference to any kind of lubricating 011 system, e.g. the API or s um-
ldr systems, should be taken only as a guide, as no current specification sy-
stem fully covers the needs and requirements of marine lubricating 011 whether
during diesel 011 or intermediate fuel 011 running. Such requirements compr1·
sc:
Anti-foam characteristics, anti-wear properties, load-carrying ability, deter·
gency level, oxidation resistance, anto-corrosion properties, waterseparation
ability (demulsibility), neutralization ability and alkalinity (TBN).
Such properties should be accounted for in specific cases by the lubricating
oil ~:Jrp11er.
For 4-stroke engines used for marine application, we reconvnend system 011 with
a detergPncy level at least corresponding to AP! service CC/CD.
Alteration and stab1l1zat1on of TBN-value during a period of operation.
For engi :s used for stationary purposes, we reconmend system oils with a de·
tergcncy level at least corresponding to AP! service CO.
1987.04.0u
6HYUND01-~
t tJORICATING OIL 0315
Edition OIH
t UORICATING OIL SPECIFICATION Page 2 ( 15)
TBN
TBN
init iol
TBN
equilibrium ----·-·- -- --- -- -- .-:•.:':.:':.'
..:". : -: .:-: .~-"'-----.J:.+--
Service hours
TON-value in relation to fuel oil sulphur content.
the viscosity of the lubricating oil should be within SAE Class 30.
TON (total base number) indicates the alkalinity of the lubricating oil and
tonsequently, its neutralizing effect on acids developed from the sulphur in
Lhe fuel oil. The TBN is normally reduced gradually during the time of opera-
t ion . The influential elements are the sulphur content in the fuel oil and the
ijrnount of refill Ing due to normal consumption. After a certain time of opera·
tion , the TON will stabilize at a lower value, the TBN equilibrium.
1987 .04.08
Edition 01H
LUORJCATING Oil SPlCIFICATION Page 3 ( 15)
T.BN.
35
30
25
20
.....
15
10
5
1 2 3 I. ~ O/o
ujphur
rn uel oil
Allerdllon ~nd slab1l1lalion of TON-value during a period of opera! ion.
Above the re l a t tonsh rp l>etween fuel 011 sulphur content and adequate TON of
the lubr icat ing oi 1 is 11 lus t ra ted. When select 109 a lubr rce t 109 01 l , the area
''lBN 1n1t1al" is to be used and the stabilized level of the lubricating oil
should be kept w1th10 the area "TON equilibrium". Refilling due to normal luh
ricating 011 consumption should be carried out with lubricating oil of initial
TON.
If the TON value stabi I i zed within the recorrmended area "TBN equilibrium" is
d1slurbeo due to temporarily abnormal operation conditions and thus forced to
a level outside the recorrmended TBN equ1l1brium, it might be adJusted by re-
filling with a lubr1cat1ng 011 of a s1m1lar type as used in the engine hut
with dnolher TON-initial.
Thi\ mct,1od of ,1rljust1n9 the TON value should only be used m concert wllh th!'
lubr1c..it,nq oil suppl re r .
If, duri119 norme l operation, lhr TIIN t s found to s t eb i t i ze at a level outside

lhc arco nf recon111cnd!'rl TllN equ i l 1l>r1um, a change to a lubr ice t tnq oil of more
suitable TON rm t i a l should be considered.
lhe oil , rs t overleaf lllilY be used as a guide 10 selectrng lubricating oil typ-
es for O&W engines. The luhr1cat1nq 01ls included 1n the list have all given
sat1s:aclvry service ,n B&W engines. The list must not be considered complete
arid ;u!ir,<ating oils from other companies may be chosen.
1987.01.0:1
/> HVUNDOI - ~
LlJl!fll (I\ TI NG O 11 0315
I IS T Of HD llHlll I Cl\ 11 NG O I l ~ Siii 10 Ed 1 ti on O 111

Page4(15)
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C.•ot 215 MXO 0001 2'6 113 12.2 22 co
CanolMX0303 0009 260 112 12 2 30 co
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MARINE ""'9fia 3030 0910 235 1!5 12.3 211 co
EXXMAA 12 TP 30 Olte 2.'12 110 12.0 12 co
ESSOIEXXON EXXMAA 2, TP 30 0806 2'6 110 120 2, co
EXXMAA 30 TP30 0010 2" 110 12.0 30 co
Fina Otlano 310 0898 226 toe 117 10,
FINA Anas .. ....,325 0009 226 110 120 25 co
FlnaS.. lln0330 0.012 226 toe 11.0 30 co
Gui VonlU OPO 30 0803 250 113' 12 t 13 co
GULF GuNvon ... so30 0804 226 08 I 11 0 108
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co
co
NOROl Non,! Marino nM 330 082:I 235 128 122 • 15 co
No,ol Mame HA 253 0028 230 118 11.5 25 co
Nymarot 30 Ol 0.8911 235 110 120 11 cc
NYNAS Nyma,ol300M 0000 2<0 120 12.0 15 15 co
°"""' M30. 5 0004 248
'" 12 0 12 5 co
.
Alnb3030 0.010 235 115 12.3 26 CD
co
'°'
Shel Gardino Oii 30 0187 227 11.8
SHEll Shel Rwnula Oii 30 0 916 232 12, 10.8 16 16 co
Sholl Arg""' OI T 30 0010 226 10, 11.8 30 co
Texaco \kl.I Supe, LA 30 0.008 2<0 106 11.8 11.6 co
TEXACO TexlCO Taro XO 30 0023 2,0 122 11.2 16 co
Te-.aa, Ta.to OP 30 09:19 230 122 11 2 n CD
TOTAL Tolat Rvbi<I 630 089'/ 248 100 12 0 co
TolalHMA 30 0903 235 110 120 3'
~e do not e-clude 011, of $iMil1r typts but

fro• firMS not (Omprised by the list to l>t
We ltkt no rtpons1btlity for difficulties suit1blt for our engines.
ctustd by lub. oils.
lhe 1 isl Sl4lts lub. 011\ whi(h h•"t proven

\ltisf•ctory serv,ce rtsult1.
1987.04.08
]62.
'6.HYUNDnt - ~
Edition 0111
MAINT[NANC[ or LUO. OIL CONOITION Page 5 (15)
Maintenance of Lubricating Oil Condition

During operation of trunk engines, the lubricating oil will be contaminated
slowly by small particles originating.from the combustion.
The burning of heavy fuels will nonnally increase this contamination due to
the increased content of carbon residue and other impurities.
Contamination of lubricating oil with water, fresh or salt, can also take pla-
ce.
A certain amount of contami-

nents can be kept suspended in
the lub. oil without affecting
the lubricating properties.
.
Out the condition of the lub. . Lub-011 M•in1en•nc•
oil should be kept under obser-

vation by analysing of oil samp-
les. 'f 'f
BrP•u r:tow f"utl•Flow
The engine bearings are protec- Ovan11,,...• Ou111i~ov•
Ttt•lfl'\f:nl T•••~nt
ted by the full-flow lub. oil
filter built-on the engine, the I
filter cartridges having a I I '
Con1~os
fineness of 15 micron and the E•c.hangie
.
Cond4oon
safety filter a fineness of 60
micron.
...
~ on Kht:ck,lt
• on COl"'ClillOf\
0.•""'9
f;va10,
Monh0ttf\g
. °'umo&e,
al'\llya,1,
· 1e~•••0t ·
I I
The condition of the lub. oil
can be maintained/reestablished F•1,a1,on fo,
by exchange of the oil at fixed 8e.•rinQ P,o,aC:IIOn,
· hl1er 1Su ·
schedules or based on analysis .1,,1feryf•1r:,60u
results.
A more economic solution is to
t
E"g. lub.oil •y,1•m
ma mta in the condition by con-
l inuous treatment.
Experience has proved that centrifuging is superior to other methods for clean-
ing lubricating oils.
Optimum cleaning effect is achieved by keeping the lubricating oil in a state
of low viscosity for a long period in the centrifuge bowl.
Low viscosity 1s obtained by preheating thP lubricating oil to a temperature of
850C - 95oc.
.6HVUNDn1 - Q
I UORI CATI NG 01 L 0315
Edition OlH
M/\I NTENANCE OF LUO. 0 IL CONDIT I ON Page 6 (15)
Slow passage of the lubricating oi1 Lhrough the cenlrifugal separator is ob-
tained by using reduced flow rate and by operating the separator 24 hours a
day, only stopping when cleaning of the bowl is necessary.
When treating detergent type lubricating oil, the flow rate is usually recom-
mended to be reduced to 15-25:t of the rated flow of the separator.
For keeping the amount of lubricating oil in the engine in good condition, it
is necessary to treat 0.27 I/kW per hour (0.20 1/0IIP per hour).
I\ centrifuge for treating this amount of lubricating oil under the mentioned
derated flow conditions should have a rated capacity of 1.08-1 .8 1/kW per hour
(0.8-1.3 1/BHP per hour), but in each case the separator manufacturer's recom-
mendations about capacity and instructions about operation should be followed.
ror engines with cartridge-type oil filters (depth filters), continuous and
efficient purification of the oil in the separator is essential to ensure long
service lift of the cartridge filters.
By installation of a self-cleaning filter in 1 ine with, and placed before the

cartridge-type filter, the 1 ifetime of the paper filter elements can be pro-
longed considerably.
Treatment of the Lubricating Oil
r!LLING UP
llhether the oil system is new or whether the oil in the system has been emptied
owing to repair on the engine or renewal of circulating oil, utmost care should
be taken to avoid the presence of abrasive particles. Filters and purifiers will
only slowly remove these and some are bound to find their way to bearings in
the engine. Meticulous cleaning of pipes, coolers and bottom tank as described
below is for this reason very good economy prior to filling up the system.
Cleaning of Lubricating Oil System after a Major ReJ.air
The below reconmenda t ion has been worked out, based on our expert ence , in or-
der to give the yards and the operators the best possible advice to avoid
mishaps after a major repair.
Normal overhaul and repair does not nece ss i ta.le dismantling or opening-up of
the l ubr i ca t inq oil connection bet.ween the paper carlridge filter and main
bca r inqs .
Uefore the repair work starts, the filter cartridges are to be replaced by new
ones (see special instructions). This is done in order to be able to run the
engine for a fairly long period of time after the finished repair without
changing the filter cartridges due to blocking-up.
During the repair, the filter should be kept closed in order to prevent abras-
ive particles entering the clean side.
302.
.6HVUND01 - ~
LUBll!CAlJNG OIL 0315
Edition 0111
MA[NT[NANCL or LUO. OIL CONDITION Page 5 (15)
Maintenance of Lubricating Oil Condition

During operation of trunk engines, lhe lubricating oil will be contaminated
slowly l>y sma]l particles originating.from lhe combustion.
The burning of heavy fuels will normally increase this contamination due to
the increased content of carbon residue and other impurities.
Contamination of lubricating oil with water, fresh or salt, can also Lake pla-
ce.
A certain amount of contami-

nents can be kepl suspended in
the lub. oil without affecting
the lubricating properties.
But the condition of the lub. l.ub.011 M•1,utn•nce -.
oil should be kept under obser-
'f
'
vation by analysing of oil samp-
les.
OvP•u now Fvtl,Ftow
The engine bearings are protec· Ouan,,11.,..e
r, .. acrnrn1
O"ai.uov,
T,e,vnt"nt
ted by the full-flow lub. oil
filter built-on Lhc engine, Lhc I
filter cartridges having a I I
Con1",vo;
fineness of 15 micron and lhe Eicc~not
, on sc hedv~ Clt•nlf'lo
Cond1t•Oh
Monito,~
safety filler a fineness of 60
micron.
o,
, on conditlon
• hltr•IC)f •
o, • o• &ltn('Jtf:S
· sepa,110,, •Nlv1ts
I I
The condition of the lub. oil "
can be maintained/reestablished filu11ion lor
by exchange of the oil at fixed Bettino Protec-tion.
hhc, 15" ·
schedules or based on analysis • wft'ty filter 60 u ·
results.
A more economic solution is to
t
Ena. lub,oil •v,tem
maintain the condition by con-
tinuous treatment.
Experience has proved that centrifuging is superior lo other methods for clean-
ing lubricating oils.
Optimum cleaning effect is achieved by keeping the lubricating oil in a state
of low viscosity for a long period in the cenlrifuge bowl.
Low viscosity is obt.a ined by preheating the lubricating oil to a temperature of
asoc - gsoc.
.6HVUNOO• - ~
I IJBRICATING OIL 0315
Edition OIH
MAINTENANCE OF LUO. OIL CONDITION Page 6 {15)
Slow passage of the lubricating 1>il lhrough the centrifugal separator is ob-
tained by using reduced flow rate and by operating the separator 24 hours a
day, only stopping when cleaning of the bowl is necessary.
When treating detergent type lubricating oil, the flow rate is usually recom-
nended to be reduced to 15-25% of the rated flow of the separator.
For keeping the amount of lubricating oil in the engine in good condition, it
is necessary to treat 0.27 1/kW per hour (0.20 1/0IIP per hour).
A centrifuge for treating this amount of lubricating oil under the mentioned
derated flow conditions should have a rated capacity of 1.08-1.8 1/kW per hour
(0.8-1 .3 1/0IIP per hour), but in each case the separator manufacturer's recom-
n~ndations about capacity and instructions about operation should be followed.
For engines with cartridge-type oil fi 1 ters (depth fi 1 ter s ) , continuous and
efficient purification of the oil in the separator is essential to ensure long
service lift of the cartridge filters.
By installation of a self-cleaning filter in line with, and placed before the

cartridge-type filter, the lifetime of the paper filter elements can be pro-
longed considerably.
Treatment of the Lubricating Oil

