7234.010.002.

TBD234 DIESEL ENGINE S

OPERATING MANUAL

HENAN DIESEL ENGINE INDUSTRY CO., LTD

 Contents

1 Main Characteristics of Series 234 Diesel Engines ........................................................... 1

1.1 Brief Introduction .................................................................................................... 1
1.2 Basic Principle of Series 234 Diesel Engines ......................................................... 3
1.2.1 Intake stroke ................................................................................................. 3
1.2.2 Compression stroke ...................................................................................... 4
1.2.3 Work stroke (also called expansion stroke) .................................................. 5
1.2.4 Exhaust stroke (Fig. 1-2-1d) ......................................................................... 5
1.3 Main Technical Data of Series 234 Diesel Engines ................................................ 6
1.3.1 Data of structure and performance ............................................................... 6
1.3.2 Amount of oil and water ............................................................................... 8
1.3.3 Overall size and weight ................................................................................ 8
1.3.4 Tightening torque for major threads ............................................................. 9
1.3.5 Type of main sealants and use .................................................................... 10
2 Mounting of Series 234 Diesel Engines ................................................................................11
2.1 Lifting and Base ........................................................................................................11
2.1.1 Lifting ..........................................................................................................11
2.1.2 Base .............................................................................................................11
2.2 Arrangement of the Engine Room and Ventilation .................................................. 12
2.2.1 Arrangement of the engine room ................................................................ 12
2.2.2 Ventilation of the engine room ................................................................... 12
2.3 Mounting of Diesel Engine ...................................................................................... 14
2.3.1 Rigid mounting ........................................................................................... 14
2.3.2 Elastic mounting ......................................................................................... 14
2.4 Points for Attention to .............................................................................................. 18
Mounting of Various Systems of Engine ....................................................................... 18
2.4.1 Exhaust system ........................................................................................... 18
2.4.2 Fuel system (Figure 2-4-1) ......................................................................... 19
2.4.3 Raw water system (Figure 2-4-2) ............................................................... 20
3 Operation of Series 234 Diesel Engines .................................................................... 21
3.1 Points for Attention to Operating of Diesel Engine ................................................. 21
3.2 Fuel, Lubricating Oil and Cooling Water ................................................................. 23
3.2.1 Fuel ............................................................................................................. 23
3.2.2 Lubricating oil ............................................................................................ 23
3.2.3 Cooling Water ............................................................................................. 24
3.3 Starting the Diesel Engine ..................................................................................... 26
3.3. 1. Preparation before starting........................................................................ 26
3.3.2 Start of the engine ....................................................................................... 27
3.4 Operation of Diesel Engine ...................................................................................... 29
3.5 Shut-down of Diesel Engine .................................................................................... 32
3.5.1 Normal shut-down ...................................................................................... 32
3.5.2 Emergency shutdown.................................................................................. 32

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4 Maintenance and Preservation ........................................................................................... 37
4.1 Maintenance Schedule ............................................................................................. 37
4.2 Main Maintenance Methods ..................................................................................... 45
4.2.1 Change lubricating oil ................................................................................ 45
4.2.2 Replace lubricating oil filter element ......................................................... 46
4.2.3 Clean wet air filter ...................................................................................... 46
4.2.4 Clean oil bath air filter ................................................................................ 47
4.2.5 Replace filter cartridge of dry air filter ....................................................... 48
4.2.6 Check V-belt tension and lubricate raw water pump .................................. 49
4.2.7 Check zinc-protection plug ......................................................................... 50
4.2.8 Check and readjust valve clearance ............................................................ 51
4.2.9 Replace fuel filter cartridge or components ............................................... 52
4.2.10 Check monitoring device and stopping device of the engine ................... 54
4.2.11 Clean heat exchanger ................................................................................ 56
4.2.13 Preservation of diesel engine .................................................................... 59
4.3 Malfunctions, Causes and Remedies........................................................................ 62
4.3.1 The engine is difficult to start or fails to start ............................................. 62
4.3.2 The diesel engine is underpowered............................................................. 63
4.3.3 Running is not smooth ................................................................................ 65
4.3.4 Sudden stop................................................................................................. 65
4.3.5 Runaway ..................................................................................................... 66
4.3.6 Low pressure of lubricating oil ................................................................... 66
4.3.7 Excessive temperature of lubricating oil .................................................... 67
4.3.8 Lubricating oil is diluted............................................................................. 67
4.3.9 Excessive exhaust temperature ................................................................... 68
4.3.10 Abnormal air-out of breather .................................................................... 68
4.3.11 Excessive temperature of cooling water ................................................... 69
4.3.12 Black exhaust discoloration ...................................................................... 69
4.3.13 Blue exhaust discoloration........................................................................ 70
4.3.14 White exhaust discoloration ..................................................................... 70
4.3.15 Excessive vibration ................................................................................... 70
4.3.16 There is water in the lubricating oil .......................................................... 71
4.3.17 Abnormal noises ....................................................................................... 71
4.3.18 Malfunctions of supercharger ................................................................... 72
4.3.19 Malfunctions of cylinder head .................................................................. 72
4.3.20Malfunctions of monitoring system ........................................................... 72
4.4 Tool List and Specification ...................................................................................... 75
4.4.1 Attached tools ............................................................................................. 75
4.4.2 Servicing tools ............................................................................................ 76
5 Structure of Series 234 Diesel Engines and Major Parts Disassembly, Check and
Assembly ............................................................................................................................. - 76 -
5.1 Main Stationary Parts’ Structure and Their Disassembly, Check and Assembly . - 76 -
5.1.1 Crankcase................................................................................................ - 76 -
5.1.2 Cylinder Head ......................................................................................... - 83 -

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 5.1.3 Cylinder liner .............................................................................................. 88
5.1.4 Oil Pan ........................................................................................................ 89
5.1.5 Front and rear wall covers .......................................................................... 91
5.1.6 Flywheel housing ........................................................................................ 94
5.1.7 Breather-- Oil Separator ............................................................................. 95
5.2 Main moving Parts’ Structure .................................................................................. 96
and Their Disassembly, Check and Assembly ............................................................... 96
5.2.1 Crankshaft ................................................................................................... 96
5.2.2 Piston assembly ........................................................................................ 101
5.2.3 Connecting rod assembly.......................................................................... 104
5.2.4 Mass Balance Shaft .................................................................................. 108
5.2.5 Flywheel ....................................................................................................112
5.2.6 V-belt Pulleys ............................................................................................113
5.3 Structure of Fuel System and Main parts Disassembly, Check and Assembly.......114
5.3.1 Hand fuel priming pump............................................................................115
5.3.2 Fuel feed pump ..........................................................................................115
5.3.3 Injection pump ...........................................................................................117
5.3.4 Injection valve .......................................................................................... 123
5.3.5 Checking and adjusting the fuel-feed-start ............................................... 126
5.3.6 Speed governor ......................................................................................... 130
5.3.7 Fuel filter .................................................................................................. 137
5.3.8 Fuel pressure pipe ..................................................................................... 139
5.3.9. Injection pump drive ................................................................................ 140
5.4 Structure of Lubricating Oil System and Main parts Disassembly, Check and
Assembly ...................................................................................................................... 144
5.4.1 Lubricating oil Pump ................................................................................ 145
5.4.2 Lubricating oil filter.................................................................................. 147
5.4.3 Lubricating oil Cooler .............................................................................. 149
5.4.4 By-pass Valve ........................................................................................... 151
5.5 Structure of Valve Gear and Main Parts Disassembly, Check and Assembly ....... 153
5.5.1 Camshaft ................................................................................................... 153
5.5.2 Valve train ................................................................................................. 156
5.6 Structure of Cooling System and Main Parts Disassembly, Check and Assembly 162
5.6.1 Sea water (raw water) pump ..................................................................... 164
5.6.2 Fresh water pump ..................................................................................... 169
5.6.3 Heat Exchanger......................................................................................... 171
5.6.4 Radiator .................................................................................................... 174
5.6.5 Bossing ..................................................................................................... 175
5.6.6 Fan Drive .................................................................................................. 176
5.6.7 Tension Pulley .......................................................................................... 177
5.6.8 Thermostat ................................................................................................ 178
5.7 Structure of Intake and Exhaust System and Main Parts Disassembly, Check and
Assembly ...................................................................................................................... 180
5.7.1 Intake System ........................................................................................... 180

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 5.7.2 Exhaust System......................................................................................... 190
5.8 Structure of Starting System and Main Parts Disassembly, Check and Assembly 194
5.8.1 Starter Starting System ............................................................................. 194
5.8.2 Air Starter Starting System ....................................................................... 199
5.8.3 Compressed Air Starting System .............................................................. 200
5.9 Structure of Speed Adjusting Device and Stopping Device, and Disassembly,
Check and Assembly of Their Main Parts ................................................................... 203
5.9.1 Lever-operated speed adjusting device ..................................................... 203
5.9.2 Manual Speed Fine Adjusting Device ...................................................... 204
5.9.3 Electric speed adjusting device................................................................. 204
5.9.4 Stopping device ........................................................................................ 207
5.10 Monitoring System ................................................................................................211
6 Miscellaneous ..................................................................................................................... 216
6.1 Packaging and transport ......................................................................................... 216
6.2 Unpacking and inspection ...................................................................................... 216
6.3 Manufacturer’s guarantee ....................................................................................... 216
6.4 No liability borne by the manufacturer .................................................................. 216
6.5 Delivery Conditions ............................................................................................... 216
6.6 Hauling equipment and special tools ..................................................................... 217
6.7 Fire prevention ....................................................................................................... 217
6.8 After service ........................................................................................................... 217

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 1 Main Characteristics of Series 234 Diesel Engines

1.1 Brief Introduction

Series 234 diesel engines are universal products for military and civilian use as well as for land and
water equipments; they are manufactured by Henan Diesel Engine Industry Co., Ltd with advanced
technology, until now, more than 40 versions of diesel engines have been produced in batches for
different uses.
Series 234 diesel engines are reliable and have high performance. They have the characteristics of
―3H, 3L and 3C‖, namely high power, high efficiency, high reliability; low heat dispersion, low cost,
low maintenance workload; and conventional design, conventional technology, conventional
materials, they were developed on the basis of series 232 diesel engines of high performance, so,
they are higher-performance equipments, coming up to an international advanced level of diesel
engines. In addition, facing the occurrence of oil crisis and environmental protection, these engines
are designed with the prominent features in energy saving, environmental protection as well as
reliable in quality.
The power range of series 234 engines is 97kW-695 kW, and the rotating speed range is 1500
r/min-2300 r/min. The power can be output from the front end and rear end, the power output from
rear end (flywheel end) can reach 100%, and that from the front end (free end) varies depending on
the models.

Type code of Series 234 diesel engines:

Example: T B D 234 V 12
Number of cylinders
V-arranged cylinders
Series No. of diesel engine
Diesel engine
Intercooling
Exhaust turbocharging

Series 234 diesel engines are four-stroke, high-speed and water-cooled engines, they have main
types: naturally aspirated engine and exhaust turbocharged with intercooling engine (TBD type); we
can also provide diesel engines of TD type (supercharged, but not intercooled) for customers' need.
The cylinders are arranged in V, the included angle is 60°, and facing flywheel, the left side is row A,
the right side is row B. The number of cylinders is 6, 8, or 12. The direction of rotation is
counterclockwise when facing the flywheel. The crankcase of series 234 diesel engines is taken as
a frame, in which the crankshaft is installed. The camshaft is in the center holes above the
crankshaft. The balancing shaft of 8-cylinder engine is mounted in the downside holes of row A of
crankcase, and that of 6-cylinder engine is mounted in main bearing cover bores 1 and 4. The
cylinder head is seated on the crankcase; the oil pan is mounted in the bottom of crankcase. The

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gear assembly and front wall cover are installed in the front end of the crankcase; the flywheel,
flywheel housing, and rear cover plate are installed in the rear end of the crankcase; the injection
pump and its gear assembly are installed inside the V angle. The air intake manifold is inside and
the exhaust pipe is outside. Generally, the exhaust gas turbocharger of diesel engine is supported
by the flywheel housing, and the inter-cooler is supported by the front wall cover. For stationary
diesel engine, the fan, fan drive and radiator are installed in the front of it; and for marine diesel
engine, in the front of it is mounted the heat exchanger. The front support of diesel engine is
installed at the both sides of crankcase, and the rear support installed at both sides of flying wheel
housing. The lubricating oil cooler and filter are installed outside the row B, the starter, charging
generator and raw water pump (for marine engine) are installed outside row A.

The main characteristics of series 234 diesel engines:

1．Low fuel oil and lubricating oil specific consumption: these machines are one of the high-speed
diesel engines that consume the least oils in the world;
2．Good characteristic of start-up and speedup: the engine can be started up perfectly at more than
-5℃ of ambient condition without any auxiliary device, and after warming up fully, the time from
minimum steady operating speed to rated speed is less than 10 seconds.
3．High reliability, long service life, and convenient for maintenance.
4．Compact, small overall dimension, and light weight.

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 1.2 Basic Principle of Series 234 Diesel Engines

The basic principle of diesel engines is to burn the diesel oil in the combustion chamber first, emit
heat energy, and then convert this heat energy into the mechanical work. Because series 234 diesel
engines are four-cycle, so the principle of these engines is just the principle of four-stroke diesel
engine.
In four-cycle engines, each cycle requires four strokes: intake, compression, explosion and exhaust;
and two revolutions of the crankshaft are completed at the same time.
Before explaining the four strokes, two important terms should be introduced.
TDC: Top dead center (also called top dead point): It is the highest point the piston can reach in the
cylinder. When the piston reaching this point (TDC), the distance between the piston and the
crankshaft center line is the biggest, and the connecting rod is in alignment with crank pin.
BDC: Bottom dead center (also called bottom dead point): It is the lowest point the piston can reach
in the cylinder. When the piston reaching this point (BDC), the distance between the piston and the
crankshaft center line is the smallest, and the connecting rod is also in alignment with crank pin.
When the piston does reciprocating movement in the cylinder, the following processes happen in
sequence circularly and continuously.

a b c d

Fig. 1-2-1 Schematic drawing of four-cycle diesel engine working process

1: inlet valve open 2: inlet valve close 3: exhaust valve open 4: exhaust valve close
⑴Inlet valve ⑵Injection ⑶Exhaust valve

1.2.1 Intake stroke (Fig. 1-2-1a)

In this process, the piston moves from TDC to BDC and the inlet valve is opened by valve train, then
the cylinder is filled with fresh air for combustion.
When the piston moves from TDC to BDC, the cylinder volume increases gradually, forming vacuum
because of good seal between the piston, piston rings and cylinder, the air pressure in cylinder is

3
lower than the ambient pressure, so the fresh air is sucked into cylinder continuously. Because of
resistance in the inlet system, such as air filter, inlet pipe and so on, the air pressure in the cylinder
is lower than the external atmospheric pressure during intake process. The fresh air is mixed with
remained high-temperature exhaust gas when coming into the cylinder and heated by the hot
cylinder wall, so the temperature of the air will rise. Decrease of inlet pressure and rise of
temperature will reduce the air density in cylinder, causing the reduction of air input. This status
contradicts the requirement of intake stroke for sufficient air input. In order to obtain sufficient air
input in the cylinder, the measures of early opening and late closing are taken for inlet valves. That
is, the inlet valve does not open up when the piston reaching TDC exactly, but at a certain angle of
crankshaft before TDC. Because the opening of inlet valve will spend time, therefore, the inlet valve
opens ahead, and the area of inlet cross-section is larger when the piston moves down from TDC,
the resistance is reduced when the airflow passes through the inlet valve, thus, the air input is
increased. However, the angle of crankshaft should be proper to prevent the return flow of exhaust
gas. The optimum ahead angle for opening of inlet valve is generally determined by design and test.
In the inlet stroke, when the piston moves down near the BDC, the airflow speed and flow inertia are
greater. Accordingly, when the piston reaches BDC, the inlet valve does not close but is still open
with a certain angle, so as to use the airflow‘s inertia for air intake. Of course, the delay angle
should be proper for inlet valve, and similarly, the optimum time of closing the inlet valve should be
determined by design and test. After repair, the inlet valves should be checked and adjusted termly
according to the requirements of this manual to keep the best angle of opening and closing.

1.2.2 Compression stroke (Fig. 1-2-1b)

In this process, the air in the cylinder is compressed for increase of its pressure and temperature so
as to create the condition of self-ignition for combustible gas mixed by air and fuel injected into
cylinder, and also, to create the condition for doing work with high temperature and high pressure
expanded gas after combustion.
During the compression process, the inlet and exhaust valves are all closed, and the piston moves
from BDC to TDC. With the gradual reduction of the cylinder volume, the air in cylinder is
compressed and its temperature and pressure rise along with compression. Consequently, after the
diesel oil is injected into the cylinder at the end of compression process, being heated and
vaporized rapidly, at the same time, it is mixed with air to form combustible gas to self-ignite and
burn without any special ignition device. The heat exchange always exists between the gas and the
cylinder wall during the whole process. When the compression stroke begins, the cylinder wall heats
the gas, and the temperature of compressed gas is risen until reaching the temperature of cylinder,
from that time, the gas radiates the heat to the cylinder wall. It is generally deemed that the heat
dissipating capacity is more than the heat absorption capacity, so the heat can be lost in this
process. Also, the gas leakage due to improper seal of combustion chamber is also energy loss.
Therefore, all of the abnormal state such as excessive wear between the piston ring and the
cylinder liner, improper seal between the inlet valve and the valve seat etc. will cause the
deterioration of combustion chamber seal, influencing diesel engine‘s start up and operation.

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1.2.3 Work stroke (also called expansion stroke) (Fig. 1-2-1c)
This process is composed of two stages: diesel oil combustion and expansion for doing work, it is
the main process of energy transformation in the diesel engine.
At the end of compression stroke, after the atomized fuel is injected into cylinder and meets the
high-temperature and high-pressure air, it mixes with the air rapidly to form combustible gas rapidly
to self-ignite and burn, emitting a lot of heat energy, so the temperature and pressure of gas inside
cylinder rise sharply. Thanks to the high-temperature and high-pressure gas, the piston moves down
towards BDC and drives the crankshaft to rotate through connecting rod, transferring the power to
outside. Along with the piston moves towards BDC, gradually, the cylinder volume increases and the
gas pressure in cylinder is reduced.

1.2.4 Exhaust stroke (Fig. 1-2-1d)

In the exhaust stroke, after work is done, the exhaust gas is swept out of cylinder to prepare to fill up
fresh air for next cycle. The exhaust stroke is required to sweep the exhaust gas thoroughly with
less consumption of work.
In this process, the exhaust valve is opened by the valve train, and the piston moves from BDC to
TDC. When the piston reaches a certain crank angle near the BCD, the exhaust valve begins
opening. Here, the exhaust gas pressure in cylinder is quite high, so it is discharged impulsively,
and the free exhaust process comes true, then, the gas pressure in cylinder is decreased rapidly to
reduce the loss of power (push work) during exhaust stroke when the piston moves up. When the
piston moves from BDC to TDC driven by the crankshaft and connecting rod, the residual exhaust
gas is exhausted out of the cylinder continuously, thus achieving compulsive exhaust process.
When the piston moves up near TDC, the velocity of exhaust gas flow is still high, the exhaust valve
will be closed when the piston moves through TCD at a certain crank angle, so as to use exhaust
inertia for discharging exhaust gas wholly, this is called inertia exhaust. To reduce the loss of power
and discharge the exhaust gas completely, the mode of early opening and late closing is also
adopted for exhaust valves. Similarly, the optimum time of valve opening and closing is determined
by design and test, the accuracy of valve opening and closing should be ensured during actual
operation.

As described above:
① Before and after TDC in the inlet stroke, the inlet valve is opened ahead, and the exhaust valve is
closed later. The inlet valve and exhaust valve open simultaneously for some time, and in this time,
the rotating angle of crankshaft is called valve overlap angle.
② The piston will moves up and down for 4 times to complete one cycle of four-stroke diesel engine,
and reaches TDC and BDC for two times respectively, these should be made clear before adjusting
and repairing the diesel engines. Especially, the compression stroke's TDC and exhaust stroke‘s
TDC should be distinguished; the method will be explained later.

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 1.3 Main Technical Data of Series 234 Diesel Engines
1.3.1 Data of structure and performance
TBD234/TD234 TBD234/TD234 TBD234
No. Designation Unit
V6 V8 V12

1 Work process Four-stroke

2 Combustion mode Direct injection

3 Cylinders arrangement In V 60°

4 Number of cylinders 6 8 12

5 Cylinder bore/stroke mm 128/140

6 Piston displacement per cylinder dm3 1.8

7 Total swept volume dm3 10.8 14.4 21.6

8 Compression ratio ε 15:1

9 Maximum explosion pressure MPa 15

10 Rated rotating speed range r/min 1500-2100

11 Lowest stable rotating speed r/min 45 % of rated speed

Lowest stable rotating speed for
12 r/min 700-750 commonly
no-load (idle)
13 Ignition speed at 20℃ r/min 115

14 Direction of rotation Anticlockwise(from flywheel)

A1-B5-A5-B3-A3-B6-
15 Firing sequence A1-B2-A3-B1-A2-B3 A1-B2-A3-B1-A4-B3-A2-B4 A6-B2-A2-B4-A4-B1
Compressed air pressure when
16 MPa Min 1.5, max 3.0(reducing valve)
starting with air motor
Compressed air pressure when
17 MPa Min 1.5, max 3.0
starting with air distributor
Connecting rod journal ×bearing
18 mm 92×30.4
width of connecting rod
Main journal of crankshaft× width of
19 mm 105×32.8
main bearing
20 Number of main bearings 4 5 7
Diameter of piston pin×width of
21 mm 50×43.8
bearing
22 Air filter Oil bath, wet or dry (cleaner using in desert)

23 Fuel filter Fine filter

24 Fuel delivery pump Bosch Rotor pump SZB-9N02A

25 Injection pump(monobloc) Bosch WP2110165S6J1 WP2110165S8J1 WP2110165S12J1

26 ECU ECU27BJ1 ECU27AJ1 ECU27CJ1

27 Injection valve Bosch 4-orifice or 5-orifice◆

28 Lubrication mode Pressure lubrication

29 Lubricating oil filter Fine filter( installed on the main oil circuit)

30 Low oil pressure alarm MPa 0.12-0.15

31 Too low oil pressure stop MPa 0.08-0.10

Lubricating oil pressure after filter at
32 MPa 0.35-0.60
rated speed

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 TBD234/TD234 TBD234/TD234
No Designation Unit TBD234V12
V6 V8

33 Cooling water temperature (optimum) ℃ 76-82

Permissible max. cooling water 85(water-cool)

34 ℃ 85 85
temperature (engine outlet) 90(fan-cool)

35 Alarm temperature of cooling water ℃ make use of vessel:90~92 make use of land:94-96

36 Maximum oil temperature in oil pan ℃ 120

37 Cooling mode Fan cooling; indirect cooling

38 Diameter of fan mm Φ710-Φ915

Cooling water capacity without radiator

39 dm3 20 24 35
(fresh water)

J100;K36(1500 or 1800r/min)
40 Exhaust turbocharger J100;K36 J100;K36
J120;K37(2100r/min)

41 Exhaust temperature before turbine ℃ ≤750

42 Exhaust temperature after turbine ℃ ≤600

Permissible max. temperature of raw

43 ℃ 32
water

Longitudinal 8 6
Installed
inclination
Permis Transversal -
sible
max. Longitudinal 10 18 15
for long time
★ inclinat
operation °
44 ion of
(max. 2h) Transversal 10 22.5
oil pan
for
vehicle for short time Longitudinal 14 22.5 18
operation
(max. 3min) Transversal 14 22.5

Longitudinal 10 8
Installed
inclination
Permis Transversal -
sible
max. Longitudinal 14 22.5 18
for long time
★ inclinat
operation °
45 ion of
(max. 2h) Transversal 22.5
oil pan
for ship
for short time Longitudinal 18 22.5
operation
(max. 3min) Transversal 26 22.5

Longitudinal 12 10
Permis Installed
sible inclination
max. Transversal -
★
inclinat °
46 Inclination for
ion of Longitudinal 45
dry long time
sump operation
(max. 2h) Transversal 30

Flywheel housing/
47 SAE 1/0
flywheel coupling flange

48 Starter 24V kW 5.4/6.6

49 Storage battery 24V AH 2×195

50 Alternator 28V27A

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Note: ◆ Not applicable for high-speed ship;
▲ 5-orifice nozzle can be selected depending on need;
★ Installed inclination has already been included.

1.3.2 Amount of oil and water ( dm3 )

TBD234 TBD234 TBD234

V6 V8 V12
Cooling water capacity (without radiator) 20 24 35
Lube oil capacity, to top mark of dipstick★ 22 28 35
Lube oil capacity, to bottom mark of dipstick★ 16 16 20
Lube oil injected by injection pump before running-in test 1.1 1.2 1.7
Capacity of lube oil filter 2.0 2.0 3.5
★ For general oil pan of ship only. For special oil pan structure, the capacity should be
enlarged.

1.3.3 Overall size and weight

Fig. 1-3-1 Overall size of diesel engine

Marine Stationar Overall size

engine y engine
Engine type weight weight
(with (with
water water A A1 B C D E1) F2)
tank ) tank )

TBD234/TD234
1300 1350 1080 1390 865 370 1135 142 700
V6

TBD234/TD234
1600 1650 1250 1565 910 365 1130 142 700
V8

TBD234V12 2200 2300 1590 1835 910 365 1130 142 700

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Note:
The weight (approx. in kg) denotes the engine‘s net weight, without accessional weight.
Above 1) means the size of engine which has elastic support and is filled with cooling water and
lubricant oil;
Above 2) means the size of engine on which are mounted the flywheel SAEO and elastic support
with little casting stabilizer: 832 mm

1.3.4 Tightening torque for major threads

Bolt (nut)
Name Torque
specification
Main bearing cover M18-12.9 200N·m+ 90 
Connecting rod screw M16×1.5-12.9 90N·m+ 60 or 230+10 N·m
Balance weight M16-10.9 260+10N·m
20-100-200-400N·m
Cylinder head M18-10.9
or 20-100-150N·m+ 60
Exhaust pipe M10-10.9 50+5N·m
Rocker arm bracket M10-10.9 65+5N·m
Hexagon nut of fuel injector fastening plate M8-8 15+5N·m
Slotted nut of fuel injector hole holddown bush M36×1.5 30+10N·m
Flywheel end of crankshaft M16×1.5-12.9 381+10N·m or 200N·m+ 60
Belt pulley end of crankshaft M16×1.5-12.9 381+10N·m or 200N·m+ 60
Vibration damper M12-10.9 115+5N·m
Engine mounting M14-12.9 220+10N·m
Belt pulley of fresh water pump M16×1.5 140+10N·m
M18-12.9 430+10 N·m or 150N·m+ 60
Fan driving journal
M16-10.9 300+10N·m
Driving gear of injection pump (number of
M10-12.9 85+5N·m
teeth is 44)
Driving gear of injection pump (number of
M 10-10.9 65+5N·m
teeth is 59)
Coupling of injection pump (sheet) M12-10.9 100+10N·m
Coupling of injection pump(toothed) M10-10.9 35+5N·m
Hexagon screw of injection pump coupling,
M12-10.9 100+10N·m
driving side
Tension pulley M14-8.8 100+10N·m
Camshaft gearwheel (ring type) M10×1.25-12.9 90+5N·m
Camshaft gearwheel (hub type) M10-10.9 65+5N·m
Nut of injection pump sheet coupling, driven
M18×1.5 100+10N·m
side
M20×1.5 240+10N·m
M12-12.9 140+5N·m
flywheel housing
M16×1.5-12.9 370+10N·m or 100N·m+ 60

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1.3.5 Type of main sealants and use

Name and type Use range and features Using illustration

Belongs to anaerobic thread locking sealant. For Rocker arm bracket,
Thread locking general use, medium strength, thixotropic viscosity. injection pump drive,
sealant For locking and sealing threads smaller than M26 injection nozzle, bolts
(High strength) which bear strong vibration and impact. and nuts in camshaft
Tianshan1262 and other parts
or
LOCTITE242
Thread locking
sealant
(High strength
Belongs to anaerobic thread locking sealant.
and high
Ultrahigh strength, medium viscosity. For locking and Stud
viscosity)
sealing threads smaller than M36.
Tianshan1277
or
LOCTITE271
Sealant for Crankcase plugs,
retaining bowl cylinder head plugs and
stopper Belongs to sealant for retaining bowl stopper. For shaft seal for bushing
Tianshan15747 sealing and retaining bowl stopper in engine.
or
LOCTITE11747
Surface sealant Belongs to surface sealant. Anaerobic, general use,
Tianshan1515 flexible adhesive layer after curing, high fluid Oil pan, front wall cover,
or resistant, non corrosiveness, low elongation, sealant oil pump housing
LOCTITE515 specialized in car.
lubricating system, air
Pipe thread line sealing, thread
sealant Belongs to anaerobic pipe thread sealant. Medium union, cutting sleeve
Tianshan1569 viscosity and strength, used to seal hydraulic and pipe connection, cone
or pneumatic pipe system threads. sealed pipe connection,
LOCTITE569 hose screwed
connection and so on
Flange sealant Mainly for static sealing of flange, threaded
Tianshan7304 connection and other plane connection.
Cleaning agent High performance cleanser, can effectively remove
Tianshan1755 dirt and grease on metal surface and increase the Use it on the point to be
or bonding strength between healant/sealant and base coated with sealant
LOCTITE755 metal.
Binder204 For bonding the water tank‘s metal with sponge. Phenolic -- acetal binder
Blend the engine oil and graphite to paste, for
Bolts, studs, screw plug
Antiseize agent high-temperature threaded part, avoid high
in exhaust system
temperature sintering, for easy disassembly.

Important！
The sealants used in factory are KeSaiXin sealants produced by Beijing Tianshan New
Materials and Technology Company, and Loctite sealants can also be used. Without
permission of the factory, it is not allowed to use other sealants!

10
 2 Mounting of Series 234 Diesel Engines
2.1 Lifting and Base

2.1.1 Lifting
Use wire ropes with sufficient load carrying capacity to lift the engine by fixing the proper lifting
device to the lifting eyes at both ends of the crankcase.

Important!
The steel wire rope should not squeeze the engine parts. When lifting，the diesel engine
should be horizontal, and the lifting should be slow and smooth.

The lifting position of generator set is at the lifting eyes or lifting pins at the both sides of the
common base. The caution is the same as above mentioned.