FILLING UP
Whether the oil system is new or whether the oil in the system has been emptied
owing to repair on the engine or renewal of circulating oil, utmost care should
be taken to avoid the presence of abrasive particles. Filters and purifiers will
only slowly remove these and some are bound to find their way to bearings in
the engine. Meticulous cleaning of pipes, coolers and bottom tank as described
below is for this reason very good economy prior to filling up the system.
Cleaning of Lubricating Oil System after a Major Re_P.air
The below recommendation has been worked out, based on our experience, in or-
der to give the yards and the operators the best possible advice to avoid
mishaps after a major repair.
Normal overhaul and repair does not necessitate dismantling or opening-up of

the l ubr tce t iuq oil connection between the paper cartridge filter and main
bearings.
Oefore the repair work starts, the filter cartridges are to be replaced by new
ones (see special instructions). This is done in order to be able to run the
engine for ·a fairly long period of time after the finished repair without
changing the filter cartridges due to blocking-up.
During the repair, the filter should be kept closed in order to prevent abras-
ive particles entering the clean side.
!>~
6HYUND01-~
LUBRICATING Oil 0315
Edition 01H
MAINTENANCE OF LUB. OIL CONDITION Page 7 (15)
If pipes, cooler or pump.in the lubricating oil system before filter are dis-
mantled, careful cleaning of the entire system must take place.
If the lubricating oil system after filter is, in exceptional cases, opened,
it rs essential for lhe operalion of the bearings that the entire system is
absolutely clean before the engine is re-started.
As the lubricating oil is led to the main bearings through bores in the frame,
by-passing the bearings when flushing is not possible. When cleaning the bores
in the frame, the corresponding main bearing shells should be removed and the
lubricating oil bore in the crank~haft should be closed.
If the paint inside welded lubricating oil pipes is damaged during repair,
cleaning and repainting should take place before remounting.
ror repainting, an oil-resistant paint must be used and it is important that
the preparation of surfaces and application of the paint is done according to
the reconsrendat ions for this product.
Careful manual cleaning of the oil pan/bedplate should always take place after
any type of work has been carried out in the crankcase.
Parameters influencing the Condition of Lubricating Oil
Cleaning of the lubricating oil during operation of the engine 1s carried out
by the in-line lubricating oil filter and the lubricating oil separator.
In order to obtain satisfactory operation of the separator, it is important
that the flow rate and the temperature are adjusted to their optimum, as de
scribed in the following:
P (Pentone insolubles)
Pcq ------------------
Small
Lorge volume,
1«--------------------------e~Time
5tabilizatien of the level of contamination in lubricating oil systems.

6HVUNDOI-Q
I UIIR!CATJNG OIL 0315

Edition 01H
M/\INTENANCE OF LUil. Oil. CONDITION Page 8 (15)
A centrifugal separator working on a charge of oil will, in principle after a

certain time remove an amount of contamination material per hour which is
equal to the amount of contamination material produced by the engine in the
same span of time.
This means that the system (engine, oil and separator) is in equilibrium at a
certain level of lub. oil contamination named Peq and usually measured as pen-
tane insolubles.
In a large lub , oil system, equilibrium will take place after a longer time
than in a small system, as shown in the fig., but the level at which equil i-
brium occurs will be the same, because the system oil can be regarded only as
a carrier of contamination material.
The Cleaning Process

A separator can be operated at a greatly-varying flow rate (called Q).
Practical experience has revealed that the lubricating oil content of pentane
insolubles before and after the separator is related to the separator flow
rate as shown in the figure.
~q
Prnin. - - - - - - - -~------
100°/o a
Cleaning effect in relation to separator flow rate.
This n~ans that p = p (before) - p (after) will decrease with rising Q.

It is obvious that a low Q, only a small portion of the oil is being cleaned.
At high Q, much oil is being little affected.
3/J?f
6HVUNDO•-~
Edition OIH
MAINTENANCE OF LUB. Oil CONOITION Page s ( 15)
However, by correctly adjusting the separator flow rate, an optimal equili-

brium can be obtained.
The optimum is obtained by applying a suitable flow rate that is only a frac-
tion of the stated maximum capacity of the separator.
Thi~ 1llustrated in the fig. wh1ch shows the dependence between p equilibrium
and the flow rate. It is obvious that the optimum flow rate is at the curve
minimum.
a, 100°/o a
Optimum cleaning flow rate.
The> Jb1 l >ty of the system o i l to "carry" contemma t icn products is expressed
by its detergency/dispersancy level.
fhis means that a given content of contamination, e.g. n: will, in a detergent
o,,, be present as smaller, but more numerous particles than in a straight oil.
Furthern~re, the particles in the detergent oil are surrounded by additives,
which gives a resulting specific grc1vity very close to that of the oil itself,
hampcrin<) the par t ic le in settling in the seoere tor.
This influences the position of the minimum in the fig. which, for a detergent
oil, will be situated as in the figure.
It appears that the equilibrium content of pentane insolubles in a detergent
oi, will be higher than in a straight 011, and the optimum flow rate will be
Slllilil<:r.
6HYUNDn1-~
l.llllRICATING OIL 0315
MAINTENANCE OF LUO. OIL CONDITION Edition 0111

Page 10 (15)
Detergent
~
Ps --------=----
Qd Os 100% 0
Optimum separator flow rate when cleaning straight

type/detergent type of lubricating oi 1.
As the important factor is the particle size (which might involve the risk of
wear of the journals) more than the actual content of insolubles, the above
mentioned difference in equilibrium levels is of minor importance. In general,
the optimum flow rate for a detergent oil is about 15-25% of the maximum capa-
city whereas for a straight oil, it is about 50-60%. For most system oils of
today, which incorporate a certain detergency, the optimum will be about 15-
25%.
The temperature should be about ss-ss?c.
sD&
6HVUNDOI-~
MAINTENANCE OF LUB. OIL CONDITION Edition 01H

Page 11 ( 1 S)
•
OETERIORATION OF OIL
Oil seldom loses its ability to lubricate, i.e. to form an oil film which re·
duces the friction, but it might become corrosive to the steel journals of the
bearings in such a way that the surface of these journals becomes too rough
and wipes the babbitt. In that case not only the bearing metal must be renewed,
but the journals (silvery white from adhering white metal) must be polished,
which is costly. Corrosiveness of the lubricating oil is due to either far ad·
vanced oxidation of the oil itself (TAN) or to the presence of inorganic acids
(SAN). In both cases, the presence of water will multiply the effect, especial-
ly with an influx of seawater as the chloride ions act as an inorganic acid.
Oxidation of Oils
At normal service temperature the rate of oxidation is insignificant, but the
following factors will accelerate the process:
High Temperature
l'he temperature level will generally be raised if the coolers are not effec-
t 1 ve.
High temperature will also arise in electrical preheaters if circulation is

not tontinued for 5 minutes after the heating has been stopped, or if the heat-
er is only partly filled with oil.
Catalytic Action
Oxidation of the oil will be considerably accelerated if catalytic particles
are present in the oil. Wear particles of copper are especially harmful, but
also ferrous particles and rust are active. Furthermore, the lacquer and var-
nish-lik~ oxidation products of the oil itself have an accelerating effect.
Continuous cleaning of the oil is, therefore, important to keep the sludge con·
tent low.
~igns of Deterioration
If cirtulating oil of inferior quality is used and the oxidative influence be·
comes gr~vr., prompt action is necessary as the last stages in deterioration
might develop surprising quickly, i.e. within one or two weeks. Even if this
seldom happens, it is prudent to be acquainted with the signs of deterioration.
These may be some or a 11 of the fol lowing:
Sludge precipitation in purifier multiplies.
Smell of oil becomes acrid or pungent.
Machined surfaces in crankcase become coffee-brown by thin layer of laquer.
Paint in r.rankcase peels off or blisters.
Excessive carbon is formed in piston cooling chamber.
6HVUNDO•-Q
I UBRICATING Oil 0315
Edition 01H
MAINTENANCE OF LUB. OIL CONDITION Pa<ie 12 (15)
In a grave case of oil deterioration, the system should be cleaned thoroughly

.md refilled with new oil.
WATER WASHING
w~ter washing of HD-oils must not be carried out.
WATf.R IN THE OIL

I( the TAN is low, a minor increase in the freshwater content of the oil is
not immediately detrimental while the engine is running. Naturally, it should
Ii!' brought down again as quickly as possible (below 0.2% water content, which
1\ permissible). If the engine is stopped when corrosion conditions are un-
\~tisfactory, it should be turned just over 1/2 revolution once every hour
(to stop in different positions) while the oil circulation and purifying at a
h 1gh preheating temperature continue to remove water. Water in the oi 1 may be
noted by dew dormation on the sight glasses, by appearance, or ascertained by
rn,nersing a piece of glass or a soldering iron heated to 200-JOooc in an oil
... ,mple. If there is a hissing sound, water is present. If a large quantity of
w,,ter has entered the oil system, it may be profitable to suck up sedimented
w,,ter from the bottom of tank. Taste the water for salt. If salty, an oil
·.,,mple should be analyzed immediately for chloride ions.
"'?:, 1...('
6HYUNDOI - I::=\
CHECK OF OIL CONDITION Edition 01H

Page 13 (15)
.
As described in the foregoing section "Signs of deterioration" and "Water in
the oil", the surveillance of the oil condition on board consists in keeping
check on alterations in separated sludge amount, appearance and smell of the
oil, and dC!w on sight glasses.
Testing of acidity (TAN) made regularly on board is a valuable complement to
the periodic analyses of samples sent ashore, but should not replace these
analyses. If, however, TAN rises quickly and inmediate information is desirab-
le, an analysis on board will be a good help. As crew members are not chemists,
test kits consisting of sealed bottles to be thrown away after use are most
handy and least uncertain. The bottles contain a metered amount of ready-made
indicating liquid.
Oil samples should be sent ashore for analysis at least once every three
months. The samples should be taken from a test cock on a main pipe through
which the oil circulates, while the engine is running.
Analysis of Oil
,\ndly;, is may be carried out in the laboratories of the oil companies. It is
normal service for these to conment on the condition of the oil based upon the
result of the analysis.
fl report on a uvcd-o i l analysis usually gives the following characteristics:
1) seecific ~ravity: Usually 0.9-0.98 gr/cu.cm. Mainly used for identifica-
tion oft e 011.
2) Flash point: Lowest temperature at which the oil gives off combustible
vapour. Gives an idea of contamination with fuel oil.
3) Viscosity: Viscosity rises by oxidation, or by contamination with heavy
fuel on-or water. Decrease in the viscosity may be due to dilution by
diesel oil.
4) Total acid number (TAN): This is the total content of organic and inorga-
nic. acids in the 01 l. Organic ( or weak ) acids are due to oxidation.
5) Strr11q acid number (SAN): This is the amount of inorganic ( or strong )
acids in the oil. It i s usually sulphuric acid from the combustion cham-
ber or clorine from seawater ( ought to be stated). SAN makes the oil
corrosive, especially if water is present.
6) Alkalinity (Total base number, TBN): Gives rem?ining alkalinity in oils
n,,xed with acid neutralizing additives.
7) Water: Permissible up to 0,2%. Risky if TAN and SAN are high. Seawater has
~gher corrosive effect on bearings and journals than freshwater.
'1::, l'
/\HVUNOOI - f:=\
LIJRRICATING OIL 0315
E:dition 0111
<HECK OF OIL CONDITION Page 14 (15)
II)
.
Conradsen Carbon: Residue form incomplete combustion of fuel or cracked
lubr1cat1ng 011. Frequent in trunk piston engines.
s) Precipitation number: The amount of insoluble ingredients in the oil.