2.1.2 Base
Series 234 diesel engines can be mounted in rigid manner as well as in elastic manner. No matter
which kind of mounting is used, the base must be rigid enough to ensure it dose not deform when
the ship or the vehicle is loaded, and to be able to endure bad conditions at sea surface and shock
load of various kinds of road. In rigid mounting, the diesel engine and the base must be integrated,
and it is not allowed to install the diesel engine and rigid base on the hull or other carriers with lower
rigidity. Any force coming from diesel engine and base should be attenuated by the connection of
the large area, and then transmitted to the carrier. In elastic mounting, all the inertial force, in
particular the torque is mainly absorbed by elastic bearings, therefore, only a little impact load acts
on the base.
The planeness of bearing surfaces of the base should be less than or equal to 0.1mm.
The design of the base should make the inclination angle of mounting for the diesel engine be less
than or equal to that allowed by the oil pan of diesel engine (see Main Technical Data of Series 234
Diesel Engines in Chapter 1 of this manual).

11
 2.2 Arrangement of the Engine Room and Ventilation

2.2.1 Arrangement of the engine room

In order to ensure the diesel engine to operate well in the environment where it is located, a total
plan should be made. Enough space must be left for all the connections. In addition, a space of 1
mm should be left around the diesel engine or generating set, accessible to operation, maintenance
and service.
When mounting two engines, the center-to-center distance must not be less than 1700mm for V6/V8
diesel engines, and not less than 2000mm for V12/V16 diesel engines, the passage between two
engines should ensure 600-750mm. The height of the engine room should be high enough to make
it easy to remove the cylinder head and cylinder liner with lifting device. The minimum space is
probably 750mm high from crankshaft center, 470mm wide from crankshaft center; or 622mm high
from crankshaft, more than 650mm wide from crankshaft. The opening of each engine room should
be large enough to lift the whole diesel engine or generating set in the case of non-disassembly.

2.2.2 Ventilation of the engine room

The ventilation of the engine room is indispensable for reducing the radiant heat of the diesel engine
and improving air inlet condition and working environment. So, every designer and construction
department must treat it seriously.

1. The ventilation of the room should include the following aspects:

(1) The air quantity needed for the diesel engine combustion (in the case of air inlet in the room),
and the air consumption for the combustion of diesel engine is about 5 m / kW  h .
3

(2) The air quantity needed for removal the radiant heat from the diesel engine, driven machine and
auxiliary equipments (such as pipeline, exhaust pipe, silencer, radiator, pump unit).
(3) Air quantity needed by other air consumers, such as air compressor. However, they run
intermittently, this part of air may be ignored generally.

2. The calculation method of the air quantity needed for removal of radiant heat:
The radiant heat of the diesel engine accounts for 5% of heat of fuel (with water-cooled exhaust
pipe, about 3%):
Q M  PM  b e  H u  5%
Q M (kJ / h) Radiant heat of engine
PM (kW ) Engine power
b e (kg / kW  h) Specific fuel consumption
H u (kJ / kg) Net calorific value of fuel (42700kJ/kg)

- 12 -
The radiant heat of generator:
1
QG  PG  cos  (  1)  3600
G

QG (kJ / h) Radiant heat of generator

PG (kVA ) Generator power
cos Power factor
 G (%) Generator efficiency

It is difficult to calculate the radiant heat of the auxiliary equipment. According to experience, the
heat of this part accounts for about 10% of the radiant heat of diesel engine:
Q H  10%  Q M
QH Radiant heat of auxiliary equipment
QM Radiant heat of diesel engine

Total radiant heat is: Qs  Q M  Q G  Q H

The needed quantity of cooling air:

QS
VB 
T  C P

VB (kg / h ) Quantity of cooling air

QS （KJ/h） Total radiant heat
T ( k ) Difference in temperature inside and outside the room
CP (kJ / kg  k) Specific heat of air ( 1kJ / kg  k )
According to the air density in the engine room, the value of ventilation quantity for removal of the
3
radiant heat can be calculated ( m / h ).

3. The airway of engine room:

The airway of the room should be as close as possible to the air inlet of diesel engine. The design of
the air inlet and outlet must ensure air convection in the whole room. In general, the axial flow unit is
adopted for ventilation, and because the pressure head of the ventilation devices is limited, the
sectional area of air duct must be considered seriously, the recommended value of the velocity of air
in inlet duct is 5-10m/s, and that in outlet duct is about 10m/s.

13
 2.3 Mounting of Diesel Engine

2.3.1 Rigid mounting

For rigid mounting, after the diesel engine has been mounted on the bearing surface, the claw and
the bearing surface should contact well. The contact of each claw and bearing surface should be
checked with 0.05mm feeler gauge, and the feeler gauge should not pass through the surface more
than 1/3 of the claw, otherwise it is not allowed to screw down the bolt for claw. If the contact is not
good, it can be adjusted with steel shim or check the positioning situation of positioning flange of
claw and the planeness of the base.
During alignment of diesel engine, full consideration should be given to the axial clearance of thrust
ring for crankshaft of diesel engine. If there is an axial thrust to the flywheel and crankshaft in
operation, the thrust ring will be worn out, resulting in damage of the diesel engine. In order to avoid
this kind of phenomenon, the alignment should be taken according to the following stipulations:
1. The engine and external devices such as coupling, gear case etc. should meet the assembly
requirements respectively during mounting to make the interconnected flange parallel to each other
and coaxial. It is demanded to use the coupling with high elasticity, and the coupling should be
selected and matched through the calculation of torsion vibration for shafting, and the rigid
connecting is not recommended.
2. At any time, the original gap in free state of crankshaft thrust ring must be ensured. Therefore,
move the crankshaft first, measure the total clearance with micrometer gauge, then remove the
crankshaft to the mid position, make clearance for the both sides of thrust ring equal to each other.
And then make alignment.

Important！
No mounted axial thrust to diesel engine by shafting and no axial float thrust to coupling
device in operation must be ensured.

3. Make alignment according to the requirement on mounting of the coupling. Alignment and
adjustment can be done by adding steel shims under the claw. Recheck the alignment periodically
after normal operation of diesel engine. It is recommended to make the first inspection &
measurement after the diesel engine has been put into operation, then two weeks later, three
months later, and then every half year.
4. The clearance of the thrust ring must be checked every time new engine is mounted or the
shafting adjustment is done. It should be checked while rechecking the alignment after the normal
operation of the diesel engine.
5. In order to avoid the influence of distortion of hull or vehicle body on the engine alignment, the
alignment should be made after all of the equipments have been mounted in ship or car, and all of
the oil tank and water tank have been filled at least up to 50%.

2.3.2 Elastic mounting

The engine in operation will result in strong vibration of the hull or vehicle body. And the distortion of
hull in navigation or the vibration of vehicle resulting from running will influence the normal operation
of diesel engine. In order to reduce their mutual influence, the elastic mounting should be adopted,

- 14 -
namely the elastic bearings are mounted between claws and base (Fig. 2-3-1). V6/V8/V12 diesel
engine uses four elastic bearings, while V16 engine uses six elastic bearings. If the engine speed is
equal to or more than 2200r/min, the elastic claws with tapered vibration dampers will be used (Fig.
2-3-2).
Once the elastic mounting is adopted, the flexible coupling must be installed between diesel engine
and gear case or other machine.
1. Installation of elastic bearings:
Put the elastic bearings on the base, and then
put the engine or the weight equivalent to the
engine on them for 7-10 days; make
adjustment for alignment according to the
stipulations for rigid mounting.

Important！
In order to compensate the flow in the
rubber piece of elastic bearing and the
setting resulting from extra impact, the
alignment of the diesel engine should
be higher than the gear case or other
machine already mounted, the quantity
should be the maximum allowable
value of radial deviation of the flexible
coupling, and at least not less than
70% of the value.

The recheck of alignment should be made

periodically after the normal operation of diesel
engine (the method is as above -mentioned). If
out-of-tolerance is found, the alignment must
be made again. It is recommended to renew
elastic bearings after 5 years.
In order to prevent the excessive vibration of
engine during starting, which may result in the
damage of flexible coupling, the banking
screws should be designed and mounted on
the claws of the engine, a clearance
of1.5~2mm between the screw head and
supporting surface of base must be kept.
Fig. 2-3-1 Schematic diagram for
outline of shell-shaped damper
Important！

Rubbers of the elastic bearings should prevent from contacting oils.

15
2. Installation of tapered vibration damper
Install the engine claw supports with tapered vibration dampers and intermediate blocks on the
supporting surface of base, install the engine on the claw supports, and make the bolts in the middle
of vibration dampers to pass through the holes in the middle of the engine claw supports, tighten the
nut. Measure the distance between the bottom of each claw support and intermediate block after the
diesel engine is filled with cooling water and lube oil. During the measurement, the measuring
position of each claw support should be as identical as possible, the deviation of each measured
value should be less than or equal to 1.35mm, otherwise the adjustment must be done.
The adjusting method is as follows: loosen the bolts connecting the tapered vibration dampers and
engine claws, and take them away from mounting holes of engine claw; loose the screws fixing the
intermediate blocks on engine, claw support moves the vibration dampers with intermediate blocks
forward or backward up to 27mm (a hole distance) between the claw and claw support, re-tighten
the screws; measure the distance between the bottom of each claw and intermediate block again;
check whether the deviation value meets the requirement, if not, adjust again; lay the engine aside
for 7-10 days after adjustment, permitting the tapered vibration dampers to have a natural
compression; and then make alignment again, the alignment method is as described above;
however adjust by adding proper steel shims between the engine claw and claw support (see
Fig.2-3-2).

Fig.2-3-2 Schematic for outline of tapered damper

- 16 -
After centering adjustment, record the value measured between the each claw bottom and the
intermediate block. Stamp the value on the corresponding claw as upper limit for the inspection of
engine setting. This value minus the height difference between engine crankshaft center and gear
case (or the other machine) center, and then minus 60% of maximum allowable value of radial
deviation of the flexible coupling does the lower limit for the inspection of engine setting. Stamp also
this value on the correspondent claw. In the course of engine operation, when the engine setting
exceeds the lower limit, recheck of alignment should be made.
In addition, under the effect of allowable maximum static load (5500N for each claw) the tapered
vibration dampers may be distorted slowly according to the logarithm function to time, resulting in
the setting of diesel engine. Therefore, to prevent the engine claws from bearing extra load, it is not
allowed to install the brackets, control box or other devices on the diesel engine without the
permission of the engine manufacturer. It is recommended to replace the tapered vibration dampers
after 5 years.
The replacement of tapered vibration dampers can be done wholly only, the method is as follows:
loosen and move downwards the bolt of each vibration damper, take it out from the hole on the claw,
loosen the retention screw of the intermediate block, tighten the check screw, draw out the adjusting
shim, then take out the tapered vibration damper together with the intermediate block from the flank
of the claw supports. After renewing the vibration dampers, the engine must be aligned again
according to the specified procedure.

Points for attention in mounting flexible coupling:

(i) The rubber pieces of coupling should prevent from contacting grease and oils.
(ii) The coupling should prevent the heat radiation.
(iii) Well ventilated.
(iv) The fastenings between coupling and flywheel are bolts M12-10.9, the tightening torque
according to 120+10 0 Nm. The strength of connecting bolts between coupling and the connected

device such as gear case must be equal to or more than grade 10.9, and the tightening
torque should follow the instructions of the coupling manufacturer.

17
 2.4 Points for Attention to

Mounting of Various Systems of Engine

2.4.1 Exhaust system

1. The resistance of the whole exhaust system must be as small as possible. The exhaust
backpressure should be ≤ 5kPa (500mm measuring column). For the exhaust pipeline, of which the
length not more than 10m and the elbows less than three, its inside diameter should be ≥ the value
showed in Table 2-3-1. If the length exceeds 10m or the elbows are more than 3, it is necessary to
increase the inside diameter properly.
Inside diameter of exhaust pipe
Table 2-3-1

Speed of rotation D234 TBD234

r/min V6 V8 V12 V6 V8 V12
150
1500 100 100 125 125 125
2×125
200
1800 100 100 125 125 150
2×125

200
2100 100 100 125 125 150
2×125
200
2300 100 125 150 150 200
2×125

2. A good working condition for the engine and operators should be ensured. Therefore adiabatic
measures must be taken for exhaust pipe to reduce its radiant heat.
3. The bellows must be installed after the exhaust pipe so as to compensate the expansion
distortion of the exhaust pipe after heated. The bellows must be installed under the condition of no
pressure and with sufficient clearance (15-25mm), without obvious distortion, with small deflection
as possible. The maximum permissible distortion of bellows is 25mm.
For the steel exhaust pipe, a temperature rise if 100℃elongates the pipe of 1 meter by 1mm，so the
elongation per meter is 5mm as the exhaust temperature is 500℃. This deformation quantity should
be considered in designing the exhaust system.
4. In order to ensure the normal operation of corrugated pipes and supercharger, the exhaust pipe
after corrugated pipe should be restricted downwards, and be fixed somewhere other than the
engine in non-rigid way, such as on the wall or on the ceiling so as to meet the requirement of
expansion.

- 18 -
2.4.2 Fuel system (Figure 2-4-1)

—— provided by engine manufacturer

– – provided by customer (enlarge the pipe diameter properly according to the length of
installation distance)
Figure 2-4-1 Schematic diagram for fuel system

Points for attention to installation

1. The blow-off valve should be set up at the lowest position of the bottom of fuel tank to remove the
water and impurity deposited at the bottom. The outlet of the oil tank must be 100-150mm higher
than the bottom of the tank so as to prevent the impurity deposited at the bottom from getting
into the engine.
2. The installation of fuel tank must ensure the fuel oil to flow directly into the hand-operated fuel
priming pump. The suction lift of only 1.5m for the hand-operated priming pump and fuel delivery
pump must be taken into consideration if the fuel tank is located on a lower place. Attention
should be paid to the pipeline air tightness.
3. Fuel pipes must be made of steel or copper instead of zincky material. If the velocity of fuel inlet
pipe is ≤1.0m/s, the sectional area should ensure one or two times of the fuel feed quantity
greater than the fuel consumption of the engine, the velocity of the fuel return pipe should be ≤
2.5m/s.
4. In order to ensure the quality of fuel feeding and the service life of fuel filter of diesel engine, the
prefilter (filter fineness ≤80μ ) must be installed between fuel tank and diesel engine.

19
2.4.3 Raw water system (Figure 2-4-2)

sea water pipe (provided by shipyard)

—— fresh water pipe (provided with engine)
------sea water pipe (provided with engine)
Figure 2-4-2 Raw water system

Points for attention to installation

1. The raw water inlet strainer made of punched metallic plate should be set near the hull, the
maximal bore size of the strainer is up to  2.5mm or 2  2mm.
2. The raw water inlet must be under the surface of water at any time during ship running, and the
distance to the raw water pump should be as close as possible. The number of elbows in the
pipe system should be as few as possible; they must be connected with engine through flexible
connectors or flexible pipes.
3. The suction height of raw water pump is 4m.
4. The raw water pump should be filled with water before starting of the engine. The sea valves to
and from the engine must be closed in time after stopping the engine (opened before the start).
5. In order to define accurately the quantity of cooling water to cool lubricating oil in gearbox, the
shipyard must ream the existing bores on the partition plate to corresponding size (or controlled
with the valve) in consideration of the maximal lubricating oil temperature prescribed by the
gearbox manufacturer at which the gearbox runs at full load.
6. The drain cock should be installed at the lowest point of the pipe system.

- 20 -
 3 Operation of Series 234 Diesel Engines

The selection of series 234 diesel engines should be based on the requirements of the service load
and working environment of the driven machinery. The selection of a suitable type and specification
can enable the engine to bring economic returns to the utmost extent. It should point out that the
commonly called power rating of an engine type refers to the output power per unit, including the
consumed power of the external accessories such as the fan, etc. The effect of fan, pipe to air filter,
exhaust pipe and engine cooling mode on the effective output of the engine must be taken into
comprehensive consideration during selection.
The operating environment will exert a certain influence on the performance of the engine. The
rating of diesel engine refers to the power under reference conditions (for stationary engines,
atmospheric pressure 100kPa, relative humidity 30%, ambient temperature 25 ℃ , and inlet
temperature of intercooler 25℃; for marine engines, atmospheric pressure 100kPa, relative humidity
60%, ambient temperature 45℃, and inlet temperature of intercooler 32℃). When the actual
working conditions are not in conformity with the reference conditions, the service power should be
corrected according to reduced power value.

3.1 Points for Attention to Operating of Diesel Engine

When operating the diesel engine, the operator should strictly observe the following points for
attention:
(1) Read this manual carefully to grasp the structural features of series 234 diesel engines and the
operating method.
(2) Use the fuel oil and lubricating oil specified in this manual. The containers for storing the oils
should be clean. The oils should be precipitated and filtered prior to use, and are not allowed to
contain the moisture and impurity. Control the cooling water quality strictly, and add the NL
emulsion according to the specification.
(3) Observe the regulations for technical maintenance strictly; carry out maintenance and service in
accordance with the specified intervals.
(4) Pay attention to the running state of the diesel engine during operation. Make operating record
well according to the regulations. If irregularities occur during operation, the malfunctions must
be determined and remedied immediately.
(5) Strictly prohibit dismantling the engine parts or components at will (in particular the precision
elements in fuel system, connecting rod, crankshaft and supercharger etc). If disassembling for
check is necessary, it must be carried out according to specified procedure by the skilled
personnel trained by the manufacturer or under the instruction of technical staff of the
manufacturer. If it is necessary to dismantle the parts influencing on various technical data
(such as valve clearance, fuel-feed-start, etc), it is indispensable to check and adjust these

- 21 -
 parameters again after reassembly.
(6) New engine out of the duration of preservation or used engine preserved for a long time can not
be put into operation directly. It must be checked thoroughly and depreservation-tested prior to
start using, and renew the oil and water. If any obvious rustiness and other abnormal
phenomena are found, the engine must be disassembled for inspection. It can be put into
operation only after the maintenance and servicing are up to the standard. 3.2 Fuel, Lubricating
Oil and Cooling Water

- 22 -
 3.2 Fuel, Lubricating Oil and Cooling Water

3.2.1 Fuel
Fuels to be used for diesel engines must be in accordance with ‗GB252-1994 Light diesel fuels‘, the
light diesel oil of Grade #0 is used in summer, and those of Grade #-10, #-20 or # -35 in winter
depending on regional climatic conditions.

3.2.2 Lubricating oil

TBD234 engines don‘t allow use the lubricating oil under CD40 grade which meet the requirement
of GB11122. We suggest consumer using the ―HND special lubricating oil which used CNPC and
HND special technology‖. We encourage consumer using the lubricating oil CF4 or higher grade
which meet the requirement of GB11122.
The viscosity lubricating oil grade depends on the ambient temperature of the specific application.
The standard of viscosity lubricating oil can be choosed with the below map

-30 -25 -20 -15 -10 -5 0℃ 5 10 15 20 25 30

SAE 10W-40
SAE 15W-40

SAE 20W-40

SAE 40

Important!
1. Those in ( ) are the engine oil in conformity with API-CD/CE viscosity level.
2. The engine oil must be clean, preventing water and impurity from getting into it.
3. The engine oil of different specifications can not be used in a mixed way.
4. If the engine oil pressure is on the low side, 40CD engine oil with a higher grade can be
used.
5. The engine manufacturer recommends the customer to use diesel engine oils of CD40 grade
produced by Lanzhou Oil Refinery (Feitian brand), China Petroleum Chemical Changcheng
High-grade Lubricant Company (Great Wall brand), Shanghai Laishi Lubricant Plant (Laishi
brand), Zhongyu Co., ltd and Hongkong Zhongyu Industrial Co. (Shengli brand),Exxoon
Mobil(Mobil Delvac Super).If the customer will use the non-recommended engine oil, please
contact the manufacturer for advice.
Lithium base grease can be used as the bearing grease. #2 Lithium base grease is generally

- 23 -
used by the manufacturer. It is not allowable to substitute consistent grease for
lithium-based grease!

3.2.3 Cooling Water

1. Cooling water for series 234 diesel engines
The crankcase is cooled with water supplied by fresh water pump, and the cooling water must be
clear and slightly alkaline, free of corrosive compound such as chloride, sulphate, acid, etc.

Its main properties are listed as follows:

Minimum Maximum
Total hardness(Germany) 3GH° 3 12
Hardness of carbonate (Germany) 3GH° 3
Total hardness with chemical protective agent 3GH° 0 12
PH value 6.5 8.5
Chlorine ion content mg/dm3 100
Sulfate ion content mg/dm3 100
Total content of anion mg/dm3 150

Important!
It is not allowed to cool the crankcase directly with seawater. It is not appropriate to use the
hard water such as well water and spring water, etc. as the crankcase cooling water directly.
The seawater has severe corrosiveness and is very easy to damage the engine
components. The hard water contains more mineral substances which are easy to form
scale and spoil the effect of cooling, resulting in engine over-heating or reduction in power.
The excessively hard water can be used as cooling water only after softening treatment.

2. Anticorrosive emulsible oil added in cooling water

The anticorrosive emulsible oil should be added in cooling water appropriately so as to reduce or
prevent from the components corrosion and scale accumulation in cooling system.
As for emulsible oil, the NL type emulsifier (produced by Suzhou Special Type Oil Plant) or Delo ○ R

Extended Life Coolant Pre-Mixed (produced by Chvron China investment co.,LTD) is recommended
to select. For the preparation method, refer to the instructions of the emulsifier producer.
As the surface of metal can absorb one layer of oil film, when the anticorrosive emulsible oil is used
in diesel engine for the first time, the upper limit of emulsifier content should be taken. The
emulsifier has the effect of anti-rust, corrosion-proof, scale-proof, and anti- pitting, so it should be
used in a continuous manner from the beginning of new engine. If it is used only after the formation
of scales in engine, it is easy to result in chemical reaction, spoiling the cooling effect.

Important!
(1) NL type emulsifier must be added no matter in renewing or filling with cooling
water.

- 24 -
 (2) NL emulsifier may be not added when making up cooling water due to evaporation.
(3) Please contact the HND technicians before use other brand of anticorrosive
emulsible oil, or the engine manufacturer takes no responsibility for undesirable
consequences resulting.

3. Anti-freeze
It had better use the anti-freeze in hard cold season. There are two kinds of antifreeze in common
use, namely glycerol-water and glycol-water，the preparation methods are shown as follows:

Glycerol-water Glycol-water
Freezing point
℃ Glycerol mass (%) Density Glycol mass (%) Density
-5 21 1.0495 - -
-10 32 1.0780 28.4 1.0340
-15 43 1.1074 32.8 1.0426
-20 51 1.1290 38.5 1.0506
-25 58 1.1483 45.3 1.0586
-30 64 1.1647 47.8 1.0627
-35 69 1.1785 50.9 1.0671
-40 73 1.1894 54.7 1.0713
-45 76.5 1.1980 57.0 1.0746

Having high boiling point, the glycerol possesses the advantages of small volatility and less fire
possibility; however it is not so economic due to its poor effect on reducing the freezing point. In
addition, the glycerol has strong water absorption; therefore its storage container must be airtight.
Due to the poisonous property of glycol, the protective measures must be taken in keeping,
preparation and use so as to avoid suffering from poisoning. The glycol has strong water absorption,
so the container should be airtight in order to prevent spillage loss after absorbing water. What
evaporates is water in use of glycol-water antifreeze, so attention should be paid to making up
water.
The anti-freeze should be collected and well kept after being used. It can be reused for 3~5 years
after being settled, filtered and added with water.

Important！
The freezing point of selected antifreeze should be 5℃ lower than the lowest temperature
in the local area. It is necessary to prepare the antifreeze in accordance with higher
make-up ratio, and gradually add glycerol or glycol. The customer can also use the
antifreeze prepared by the manufacturer.

- 25 -
 3.3 Starting the Diesel Engine

3.3. 1. Preparation before starting

The following preparatory work must be completed prior to starting:

1.Visual inspection of installation status

Check whether the parts and components of the diesel engine are complete and whether the
pipelines of the oil, water and air are tightly connected. There must not be sundries around the
moving parts such as flywheel and belt-pulley，and their protection should be fixed well and reliably.

2. Fuel supply system

a. Check whether the fuel oil in the tank is in conformity with the type and specification stated in
this manual. The fuel tank should be filled with enough fuel. (The filled fuel should have
deposited for 48 hours and be filtrated.)
b. Open the fuel inlet and return valves, switch on the fuel supply. For the first start or start of
the engine that was at standstill for a long time, operate the fuel priming hand pump, unscrew
the vent screw on the filter to bleed the fuel system until there are no air bubbles in the fuel.

3. Lubricating oil system

Check the lubricating oil to ensure an appropriate quantity in the engine. Generally, check the
lubricating oil level in oil pan, keep it at the middle of the upper and lower limit on the dipstick, but it
had better be close to the upper limit. Fill the oil pan with specified oil if necessary.
If it is the first time to start the engine, unscrew and remove the screw plug on the top of speed
governor, fill up with about 200 ml of lubricating oil of this engine.

4. Cooling system
a. Check the quantity of cooling water in the radiator or the heat exchanger. Fill with cooling
water according to the requirements in Section 2 if necessary. Unscrew the screw plug (top
point) on the intake manifold and bleed the water ducts in crankcase.
b. For the diesel engine provided with raw water pump, open the valves to or from the pump; fill
the pump with water by the funnel until water overflows.

5. Starting system
a. When starting with air starter, open the air valve, check whether the compressed air pressure
that should be in the range of 1.5~ 3MPa and the air pipe must be free of leakage.
b. When starting electrically, check the battery voltage or the density of electrolyte. The normal
specific gravity is between 1.23 and 1.28 kg/L. It is necessary to charge the battery if it is less
than 1.21kg/L. The electrolyte level of the battery should be at about 15 mm from the top edge
of electrode plate. Add the distilled water if necessary.

- 26 -
6. Operation and safety protection device and other devices:
a. Switch on the power supply of control box, press the shutdown button. Check whether the
solenoid stopping device operates smoothly. By pressing the emergency shutdown button,
the fuel cut-off solenoid valve for overspeed protection and the solenoid stopping device
must work reliably and simultaneously.
b. Operate the speed control handle, it should be smooth and flexible; release the control
handle to make the engine in starting state.
c. If the engine is coupled with the gear case, the gear case must be in neutral position. If the
engine is equipped with the clutch, the clutch must be in disengagement state.
d. Check the alarm device to ensure the wiring is right and the connections are firm.
e. For the diesel which is not operated for a long time, check the air filter before starting, and
fill the oil bath air filter with engine oil according to instructions.

7. Priming and turning

For the engine with oil priming pump, operate the priming pump firstly, at the same time, turn the
crankshaft more than two revolutions manually until the pointer of lubricating oil pressure gauge
swings slightly, and pay attention to checking the rotation of the fresh water pump and raw water
pump.

8. Switch on the ventilating device in the engine room.

3.3.2 Start of the engine

The engine can be started only after the completion of the preparation work and check.

1. The operating process of the compressed air starting system:

Open the starting valve for air supply to let the compressed air in the air bottle flow into the cylinder
through the air distributor and push the piston down, driving the crankshaft to rotate. Once the
engine is started, close the starting valve for air supply immediately.
In the case of using the starting system with air starter, press the pneumatic switch after opening the
starting valve for air supply. The air starter begins to run and drives the diesel engine to ignite and
start. Release the switch button and close the starting valve for air supply immediately once the
engine is started.

Important!
(a) Cut off the air supply immediately after start of the engine to prevent the damage of air
starter and air distributing disc.
(b) The continuous operation of air starter must not exceed 10 seconds each time. After the
completion of start, close the starting valve for air supply immediately to prevent the air
starter damage resulting from faulty push of the button in engine operation.

- 27 -
2. The operating process of the electric starting system
Press the ‗start‘ pushbutton to let the starter drive the diesel engine to ignite and start, and the
operation time of the starter must not exceed 10s each time. If the starting fails for the first time, the
interval between two starts should be more than 60s to protect the battery.

Important!
It is forbidden to press the ‗start‘ pushbutton when the flywheel does not completely stop so
as to prevent the starter gearwheel and flywheel gear ring from being broken.

For the diesel engine without oil priming pump, the priming can be done by way of electric turning
gear if the engine has not worked for a long time, namely, put the solenoid stopping valve in ‗stop‘
position to prevent the engine from igniting. Press the ‗start‘ pushbutton to make the starter to drive
the crankshaft to rotate. Operate three times and each operation should not be more than 10s. Pay
attention to observing the swing of the pointer of oil pressure gauge.
Once the engine starts, release the ‗start‘ button instantly to prevent the flywheel from driving
anti-clockwise the pinion to rotate, resulting in starter overspeed and damage.
It is allowed to start directly at the rated speed for the automatic power station in a state of oil and
water preheating and regular priming.

3. Points for attention to starting:

(1) After the start-up of the diesel engine, the shutdown handle on the governor can be used to
control the engine. Reduce fuel supply properly even shut down if necessary to prevent the
engine instantaneous speed over-rising or occurrence of serious accident.
(2) After starting, the engine should run at the idle speed in a period of time, check whether the
operation is normal. Then speed up gradually.
(3) If the start fails consecutively for three times, it is necessary to find out and eliminate the
cause and then start again.

- 28 -
 3.4 Operation of Diesel Engine

Attention must be paid to the following items when the diesel engine comes in normal operation
after start:

1. Minimum steady speed under no-load (idle speed) for series 234 diesel engines:
a. 700~750r/min for the engine with rated speed ＜2100 r/min;
b. 750~800r/min for the engine with rated speed ≥ 2100 r/min;
c. 950~1050r/min for the engine for generating set;
d. 900~1100r/min for 50 Hz power station engine with electric fine speed adjusting device;
e. The rated speed of the engine for emergency power station is taken as idle speed.

2. The diesel engine must run at idle speed firstly after starting, at the same time check the
followings:
a. Lubricating oil pressure: not less than 0.2 MPa at idle speed. If the oil temperature is higher
and the oil pressure less than 0.2MPa, the idle speed must be increased so as to ensure the
oil pressure more than 0.2MPa.
b. Open the filler valve a little on the top of the raw water pump. If there is a strong water column
dashing out, that means the water supply of the raw water pump is normal.
c. Carry out visual inspection of the engine, it must be free of fuel (oil) or water or air leakage.
d. Check whether the smoke color is normal.
e. All parts should be firmly secured according to the requirements; the engine must be free of
abnormal noises and violent vibration.
f. Check the lubricating oil level. After the engine running for a little time, the various lubricating
points will be filled with oil and the oil level will drop. Fill lubricating oil if necessary, but the
level can not be higher than the upper limit of the dipstick.