Equal parts of the oil sample arc diluted by benzene (CG 116) and normal
pentane (CS H12). As oxidized oil (lacguer and varnish-like components)
is only soluble in benzene, the difference in the precipitation number is
indicative of the degree of oxidation of the oil.
111) Ash content: Some additives leave ash, which may be used to indicate the
amount of additives. The ash also consists of wear particles, sand and
rust.
Evaluation of analysis' results

F11rthcr to values for the parameters investigated, analysis for used lubr ica-
I ing oil usually also will contain a breif comment to the general condition of
the oil, concluding whether the oil is suitable for further service or should
bl' exchanged.
lh<' determination of the general condition and the suitability of the oil is
b,1scd on certain 1 imits for the individual parameters or changes in values
compared to those for the oil in unused condition.
lhP 1 is t states such guiding 1 imitation-values for used lubrication oil of the
1,1-avy duty detergent type for four-stroke medium-speed engines.
H,e 1 imitation-values are based on experience and information from oil compa-
111t's.
It should be noted that the values are only guiding, not definitive.
Variations may occur, both in form of more restrictive and more tolerant de-
n,~nds, all .in dependence of the characteristics of the lubricant oil type in
que s t ion.
Conclusions on the condition of used lubrication oil should not be based alone
on values for the individual parameters, but mainly on the coherence of para-
meters.
In the list the limitation-values are stated as maximum respectively minimum
allowable values, or as allowable variation from typical value for the oil ty-
pe in unused condition.
6HYUNDOJ-~
CHF.CK OF OIL CONDITION Edition 01H

Page 15 (15)
Guiding Limitation-values for Evaluation of Analysis' Results

for used Lubricating Oil of the Detergent, HO Type.
Max. Value
Parameter Min. Value
Max. Variation
Specific Gravity, Max. Variation +

- 5
Flash Point ( Open Cup) Min. 180°c
Viscosity, Max. Variation + 40 s I - 15 %
Total Acid Number (TAN) Max. 2
Strong Acid Number ( SAN ) Max. 0, I
l\lkal inity, Total Base Number ( TBN )

for MOO-operation Min. 3
for HFO-opera.t ion Min. 7
Water
Fresh Max. 0,2-0,5 S
Saline Max. 0,1 S
Conradson Carbon Max. 3 S
Noncoagu 1 a ted
Pentane Insolubles Max. 5 %
Noncoagu 1 a ted
Benzene Insolubles Max. 2 %
Ash Content, Max. Variation + 2 %

~/11
~HYUNDOI - f==\
aaw
LUBRICATING OIL PUMP PLATE 31501-12
2'74
0149
0238
0327
0238
0416
2657 3775
1762\ 2741
-
0505~
:::~~
0~12J ~·
0783
0961
:~;:~
1217--~~
nas
"l;.~ q
6HVUND01-~
LUBRICATING OIL PUMP PLATE 31501-12
0149 Cap nut Hrettem0trik

0238 Gasket Pakning
0327 Nul M0trik
0416 Spring housing rjcderhus
0505 Pin Stift
0691\ Socket Muffe
0783 Ba 11 bean n!J Kugleleje
0961 Cog wheel Koni sk tandhjul
1039 Gasket Paknin9
1128 Cover Da?ksel
1217 Screw Skruc
1306 Spring r jeder
1495 Cylinder Cy 11 ndC'r
1584 Piston Stempc 1
1673 Pump housing Pumpehus
1762 Key reder
1851 Oush 80sning
2018
2107
Screw
Cnd cover
Skruc
Endedeks e 1
-
2296 Cog wheel Konisk tandhjul
2474 Screw Skruc
2563 Oush B0sni ng
2652 Shaft w. gear wheel, Aksel m. tandhjul,
short kort
274 I Shaft w. gear wheel, Aksel m. tandhjul,
long lang
2830 Self locking nut SelvlAsende m0trik
2929 Gear whee 1 Tandhjul
3097 Key Feder
3186 Gasket Pakning
Jl-'$'
6.HYUNDOI-~
LUBRICATING OIL FILTER PLATE 31502-09H
0396
0930
()485
0
'7, f6
.6.HVUNDOI-Q
LUBRICATING OIL FILTER PLATE 31502-091!
- -
Item No. Oeslgn•tlon Ben.melsm
0100 Filter top, complete Filtertop, komplet

0118 Guide tube (safety Styrerer (sikkerhed-
filter) filter)
0207 Lub. oil filter, compl. Smereoliefilter, komplet
0396 Spacer ring Afstandsring
0485 Filter element Fi lterelement
0574 Drain plug Aftapningsskrue
0663 Sealing ring Ta!tningsring .....
0752
0841
By-pass valve
Sealing ring
Overtryksvent i 1
Ta!tningsring
--
0930 Sy-pass valve Overtryksvent i l
1008 Cover Oa!ksel
1013 Venting screw
31-+-
.6.HVUNDOI - ~
PRELUBRICATING PUMP PLATE 31520-0IH
0408 0597 0686
~-4--4~"'"",.J,.......L."'-i:1~.J.---J:.-4'1--~0864
0953
1021
~~0~~~~~~~~W~i~:::::-1209
1398
1487
2199 2377 1932 1843 1754 1665 1576
2288 2377
u
{). I
'-)----+----,·
I
I I I
24(;6 2000 -'---- J_ __ .l
6HYUND01-~
PRELUBRICATING PUMP PLATE 31520-0lH
0131 Set screw ScEtskrue

0220 Socket Huffe
0319 Screw Skrue
0408 Front cover Fordll!ksel
0597 Joint Pakning
0686 Pump casing Pumpehus
0775 Counter fl anqe , compl. Hodtryksflange, komplet
0864 Joint Pakning
0953 Joint Pakning
1021 Rear cover Endedcl!ksel
111 o- Idler rotor Frilebsrotor
1209 Regulating screw Reguleringsskrue
1398 Retaining ring L.\sering
1487 Valve cover Vent il dcEkse l
1576 Sealing washer Pakning
1665 0-ring 0-ring
1754 Valve spring Vent i 1 f jeder
1843 Valve piston Ventilstempel
1932* Power rotor Orivrotor
2000 Shaft seal Ak se l tetn i ng
2199 Drip ring Orem
2288* 0-ring 0-ring
2377* Rotary seal ring TcEtningsring
2466 Stationary seat Stat i oner scl!de
r '
I > v~,~-.I·
>L v,: I•
'.Jt
Pia•
l'ag~ I (21 Lubricating Oil Cooler 31503-11H
Gene rel
04
05
When ordenng
plates, please srae
lhe senal numbers
of the pla1es The
senat numbers ol
06
the plates can·"""'.----<
found ,n the lop
rgc-halld oomer a
the plates
( See OescnpllOO
315.10)
08
• © :;•.....__
. I 09
Jl---- 10
~~1
,«:
•9. ESOS
'
P1:lto
31503-11H Lubricating Oil Cooler Pi")'! 212}
Generel
hem llem
No Oty. Oesignatton 8en•vnyM No Oty, D•s.gn11tlon 8en•vnetse
Ot ewe H•••gon screw llol1
02 ewe W•tiher Slu11e
03 ewe Washer Skivo
o• Ot/E Pr.a.sure plate Trytlplado
OS 0•••·· Paknl"'!)
06 02/E OuhJe ba, Sty,ep,nd
07 ewe 01s&ance piece Alstanc:tsstyttke

...
01 01/E Fr•m• pl•te s"'""P'•de
09 04/E Gatket Pakr,ng
,o 02/E Screw S"1vo
ti Ot/E Cement um
t2 ove ou;d• bar St;rt:p1nd
(for dismantling) (IOI domont,)f,ng)
13 32/E Sc:rew Sk,vo
When OtdeMg spare pans, see .»so page 600 SO
lilffl Nos. marked w10'I .we on,y ava..._. u pan: or a spare parts i..11.
Oty.lE - OtyA;.ng,no
Qty.IC • Oly tCy•ndor
9<H9· ESOS
~'2.'
h.HVUNDOI - ~
LUBRICATING OIL THERMOSTATIC VALVE PLATE 31 ~04H
A
'"l, ~ l..
6HVUNDOI-~
LUBRICATING OIL THERMOSTATIC VALVE Pl.A Tl. 31 1,<M It
Item No. Deslgn•llon Benmvnelse
01 Body
02 Cover
03 Riny
04 Seat
o~ Thermos ta ts
06 0-ring
0/ Stud bolt, nut
OB 0-ring
,
FUEL OIL SYSTEM 316.01
DESCRIPTION
Edition 13H
1987.03.02
The fuel oil system cons-ists of fuel oil primary pump, fuel oil filter, fuel
pump (section 310) and fuel valve (section 311).
i"UEL OIL SURCHARGE PUMP PLATE 31601

The fuel oil surcharge pump, which is of lhe gear pump type, is mounted to the
front end of the engine frame and driven by the camshaft through a splined
shaft coupling.
The pump housing is equipped with a sprin9loaded adjustable by-pass valve,
which in open position connects outlet and inlet chambers of the pump.
The outlet pressure of the surcharge pump can be adjusted by means of an ad-
justing screw in the by-pass valve assembly.
The surcharge pump is situated in the fuel oil inlet line of the engine.
A by-pass line to the surcharge pump with a non-return valve allows for fuel
oil to be supplied to the engine even in standstill by gravity feed or by a
~Pparately driven fuel ~irculating pump.
FUEL OIL rtl T~R PLATE 31602

The fuel oil filter is a duplex filter with slit-type filter elements. The
filter 1s equipped with a three-way cock for change of both inlet and outlet
side into single or double operation of the filters.
During normal operation both filters should be in operation, single operation
only to be used when dismantling one of the filters for manual cleaning or in-
spection.
POSITION O~ THREF-WAY COCK
Filter left interrupted
This position is only for This position is only for

cleaning of the right filter, Both filters in cleaning of the left filter
not for continuous operation. operation. not for continuous operation.
'2;,~
6HVUNDO•-~
FUl:l Oil SYSTEH 316.02
Edition 13H
DtSCRIPTION 1987 .03.02
Normally the filters are cleaned during operation by turning the handle on the
filler housing top a couple of turns.
';imultaneously with turning of the handle, the drain cock in bottom of the
f i Iler housing should be opened in order to drain off the dirt being scraped
or the filter element.
If no drainage occurs when the drain cock is opened, the filter housing should
be dismantled for manual cleaning.
Tile filter element itself should never be dismantled, but has to be replaced
d damage or malfunction is experienced.
<
s}2
.6HVUNDOI - I=='\
FUEL OIL SYSTEM 0316
FUEL OIL QUALITY Edition 01H

Page 1 ( M)
The quality of a fuel oil is, in analysis data, stated in physical and chemical
propcr t ics , which are decisive for the suitability of the fuel oil for diffe-
rent epp l i cat ions , for diesel engine fuels the combustion quality, the impuri-
ty cont.ent , and handling properties are the main quality criteria.
Since residual fuels are traded and designated according to viscosity, it has
become conmen practice to associate viscosity with quality. This practice can,
cspcc iet Iy with modern residual fuels, be very misleading, as a fuel oil of
low viscosity often can be just as bad, or even worse, than another fuel oil
of very high viscosity.
rhe quality of refinery residues are dependent on the origin of the crude oil,
the grade of utilization when refining the crude oil, and the refinery tech-
nique used.
Some of the residues used in fuel oil production are of a viscosity requiring
visbreaking, a process which will reduce the viscosity without improving the
qua 1 i ty at a 11.
When producing residual fuels from visbreaked, cracked residues and from
"straight run" residues, the final adjustment of viscosity to fulfil the re-
quirements of the different grades of intermediate fuels is done by adding gas
011.
However, it is to be noted that considerable lowering of the viscosity is a-

chieved by adding a relatively small amount of gas oil, which will give only a
minor improvement of the quality of the blend. This means that the quality to
a major extent is depend~nt on residues present in the hlend.
As a consequence of the possible variations in quality of residues and the in-
fluence of adding gas oil, the quality of blended fuels can be varying even
for fuel oils of equal nominal viscosity.
Combustion Quality
Combustion quality is the ability of the fuel oil to ignite and burn in a pro-
per way. The ignition quality, combustion intensity, lenght and completeness
of r.ombu~tion are properties influenced by the chemical composition and struc-
ture of the fuel oil.
Ignition quality relates to ignition delay, i e , the time elapsed between
i
start of injection and the start of combustion.

Ignition quality is expressed by the cetane number, diesel index or cetane in-
dex, in 'l cases the higher the value, the better the ignition quality.
For die~cl oil the ignition quality is expressed by the cetane number, deter-
min~d by a specified method in a standard engine running under standard condi-
tions.
~HYUNDO•-Q
FUEL Oil SYSTEM 0316
-
FUEL OIL QUALITY Edition OIH
Page 2 (14)
For residual fuels the ignition.quality can be expressed by the diesel index
or cetan index, both to be calculated from physical properties such as the
an i line point, specific gravity and mid-distillation temperature. The cetane
n111nber, diesel index or cetane index of a certain fuel oil will show reason-
ab l e correlations between the numerical values.
The combustion condition of the fuel oils is nonnally evaluated from Conradson
C.1 rbon residue
and the a spha l tene con ten ts.
Impurity Content
lhe impurity content of diesel engine fuels should be kept as low as possible,
~nd harmful and unwanted impurities should, to the greatest possible extent,
be removed in the pre-treatment system in order to minimize wear and corrosion
of engine components. Impurities derive from the crude oil itself, from refi-
n<'ry processes and from handling and storage of oils. Some impurities such as
~" l phur and vanadium are oil soluble and therefore imposs i b 1 e to remove in a
r.onvcnt tone l mechanical fuel oil treatment system, while the amount of water
and solid impurities can be reduced by centrifuging and filtration.
~.ind, rus t , metal oxides and catalyst particles can be found as sol id par t ic-
lP\ in fuel oil.
Fuel related wear and corrosion in diesel engines takes the form of mechanical
wrar and chemically induced corrosion, the latter in the form of high and low
temperature corrosion.
The sol id impurities and particles produced during combustion, collectively
known as ash, cause mechanical wear of engine components.
E~pecially catalyst particles. silicone and aluminium oxides and silicates in
the form of sand are very abrasive. From vanadium and sodium, corrosive ash in
lhc form of oxides, carbonates and sulphates are created during combustion.
ft,e sulphur content of a fuel oil may lead to low temperature corrosion of
combustion chamber components and formation of deposits on these. The corro-
~ive effect is due to the formation of sulphuric acid.
Water in the fuel oi 1 may lead to severa 1 detrimental effects to the fue 1 sys-
tem and to the diesel engine in general by giving rise to mechanical and cor-
rosive wear, as well as fouling.
Handling Properties
Handling of the fuel, i.e. storage, pumping and treatment, is mainly affected
by physical properties such as viscosity, density, flash point and pour point,
hut other fuel oil properties such as stability, emulsification tendency, vis-
cosity index and the nature and amount of water and solid impurities will also
influence the handling system.
The nominal viscosity is decisive for the preheating temperature necessary to
obtain adequate viscosity for pumping, settling, centrifuging and injection.
11.~
~HVUNDOI-~
FUEL OIL QUALITY Edition 01H

Page 3 (14)
The density influences t:he grav i tat i ona 1 sett 1 ing of water and solid contami-
nants in settling tanks. Specific gravity is also an important parameter in
the centrifuging process. The flash point is, for safety reasons, limited to a
minimum of 600 C by classification societies and other authorities. The flash
point is related to the volatility of the amount and nature of lighter frac-
tions in the fuel oil, and might thus be used to estimate the liability of
gasification in non-pressurized parts of the fuel system.
The pour point defines the temperature at which wax crystallization will take
place and prevent the fuel oil from flowing and from being pumped.
The pour point therefore must be taken into account when deciding the presence
and capacity of heating coils in bunker tanks.
Quality Fuel oil

criteria characteri sties Main effects
Combustion Conradson carbon Ignition ability

qua 1 i ty Asphaltenes Combustion conditions
Fouling of gasways
Sulphur Corrosive wear
Vanadium Formation of deposits on exhaus t
Sodium valves and turbochargers high
temperature corrosion.
(mpuri ty Disturbance of combustion process
content Increased heat-load of combustion
Water chamber components, fouling of gas-
ways, mechanical wear and cavita-
tion of fuel injection system.
Mechanical and corrosive wear of
Ash combustion chamber components for-
mation of deposits.
Mechanical wear of fuel injection
Catalyst fines system, cylinder liners and piston
rings.
Viscosity Temperatures pressures and capac i -
Hend 1 i ng Density ties of fuel oil systems for storage,
properties Pour point pumping and pre-treatment.
Flash point Safety requirements
Fuel properties affecting diesel engine and fuel systems

-r=:=,
r>.
11)( I. OIL SYSTEM 0316
Edition 01H
ANALYSIS DATA Page 4 (14)
Conments on Analysis Data for Fuel -Oils

Carbon Residue
The carbon residue of a fuel oil indicates its coke-forming tendency and can
be used to detennine the tendency of forming deposits in the combustion cham-
ber and gasways; the higher the carbon residue value, the higher the fouling
tendency.
Some changes in the combustion process, requiring adjustment of the maximum
pressure, may also be attributed to a high carbon residue content. The value
is measured by standardized carbonizing tests, such as the Conradson or Rams-
bottom tests, which give similar results.
The non-vaporized residue from the carbonizing test consists of carbonaceous
material and inorganic impurities and is expressed in weight percentage of
the fuel sample tested. Carbon residue and asphaltene content generally move
in parallel, both related to the carbon-to-hydrogen ratio with increasing va-
lues for higher ratio.
The carbon-to-hydrogen ratio and thus the carbon residue too, is dependent on
the source of the crude oil and the type of refinery processing used.
The effect of carbon residue is impossible to counteract by pre-treament of
the fuel oil, as centrifuging only influences solid inorganic contaminants and
hard asphalts, which are only small amounts of the weight percentage called
carbon residue.
Asphaltenes
Asphaltenes are defined as the part of a fuel oil sample being insoluble in
heptane. The content of asphaltenes is expressed in weight percentage of the
fuel oil sample tested.
Asphaltenes, which are aromatic, slow-burning, semi-solid hydro carbon com-
pounds dispersed in the fuel oil, have a similar effect on the combustion pro-
cess as the carbon residue, the main impact being fouling of gasways.
The stability of the fuel oil is related to the content of asphaltenes.
Asphaltenes also influence the lubrication properties of the fuel oil and, in
extreme cases, high asphaltene content may lead to fuel pump sticking.
Fuel oils with a high content of asphaltenes will have a tendency to fonn slud-
ge, especially if the water content is also high. The asphaltenes content of a
fuel oil is influenced by pre-treatment, the heaviest semi-solid asphaltenes
and asphaltenes bound to water as sludge can be separated by centrifuging.
Diesel Index
Diesel index is a calculated values for detennining the ignition quality of a
fuel oil. The ignition quality is related to the hydrocarbon composition, para-
ffin being of high quality, n-heptanes of moderate and aromatics of low quality.
3j'
6HYUNDOI-~
Edition 01H
Properties of the anilirre point and the specific gravity reflect, with certain
exceptions, the hydrocarbon composition of a fuel oil, and are therefore used
in the following simple fonnula as an expression of ignition quality:
Diesel index n (aniline point °F x A~I gravity) x 0.01.
The aniline point is the lowest temperature at which equal volumes of the fuel
and aniline become just misciple. The test depends on the fact that aromatic
hydrocarbons mix completely with aniline at comparetively low temperatures,
whereas paraffins require considerable higher temperatures before they are
completely misciple.
Thus a high aniline point indicates a highly paraffinic fuel, and consequently
a fuel oil of good ignition quality. Similarily, a high API gravity number de-
notes a low specific gravity and high paraffinicity, and again a good ignition
qua 1 i ty.
The diesel index provides a reasonable idea of the ignition quality, but gene-
rally gives figures slightly above the cetane number.
Fuel oils with poor ignition quality and low diesel index might especially
cause problems in the starting of the diesel engines and running at low loads.
In addition to starting diff~culties, a prolonged ignition delay may give rise
to alterations in the maximum pressure, leading to increased mechanical or
therma 1 1 oad.
Furthennore, fuel oils with poor ignition quality may cause retarded combus-
tion and subsequent fouling of gasways.
Sulphur
Sulphur is present in fuel oil mainly in organic compounds, the amount present
being expressed as weight percentage of an oil sample tested. If free sulphur
is present, it may cause corrosion in the fuel system. The main problem caused
by sulphur is low temperature corrosion. During combustion, sulphur oxides are
p~oduced in the form of gasses. Since humidity also is present, sulphuric acid
may be formed on components in the combustion chamber and in the gasways, whe-
re the temperature is below that of the dewpoint for sulphuric acid.
The detrimental effect of sulphur in fuel oil is counteracted be maintaining
adequate temperatures of the combustion chamber components and by using alka-
line lubricating oil to neutralize the sulphuric acid produced during the com-
bustion.
Vanadium and Sodium
Vanadium and sodium are constituents of the ash content. The amounts of these
are measured by analysing the residue from the combustion test used for deter-
mination of the ash content.
r>.
£::.HYUNDOJ -{::::::,
fllll OILSYST[M 0316
ANAIYSIS DATA Edition 01H

Page 6 ( 14)
The amount of vanadium and sodium,present is expressed in ppm, parts per mil-
lion by weight related to the fuel oil sample being tested for ash content.
Vanadium derives from the crude oil itself and, being oil soluble, it cannot
be removed from the fuel oil by conventional pre-treament. Sodium derives from
the crude oil, and also from contamination with-salt water during storage and
transport of the fuel oil. Sodium is water soluble and, regardless of deriva-
tion, trends to combine with the water present in the fuel oil.
Owing to its water-solubility, it is possible to remove or reduce the amount
of sodium present in the fuel oil. During combustion corrosive ash is formed
from vanadium and sodium.
Especially if the weight ratio of sodium t~ vanadium exceeds 1:3, ash with
very low melting point and stiction temperature is fonned giving rise to high
temperature corrosion of exhaust valves and deposit formation in turbochargers.
It is possible to reduce the tendency to formation of detrimental vanadium-
sodium ash by effective centrifuging, which will remove sodium salts together
with water. If a very low content of sodium is ensured, a relative high vana-
dium content might be acceptable.
Water
The water content of fuel oil is measured by a standardized distillation test
and is expressed as a volume percentage of the sampl e tested. Water in fuel
oil may lead to several detrimental effects of the fuel oil system, corrosion
and cavitation of fuel pumps and fuel valves, and cause fouling of exhaust
system and turbochargers.
Salt water, due to its content of sodium, contributes in combination with va-
nadium to the formation of low-melting corrosive ash, which attacks exhaust
valves and turbochargers. Water, when it disturbs the fuel atomization, will
lead to poor combustion resulting in higher heat loads of the combustion cham-
ber components.
It is possible to reduce the water content of a fuel oil primarily by centri-
fuging, and .this should be done to the widest possible extent in order to a-
void the detrimental effects of water in the fuel oil.
Ash
Ash content is a measure of inorganic non-combustible material present in the
fuel oil. The ash content is determined by a combustion test, and it is ex-
pressed as a weight percentage residue from complete combustion of the oil
samp 1 e tested.
Ash-forming ma teria 1 s are present in the fue 1 o i 1 as natural components of
crude oil and due to external contamination of the fuel oil.
. .S1 g
.6HVUNDOI - ~
Edition OIH
Ash-forming materials exi~t both as solid contaminants and in soluble com-

pounds. The solid contaminants may lead to abrasive wear in the fuel injection
system. Ash formed during combustion may lead to abrasive as well as corrosive
wear of combustion chamber components and give rise to formations of detrimen-
tal deposits. It is therefore essential, to the greatest possible extent, to
reduce the amount of ash-forming materials by centrifuging.
Solid contaminants such as sand, rust, certain metal oxides and catalyst fines
can be removed by centrifuging, and the same goes for water-soluble salts such
as sodium.
Some of the components included in the ash content have been found to be par-
ticularly harmful and are therefore stated individually in the analysis data.
Silicium and Aluminium Oxides
Residual fuels produced be refineries using fluid catalytic cracking may be
contaminated by catalyst particles in form of silicium and aluminium oxides.
Catalyst particles, if any, are comprised by the value for ash content.
Separate values for the silicium oxides content and the aluminium oxides con-
tent are measured by analysing the ash content.
The amount of silicium and aluminium oxides is expressed in ppm related to the
weight of the original fuel oil sample being tested for ash content.
tis catalyst particles are very hard and abrasive, they can cause extreme me-
chanical wear of the fuel injection system, cylinder liners and piston rings.
Catalyst particles, being solid and insoluble, can be removed from the fuel
oil. The guide-lines for dimensioning the centrifuge size is based on the fact
that approx. 1/3 of the catalyst particles with regard to weight is removed.
Viscosity
Viscosity is a measure of the interne l friction or resistance of an oil to
flow.
Traditionally, the viscosity of fuel oi 1 s have been expressed in seconds Red-
wood r10. 1 ( s R 1 ) .
In 1977, hn~ever, this designation was officially superseded by the metric
unit of Kinematic viscosity, centistokes (cSt), and the temperature at which
nominal viscosity is. to be related was also changed.
Commerci~l designations of residual fuels for marine use, still being related
to nominal viscosity, have thus changed from viscosity expressed in seconds
Hedwood No. 1 at 1000 F to viscosity expressed in centistokes at 500 C. The
relation~hip between the two methods of expressing the nominal viscosity is
shown in table.
~
/\HVUNOOI - ~
I UEL OIL SYSTEM 0316
Edition 01H
ANAI.YSIS DATA Page 8 (14)
Furthermore, the designation heavy fuel oil (HFO), bunker C fuel oil and No. 6
fuel oil for the heaviest and cheapest grade of residual fuel oil for marine
use, have been superseded by the conmon designation marine fuel oil (MFO) or
intermediatP. fuel oil (IF) for all grades of residual fuels followed by a num-
ber indicating the nominal viscosity.
01 d designation New designation

Sec. Redwood No. 1/100° F cSt/500 C
200 sR1 IF 30
300 " "..40
400 "
600 .... .. 60
80
800 " 100
1000 .. " 120
1200 " " 150
1500 " " 180
2000 " " 240
2500 " "280
3000 " "320
3500 " "380
4000 " "420
4500 ". "460
6000 .. "600
7000 "700
The use of the S.I. system also influences the nominal viscosity designation
for marine gas oil (MGO) and marine diesel oil (MOO), both now to be expressed
in centistokes at 40° C.
Viscosity is an important parameter in connection with pumping, pre-treatment
and injection of fuel oil, since the possibility and efficiency of these pro-
cesses to a large extent js dependent on adequate viscosity.
Adjustment of the viscosity into adequate values is possible by taking advan-
tage of the interdependence between temperature and viscosity index of the
fuel oil.
The nominal viscosity of a fuel oil is the determining factor for preheating
temperatures necessary to obtain adequate viscosity for pumping, centrifuging
and injection of the fuel oil, and thus also is the determining factor for the
capacities of the preheating equipment in the fuel oil system.
Density
Density is defined as the mass of a unit volume and it is expressed in g/cm3
at a temperature of 150 C.
1.,s--
6HYUNDOI -~
ANALYSIS DATA Edition OHi

Page 9 (14)
Specific gravity is the ratio of the mass of a given volume of liquid at 600 F
(15.6° C) and the mass of an equal volume of water at the same temperature.
ror a given liquid, the specific gravity will generally give the same numeri-
cally as the density.
APl-qravity is an arbitrary scale calibrated in degrees and related to speci-
fic gravity by the following fo~la:
141.5
APl-gravity (degrees=) Specific gravity/600 F • 131.5
As the formula ind1cates, the APl-gravity is in inverse ratio to density and

specific gravity.
Density is an important parameter in the centrifuging process, where separa-
ting water and water-dissolved impurities from the fuel oil is based upon the
difference in densities. If the density of the fuel 011 approaches that of wa-
ter, centrifuging thus becomes less effective, necessitating reduced flow rate
and therefore increased centrifuge capacity.
ANALYSIS DATA FOR FUEL OILS
Carbon Residue i weight