3. The customer needs no longer to make running-in, as the running-in test of new engine has been
made before delivery. In order to improve further the reliability of the diesel engine, it is
imperative to renew the engine oil and oil filter cartridge, and to clean the oil pan after 60
operating hours of new machine.

4. The engine can be loaded up gradually only after the temperature of the cooling water rises to
more than 40℃. Speed up the engine slowly and smoothly, pay attention to that the lubricating
oil pressure does not exceed 0.6MPa; otherwise the engine should warm up under part load.

5. In normal operation, the cooling water temperature of the engine is generally in the range of 65℃
to 85℃. The lubricating oil pressure is not less than 0.35 MPa when the engine speed is at 1500
r/min; It is not less than 0.40 MPa when the engine speed ≥1800r/min and ＜2100 r/min, and not
less than 0.45 MPa when the speed ≥2100r/min. The oil temperature of supercharged diesel
engine is not more than 120℃ and that of non-supercharged engine not more than 110℃. The
exhaust temperature depends on engine types, generally the exhaust temperature after turbine
can not be 30℃ higher than that shown in the delivery test report delivered along with the
engine (The environmental condition is similar to that of the factory), but it can not exceed 600℃.

- 29 -
 If the data are not in conformity with the above-mentioned ones or abnormity occurs during
operation, it is necessary to slow down and stop the engine immediately, and to find out the
cause. The restart can be done only after remedy of the trouble.

6. Do not fill the engine in hot state with too much cooling water and lubricating oil to prevent high
temperature parts distortion or crack resulting from sudden cooling. In the state of hot engine,
the operator must pay attention to risk of scald by high temperature water flow or steam dashing
out from the radiator or heat exchanger when he opens the inspection cover.

7. The diesel engine should avoid long operation under low load. In general, it can run with long
term under the load ≥ 20℅ of the rated load.

8. When the diesel engine runs continuously for long term, the load can not exceed the specified
continuous rating.

9. During operation of the engine, it is not allowed to cut off the wire connection between the
charging dynamo and battery; otherwise the charging dynamo will be burnt out.

10. During operation of the engine, it is not allowed to turn off or slide the power switch of control
system so as to avoid the false operation due to the sudden change of the current, influencing
on normal operation of the engine.

11. Shut down the engine in time after the water and oil temperature drops if it will get out of
operation.

12. During operation of the engine, select rationally the load according to the characteristics of the
diesel engine in order to use the engine at full efficiency and to prolong its service life. It is
forbidden to run the engine at idling or under no-load or overload in different operating
conditions.

Now take the characteristic curve of propeller as example to make clear the overload.

MCR: Maximum continuous rating

I: Range of continuous operation
II: Range of short operation

Fig. 3-4-1 Characteristic curve of propeller

- 30 -
The propeller characteristic curve consisting of working points for different load in the figure shows
the characteristic state of propulsion engine in operation. The black line from 100 ℅ working point
towards the left lower position is iso-torque line, while the sequent dark line is the curve showing
that the power is proportional to the cube of speed, indicating the limit for engine operation. It can be
seen that the range I enveloped by the dark real line is the continuous power range where this
engine can run a long time, while the range II with dotted line is the extended operation range where
this engine can run a short time. Once the matching is made, if the engine runs under overload at
the 100 ℅ point, well then running at other speed points is also under overload. So when the
overload at the 100 ℅ point occurs, it is wrong for the customer to take slowdown as the measure to
reduce the load. It is allowed to slow down the engine if it runs in short time, but if it runs for long
time, the operating conditions must be changed and the matching must be adjusted. This requires
the selection of the power below the black line at the beginning of design (taking the distortion of the
hull and other resistances into consideration at the same time). Overload is characterized by a)
High exhaust temperature, b) High fuel consumption; c) The fact that the engine can not reach
required power even the control lever has contacted the maximum speed limit screw.

- 31 -
 3.5 Shut-down of Diesel Engine

3.5.1 Normal shut-down

Normally, unload and slow down the engine gradually before shutdown. Make the engine run at idle
speed for 10 minutes and when the water temperature drops to some extent, operate ‗stop‘
pushbutton or push the solenoid stopping valve directly to stop the engine.

Important！
If the lubricating oil temperature is higher and the pressure is less than 0.2MPa, it is
necessary to increase the idle speed properly to make the pressure more than 0.2Mpa.
When the oil temperature drops and the pressure rises, slow down and stop the engine.

Attention should be paid to the following during and after stop of the engine：
1. Generally, it is forbidden to stop the engine at high speed and under load, unless running away
and accidents such as possible explosion of combustible gas occur at work site. As the engine
stops in high temperature state, all the oil pump, raw water pump and fresh water pump stop
working at the same time, the cylinder liners, cylinder heads and pistons will be overheated due
to lack of sufficient cooling, the piston is easy to be seized and the rubber seal deteriorates, and
the turbocharger bearings and seals will suffer from failure and decrease of service life due to
overheating.
2. When the ambient temperature is lower than 5℃ and the antifreeze is not used or other
cold-proof measures are not taken, if the engine is not put into operation again at once or it is
left for night, it is imperative to drain off all cooling water through the drain valves at crankcase
side and at the oil cooler after the water temperature drops. For the engine equipped with
radiator, also drain off the water through the screw plug located at the low side of radiator. The
necessary cold-proof measures must be taken in severely cold areas.
3. Drain off the oil after shutdown of the engine if the ambient temperature is lower than the
freezing point of engine oil.
4. If the lubricating oil should be changed, it had better drain off the oil immediately after stopping
the engine for the purpose of easy rinse, as the oil is hot and the impurity has not deposited.
5. If the engine must be preserved for a long period after stopping, make it according to the
preservation requirements.
6. Release the speed control lever completely after shutdown so as to prevent the engine from
overspeeding in the next start.
7. After shutdown, it is necessary to cut off the engine fuel, water, power supply and close the
exhaust gate and ventilating device in the engine room.

3.5.2 Emergency shutdown

If the engine is not stopped in time when unexpected failure occurs during operation, it will endanger
the person and equipment safety. In this case, press ‗stop‘ button or ‗emergency shutdown‘ button

- 32 -
rapidly, or directly push the solenoid stopping valve to cut off the fuel supply of injection pump in
order to make the diesel engine stop in an emergency way.
In the case of malfunction of fuel control system (such as seizure of control rod of injection pump,
runaway due to speed governor failure, etc.) and occurrence of combustible gas at work site, or if
the engine can not be stopped with normal shutdown method, operate the ‗emergency shutdown‘
button to cut off the fuel supply to the injection pump; if it is not still efficient, cut off the air supply in
time to force the engine to stop.
Emergency shutdown will also occur when the safety protection device comes into effect.

Important！
After emergency shutdown, it is obligatory for operator to turn the crankshaft manually for a
period of time, at the same time, activate the priming oil pump to make the engine oil reach
various friction surfaces. If the engine can not be turned in manual way, never restart it by
starter. The diesel engine can be started again only after troubleshooting.

- 33 -
 Power Correction of the Diesel Engine

The power rating of diesel engine depends on conditions, which has been indicated on the
nameplate of the machine. If the intake temperature and the height above sea level or the
temperature of intercooler cooling medium exceed the reference values, the actual power of the
diesel engine must be corrected. For accurate power correction, find out the correction factors f1
and f2 first according to Fig. 3-6-1 and then make calculation with following formula:
PX= f1·f2·P-Pf
PX -- Corrected power;
f1-- Factor of intake temperature and height above sea level influencing on power;
f2-- Factor of coolant temperature of intercooler on power (taking well heat exchange of
intercooler into consideration);
P -- Engine power under reference conditions;
Pf --Power consumed by fan (the rated power includes power consumed by fan, indirect cooling
Pf＝0).

The power consumed by the fan varies with the change of engine speed and the diameter of the fan.
For example: when the rated environment is the reference condition, that is: atmospheric pressure
100KPa, relative humidity 30%, ambient temperature 25℃, for TBD234V8 diesel engines, P=333kW,
n=2100r/min, Pf =17kW
Actual conditions H=500m, Tx=50℃, it is found out that from Fig. 3-6-1:
f1=0.925, f2=0.98.
From calculation, PX= f1·f2·P-Pf
 0.925  0.98  333  17
 285kW

- 34 -
- 35 -
 - - →Air temperature at intercooler outlet
---→ Water temperature at intercooler inlet

Fig. 3-6-1 Power correction factor diagram

- 36 -
 4 Maintenance and Preservation

4.1 Maintenance Schedule

Only the service and maintenance carried out in accordance with our specifications can meet the
requirement of the normal operation of diesel engines, and thus, the engine will be reliable, the
operation and maintenance cost will be reduced.
Therefore, service and maintenance works must be carried out by professionally trained personnel.
It is very important to consume HND genuine spare parts and to use the fuel oil, lubricating oil and
cooling water up to standard.
Our after service department will offer you our assistance and consultation at any time if necessary.
The operation time and inspection and maintenance works given in this manual are based on our
experiences of years. Hence, the following operating time and each maintenance schedule are
referential.

Important！
1. The maintenance plan can be modified and the maintenance interval shortened under
the special operating condition.
2. Renew lubricating oil strictly to specification. Use specified lubricating oil. And replace
filter element in no contamination manner.
3. Maintenance should follow the cumulated operating hours or maintenance interval,
whichever comes first to maintenance level.

Instruction for maintenance:

-- Keep the diesel engine clean all the time so as to find leakage easily, avoiding undesirable
consequence due to leakage.
-- Some components made of rubber or synthetic materials can be dry-cleaned only, and in principle,
they should not be washed with chemical cleaning agent.
The maintenance plan is divided into 6 maintenance levels, namely W1 to W6.
Main characteristics of maintenance levels:
W1 - Daily operation monitoring.
W2, W3, W4 - Periodic maintenance, inspection, and current repair. This needs not dismantling the
mid-part of the engine and can be carried out in the intermittence of operation.
W5 – Medium repair, parts refinishing. This needs dismantling the engine component and mid-part.
W6 – Overhaul. The diesel engine should be disassembled completely.
The planned maintenance intervals for W2 to W6 are stipulated as follows:

- 37 -
Maintenance interval

1800r/min<n<2200
Maintenance level n<1800r/min n>2200r/min
r/min
W1 Daily in operation Daily Daily Daily
250 hours 250 hours 250 hours
W2 After operating hours acc. to
or or or
counter or at intervals of
6 months 6 months 6 months
500 hours 500 hours 500 hours
W3 After operating hours acc. to
or or or
counter or at intervals of
1 year 1 year 1 year
2000 hours 1500 hours
W4 After operating hours acc. to 3000 hours or
or or
counter or at intervals of 3 years
2 years 2 years
5000 hours 3000 hours
W5 After operating hours acc. to 10000 hours or
or or
counter or at intervals of 6 years
5 years 4 years
6000 hours
W6 After operating hours acc. to 20000 hours or 20000 hours or
or
counter or at intervals of 12 years 10 years
8 years

One-off additional work

For the new engine or repaired engine in W5 or W6, the following check and maintenance should be
carried out after 60 operating hours:

Location Check and maintenance to be carried out

Check valve clearance, adjust if necessary. Check the rocker
Valve gear arm bracket, rocker arm screw and hexagon nut for
tightening.
Intake system Check the screws and nuts for tightening

Exhaust system Check the screws and nuts for tightening

Wash the prefilter on the ship (vehicle), check the fuel filter
Fuel system
for fastening
Drain off and renew the lubricating oil, replace the filter
Lubricating oil system
cartridge or filter element, clean the oil pan.
Engine support Check the bolts for tightening and the engine for alignment

V-belts Check the V-belts for tension

Raw water pump Grease the pump

- 38 -
W1 – Operation monitoring
Location Check and maintenance to be carried out

Exhaust system Drain water (only if drain cock fitted)

Intake system Check the flow of condensed water drain pipe of charge air cooler

Fuel Check the storage

Engine cooling water Check the water level

Lubricating oil Check the oil level

Compressed air Check the pressure

Driving device Check the V-belts for tension, lubricate the raw water pump

Air starter Check the oil level of lubricator

Stopping system Check the function of stop and emergency shutdown system

Alarm system Check the function of alarm system

Check the cooling water and lubricating oil for temperature,
pressure and level
Check whether the raw water pump works

Engine operation Check the engine-mounted and external pipelines for airtightness
Check whether the operation noise, engine speed and every
gauge's work are normal
Check exhaust smoke color

W2
Location Check and maintenance to be carried out
Stopping system Check the function of stop and emergency shutdown system
Alarm system Check the function of alarm system
Engine cooling water Sample and analyze the cooling water
Change the lubricating oil (every 500 operating hours for
Lubricating oil
non-supercharged engine); sample and test
Change the disposable filter (filter element) together with change
Lubricating oil filter of oil (every 500 operating hours for non-supercharged engine)
Clean the breather, connect the line after checking air-out during
Breather
operation
Clean the air filter (every 100 operating hours for marine wet air
Air filter
filter)
Raw water pump Grease up
Check whether the zinc protection screw plug is normal, change it
Zinc protection screw plug
when corroded volume is ≥ 1/3
Crankshaft Check the axial clearance of crankshaft

- 39 -
W3
Location Check and maintetance to be carried

Stopping system Check the function of stop and emergency shutdown system

Alarm system Check the function of alarm system in simulation test way

Engine cooling water Sample and test

Change the lubricating oil (every 500 operating hours for
Lubricating oil
non-supercharged engine); Sample and test
Change the disposable filter (filter element) together with change
Lubricating oil filter of oil (every 500 operating hours for non-supercharged engine)
Clean the breather, connect the line after checking air-out during
Breather
operation
Clean the air filter (every 100 operating hours for marine wet air
Air filter
filter)
Raw water pump Grease up
Check whether the zinc protection screw plug is normal, change it
Zinc protection screw plug
when corroded volume is ≥ 1/3
Check valve rotating and rocker arm lubrication. Check and
Valve gear
adjust valve clearance
Check the water drainage system; check the exhaust system for
Exhaust system
tightness.
Fuel prefilter Wash the fuel prefilter on ship (vehicle)

Fuel filter Drain and change the disposable filter and filter element

Seawater (raw water) system Check the water supply; wash the strainer on the ship
Check whether the electronic governor works normally, grease
Electronic governor
the lever and joint
Air starter Clean the filter

Crankshaft Check the axial clearance of crankshaft

Check set bolts for tightness; check the elastic bearing state
Engine support visually.
Check the engine for alignment

Important！
The detached disposable filter can be dissected to observe the change of metal filings.