Asphaltenes i weight
o,esel Index
Ash i weight
ENGINE Sulphur i weight
R~lEVANT Water i volumen
PROPERTIES
Vanadium ppm
Sodium ppm
Silicium Oxide ppm
Aluminium Oxide ppm
Viscosity sec. Redw. 111000 F

cSt/50° C
I 'I<; TALLA Tl ON Density g/1'11
RFLEVANT
PIIOPERT I ES Flash Point 0(
Pour Point oc
-
~~6
6HVUND01-Q
fUEL OIL SYSTEM 0316
IINALYSIS DATA Edition 01H

' Page 10 {14)
The water separation ability of fuel oil is increased by preheating the fuel
oil prior to centrifuging since the densities of fuel oil and water change
with the temperature at different rates, thus giving possibilities of obtain-
ing optimal difference in densities.
To some extent, the quality of a fuel oil can be judged by the density, since
this is directly proportional to the carbon-to-hydrogen ratio, which again is
in direct ratio to aromativity, carhon residue and asphaltene content, but in
reverse ratio to calorific value.
Pour Point
The pour point is the lowest temperature at which an oil will flow or can be
poured. The pour point is measured under specified test conditions. Fuel oil
must be stored, handled and pumped at temperatures above the pour point to a-
void wax crystallization, which may result in precipitation in storage tanks,
blocking of filters and pipe lines and prevention of pumpability.
Normally the pour point of residual fuel oil does not give any problems since
the temperature needed to reduce the viscosity to pumpable levels wi 11 be ade-
quately in excess of the pour point.
Flash Point
The fl ash point of an oil is defined as the temperature at which it gives off
sufficient vapour to create on tnfl enmab l e mixture with air. This mixture will
ignite or flash under the influence of an open flame, but will not support the
combustion itself. The flash point of fuel oil is normally tested by the Pen-
sky-Martens closed-up method.
In order to provide a sufficient margin of safety from fire risk during stor-
age, handling and transportation, fuel oils for shipboard use must meet the
classification societies' requirement of flash point, limited to a minimum of
600 c.
3j-;;z...
~HYUNDOJ-Q
FUEL OIL CLEANING Edition OIH

Page II (14)
Purification Reconrnend~tions
Fuel oils are always contaminated and should therefore be thoroughly cleaned
for solid as well as liquid contaminants before use. The solid contaminants in
the fuel are mainly rust, sand, dust and refinery catalysts. Liquid contami-
nants are mainly water, i.e. either fresh water or salt water.
The impurities can cause damage to fuel pumps and fuel valves, can result in
increased cylinder liner wear and deterioate the exhaust valve seats.
Also increased fouling of gas ways and turbocharger blades may result from the
use of inadequately cleaned fuel oils.
Effective cleaning can only be ensured by means of a centrifuge. We reco11111end
the capacity of the installed centrifuges to be at least according to the ma-
ker's instructions. To obtain optimum cleaning it is of the utmost importance
to operate the centrifuge with as low a viscosity of the fuel oil as possible
and allow the fuel oil to rem~in in the centrifuge bowl as long time as pos-
sible.
Low viscosity is obtained by operating the centrifuge preheater at the maximum
temperature corresponding to the fuel viscosity concerned.
CLEANING or H.F.O. BY CENTRIFUGING

S1n9le centrifuge as purifier
Operating
options Two centrifuges in parallel
Two centrifuges in series
Optimum operating configurations
Water Content Parallel operation
Norma 1 below ll Purifier/Purifier
conditions or
Density at 150 C Series operation
below 0.991 Purifier• Clarifier
Water Content
above ll
Parallel operation
Density at 150 C Purifier/Purifier
Extreme
conditions above 0.991
High Content
of Series operation
ca ta 1 ys t fines Purifier • Clarifier
---
Especially for fuels above 180 cSt/SOO C (1500 sec.Rw/1000 F) the highest pos-
si~le temperature 98° C should be maintained in the centrifuge oil preheater.
-~B
~HVUNOI\I
ruEL OIL SYSTEM 0316
Edition OIH
I utt, OIL CLEANING Page 12 (14)
The fuel is kept in the centrifuge as long as possible by adjusting the flow
rate through the centrifuge so that it corresponds to the amount of fuel re-
quired by the engine without excessive re-circulating. Consequently, the cen-
trifuge should operate for 24 hours a day except during necessary cleaning.
Taking today's fuel qualities into consideration the need for cleaning centri-
fuges ("shooting frequency") should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the gravity discs are of special
importance for efficient water removal. The centrifuge manual states the disc
or screw adjustment which should be chosen on the basis of the specific grav i -
ty of the fuel.
Normal practice is to have at least two centrifuges available for fuel clean-
ing. Results from experimental work on centrifuges treating today's qualities
of residual fuel have shown that the best cleaning effect especially as re-
gards removal of catalyst fines is achieved when the centrifuges are operated
in series, in purifier/clarifier mode.
RATE OF FLOW
•1. A(lAf(O ,o RAT(O c.,.,rr-.c,n cw c, NI ntr U0£
100
Therefore - series operation of
centrifuges ensuring a maximum of
tO
safety is a fully accepted alter-
,o - ,, n
native to the previously recom-
mended parallel operation provi-
" ~,,.,.~
ded the operating ca pas i ty of
,o ., ',/, each individual centrifuge can
~ handle the total amount of fuel
C/
required by the engine, without
exceeding the fl ow ra le reconrnen-
-c SEPARATION IEMPERATURE
ded by the centrifuge maker for
the operating mode in question.
,,-,, ~"
Vffll.I'//. V///Lt If the installed centrifuge ca-
7Tm.
,//• Vb
pacity is on the low side corres-
ponding to the specific viscosity
w
'////-
•• of the used fuel oil, and if more
70
than one centrifuge is available,
parallel operation in order to
obtain an even lower flow rate
may be considered. However, in
view of the above results and re.:
commendations serious considera-
.... tions should be given to instal-
ling new equi~nent in correspon-
" n ,s ioo,,,,
uo ...
... dance with today's fuel qualities
1)
..
(
lO
•• •• JOO 600 and flow recommendations.
,,
ll.,,.."(
JOO ,oo 600 JSOO 6000

-···-·
3~9'
6HVUNDOI - f==\
FUEL OIL CLEANING Edition OIH

Page 13 (14)
For the determination•of centrifuging capacity, we generally advise to follow

the reconrnendations of the centrifuge maker, but the curves can be used as a
guidance.
A homogenizer may be installed in the fuel oil system as a supplement to the
centrifuges to homogenize possible water and sludge still present in the fuel
after centrifuging.
FUEL 011. CONDITIONING
ruel oil temperature and primary pump pressure have to be adjusted according
to the actual fuel oil quality used in order to ensure correct atomization, to
prevent overloading of the fuel oil system, and to prevent gasification.
The fuel oil preheating is to be adjusted in accordance with the viscosity of
the oil and the fuel injection pressure. If the preheating is controlled by
thermostats, these are to be adjusted according to the graph below, which in-
dicates the preheating temperature as a function of the fuel oil viscosity in
('it/500 c.
fhe viscosity should be at the range 12-18 est.
FUEi. OIL PREHEATING TEMPERATURE, 4-STROKE ENGINES
2cSi le SI ScS, 7cs,
I 2 c SI
1 SO · • • • ·" • •• • • ·" " ••. "" •• " •• " ••• •
l O c SI
,oo
I 80c; $1
1000c $ I
The ~ross-hatched area indicates the recommended viscosity (12-18 cSt) at in-
jection µ,essure.
Exan,ple: Fuel oil 180 cSt/SOO C (1500 sRl/1000 F) should be heated to
110-1250 C, resulting in a viscosity in the range 18-12 cSt at inlet
engine.
'<:,~
r>.
~HVUNDOI -,::::,
FIJEL OIL SYSTfM 0316
Edit ion 01H

FU[L OIL CONDITIONING Page 14 (14)
The primary pump pressure has to be increased in accordance with the prehea-
ting ten1perature in order to prevent gas formation and a consequent uneven
pwn11 f i 1 I i ng:
FUEL Oil. PRIMARY PUMP PRESSURE.
bar
5
IF 600
4
IF 3 80
IF 180
11: 80
IF 40 IF 10
IF 60
IF 30
I 100 110 120 1 so -c

70 80 90 130 140
Th<' hatched area indicates the recorrrnended primary pump pressure as a function
of the fuel oil viscosity.
Ex~mple: When running on IFO 180 the fuel oil is heated to a temperature of
110-1250 C. At this temperature range the priming pump pressure
should be 4-5 bar.
'$'ri
6HYUN001-~
FUEL Oil Fil TER PLATE 31602-09H
POSITION Of THRC( WAY COCK
filter at left in operation Filter at right in operation

This position in use when This position in use when
filter at right has to be Both filters in filler at left has to be
opened for ..aintenance. operation. opened for 111aintenance.
OlS6
-
OlOO
Oltl
OltO
L.._ --1r---
L _
Tra
to drain lank .
--·--·-
6HVUNDOI - Q
FUEL OIL FILTER PLATE 31602-09H

•
0167 Fuel oil filter, Bri!lldselsoliefilter,
complete komplet
0256 Filter element Filterindsats
.zoo Gasket
Drain cock, complete
Pakning
Aftapn i ngshane, komplet
10
0311 Union Forskruning
0312 Pipe Rer
...
I
.......
Peo,11(2) Fuel Oil Leakage Alarm 31605-01H
L23/30
• I
----- 01
r-.i+'-~-- 02
05·06
">49- esos
Pl.JIU
3160S-01H Fuel Oil Leakage Alarm Page2(2)
-
l23/30
i,.elgM1Jon
......
No Qty, Dee!QMtlon
No. Qty.
Ot
02
tlE
1/E
c.bM-
Fling• P,opskluo
04 t/E Ltvel awitch
OS 1fE Plug act•w P1opWvo
°' 1/E Gaaket
-o,-.g -· J)lfll. -- -ECO.SO.

•- -· - ...., • •• °"'f .. - u part ol a lf'll/9 parts kit.
Qty .IE - 04y.1Engine.
Qty.IC - Qty.IC~.
90•9· ESOS
1,4--:?
.6HVUNDOI - (::=\
COOLING WATER SYST[M 317.05
TREATMENT OF COOLING WATER Edition 09H
For this purpose the inhibitor manufacturers noni,ally supply simple

test kits.
The concentration of inhibitor must under no circumstances he allowed
to fall below that reconvnended by the producer, as this would increase
the risk of corrosion.
The water sample for these tests is to be taken from the circulating
system, and not from the expansion tank or the pipe leading to it.
A clear record of all measuring results should be kept, so that the ac-
tual condition and trend of the system may be currently ascertained and
evaluated.
A sudden or gradual increase in the chloride content of the coolinq
water may be indicative of salt water leakages. Such leakages are to be
traced and repaired at the first opportunity. A chloride content in the
cooling water higher than the 50 ppm specified might, in exceptional
cases, be tolerated. However, in that case the upper limit specified by
the individual inhibitor supplier must not be exceeded.
A sudden or gradual decrease in pH value, or an increase of the sulpha-
te content, may indicate exhaust gas leakage. Thr pH value can be in-
creased by adding inhibitor; however, if major quantities are neces-
sary, the water should be replaced.
every third month a coolinq water sample should he sent ashore for la-
boratory analysis, in particular to ascertain the contents of inhibi-
tor, sulphate, and iron, as well as the total salinity of the water.
CLfANING ANO INHIBITING PROCEDURE

The engine must not be running during the cleaning procedurc , as this may in·
vo lve the risk of overheating when draining.
Uegreas~
u~e cl~a11 tap water for filling-up. The cooling water in the system can he
used, if it docs not contain inhibitors.
Heat I.he water to 600 C and c i rcu 1 ate the water continuous 1 y.
Drain to lowest water level in expansion tank.
Add the .. mount of degreasing chemi_cal specified by the supplier, preferably
from the suction side of the freshwater pump.
h.HYUNDO• - ~
COOLING WATER SYSTEM 317.06
Drain to lowest water level in the expansion tank directly afterwards.

Circulate the cleaning chemical for the period specified by the supplier.
Drain the system and fill up completely with clean tap water, in order to
f 1 usb out any oil or grease from the tank.
Circulate the water for 2 hours, and drain again.
llescaling with Acid Solution

Fill up with clean tap water and heat to 70-750 C.
Dissolve the necessary dosage of acid compound in a clean iron drum with hot
water.
BP. careful - use protective spectacles and gloves.
For engines which have been treated before the trial trip, the lowest concen-
tration recommended by the supplier will normally be sufficient.
For untreated engines, a higher concentration - depending on the condition of
the cooling system - will normally be necessary.
Fill the drum half up with water and slowly add the acid compound, while stir-
ring vigorously. Then fill the drum up completely with hot water while con-
tinuing to stir (e.g. using a steam hose).
Drain some water from the system and add the acid solution via the expansion
tank.
fhe cooling water system must not be put under pressure.
~cep the temperature of the water between 70° C and 75° C and circulate it
constantly, The duration of the treatment will depend on the degree of foul-
ing. Normally, the shortest time recommended by the supplier will be suffi-
cient for engines which are treated before the trial trip. For untreated en-
gines, a longer time must be reckoned with. Check every hour, for example with
pit-paper, that the acid in the solution has not been used up. A number of des-
caling preparations contain colour indicators which show the state of the acid
solution. If the acid content is exhausted, a new acid solution can be added,
in which case, the weakest recommended concentration should be used.
The solubility of acids in water is often limited. Therefore if, in excep-
tional cases, a large amount is required, descaling can be carried out in two
stages with a new solution of acid compound and clean water. Nonnally the sup-
plier will specify the maximum solubility.
31...-Y
L).ffYUNDOt - ~
The cleaning agents should not be directly admixed, but should be dis-
solved in water and then added to the cooling water system.
Normally, cleaning can be executed without any dismantling of the en-
gine. We point out that the water should be circulated in the engine to
achieve the best possible result.
As cleaning can cause leaks to become apparent in poorly assembled
joints or partly defective gaskets, inspection should be carried out
during the cleaning process. The acid content of the system oil should
also be checked i11111ediately after cleaning, and 24 hours afterwards.
2. Cooling Water - Inhibitors

The filling-up with cooling water and the admixture of the inhibitor is
to be carried out directly after the cleaning in order to prevent for-
mation of rust on the cleaned surfaces.
2. 1. Raw water
The formation of lime stone on cylinder liners and in cylinder heads
may reduce the heat transfer, which will result in unacceptably high
temperatures in the material.
Therefore, it is reconmended that deionized or distilled water (for ex-
ample from the freshwater generator) is used as cooling water.
However, on account of its lack of hardness, this water will be relati-
vely corrosive, and corrosion inhibitor should therefore always be ad-
ded.
lf deionized or distilled water cannot be obtained, normal drinking wa-
ter can be used in exceptional cases. If so, the total hardness of the
water must not exceed 90 dH (German hardness degrees).
Furthermore, it should be checked that the pH value of the water lies
hetween 5-8 at 200 C.
ThP. chloride, chlorine, sulphate, and silicate contents are also to be
checked. These contents should not exceed the following values:
Chloride 50 ppm ( 50 mg/1 itre)
Chlorine 10 - ( 10 mg/1 itre)
Sulphate 100 - ( 100 mg/1 itre)
Si 1 icate 150 - ( 150 mg/1 i tre)
There should be no sulpide and anrnonia content. Rain water must not be
us~d. as it may be heavily contaminated.
~~"
.6HVUNDOJ - ~
IRF.ATHENT OF COOLING WATER Edit ion 09H
.
It should be noted that softening of the water does not reduce its sul-
phate and chloride contents.
?.?.. Corrosion Inhibitors

lo pro tec t frc~hw,Hrr cool inq systems in marinr diesel enoines a'lainst
corrosion, various types of inhibitors are availahle.
~cnerally, only nitrite-borate based inhibitors are reconmended.
A number of the products marketed by major companies are specified on
the enclosed list, together with the necessary dosages and admixing
procedures. We reconmend that these direct ions are strictly observed.
Treatment of the cooling water with inhibiting oils is not reconvncnded,
as such treatment involves the risk of oil adhering to the heat trans-
mitting surfaces.
Chromate inhibitors must not be used in plants connected to a fresh-
water generator.
Evaporated cooling water is to be replaced with noninhibited water,
whereas a loss of water through leakage must be replaced with inhibited
water.
When overhauling individual cylinders, a new dosage of inhibitor must,
if necessary, be added irrmediately after completing the job.
). Checking of the Cooling Water System

and the Cooling Water during Service
If the cooling water is contaminated during service, sludge or deposits
may form. The condition of the cooling water system should therefore be
regularly checked, especially if deionized or distilled water is not
used. If deposits are found in the cooling spaces, these spaces or, if
necessary, the entire system should be cleaned.
According to experience, a zinc galvanized coating in the freshwater
cooling system is often very susceptible to corrosion, which results in
heavy formation of sludge, even if the cooling water is correctly inhi-
bited. The initial descaling with acid will, to a great extent, remove
the galvanized coating. Generally, therefore, we advise against the use
of galvanized piping in the freshwater cooling system.
The quality of the cooling water is to be checked regularly, if pos-
sible, once a week. The inhibitor concentration, the pH value, which
should be 7-10 measured at 200 C, and chloride concentration, which is
normally not to exceed 50 ppm (50 mg/litre), should be determined.
DESCRIPTION Edit ion IOH

1987.04.22
The cooling water system consists of two separate systems.

The low temperature circuit for cooling the charging air and the lubricating
oil, and the alternator if the latter is watercooled.
The high temperature circuit (jacket water) is used for cooling of the cylin-
der units.
The low temperature system is normally cooled by sea water or raw water but
is often cooled by means of a central fresh cooling water system. '
The high temperature system is always cooled by fresh water.
Both systems are circulated by engine-driven, or electric driven centrifugal
pumps.
The heat picked up by the fresh water is directed to the fresh water cooler
in which the heat is transferred to and removed by sea water. •
In order to maintain constant fresh water temperature a thermostatic valve is

installed at cooling water outlet from engine.
This automatic 3-way valve, acting as a diverting valve, is maintaining con-
stant temperature of the cooling water outlet from engine by allowing part of
the water flow to by-pass the fresh water cooler.
In case of damage to the fresh water cooling system the en9ine can be cooled
with sea water; if so, the engine load must be reduced to approx. 70 per cent
of the normal, and the cooling water outlet temperature n.ist not exceed 450 c
to avoid deposits of salt in cylinder jackets and cylinder heads.
Cooling Water Pumps Plate 31701 and 31702

The engine can be equipped with built-on fresh water pumps.
The pumps are of the centrifugal type and mounted on the front end cover of
the enqine and driven through a toothed gearing.
The pump bearings are lubricated automatically with oil from the lubricating
oil system of the engine.
If d pump leaks and the shaft sealing rings are worn, it is reconrnended to re-
place the shaft seal (see instruction section 301, data 317).
.6.HVUNDO• - (:::=\
(OOLING WATER SYSTEM 317.02
Protection against Corrosion in Freshwater Cooling System

In order to reduce the risk of service difficulties ori9inating in the coo l inq
w,1ter, such as corrosion or the formation of deposits which can result in, in-
sufficient heat transfer, it is necessary to treat the cooling water. We re-
comuend that this treatment is carried out according to the following proce-
durP:
1. Clean the coolin9 water system.
2. rill up with deionized or distilled cooling water (for example from the
freshwater generator) with corrosion inhibitor added.
3. Carry out regular checks of the cooling water system and the condition
of the cooling water.
Observance of these precautions, and correct venting of the system, will re-
d111 e service difficulties caused by the cooling water to a minimum.
I. Cleaning of the Cooling Water System

Defore starting the inhibition process, any existing deposits of lime
or rust, or any oil sludge, should be removed in order to improve the
heat transfer and to ensure unifonn protection of the surface by means
of the inhibitor.
The cleaning should comprise degreasing to remove oil sludge, and des-
caling with acid afterwards to remove rust and lime deposits.
Ready-mixed cleaning agents, specially made for cleaning the cooling
water system, can be obtained from companies specializing in cooling
water treatment. These companies offer assistance and control of the
treatment in all major ports. A number of these companies are mention-
ed in 'the enclosed list. We point out that the directions given by them
should be closely followed. It is of particular importance to flush the
system completely after cleaning.
Cleaning agents emulsified in water as well as slightly alkaline clea-
ning agents can be used for the degreasing process, whereas ready-mixed
cleaning agents which involve the risk of fire must obviously not be
used.
For descaling with acid, especially products based on amino-sulphonic
acid, citric acid, and tartaric acid are recommendable, as these acids
are usually obtainable as solid substances, easily soluble in water,
and do not emit poisonous vapours.
'3r3
6HVUNDOJ-~
COOLING WAT[R SYSTEM 317 .07
TREATH[NT OF COOLING WATER Edition 09H
After completihg the descaling, drain the system and flush with water. Acid
residues can be neutralized with clean tap water containing 10 kg soda per ton
of water. Circulate the mixture for 30 minutes, then drain and flush the sy-
stem.
The cooling water system 1111st not be put under pressure.
Continue to flush until the water used is neutral (pH approx. 7).
Adding of Inhibitors.
Hll up the cooling water system with water from the evaporator to the lowest
water level in the expansion tank.
Weight out the quantity of inhibitors specified by the supplier and dissolve
in a clean iron drum with hot water from the evaporator.
Add the solution via the expansion tank to the syst~m. Then fill up to normal
water level with water from the evaporator.
Allow the engine to run for not less than 24 hours to ensure that a stable
protection of the cooling surfaces is fonned.
Subsequently, test the cooling water with a test kit (available from the in-
hibitor supplier) to ensure that an adequate inhibitor concentration has been
obtained.
This should be check every week.
The acid content of the system oil is to be checked directly after the des-
caling with acid, and again 24 hours afterwards.
~HYUNQl\1 - ~
NITRITE·80kATE CORROSION INHIBITORS Edition 09H
Haker' s m1n1mum
rirm Name of Delivery Recommended
Inhibitor Form Dosage, kg/ton
Coo 1 i n!J water
Atlas Products & AtlusC11 Liquid 12
Services Ltd. Atlas C 12 Liquid 23
I ri th, Kent, (ngland Atlas c 14 Powder 2.5
fllA l'rosim RO 11 m Powder 2.4
Vi t ry-sur-Se tne , France
onrw Chemical Corp. Amero id
New York, U.S.A. OEWT-NC Powder 3.5
f.c1111len Chemical Company, Gamcor Nil Powder J
Uxbridge, England
Houseman Hegro Cooltreat 101 Powder 2.5
Burnham, Slough, England
Magnes Maritec Boroni te Powder 2.3
International Inc.
ldgewater, New Jersey
lJ. S. A.
Nc1l floe Limited Nalfleet 9-121 Powder 2. !)

Nortwich, Cheshire,
I ngland
The Perolin Company, Inc. Formet 326 Powder 2.4
Wilton, Connecticut,
IJ. S. A.
ltochem Ships Eq. A/S Rocor NB Powder 3

Oslo, Norway
"VECOM" B.V. Vecom 099 Powder 2.5
Maassluis, Holland
lhe list is to be used as a guide and must Suitable cleaners can

not be considered complete. We undertake normally be supplied
110 responsibility for difficulties that by these firms.
might be caused by these or other water
tree tments.
lhe firms are listed in alphabetical order.

s ""'S s:
6HVUNDO•-Q
FRESHWATER PUMP PLATE 31701-01H1
1215
0781
1037
0870
1304
0969
0147 1037 1493
0236 1126
0325
1582
1671
1760
0503
-
Tightening torques:
Nut 1760 300 Nm (30kpm)
0
Nut 0503 150 Nm ( 15kpm)
7)£
6HVUNDOI-Q
FRESHWATER PUMP PLATE 31701-01H1

0236 Gasket Pakning
0325 Pump housing ( fresh- Pumpehus ( f'er-sk-
water) vand)
0414 Key Feder
0503 Nut M0trik
0692 Impeller L0behjul
0781 Screw Skrue
0870 Rotating sealing Roterende pakdAse
0969 Sealing ring Tc2tningsring
1037 Ba 11 bearing Kugl e 1 eje
1126 Bearing housing Lejehus ( fersk-
(freshwater) vand)
1215 Shaft Aksel
1304 Circlip LAsering
1493 Key Feder
1671 Lock plate Sikring
1760 Nut M0trik
r
~ 5.,.,
6.HYUNDO• - ~
DRIVEN MACHINERY 318.01
The engine can be tun1ed by means of starting air. Open the indicator valves
on the cylinders, depress the starting button of the piston valve, and cau-
tiously open the shut-off valve on the starting air receiver, so that the
engine turns slowly.
The engine can also be tun1ed with a barring rod used a lever in the holes
in the flywheel.
3>6 .2
6HVUNDOI-~
TOOLS 319.51
TIGHTENING-UP INSTRUCTIONS Edition 06
HYDRAULIC TIGHTENING
Plate 31951
Nut~ on studs provided with threaded ends for a hydraulic tensioning tool may
be loosened and tightened on 1 y with the specia 1 too 1 s supp lied. Plate 31951
illustrate the design and use of a hydraulic tool.
lhe hydraulic tools consist of a jack with internal thread to suit the draw
thread on the stud or bolt, and a spacer ring (base) which is to be placed
----. under the jack and around the nut that is to be loosened or tightened. The
jack is connected to a high-pressure pump, which is set to deliver hydraulic
oil at the pressure indicated on the jack and in the data sheets for the en-
gine plant. The stud or bolt concerned is thereby lengthened to the oil pres-
sure applied and the piston area, and the nut can be loosened or tightened,
respectively, with the aid of a torm,y bar.
The jacks must never be overloaded or exposed to blows or impacts. They are
marked with a "Max. 1 ift", which must not be exceeded.
In the hydraulic tools which are so designed that the pressure is relieved at
the bot tom of the pressure chamber in the event that the "Max. 1 ift" 1 imit is
exceeded, the oil will be· pressed out into the space between the stud and the
spacer ring.
When the pressure is relieved in this way, the lowermost sealing ring will in
most cases be damaged. Therefore inspect and, if necessary, replace this sea-
ling ring.
The oil which is used must be pure hydraulic oil or turbine oil. Oils such as,
for instance, lubricating oil (system oil) or cylinder lubricating oil must
NOT be used as these oils are normally alkaline which can damage the suppor-
ting rings.
NOTE: WltEN USING HYDRAULIC TOOLS EYE PROTECTORS SHOULD BE USED.
a. Dismounting of nuts.
1. Carefully clean the draw thread, the nut and the surrounding parts.
Grea~e the draw thread with copaslip, molycote or with a graphite and oil
mixture.
2. Position the base around the nut in such a position that the tommy bar can
be u~ed through the slot of the base for unscrewing the nut, and so that
:.he 11i 11 ing for the feeler blade is turned towards the contact face for
I.he .rt .
r>.
6HVUNM1 -t:::,
TOOLS 319.52
3. Screw the jack on to the draw thread and adjust so, that the clearances (S)
between the piston and the cylinder, to provide for contraction of the
holt/stud, is approximately one-third of the "Max. lift" stamped on the
tool.
Check that the cylinder is tight against the base and that the base is gui-
ded in the recess of the cylinder.
4. Connect high-pressure pump to the quick coupling on the jack, loosen the
venting screw, and fill up with oil until it flows out of the venting screw
without air bubbles, whereafter the venting screw should be closed
~- Now raise the oil pressure to the pressure stated on the jack. If the nut
cannot be loosened with the pressure, increase the pressure slowly while
continuing to see whether the nut has loosened by means of the torrmy bar,
however, the pressure must not exceed the stated pressure by more than 10%.
If the nut is still not loose, test with a 0.05 rrm feeler blade whether the
nut is clear of the support. If the nut is clear but cannot be loosened,
reduce the pressure until the blade can just be inserted under the nut,
whcreaflcr try to loosen the nut by knocking the torrmy bar. If the nut is
not clear of the support, it must be presumed that the nut has been tjghte-
ned with a wrong pump pressure, so the pump pressure must again be increas-
ed until the nut can be loosened.
lxamine the bolt and nut for deformities and check the manometers of the
pump.
Ii. By means of the tonvny bar, screw the nut upwards and check that il does not
~o against the cylinder of the jack.
I. Relieve the oil pressure from the system.
8. Remove the connection to the pump and dismount the hydraulic jack.
b. Tightening of nuts
I. Carefully clean the draw thread, the nut and the surrounding parts.
Grease the draw thread with copaslip, molycote or with a graphite and oil
mixture.
2. Screw the nut on the thread and tighten lightly with the torrmy bar, check
with 0.05 mm feeler blade that it lies true around the whole circumference.
3. Place the base around the nut in such a position that the torrmy bar can be
used through the slot of the spacer ring when tightening the nut and so
that the milling for the feeler blade is turned towards the contact face
for the nut.
4. Press the piston and the cylinder firmly together. Screw the hydraulic jack
on to the draw thread. Hake sure that the cylinder of the jack bears firmly
against the spacer ring and that the parts are guided correctly together.
:,o4-
6HYUNon•-~
TOOLS 319.53
5. The high-pressure pump is to be connected to the quick coupling on the