- 40 -
W4
Location Check and maintenance to be carried out

Exhaust turbocharger Check the axial clearance, run-out and oil leakage of rotor

Stopping system Check the function of stop and emergency shutdown system

Alarm system Check the function of alarm system in simulation test way
Sample and test the cooling water system and change the
Engine cooling water
cooling water
Clean thoroughly the oil pan; change the lubricating oil (every
Lubricating oil 500 operating hours for non-supercharged engine); sample
and test
Change the disposable filter (filter element) together with
change of oil (every 500 operating hours for
Lubricating oil filter
non-supercharged engine)
Clean the breather, connect the line after checking air-out
Breather
during operation
Clean the air filter (every 100 operating hours for marine wet
Air filter
air filter)
Raw water pump Grease up
Check whether the zinc protection screw plug is normal,
Zinc protection screw plug
change it when corroded volume is ≥ 1/3
Crankshaft Check the axial clearance of crankshaft
Check valve rotating and rocker arm lubrication. Check and
Valve gear adjust valve clearance; adjust the tightness of the setting
screw and hexagon nut of rocker arm
Check the water drainage system; check the exhaust system
Exhaust system
for tightness.
Fuel prefilter Wash the fuel prefilter on ship (vehicle)
Fuel filter Drain and change the disposable filter and filter element
Seawater (raw water) system Check water supply; wash the strainer on the ship
Check whether the electronic governor works normally,
Electronic governor
grease the lever and joint
Air starter Clean the filter; check gear wheels for wear
Valve mechanism Check the components visually
Detach and check the injection pressure and atomization
Injector
quality (every 1000 operating hours)
Injection pump Check the fuel-feed-start
Engine cooling water Clean the cooling water system and change the cooling water
Air cooler Clean the air cooler, renew the gasket seal

Heat exchanger Wash the nest of tubes, change the seal

Check the starter, charging generator, solenoid stopping
Electric components
valve, cables and connections
Check set bolts for tightness; Check the elastic bearing state
Engine support
visually. Check the engine for alignment
Check the electronic elements, connections and sensors,
Engine control box which should be fastened reliably, free of deterioration,
corrosion and contamination

- 41 -
 W5

Important！
The diesel engine should be partly disassembled when the medium repair of W5 is carried
out. Besides the inspection and maintenance in W2 to W4, the following works should be
done.

Location Check and maintenance

Dismount and check the rocker arm, rocker arm support and
Valve mechanism
tappet for wear
Remove the cylinder head; dismantle the intake and exhaust
valves, check and repair the valve seat rings and valves;
Cylinder head replace the cylinder head gasket, oil and water packing rings;
check the valve guide for wear
Check the cylinder liner face; check the piston crown visually;
dismount a set of piston, piston rings, connecting rod and
connecting rod bearing bush from each line to inspect; pull out
Moving parts a cylinder liner and check the water cavity for erosion and
cavitation
Remove, dismantle the turbocharger, clean and visually check
Exhaust turbocharger
various parts for wear or oil leakage
Intake manifold Remove and clean the intake manifold, replace the gaskets.
Remove and clean the exhaust pipe, replace the gaskets,
Exhaust pipe
adaptors, hexagon screws and studs
Air cooler Remove and clean the air cooler, renew the gaskets

Heat exchanger Clean the nest of tubes , renew the seal

Check and calibrate the injection pump, check the
Injection pump
fuel-feed-start
Clean the fuel tank, check and change the sealing parts and
Fuel
pipeline.
Check the parts visually, replace the grooved ball bearings
Fresh water pump
and packing rings
Check the parts visually, replace the grooved ball bearings
Raw water pump
and packing rings
Fuel pressure pipe Check or change
Check the preheating device; Wash the water tank, check the
Engine cooling water
seal parts and pipeline
Cooling water thermostat Check the heat-sensitive element
Remove and clean the oil cooler, check it for airtightness;
Lubricating oil cooler
clean or change the insert
Check the starting valve for airtightness; Check the
Starting air system
compressed air bottle or container for airtightness
Starting air pipeline Remove and clean

Starting air distributor Take down, check up and readjust

In addition, replace the outer rubber hoses, bushes and V- belts.

- 42 -
W6
This maintenance level requires the complete disassembly and inspection of engine. Measure the
wear of moving parts and damaged structural parts; for the parts which are not up to technical
requirement, repair the repairable ones, replace those are not repairable and adjust them again. The
fresh water pump, sea water pump, lubricating oil pump and injection pump must be bench-tested
and checked to reach performance requirements. The new assembled diesel engine must pass
running-in test prior to put into normal operation. If the customer possesses the test bed, the
running-in test of the engine can be carried out in accordance with Table 4-1-1; if not, running-in test
in accordance with table 4-1-2. Therefore, this work needs not only some equipments, test condition
but also skilled technical personnel. To avoid unnecessary loss, it had better do this work by the
manufacturer or professional maintenance personnel trained by the manufacturer.

Table 4-1-1
Mean effective pressure: 105 Pa
Engine Running Engine for genset Engine for work ship Engine for high speed
S/N speed time and power station and other purpose ship
r/min min Non- Superch Non-super Supercha
Non-super Superchar
superch arged charged rged
charged ged
arged superch
1 Start
2 Idling 0 0 0 0 0
3 1000 10 1 2 1 2 2
4 1500 30 2 4 2 4 4
5 1500 30 4 8 4 6 6
6 1500 30 5 10 8 8
7 1500 30 6 13 5 10 10
8 1800 30 6 13 5 10 10
9 1800 30 6 12 13
10 2100 30 6 12 13
11 2200 30 6 12 14
12 2300 30 6 12 14.5
13 Idling
14 Stop

The engine power is calculated according to the following formula:

Mean effective pressure(Pa)  Speed(r/min)  Total displacement(m 3 )

Power(kW) 
120000

Important！
a. The running-in time at rated power should not be less than 30 min;
b. During running-in, carefully check whether the parts of engine are in normal operation, as
well as check and adjust if necessary;
c. When the engine is warmed up before running-in, remove the cylinder head cover and check
the valve rotating mechanism of each cylinder at idle speed for smooth operation;
d. Check metal filings and water content in lubricating oil after running-in.

- 43 -
 Table 4-1-2
Running time
S/N Engine speed Power
(min)
1 Start
2 Idling 10 0
3 1200 20 0
4 1500 20 0
5 1500(1800)
6 1500(1800)
7 1500(1800)
30min respectively Divided into 5 steps equally
8 1500(1800)
9 1500(1800)
10 2100
20min respectively Measure actually
11 2200
12 Idling
13 Stop

Important!
a. For 50Hz generating set, the running-in time at 1500 r/min is divided into 5 steps;
b. For 60Hz generating set, the running-in time at 1800 r/min is divided into 5 steps.

If the diesel engine will not operate for long period, the maintenance should be carried out according
to specified intervals; additionally, the engine must be turned manually once a month. The engine
should be preserved when intending to shut down it for more than 3 months.

- 44 -
 4.2 Main Maintenance Methods

4.2.1 Change lubricating oil

The lubricating oil will deteriorate with use; therefore it should be
renewed every six months even if the working time is not long.
It had better drain off the lubricating oil immediately after the engine
stops, since the oil temperature is relatively high, the impurity does
not yet deposit wholly and the oil liquidity is good.

Step of replace:
1. Oil draining
Fig .4-2-1A
The oil must be drained from the lowest point of the
engine.

a. Drain the oil from the lowest one of two oil drain plugs at both
ends of oil pan (depending on installation condition).
b. For the oil pan with intermediate flange at bottom, the oil should
be drained from the threaded connection of oil temperature sensor
on the flange.
Fig .4-2-1B
2. Oil changing
a. Place the oil recipient below the plug (Fig. 4-2-1A), and remove
the plug (Fig. 4-2-1B) at the drain outlet of oil pan‘s both ends.
b. Remove and replace the disposable oil filter(s).
c. Screw in the new disposable filter until it contacts the seal surface,
and then tighten it with hand for not less than 1/2 turn.
d. Fill some new lubricating oil from the filler and wash the oil pan
properly, and then screw in and tighten the oil plug, Fill the oil pan
with oil to the discretionary level between the oil pan bottom and the
Fig.4-2-1C lower limit of oil dipstick.
Fig4-2-1 Chang lubricating e. Activate the priming oil pump or turn the engine until the oil
pressure is read out, and at this time, the manual stopping device
must be at the stop position (direction of arrow in Fig. 4-2-1C)
f. Top up again to the upper limit of dipstick.
g. When the engine begins running, check the oil screw plugs for tightness and the oil filter for
leakage. Replace the packing ring if leakage occurs.

Important！
 The first change of lubricating oil should be carried out 60 operating hours after
commissioning of new engine;
 Change oil every 500 hours after first change for non-supercharged engine;
 Change oil every 250 hours after first change for supercharged engine;

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  The disposable filter should be replaced together with the change of lubricating oil.
 Collect any dripping oil and dispose of it in a manner avoiding pollution.

4.2.2 Replace lubricating oil filter element

The oil filter plays the role of filtration in lubrication system to
prevent particulates and impurities from entering the
bearings. However, these particulates may clog the filter
elements, leading the oil pressure to drop and the flow to
minimize. If the clogging is serious, the safety valve will be
opened, some unfiltered oil with filtrated impurities can get
into the oil duct, causing the damage of engine.
So, the filter elements should be replaced periodically
together with oil change; if oil pressure drops quickly, the oil
change intervals should be shortened, find out the cause in
Fig.4-2-2A order to ensure lubrication property.
If a dual filter is mounted, the disposable filters can be
replaced during low load operation, but the relevant filter
chamber should be cut off.
After replacing, two filters should be both in operation
position.

Replacement steps:
1. Loosen the disposable filter with the special strip and
remove it.
2. Scrub the seal seat of new filter carefully.
Fig.4-2-2A 3. Screw the new filter in the filter socket until it reaches the
seal seat, and then tightens it more than 1/2 turns by hand.
4. Check the filter for tightness when the engine runs.

Important!

●The filter element must be renewed every 250 operating

hours or 6 months for supercharged diesel engine.
●If the oil is contaminated, the filter and oil should be
replaced together.
● When taking lubricating oil samples and carrying out
lubricating oil filter servicing, dispose of dripping oiland filter
cartridge in a manner that does not harm the environment.

4.2.3 Clean wet air filter

After getting into the wet air filter, the external air passes quickly through the curved slot passages;
the dust particulates are thrown centrifugally onto the wall of strainer and adsorbed by oil film on the
wall.

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When the filter is too dirty and dusts are dense, the
intake resistance will increase, causing poor intake,
bad combustion and power reduction. Therefore, the
wet air filter must be washed every 100 operating
hours. The maintenance intervals can be shortened if
the filter is too dirty.

Cleaning steps:
1. Loosen the hexagon screw of pipe clamp and
remove the filter;
2. Clean it with diesel oil.

Important!
Do not clean the filter with water or soapy
water; otherwise, the strainer slots will be
clogged and the filter rejected. If the strainer
is cracked or too rusty, this wet filter should
be replaced by a new one.
Fig.4-2-3 Clean wet air filter
3. Dry it with compressed air, re-coat the strainer with engine oil or dip it into oil, and then throw off
excess oil.
4. Insert the wet air filter into the air inlet; tighten the hexagon screw of pipe clamp.

Important!
 The wet air filter should be coated with lubricating oil of this engine before
commissioning the diesel engine.
 Do not coat the strainer outside surface of filter with paint.

4.2.4 Clean oil bath air filter

After filtrated by the filter element, the external air is turned back into suction tube when it rapidly
passes though the oil tray in the filter, the brought dust particles are thrown centrifugally into oil,
therefore the filter element must be cleaned after every 250 operating hours, and the maintenance
intervals should be shortened if the filter is too dirty. The filter element must be replaced after 4000
operating hours.

Cleaning steps:
1. Loosen the clamping device (2) or unscrew and remove the nut of cover (Fig. 4-2-4A), remove
the cover.
2. Unscrew the hexagon screw of pipe clamp (Fig. 4-2-4A), remove the filter case with oil tray.
3. Take out the filter element from filter case, wash it with diesel oil and blow it dry with compressed
air（Fig. 4-2-4B).
4. Wash oil tray with diesel oil and dry it with cloth.
5. Fill the oil tray with oil to the level mark, and then re-assemble the filter.

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6. Install the filter element and cover.

Fig.4-2-4(A) Fig.4-2-4(B)
Fig. 4-2-4 Clean oil bath air filter

Important!
 The oil tray must be filled with lubricating oil of this engine before commissioning the
diesel engine, and after that, clean the filter element every 250 hours and renew the oil
every 500 hours.
 After cleaning for many times
or cumulative running time
reaches 2000 hours,
disassemble the filter element,
take out the palm-fiber strainer,
clean and make it fluffy, and
then re-install it in its case for
continuous use.
 The filter element must be
replaced after 4000 operating
hours or 2 years.

4.2.5 Replace filter cartridge of dry air filter

Fig.4-2-4(A) Fig.4-2-4(B)
Fig.4-2-5Replact filter cartrildge of dry air filter

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For use of dry air filter, the entering air must pass through the microslots of paper filtering cartridge
to get into the air duct. The dust particles are blocked by the cartridge and adhered onto the filter,
this causes increase of vacuum degree after filter, therefore, the cartridge must be cleaned or
replaced after a period of use. If the vacuum indicator is fitted, when a red band appears, it means
the cartridge needs to be serviced or replaced.
Generally, service the cartridge every 100 operating hours, but it must be replaced if it does not
meet the requirement of use due to being affected with damp or deformation or after two years.

Important!
Never check and replace the filter while the diesel engine is running.

Replace the cartridge

1. Undo and remove the hexagon nut (5), remove the lower cover (6).
2. Undo and remove the hexagon nut (7), take out the cartridge (3) from housing (8).
3. Remove the dust and dirty particles in housing with clean cloth.
4. Install the new cartridge. Check it for air tightness when installing. Replace the seal if
necessary.

Clean the cartridge (only in special case)

1. Take out the cartridge as above described.
2. Brush away the dust on cartridge carefully with air brush.
3. Clean the cartridge with compressed air from inside to outside along longitudinal corrugation of
cartridge.

Important!
Never clean the cartridge with oil, water and other dissolvent or knock it!

4. Re-install it.

4.2.6 Check V-belt tension and lubricate raw water pump

The V-belt drive is mounted at the free end of engine to drive the raw water pump, fresh water pump
and the lighting dynamo.
If the V-belt can be pushed down 1~2cm by thumb, this means the tension of the V-belt is correct,
otherwise the tension of the V-belt must be readjusted.

Steps of checking and readjusting of V-belt tension

1. Remove the V-belt protection.
2. Check the V-belt tension（arrow direction in fig.4-2-6A）.
3. Loosen the screws (4) on the bracket of tension pulley and lighting dynamo.
4. Readjust the belt tension by moving the tension pulley and dynamo.
5. Tighten the screws (4).

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 Fig.4-2-6A Fig.4-2-6B

Important!
If the belt is too much tight, it will be worn out quickly and easy to break, but if too much slack,
it will slip and reduce transmission efficiency, also easy to break due to overheat. As soon as
the belt is found swinging or worn, it must be replaced. It is necessary to turn the engine when
checking the belt. Attention should be paid to safety.

Fig.4-2-6C
Fig.4-2-6 Check V-belt tension and lubricate raw wate pump

Lubricate raw water pump

Add No.2 lithium base lubricating grease into the fillers with grease gun (arrow direction in
Fig.4-2-6B and Fig.4-2-6C).

4.2.7 Check zinc-protection plug

The seawater, even the river water are corrosive, so the cooling water pipe is easy to be eroded,
especially the air cooler and heat exchanger. To protect the internal face from being damaged, the
zinc protection plug is fitted on the raw water pipe (at end B of heat exchanger). The zinc block will
become smaller and smaller due to erosion with time; therefore it should be checked every 250

- 50 -
operating hours or every 6 months.

Dismount and mount zinc-protection plug

Fig.4-2-6 Check zinc-protection plug

1. Close the raw water inlet and outlet valves;

2. Open the drain cock (1) of raw water pump and drain off the water.
3. Remove and check the zinc-protection plug (see arrow shown in the figure); it should be renewed
if it is consumed by 1/3 of the volume.
4. Re-install the plug with new packing ring.
5. Close the drain cock of raw water pump.
6. Before using, open the raw water inlet, then check and top up cooling water.

Important!
It is very important to check the zinc protection regularly. It is effective measures to
prevent the damage of diesel engine due to corrosion and break of nest of tubes of
heat exchanger and air cooler. If the diesel engines are used in subtropical or tropical
sea areas, the intervals of checking and replacing zinc block should be shortened
properly because of more corrosive sea water.

4.2.8 Check and readjust valve clearance

The push rod and valve stem will lengthen due to being heated; consequently, the valves on
cylinder head will move to ‗open‘ direction. If the valves can not be closed completely during
operation, the combustion chamber can not be sealed and the power will be reduced, the valves
and valve seats will be burnt out, even it will cause the damage of diesel engine as the piston
knocks the valve.
If the valve clearance is too big, the impact load will be increased when the valve opens, causing
the damage of valve drive mechanism; meanwhile, the valve opening duration and opening degree
become reduced, causing the reduction of air input in cylinder and of power output. Also, the push
rod is easily to deviate from the ball socket of set screw, causing the damage of engine as the piston

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knocks the valve. A proper valve clearance can ensure that the valve opens and closes in time for
diesel engine in hot state.

Important!
● First check and adjustment of valve clearance must

be carried out after 60 operating hours of the engine.

● After first check and readjustment, the valve
clearance should be checked and adjusted every
500 operating hours.
● If it is too dusty in site, the intervals of checking and

adjusting should be shortened properly (normally,

the valve clearance should be adjusted if the
deviation is ±0.1 mm).

Fig. 4.2.8 Check and readjust valve clearance

inlet valve（part 2 in figure ） exhaust valve（part 3 in figure）

Valve Supercharged
0.3mm 0.5mm
clearance engine

Check and readjust valve clearance (for cold engine) (see parts in Fig. 4.2.8).
1. Remove screw 1 and cylinder head cover.
2. Turn the crankshaft until the valve 2 closes, then turn again about 1/2 revolutions.
3. Measure the clearance between the valve head and the rocker arm with feeler gauge. If the
clearance can not meet the requirement in above table, it should be readjusted.
4. For readjusting the valve clearance, unscrew the lock nut (4), and make the tappet fall onto the
base circle of cam, readjust the set screw until the feeler gauge with specified thickness just pass
through, feeling friction obviously when pulling the gauge with hand.
5. Tighten the locknut, check the other valve clearances according to step 3, after completion of
adjustment, turn the crankshaft to recheck.
6. Re-install the cylinder head cover.
For detailed methods, see Chapter 5, Section 5.

4.2.9 Replace fuel filter cartridge or components

The fuel filter plays the role to prevent dusts from getting into the fuel injection pump and fuel
injectors. If the dusts are adhered to the filter cartridge, the fuel flow will decrease, resulting in the
reduction of power output.

Important!
● Collect any dripping fuel and dispose of it in an environmentally safe manner.

● Dispose of the replaced filter cartridges in an environmentally-friendly manner.

Replace filter cartridge (single filter, Fig. 4-2-9A)

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1. Loosen the disposable filter with spanner and remove it.
2. Screw the new disposable filter in the head of filter until it reaches the packing ring, and then
tighten it more than 1/2 turn by hand.
3. If the dual fuel filter is mounted, the disposable filters can be replaced when the diesel engine is
in low load operation.

Important!
When replacing the disposable filter, the corresponding fuel chamber must be closed.
During normal operation, both of the filters should be in working position.

Replace the filter cartridge (dual filter, fig 4-2-9B）

1. Loosen the bolt (2) and remove the filter cover (3) (see Fig. 4-2-9B).
2. Take out the cartridge (4) from filter housing (see Fig.4-2-9（C）, and clean the inside of filter
housing.
3. Soak the new cartridge completely with fuel.
4. Install the new cartridge; tighten the cover (3) with bolt. Be careful not to damage the packing ring,
otherwise, replace if damaged. Bleed the filter before switching on.

Fig.4-2-9A Fig.4-2-9B

Bleed the fuel filter

1. Loosen the vent screw (9) (see Fig. 4-2-9D and Fig. 4-2-9E), operate the hand pump to drain off
the air from filter until the fuel coming out from the filter has no longer air bubbles, then retighten
the vent screw (9).

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 Fig.4-2-9C

Fig.4-2-9D

Fig.4-2-9E
Fig. 4.2.9 Replace fuel filter cartridge or components

2. Continue to pump several times.

3. When operating, check the filter for leakage.

Important!
 The fuel filter must be cleaned and its cartridge must be replaced every 500
operating hours of the engine.
 The filter cartridge should be replaced after one year of operation, even the
working hours are less than 500 hours.
 The intervals of replacing the cartridge should be shortened if the fuel oil is dirty
and the strainer is not fitted.

4.2.10 Check monitoring device and stopping device of the engine

To avoid the loss caused by the runaway and the malfunctions of lubricating system and cooling
system, the diesel engine is equipped with the monitoring device. If the temperature of cooling water
is too high or the pressure of lubricating oil is low, the alarm device (indicator light, buzzer) will give

- 54 -
out an alarm. If the pressure of lubricating oil is too low or when the engine runs away, the solenoid
valve will receive a signal to stop the diesel engine while the alarm is given out.

1. Check and lubricate manual stopping device Press the knob (1) towards the direction as the
arrow, then release it, the stopping device must come back to its original position. If it is not the case,
check whether the link of rods is smooth. Lubricate the joint (2) and lever (3) of solenoid valve with
Molykote.
2. Check the function of audible and visible alarm
Press the ―test lamp‖ button of monitoring device, all the alarm
indicating lamps should light up and the buzzer should sound, if
some or other does not light up, replace it.

Fig. 4-2-10 Check and lubricate manual stopping device

3. Check lubricating oil pressure monitoring device

Switch off the power of 24V DC, disconnect the manual stopping device wire 61 in terminal box,
then switch on the power, the ―operation" indicating lamp lights up, and after about 25 seconds, the
―low oil pressure‖ and ―too low oil pressure‖ indicating lamps light up and the buzzer sounds; the
solenoid valve functions simultaneously and is at ―stop‖ position if it is a marine diesel engine. Press
the ―reset‖ button, the monitoring device should be released from alarm, after checking, switch off
the power and connect the wire 61. If the indicating lamp doesn‘t light up, short-circuit two lead
wires of oil pressure controller; if it is monopole connection, make it earthed, if the lamp lights up,
the controller should be replaced, if not, something is wrong with the control circuit, do
troubleshooting of the circuit according to electric schematic diagram. If the stopping solenoid
doesn‘t work, measure the voltage of two lead wires of solenoid with multimeter, if there is 24V
voltage, it means the solenoid is short-circuited, and it must be replaced, and if the voltage is very
low, the circuit should be checked. If in W3 maintenance, the pressure test (increase and decrease
pressure) on the oil pressure controller in simulation way must be carried out to check the accuracy
of alarm setting points under the condition of shutdown.

4. Check the monitoring device of cooling water temperature

Drain off the cooling water, lubricating oil temperature pick-up in simulation way. when the water
temperature reaches about 90~92 ℃ (marine engine)or 94-96℃ (land engine),the lubricating oil
temperature reaches about 110-115℃(water cooling) or 115-120℃ (wind cooling),the corresponding
cooling water will be displayed on the alarm screen. High oil temperature indicator light blinking.
At the same time the system alarm. If it is not the case, replace the pick-up or check the circuit.

5. Check the overspeed protection of monitoring device

Start the engine and make it at no-load run, check the overspeed protection in simulation way. The
actual overspeed value is 120% of the rated speed for marine engine, and 115% for generating set.
Press the ―85%‖ button on the panel of overspeed protection switch in control box, speed up the
engine gradually, when the speed reaches 85% of setting value of simulative overspeed ( rated
speed ×120% or 115%×85%), the engine must stop immediately and the ―overspeed‖ indicating
lamp lights simultaneously; release the test button and press the ―reset‖ button, thus finishing check.

- 55 -
If the actual stop value is different from set point, after checking the wire connection, adjust the
―adjust‖ button on panel anticlockwise to reduce the set point, or clockwise to increase the set point.

Important!
The intervals of check are according to W2.

4.2.11 Clean heat exchanger

The cooling system of 234 diesel engines is divided into raw water circulation and indirect water
circulation. The fresh water absorbs the heat radiated from the engine and transfers the heat to the
raw water in heat exchanger.
For high efficiency of heat exchange, the deposits and scales on the nest of tubes of the heat
exchanger should be removed.

Remove and clean the nest of tubes

1. Close the raw water valve.
2. Drain off the cooling water by drain plug and collect it for reuse [(1) in Fig. 4-2-11A is for fresh
water, and (2) for raw water].

Important!
Do not twist the hose.

3. Dismount the raw water pipe connection (4) in Fig. 4-2-11A and the fresh water return pipe
connection (1) in Fig. 4-2-11B.
4. Dismount the flange socket of fresh water return pipe (arrow in Fig. 4-2-11B).
5. Unscrew and remove the hexagon screws (3) in Fig. 4-2-11A and the copper setting screw (5) in
Fig. 4-2-11A on the heat exchanger end cover; remove the end cover.

Fig. 4-2-11A Fig. 4-2-11 B

6. Take out the nest of tubes from the housing (Fig. 4-2-11C), and clean it with brush in metal
cleaning agent. If it is too dirty, cleaning can be done as the method of cleaning the nest of tubes
of air cooler (see Fig. 4.2.12 clean air cooler). Check the water jacket for welding (arrow in Fig.
4-2-11C), re-weld it if necessary.

- 56 -
7. Clean other components in metal cleaning agent, check the inlet water pipe for dirt, wash it if
necessary.
8. Remove the round packing ring on the flange socket of fresh water return pipe (arrow in Fig.
4-2-11D); clean the flange sealing surface, and place the new packing ring with sealant

Fig. 4-2-11C Fig. 4-2-11D

9. Renew all the other packing rings.

10. Screw the M8×100 bolt (or longer one) into the adjusting hole of nest of tubes, and put the end
cover onto the nest of tubes (Fig. 4-2-11E).
11. Unscrew and remove the M8×100 bolt, and screw in the copper setting screw.
12. Coat the surface of end cover with sealant (shown as arrow in Fig. 4-2-11F), then install the nest
of tubes into the housing, screw in the setscrew loosely.
13. Coat the surface of another end cover with sealant, and then install the cover.

Fig. 4-2-11E Fig. 4-2-11F

Important!
As the pressure difference exists between the end cover and the inside of housing, all
the end faces other than the O-rings should be coated with sealant for good tightness.

14. Install the flange socket, and make sure that the gasket is placed correctly.
15. Tighten the end cover (Fig. 4-2-11G).
16. Install the fuel filter and the connecting fittings of raw water pump and fresh water pump.
17. Fill the heat exchanger with fresh water to the lower limit.

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 Important!
The intervals of servicing are carried out
according to W4. If the raw water system
is too dirty or the temperature is high, the
interval of servicing should be shortened.

Fig.4-2-11G
Fig. 4-2-11 Clean heat exchanger

4.2.12 Clean air cooler

The air cooler is used for cooling of hot compressed air from the turbocharger; with air cooler, the air
input (density) in the cylinder will be increased. The prerequisite of good cooling effect is no deposit
in the cooling water pipe and no dust or oil sludge on the radiating fins of air chamber.
The dust and oil sludge at inlet side of cooler will increase the airflow resistance, resulting in the
reduction of air input and of cooling effect.

Clean the air cooler

1. Drain off the cooling water in the engine by drain valve.
2. Remove the fresh water pipe (2) in Fig. 4-2-12A and the heat exchanger.
3. Loosen the clamp of hose，unscrew and remove the bolt (4 ) in Fig. 4-2-12 A, remove the air inlet
elbow.
4. Remove the raw water pipe connection (5) in Fig. 4-2-12A.
5. Loosen the mounting screws of air cooler (6) in Fig.4-2-12A, and remove the air cooler.
6. Remove the elbow (7) in Fig. 4-2-12A.
7. Loosen mounting screws (8 and 9) in Fig. 4-2-12B, and then remove flange cover (10) and
radiator block (11).

Fig. 4-2-12 A Fig. 4-2-12B

Fig.4-2-12 Clean air cooler

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8. Put the nest of tubes into the container of cleaning agent, (the liquid concentration according to
the instructions of manufacturer); the foam will appear in the liquid due to reaction. After reaction
of at least 15 minutes, take out the nest of tubes from the cleaning liquid, clean the tubes and the
radiating fins with tube cleaner, then rinse the nest of tubes and radiating fins with clean water;
put the nest of tubes and radiating fins of cooler into neutralizing agent for about 10 minutes,
finally rinse them thoroughly.
9. Check the nest of tubes for expansion and leak tightness, expand it if necessary.
10. Re-install the cooler.

Important！
 The radiating fins at the air inlet side are fragile, do not damage and deform them
when cleaning.
 As there is greasy dirt on the fins, clean them with oil solvent or blow torch. Do not
use hard stick to clean to avoid damaging the internal wall of tube.
 For bolts (8): M8×22 and bolts (9): M8×45.
 The interval of inspection according to W4; however it can be shortened if the raw
water system or the air is too dirty or the oil leakage of turbocharger occurs.

4.2.13 Preservation of diesel engine

If the diesel engine is out of operation for a long period, the anticorrosion treatment must be carried
out. All the unpainted metal parts must be coated with corrosion-inhibitive grease after removal of
any rust deposit and cleaning. As a result of oxidation of corrosion-inhibitive grease, the
anticorrosion treatment must be done at least every three months or six months. The actual
implementation method is according to the instructions of corrosion-inhibitive grease. Carry out the
internal preservation immediately after the engine is coated with corrosion-inhibitive grease, and
then cover the engine with tarpaulin.

Internal preservation
1. Drain off the lubricating oil completely (see drain plug (1) in Fig. 4-2-13A), and then screw in the
drain plug.
2. Drain off the fuel oil from tank; fill the tank with the mixture of fuel oil and anticorrosion oil with a
mixture ratio of 9:1.
3. Dismount the cartridge of lubricating oil filter, drain off the oil and re-install the filter. Tightening
requirement for cartridge: screw in the cartridge until it contacts the sealing surface, then turn it
again more than 1/2 turns by hand, do not turn it with tool.
4. Fill the engine with preservation liquid to the lower limit of oil dipstick. Activate the priming oil
pump until the pressure is read out on the oil pressure gauge.
5. Drain off the cooling water from drain screw (5) in Fig. 4-2-13A; fill with prepared preservation
agent of NL emulsion with a concentration that is 2 % higher than that for normal use. Bleed
from vent screw (6) in Fig.4-2-13B, and fill with cooling water to the lower limit of water inlet.
6. Start the engine; speed up to 2/3 of the rate speed, then run it under no-load condition for about
15 minutes.