jack, the venting screw loosened and the pump filled with oil until it
flows out, without air bubhles from the venting screw, whereafter the ven-
ting screw is to be closed.
6. ~ow raise the oil pressure in the jack to the stated pressure, with maxi-
mum deviation + 2'.4
0
7. lighten the nut 1 ightly with the tonrny bar through the slot in the base
and check that it lies true against the contact face by means of the 0.05
nm feeler blade.
8. The oil pressure in the system can now be relieved, the connection to the
pump removed and the jack dismounted.
9. After tightening new studs or bolts for the first time, do not remove the
jack but loosen the nut as stated under "dismounting of nuts" items S to 7.
Then tighten the nut again as stated in items 6 to 8. This is done to re-
duce the effects from permanent deformations, if any, on the contact faces
and in the studs (bolts) from the first tightening.
c. Maintenance
1. The hydraulic tools require no maintenance except exchange of sealing rin~s
on rare occasions. Each ring groove is provided with an o·ring and a sup-
porting ring. When exchanging rings, it is important to fit them so that
the supporting rings are furthest away from the pressure chamber as shown.
Before assembling piston and cylinder again, check that the sliding faces
are clean and without scores. The presence of metal particles would ruin
the sealing rings. When assembling piston and cylinder, use the tool
319$1/0140. The oil which is used must be pure hydraulic oil or turbine
o i 1. Oil such as, for instance, lubricating oil (system oil) or cylinder
lubricating oil must NOT be used as these oils are normally alkaline which
can damage the supporting rings.
rt. Ti~htening with torque spanner
1. Before the nuts are screwed on, the threads and the contact faces should
be greased with a mixture of graphite and oil in the proportion 1 :1 or
with "Molykote" grease, the tightening torques being based on a coeffi-
cient of friction in the threads.
2. The nuts should fit easily on the thread, and it should be checked that
they bear on the entire contact face.
3. In the case of new nuts and studs, tighten and loosen the nuts 2 or 3 ti-
mes so that the thread may assume its difinite shape, thus obvaiting the
risk loose nuts.
~HVUNDOI-~
TOOLS 319.54
IIGHTENING-UP INSTRUCTIONS Edition 06
4. Nuts secured with a split pin are tightened to the stated torque and then
to the next split-pin hole.
5. The following instructions apply to the use and maintenance of torque
spanners:
c. Rahsol torque spanner
I. The handle of the torque spanner is provided with a scale indicating the
torque at which the spanner can be set.
2. ~or setting the spanner at the torque required, there is a ball on a small
ann at the end of the handle.
3. When pulling the ball with the ann outwards, a small crank handle is for-
med.
A spring-loaded slide in the handle is provided with a mark which, when
turning the crank handle, can be set at the required torque on the scale.
The torque spanner functions as follows:
4. The above-mentioned spring acts an a pawl system in the handle, and when
using the spanner, this pawl system will be released when the pre-set tor-
que has been reached, at which moment a small jerk is felt in the spanner
and a small click is heard.
~- The torque spanner must not be used for torque higher than those stamped
on it, and it must not be damaged by harrmering on it or the like.
TOOLS 319.55
APPLICATION ANO DESIGNATION OF TOOLS Edition 01H

Page 1 (5)
The contents of this list of tools are a su1Tmary of STANDARD TOOLS for normal
maintenance, EXTRA TOOLS for reconditioning, TOOLS for LOW DISMANTLING HEIGH,
~nd HANO TOOLS which can be supplied from HYUNDAI HEAVY INDUSTRIES CO., LTO
ENGINE & MACHINERY OJVTS°ION. Thus, the list comprises the total extent of
t.ools available for this engine type.
For each specific plant, the amount of tools delivered depends in this respect
on contractual specifications.
The tools listed are assembled in sections corresponding to the split-up of
the instruction book and to the section to which the tools apply.
However, some too 1 s , such as hand too 1 s , torque spanners, hydrau 1 ic too 1 s etc. ,
may also be used in other applications. lnfol"fflation about exact use of the
tools appears from the relevant sections in the instruction book.
Not only are special tools which might be part of the HYUNDAI HEAVY INDUSTRIES
CO.LTD ENGINE & MACHINERY DIVISION, supply mentioned or illustrated in
descriptions of overhaul procedures, but also conman hand tools and machining
tools which are usually available on board ships.
In the following, the tools are marked according to the group to which they be-
long.
STANDARD TOOLS are marked S

EXTRA TOOLS are marked E
- TOOLS FOR LOW DISMANTLING and HAND TOOLS apply to separate paragraphs (319.56
and 319.57) in the list.
TOOLS 319.55
Edition 01H
APPLICATION ANO DESIGNATION OF TOOLS Page 2 (5)
3, p
6HVUNon•-~
TOOLS 319.55
Edition O!H
APPLICATION AND DESIGNATION OF TOOLS Page 3 (5)
•
s Standard Tools
No. Plate Item
( Extra Too 1 s off No. No.
( Grinding machine for va 1 ve seats J0652 0767

E Dismantling tool for va Ive seat rings 30652 3071
- E
E
Disc
Mounting too 1 for va 1 ve seat rings
6 30652
30652
1019
1657
s Handle 30653 0281
s Grinding disc 30653 03/0
E Grindstone 30653 06'17
( Honing brush 30653 0736
E Waste tray, complete 30653 0825
s Grinding tool 30653 1715
s Lifting tool for cylinder 1 i ner, complete 30653 1804
E Work table for cylinder head 30662 0815

Section 307
s Internal limit gauge, complete 30751 0381
s Guide ring for piston 30751 0470
s Re ta in i ng too 1 for cylinder 1 i ner 2 30751 0569
s Piston ring opener 30751 0658
s Seegers forceps 30751 0660
s Guide pin 30751 1093
E Extractor too 1 , complete 30761 0251
s Eye screw 30761 1230

TOOLS 319.55
Edition 01H
APPLICATION ANO DESIGNATION OF TOOLS Page 4 (5)
S Standard Tools
No. PlHe Item
E Extra Tools off No. No.
s Shackle 30761 1 ?31

Section 308
s Wrench for thrust piece in fuel
pump roller guide 30851 0157
E Grinding machine 30851 0241
s reelrr gauge for inlet valve 7 108~1 0330
s Feeler gaug~ for exhaust valve 7 301151 0479
Turbocharger System
Section 309
E Cleaning vessel, complete 309~1 01!34
S Spanner 1090t ?01,0
Fuel Injection Pumps
Section 310
s Special spanner for fastening for
fue 1 pump 31051 0290
Fuel Injection
Section 311
s Extractor for fuel valve · 31151 0148
E Grinding rin<J for valve scat 31151 0237
s Test pump, complete 31152 0117
s Cleaning needles in packing tube, compl. 31152 0751

6HVUNDOI
TOOLS 319.55
Edition 01H
APPLICATION AND DESIGNATION OF TOOLS Page 5 (5)
S Standard Tools
No. P'l a t e Item
E Extr.i Tools off No. No.

Section 312
s Pin gauge 31251 0197

Section 313
s Spanner for adjusting the
31351 0146
overspeed trip
Lubricating 011 System

Specification and Treatment of Lub. 011
Section 315
E Roller mandrel 31503 7060
Tools
Section 3 19
s Mdx pressure indicator 31956 07
s Torque sp.inner 31955 0304
s Torque spanner 31955 0215
s Compression tool 31951 0140
31955 0671
s Magnifier
02.89
::, ':1-/
6HVUNDO•-~
TOOLS 319.56
Edition 01H
SPECIAL TOOLS FOR LOW DISMANTLING HEIGH Page 1 ( 1)

Section 306
For lift of cylinder liner:
No . P 1 ate I tem
off No. No.
Lifting tool, complete 30662 0182

Section 307
ror lift of piston and connecting rod:
Collar for connecting rod, complete 30761 1329
Shackle for pull lift 2 30761 1507
Pull lift, complete 2 30761 0162

TOOLS 319.55
Edition OIH
APPLICATION ANO DESIGNATION Of TOOLS Page 5 (5)
S Standard Tools
No. Plate Item
E Extra Tools off No. No.

Section 312

Section 313
s Spanner for adjusting the
31351 0146
overspeed trip

Specification and Treatment of Lub. Oil
Section 315
E Roller mandrel 31503 7060
Tools
Section 319
s Max pressure indicator 31956 02
s Compress ion tool 31951 0140
1 31955 0671
s Magnifier
02.89
TOOLS 319.57
Edit ion O 1H
HANO TOOLS (EXTRA TOOLS) Page 1 (2)
Tools No. Plate Item

Section 319 off No. No.
Set of open end spanner, comprising: 1 31953
Spanner 10 mm 1 31953 2310
Spanner 12 mm 1 31953 2312
Spanner 13 mm 1 31953 2313
Spanner 14 mm 1 31953 2314
Spanner 17 mm 1 31953 2317
Spanner 19 mm 1 31953 2319
Spanner 22 mm 1 31953 . 2322
Spanner 24 nm 1 31953 2324
Spanner 27 nm 1 31953 2327
Spanner 30 mm I 31953 ?330
Spanner 32 mm 1 31953 233?.
Spanner 36 nm 1 31953 2336
Spanner 41 mm 1 31953 2341
Spanner 46 nm 1 31953 2346
Spanner 50 nm 1 31953 ?350
Set of socket spanners, sma 11 set,

comprising: 31954 0100
Ratchet 12,5 nm
-
Slide T-handle 12,5 mm
Universal joint 12,5 mm
Extension 12,5125
Extension 12,5250
Socket 10 nm
Socket 13 nm
Socket 17 mm
Socket 19 mm
Socket 22 nm
Socket for internal hexagon 5 nm
Socket for internal hexagon 6 mm
So eke t for internal hexagon 8 nm
Socket for interna 1 hexagon 10 nm
Socket for interna 1 hexdgon 12 mm
Set of socket spanner, 1 arge set, 0150

comprising: 31954
Ratchet 20 nm
Slide T-handle 20 mm
Cont.
TOOLS 319.57
Edition 0111
HANO TOOLS ( EXTRA TOOLS l Page 2 (2)
No. Plate Item

off No. No.
Universal joint 20 nm
Extension 20.0200
Extension 20.0400
Socket 24 tm1
Socket 27 nm
Socket 30 ""'
Socket 32 nm
Socket 36 nm
Socket 41 ""'
Socket for internal hexagon 17 11111
Socket for internal hexagon 19 11111
Set of socket wrenches for internal hexagon,

Socket wrench 7 nm
Socket wrench 12 nm
Socket wrench I 4 nm
Socket wrench 17 11111
Socket wrench 19 nm
Set of socket wrenches for internal hexagon,

Socket wrench 1 , 5 nm
Socket wrench 2 nm
Socket wrench 2,5 nm
Socket wrench 3 1m1
Sockc t wrench 4 ""'
Socket wrench 5 11111
Socket wrench 6 nm
Socket wrench 8 nm
Socket wrench 10 nm
Plier for lock ring, angle 31955 0 110
Plier for lock ring, straight 31955 0119
Pl1er for lock ring, straight 31955 0120
Plier for lock ring, angle 31955 0219

31955
- Plier for lock ring, angle 0319
"?~e--
1~HYUNDtU - Q
.....
Wo,MngCard 319-1
P.,ge 1 (2) Max. Pressure Indicator Edition O 111
General
Safely precautions: Special IOOIS:
Cl Stopped eng,ne P1a1e no ucm no Nolt!

O Shut·oll slart,ng air
rJ Shul·oll cooling waler
O Shut oll luel oil
O Shul·OII coohng 011
O Stopped lub oil circul
Description:
Operaton
Overhaul ,ntcrvals lland loots:
O,smanll,ng, overhaul and assembly
Allen key, 3 and f\ rnrn
Starting position:
Rclaled procedure:
Manpower: Replacemen1 and wearing parts:
Work,ng nme xxx Hours P1a1e no llem no Oly pr cyl

Capac,1y xxx man
See plate 31956·01H
Oala:
Dara for pressure and lolerance

Data for lorque moment
Oeclarat,on ..,, weight
.• , 11, Fsns
/~HVUNDO• - ~
319-1
£...-Olli
Max. Pressure Indicator
General
Operaling:
1) Opeo lhe indicalor valve and blow lhrough

shortly.
2) Ccnoect lhe mJx. pressure indicalor 10 lhe

1ndoca1or valve. and open rnc valve.
3) Aller 3·5 seconds seconds read lhe max

pressure on tbe gauge
The measuring period should nol exceed 30 se-

conds.
4) Close 1he indoca1or valve and open lhe valve

screw (5). l,g 1
5) Drscoonect lhe mar pressure 1nd1ca1or and

I Hovr..ng 2 Allen IGIO'W
close the valve screw.
3 Soa11no 4 Sc,ew
5 V:.lvc M:fC\v
6) Carry on me~suring 1he rcmain,ng cylinders
F,g r
Overhaul tntervets:
1) Aller 200 measu11ng periods d1smoun1 and 4) Aller separahng ol 1he upper and lower part
clean lhe oon-return valve If the pressure drop 1ake cu 1he non-return valve Jsscmbly
w,1hin 60 seconds is higherlhan S bar (lest pressure
100 bar) we recommend 10 relap lhe ncn-rerum 5) Lap lhe valve and the valve seal.
valve
6) Renew lhe seal1119 11ng (3) and screw (2). ii
2) Aller 1.000 measuring periods or aller 12 necessary.
mon1h use check lhe pressure gauge.
7) When mounling lhe upper and lower part
please lake care 10 use original screws only.
A11ention: For 1es1ing lhe pressure drop and lhe
pressure gauge use only exhausl gas or nilrogengas 8) Coauhe screw (2) w11h molykole and 1igh1en 10
and never oil. In case ol usingoil carbon will deposil 10 Nm
inside lhe measuring ins1rumen1.
9) Aller assembly lhe 1ns1rumen1 can be used
wilhool any new calibra1ion
Dismantling and Assembly.
1) Orsmounl lhe valve screw (5), fig. 1 Check of lhe pressure gauge:
2) Turn lhe screw (4) into the ins1rvmen1 10 10) Testing of the instrument should only be made
enable dismounting of lhe housing ( 1) by experts, so we recommend to send the instru-
ment to HYUNDAI HEAVY INDUSTRIES CO. LTO.
3) Loosen lhe screw (2) (4 pieces) for separating
ENGINE & MACHINERY DIVISION for calibration.
upper and lower part.
90.34· ESOS
TIGHTENING-UP INSTRUCTIONS PLATE 31951-03
Quick coupling
Polling thread
Venting screw
Piston I-
~~-;;:-=, S (clearance)
Cylinder
Sealing rings
Bose
Tommy bar
Milling for
Nut feeler blade
Stud or boll
..
.6HVUNOOI -~
TIGHTENING-UP INSTRUCTIONS PlATE 31951-03
Item No. Designation Benaevnefse
0140 Compression tool Sanmenpresnings-

Vi!!rk tej
"??--8
~HVUNDO•-fc=\
TOOLS (EXTRA TOOLS) PLATE 31953-0SH
c ombined box and onen-end d snanner

Size Standard No. Item No.
10 11111 N554K 10 ?310
12 11111 N554K 12 2312
13 11111 N554K 13 2313
14 11111 N554K 14 2314
17 r.111 N554K 17 2317
19 11111 Nc;c;4K to .,,,Q
22 mm N554K 22 2322
24 11111 N554K 24 2324
27 11111 N554K 27 2327
30 11111 NS54K 30 2330
32 11111 N554K 32 2332
. .,
36 nm N554K 36 233"
41 mm
46 11111
N554K 41
NSS4K 4,; ,~
n41
50 11111 N554K c;n nc;n

~
LiHYUNDOI -Q
TOOLS PLATE 319~3-0!,11
Item No. Designation Benawnelse

'
2310 Spanner Neg le
2312 Spanner I Nogle
2313 Spanner Nogle
2314 Spanner N11gle
2317 Spanner Nogle
2319 Spanner N11gle
2322 Spanner N11gle
2324 Spanner Nogle
2327 Spanner N11gle
2330 Spanner N11gle
2332 Spanner N11gle
2336 Spanner Neg le
2341 Spanner N11gle
2346 Spanner Neg le
2350 Spanner Neg le
r>;
~HYUN DOI -,:::::,
TOOLS (EXlRA TOOLS) PLATE 31954-0JH
r•--"'~ • .,_
Standard No.
De,i"gnotion Small ,er lorge set
Co....,lete . II N56JH2
Rolchel N:io68 1 2, 5 NS068 20.0
Slide T - ho..,dle N506A 12, 5 NS06A 20,0
N506P 12, 5 N506P 20, 0
r Univeriol ioinl
EJCtension N:,vt,F 12, 51 25 N·,u6f 20, 0200
Extertlion N506F 12, 52~0 N506F 20, 0400
- ~ockel N:,o6L IO N~tJl'>l <4
.. N506L 13 N506L 27
. N506L 17 N506L 3C
. N506L 19 N506L 32
. N506L 22 N506l 36
.. N506l 41
Socket fot intern..11 hexagon N506G S N506G 14
.. .. .. N506G 6 N506G 17
..
"
. NS06G 7 N506G 19
"
. . "
"
.. N506G B
. ..
-
N506G 10
"
.. . "
. . N506G 12
Box N563G 1 N563G 2
0100-----__Jt
0150----------__J
Socket wrench set lo, tnternol hexagon Standard No.

Size Comp•'• N549G 1
/
0160 7 mm N5•9A 7
12 mm N5'9A 12
14 mm N5A9A 14
17 mm N5<9A 17
19 mm N549A 19
Socket wrench set for internal he,cogon Standard No.

Sixe omp etc N549E 1
1 .5 mm N549A I 5
2 mm N549A 2
2.5 mm N549A 2 5
3 mm N549A 3
,4 mm N549A 4
5 mm N549A 5
6 mm N549A 6
B mm N549A 8
10 mm
~HVUNDn•-~
TOOLS PLATE 3195~-0JH
Item No. Designation Bena,vnelse
0100 Socket spanner, Topnegles.rt, lille

sma 11 set
0150 Socket spanner, Topneg 1 es.rt, stort
large set
0160 Socket wrench set for Unbraconegles.rt,
internal hexagon, komplet
complete
0161 Socket wrench set for Unbraconogles.rt
internal hexagon
'3>8 .._
~HYUNDOI-~
Tools PLATE 31955-0811
Standard No. Jtem No.

•NSIS019 0119
•NS1SEIO 0110
•NS15E19 0219
•NSISHl9 0120
•NS1SJ19 0319
1 2 N 515 L 125 0125
<•> lXTRA 100LS
2 il
-
wz.41"'""""-· ] 0671
Cl
'J3 37 • ESOT
.6HVUNDOI -~
Tools PL/\Tf 319~~-0:IH
n.mNo. l>Mlgnatloll Bo_ ... Item No. 0..lgndon a.n-vnelN
0110 PNer lor lock mg Tang tor ltwring
0111 Pllor tor lock rlllg Tangtorlbn,g
0120 Pller lor lock ring Tang tor tu.illg
0125 Plier lor plllon Tang lo<Nmptlpllld

p1111oc1c mg lbemg
0215 Torqu. epenner Mornenlvglo

20-120 NII\, ;I0,120Nm
15-80lbe.ft. 3S.220 lbs.ft.
0218 Pllor tor lock nng Tang tor iu.ir,g
~ To,q.,.aperwwr Mon ...

-glt )
IG,300Nm S0-300Nm
'5-220 !be.ft. 35-2201>1.ft.
0311 Pllor tor lack ring Tang tor IU«lng
D5G Torq,.ape....,
- ... glo
to,380Nm 80-360Nm
Ol71 Magnifier 301! FOfl19".tMt-

..,,.a,1130>!
93.37 • ESOT
~84
~HVUNDO•-~
:i.21 I Max Pressure Indicator
General
02
- ' 05
01
-- 03
~HVUNDOI-~
3195&-01H Max. Pressure Indicator
General
ti•"' No Oea1gn•hon firm No
01 Vah,• SCft'W
Ol Mo11. p,•asu,"
lnd.c•10,, complele
OJ Non re1u,n valve, t<onttwon1•. c:on-.ptct

COfflf)lt le in.cl. ae al S lnCl '°'""''11""'9 "9
•nd housing &crews akrue,
oc Conn.cling nut T "5.IUIJqMtffllObL•I

Mel v,Hg• to, tnd ~.tot kw montcung
mot.HI• •no I
OS p, •• ,.,,. 0..
-
Ma-10180 ....
0·180 bar
9041,($()$
?:::>6'6
.6.HVUNDOI-~
TOOLS PANEL (EXTRA TOOLS) PLATE 31960-0IH
01 02 03 04 OS
06
07 ·-·
l.zo 18 17 16 IS 14 13 12
~&<P
.6.HYUNDO• - f::=\
TOOLS PANEL (EXTRA TOOLS) PLATE 31960-0IH
Item No. Designation

•
01 Lifting straps for Wire for lejeoverfald
main bearing
02 Torque spanner Momentnegle
03 Torque spanner Momentneglc
04 Pin wrench - high pres- Hegle for hejtryksrer
sure fue 1 pipe
05 T - handle HAndtag
06 Pin spanner Tapnegle
07
09
Ring inpact spanner
Spanner for starting
air pipe
Slagnegle
Hegle for starteluf-
rer
-
10 Seegers forceps Tang for sikrinqsring
II Piston ring opener StempelringsAbner
12 Turning rod Ternes tang
13 Eyebolt for piston IJjebo 1 t for stempe 1
14 Levers for main V~tstang for hoved-
bearing caps 1 ejeoverfa 1 d
15 Extractor for fuel Tr~kv~rktej for br.
valve venti 1
16 Tools for lub. oil Valsedorn for sm0rc-
cooler oliek0lcr
17 Holding nut Holder
18 Guide tube Styrerer
20 Tool panel Ya!rktejspanel

B.5 Diesel Generator Engine

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1111 <[email protected]> To <tanker@greatship.

root of the stem at combustion area.

Hoping above information might any assistance to you.

Foll are the details of the engine :

Awaiting your reply for further course of action.

Thanking you & best regards,

0217 Only to be used for

Orde~ing Numb0r for~"' · at Kit fo'l'·6yfinife.

.. 0 Designation Where to~ the eaglne lne~ng book

°'71 ' 3/C GHket '

2573 4/C O·rlng ,.late 30601

3J~ 1/C Guket Plete 30601

0211 1/C Gaeket P1ate 30602

J571 1/C 0-rlng Plate 30901

55~ 1/C Guket Plate 30901

2353 2/C O·rlng ?late 31102

TOOLS PANEL (EXTRA TOOLS) PLATE 31961-0l\-,

Item t,jo. Oeslgn•tlon Benmvnelse

01 Waste tray for honing Tragt for honing

Item No. Designation Benl91tnelse

I Engine Frame and Bedplate

Cylinder Head and Cylinder Liner

Piston and Connecting Rod

Fuel Injection Pump

<") Engine Data I

Cylinder Head and Cylinder Liner

.. 1 Fuel Injection zl>

HYUNDAI HEAVY INDUSTRIES CO., LTD.

Instruction book for L23/30 engines

3 Instruction book, invl. edition No.

5. Plate number including edition number and part number

HYUNDAI HEAVY INDUSTRIES CO., LTD.

The instructions earn the purpose to provide general information for

The instructions consist of 2 volumes designated Part I respectively

The basic instruction manual is subdivided in sections. In the sections

Section 319 deals with tools.

Part II comprises detailed information of auxiliary and ancillary equip-

Instructionsfor Plants based on Engine Type 23

The instructions consist of 2 volumes designated Part I respectively Part II

DESIGNATION OF CYLINDERS, ENGINE SIDES AND

,... Flywheel end

Exhaust side I Right side

Control side I Camshaft side I Left side

Left side Right side

Anti-clockwise Clockwise Rotation

Engine viewed from Flywheel End

Cyt. Nos. available 5-6-7-8

Power range 525-1280 kW (715-1740 BHP)

Speed 12on501900 rpm

Stroke/bore ratio 1.33:1

Piston area per cyl. 398 cm-

Swept volume per cyl. 11.9 ltr.

Compression ratio 13:1

Max. combustion pressure 130 bar

Turbocharging principle Constant pressure system and lntercooiing

Fuel quality acceptance HFO up to 700 cSU50° C (BSMA 100-M9)

Flexible power lay-out Available in MCA and ECR version

Power lay-out MCA version ECR version MCA vars-on

Speed rpm 720 750 720 750 900

Meat\ piston speed mtsec. 7.2 7.5 7.2 7.5 9.0

!.._____I ..._I_.....t Piston rings