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 Fig. 4-2-13A Fig. 4-2-13B
7. Shutdown; If the diesel engine is equipped with air starter, close the starting compressed air
reservoir, remove the starting air pipe before main starting valve, fill the starting air pipe with
preservation agent of 0.25dm3 and re-connect it. Turn the engine with starter, at this time, the
stopping lever must be in stop position, never allow the engine to ignite. If ignition happens, repeat
the above process. Spray preservation agent into air intake pipe with spray gun while the diesel
engine is turned by starter.

Important！
Do not turn crankshaft any longer after starting system preservation is finished.

8. Drain off the preservation agent and cooling water for future use.

External preservation
1. Coat all bright and corrodible parts with corrosion-inhibitive grease, such as connecting fittings of
control lever (fig.4-2-13C).
2. Apply the talcum powder to all rubber parts (hoses, dampers).
3. Remove any damage to paintwork.

Fig. 4-2-13C
Fig. 4-2-13 Preservation of diesel engine

- 60 -
4. Cover the engine with tarpaulin.
5. Mark the date of preservation, and put the caution of " Dot not turn crankshaft!‖ in eye-catching
position. The period of preservation is generally 12 months.

Environment for preservation

The site of installation, test, preservation, and packing for diesel engines should be clean and flat,
free of corrosive gas. Low relative humidity is necessary.

- 61 -
 4.3 Malfunctions, Causes and Remedies

During operation, the diesel engine is blocked and not able to perform normal functions, or even
fails to run due to the damage of some or other part or misoperation, such cases influencing diesel
engine‘s normal operation are called malfunction.
Generally, the engine malfunctions appear with the following abnormal phenomena:
(1) Abnormal noise, such as abnormal knocking, booming, hissing, etc.
(2) Abnormal action, such as difficult to start, underpower, serious vibration in operation, etc.
(3) Abnormal appearance, the exhaust is black, blue or white smoke; leakage of oil, water or air,
etc.
(4) Abnormal temperature, such as too high lubricating oil or cooling water temperature, too high
exhaust temperature, or overheated bearing, etc.
(5) Abnormal pressure, for instance, lubricating oil pressure is too low, etc.
(6) Abnormal smell, such as bad odour, smell of burning, smoky odour, etc.
When the diesel engine malfunction occurs, analyze and judge the cause based on the malfunction
phenomena and operation conditions, then take effective measures, eliminate the cause to ensure
the safe operation.
The causes of frequent malfunctions and remedies are listed in following table for reference.

4.3.1 The engine is difficult to start or fails to start

Possible Causes Remedy Instructions
(A) Starting system malfunctions (3-7 for
air starting system and 8-12 for electric starting
system.)
1.The starter is damaged 1.Repair or replace the starter
2.Adjust installation position, keep proper
2.The starting gears do not well mesh
mesh
3.The starting air pressure is low 3.Charge to specified pressure
4.The inside diameter of compressed air pipe 4.Replace the compressed air pipe with
is small or the compressed air reservoir specified diameter; enlarge the compressed
capacity is insufficient and there is no air reservoir capacity
enough air
5.The compressed air pipe leaks 5.Repair or replace it
6.The compressed air control valve failure 6.Disassemble and check it
7.Misadjustment of compressed air distributor 7.Readjust it
8.Electric component (starting switch, relay)
8.Check, repair or replace it
failure
9.Check the electrolyte density or the charge
9.Under-voltage of battery
battery
10.The electric wire is not well contacted or
10.Check, repair or reconnect it
disconnected
11.The wire section of power supply is small or
11.Replace proper wire
the line is too long
12.The pinion of satrter is not disengaged 12.Check the wiring or whether the charging
smoothly or misoperation occurs generator is burnt out
(B) Fuel system malfunctions
1.Lack of fuel or the inlet or return valve of fuel 1.Fill the tank with fuel or open the inlet or
tank is closed return valve

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 Possible Causes Remedy Instructions
2.The fuel is not up to standard or the water 2.Renew the fuel or eliminate the water in fuel
gets into fuel tank
3.The fuel tank is at lower position 3.Place the fuel tank as required
4.Air exists in fuel presure pipe 4.Loosen the nut and turn the crankshaft to
bleed the pipe
5.The fuel system is not bled completely or air 5.Bleed the fuel system completely or replace
leaks from pipe the leaked pipe connection
6.The fuel filter is clogged 6.Clean the fuel prefilter and renew the
cartridge of fine filter
7.The spray pattern of injector is not good or 7.Clean or replace the injector multi-hole
the injection pump does not work nozzle; check the injetion pump
8.The fuel-feed-start is not correct 8.Adjust it
9.The pump control rod is seized and not at 9.Check and repair or replace the pump
feed position element
10.The overspeed protection has not been 10.Push down the resetting push rod, lower the
reset valve core, do not tighten the upper nut
11.The idling speed adjusting screw is loose 11.Readjust it
12.The adjusted length of threaded lever 12.Readjust
between the stopping solenoid valve and
stop lever of governor is not correct or the
threaded lever is mounted in wrong
position.
(C) Intake and exhaust system malfunctions
1.The filtering element of air filter is
contaminated or clogged 1.Clean the air filter
2.The intake and exhaust pipes are clogged 2.Clean the intake and exhaust pipes
3.Valve timing is not correct 3.Readjust; check the gear drive and valve
gear
4.Air leakage at valve or piston ring or cylinder 4.Lap and repair the valve or renew the piston
head ring or cylinder head gasket
(D) Lubricating oil system malfunctions
1.The lubricating oil temperature is too low and 1.Preheat the lubricating oil
its viscosity is high
2.The feed pressure of priming oil pump is 2.Check and repair the priming pump; check
insufficient the check valve for clogging and seizure

4.3.2 The diesel engine is underpowered

Possible Causes Remedy Instructions
(A) Fuel system malfunctions
1.The fuel is not up to standard or the water 1.Renew the fuel or eliminate the water in fuel
gets into fuel tank
2.Fuel piping is clogged or leaks 2.Unblock the fuel piping or check and repair
3.The fuel filter is clogged 3.Clean the fuel prefilter and renew the
cartridge of fine filter
4.The injector is clogged and the spray pattern 4.Clean, check and repair or replace the
is not good injector multi-hole nozzle;
5.Fuel-feed-start is not correct 5.Adjust it
6.The check valve of fuel return hollow screw 6.Re-install the check valve
on injection pump and overspeed protection
shutdown valve is jammed or not fitted,
resulting in underpressure of its fuel
chamber and insufficient fuel supply

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 Possible Causes Remedy Instructions
7.The pump element is seriously worn out 7.Replace and test the pump element
8.The limit screw of governor is loose 8.Adjust, test and perform stop off lacquer
9.The extended height of nozzle is not in 9.Check up the number of packing rings (only
accordance with requirement one should be used)
10.The injection pump camshaft is worn out 10.Replace the camshaft (this can be done
severely only by manufacturer)
11.The control rod screw of governor is 11.Readjust
screwed in too much or fitted in wrong
position, the extended length of rack bar is
not enough
(B) Intake and exhaust system malfunctions

1.The air filter is contaminated or clogged 1.Clean the air filter

2.The intake and exhaust pipes are clogged 2.Clean the intake and exhaust pipes
3.Valve timing is not correct 3.Check and readjust
4.Air leakage at cylinder head or piston ring 4.Renew the cylinder head gasket or piston
rings
5.The inlet and exhaust valves leak 5.Lap and repair the valves
6.The air cooler is contaminated 6.Clean the air cooler
7.The inlet and exhaust cams are worn out 7.Replace the camshaft
8.The intake piping is not airtight 8.Remove, check and renew gaskets
9.The resistance of outlet exhaust pipe is too 9.Mount the outlet exhaust pipe and silencer as
big and the silencer is not suited required
10.The air density in plateau region is low 10.Select the engine with higher output
11.The exhaust pipe leaks seriously and the 11.Check and repair the connection tightness
supercharging pressure is low and adaptors.
12.The inlet temperature is high 12.Improve the air convection
(C) Turbocharger malfunctions
1.The turbocharger is contaminated and 1.Clean the turbocharger and remove the
clogged or the oil leaks carbon deposit; check and repair seals
2.The supercharger is not matched properly 2.Select proper type of supercharger according
and the intake pressure is low the engine
(D) Cooling system malfunctions
1.The intake pressure is too high 1.Check the raw water pump and improve
intake conditions
2.The air cooler is clogged 2.Clean the air cooler
(E) The engine is heavily overloaded,
resulting in high exhaust temperature and Check and adjust load matching
underpower

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4.3.3 Running is not smooth
Possible Causes Remedy Instructions
(A)Fuel system malfunctions
1.There is air in fuel pipe or injection pump 1.Bleed the fuel system and check the fuel
pipe connection
2.The fuel filter is contaminated, having effect 2.Clean the prefilter and renew the cartridge of
on fuel delivery fine filter
3.The fuel drops or leaks off from injector or 3.Check and repair or replace the injector
the injector is contaminated multi-hole nozzle
4.The pressure spring of injector is broken or
4.Replace the pressure spring
its pressure is insufficient
5.The pump element of injection pump is
5.Replace the pump element
jammed
6.The control sleeve of injection pump is 6.Adjust and test the fuel supply and tighten
loose the lock screw
7.The control rod is jammed 7.Check and repair or replace the control rod
and the pump element
8.The pressure spring of delivery valve is 8.Replace the spring ; check and repair the
broken or the valve is jammed pressure valve
9.The control mechanism is not locked 9.Lock it
(B)Speed governor malfunctions
1.The engine oil in governor is excessive or 1.Drain the excessive oil or clean the governor
dirty and renew oil
2.The bush of flyweight is worn out 2.Replace the bush
3.The concussion spring of the governor is 3.Replace the spring
broken or worn out
4.The moving parts of governor are worn out or 4.Check and repair or replace the parts
jammed
5.The rubber of buffer gearwheel breaks off or 5.Check and repair or replace
the bearing is worn out
(C) Operation and maintenance
1.The speed is too low 1.Speed up properly
2.The load is not stable 2.Check and eliminate

4.3.4 Sudden stop

Possible Causes Remedy Instructions
(A)Fuel system malfunctions
1.No fuel in the tank 1.Fill up, bleed the fuel system
2.The fuel contains water 2.Find out the cause, renew the fuel and clean
the fuel pipe
3.The fuel pipe or filter element is seriously 3.Clean and wash the fuel pipe, renew the filter
clogged element
4.Air gets into the fuel pipe 4.Bleed the fuel pipe and find out the cause
(B)Effect of safety protection
1.The automatic stop device works due to low 1.Check, repair and readjust it
oil pressure
2.The automatic stop device works due to too 2.Find out and eliminate the cause of too low
low oil pressure oil pressure
3.The engine runs at overspeed, the 3.Find out and eliminate the cause of
overspeed protection works overspeed
4.The overspeed protection goes wrong 4.Check, repair and readjust it
5.The wire of automatic stop alarm is 5.Check the wire connections for looseness
disconnected or the automatic stop alarm and deal with them properly.
acts erroneously

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 Possible Causes Remedy Instructions
(C)Movement system malfunctions
1.The piston is seized 1.Find out the cause, replace the relevant part
2.The crankshaft or connecting rod bearing 2.Find out the cause, replace the relevant part
bush is seized
3.The balance shaft bush is separated or 3.Find out the cause, replace the relevant part
seized
(D)Operation and maintenance
1.The timing gear or the coupling of injection 1.Remove, check and replace the relevant part
pump drive is damaged
2.The load increases suddenly 2.Avoid increasing great load suddenly
3.The speed is low, but load the engine greatly 3.Speed up and load the engine smoothly
and rapidly
If the engine stops running suddenly, it must not be started again before the cause is found out. If
the engine stops suddenly at high speed and under high load, it must be turned manually with
turning rod for more than 2 revolutions.

4.3.5 Runaway
Runaway means that the rotating speed of diesel engine is suddenly increased, and running faster
and faster, and making the engine moving parts to produce great inertia force, it will cause the
damage of the parts or even the whole engine.
Possible Causes Remedy Instructions
(A) Injector malfunctions
1.The control rod of injection pump is jammed 1.Service or replace the control rod.
2.The pressure spring of injection pump 2.Check and repair or replace the pressure
plunger is broken, the control sleeve is spring, control sleeve and relevant components.
separated and seizes the control rod
(B) Governor malfunctions
1.The screw of pull rod or the pin of pull rod 1.Readjust and tighten
joint gets loose
2.The flyweight is not flexible 2.Check and repair
(C) Operation and maintenance
1.The overspeed protection fails 1.Check and repair the overspeed protection
2.The set piece on the extension rod is fitted 2.Refit as required
erroneously, making the control rod jammed
at supply position
Keep calm when runaway happens. Take effective measures immediately and decidedly.
1.It is an efficient method to cover the air inlet (of air filter) with cardboard or rubber.
2.Press down the emergency stopping solenoid valve to cut off the fuel supply.
3.Push the manual stopping solenoid valve near the engine to shut down the engine.

4.3.6 Low pressure of lubricating oil

Possible Causes Remedy Instructions
(A) Lubricating system malfunctions
1.The pressure regulating valve is jammed or 1.Clean and grind
padded by something
2.Lack of oil or insufficient oil in oil pan results 2.top up to specified level
in vain suction
3.The grade of used lubricating oil is not in 3.Change qualified lubricating oil
accordance with the requirement
4.The lubricating oil is diluted by fuel oil 4.Renew the lubricating oil, find out and
eliminate the cause

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 Possible Causes Remedy Instructions
5.The lubricating system leaks or sucks 5.Check, repair and replace relevant parts
6.The oil pressure gauge is damaged or the 6.Replace the pressure gauge, clean the
connecting pipe is clogged connecting pipe
7.The lubricating oil pump is worn out or 7.Replace or check and repair the relevant
damaged components
8.The inlet of oil pump is clogged 8.Clean the pump inlet and oil pan
(B) Cooling system malfunctions
1.The oil cooler is clogged 1.Rinse the insert of oil cooler
2.The cooling effect of oil cooler is not good 2.Check and repair the cooling system, rinse
and the oil temperature is high the insert of oil cooler
(C) Operation and maintenance
The bearing shells are burnt out or its Replace the bearing shells and keep its proper
clearance is big clearance

4.3.7 Excessive temperature of lubricating oil

The excessive temperature of lubricating oil will reduce the oil viscosity, make it difficult to form
effective oil film on friction surface, as a result, the engine parts will be worn quickly or even seized.
In addition, another important function of lubricating oil is to take away the heat resulting from
friction of the parts, if the oil temperature is too high, the taken heat will be reduced, the parts will be
overheated and their mechanical strength will be decreased.

Possible Causes Remedy Instructions

(A) Cooling system malfunctions
1.The oil cooler is contaminated and clogged 1.Clean and wash the oil cooler
2.The cooling water is not enough or its 2.Top up the cooling water, bleed or check and
temperature is high repair the cooling system
3.The V-belt of fan is not tensioned 3.Adjust the tension pulley
4.The thermostat is blocked 4.Replace the thermostat
(B) Operation and maintenance
1.The engine is overloaded for a long time 1.Reduce the engine load
2.The piston rings and cylinder liner are worn 2.Replace the piston rings and cylinder liner
out, resulting in air leakage
(C) Lubricating system malfunctions
1.The oil temperature gauge is damaged 1.Replace the temperature gauge
2.The output of oil pump is not enough 2.Check and repair the lubricating oil pump
3.The oil filter is clogged or the oil contains too 3.Clean the oil filter or renew the lubricating oil
much impurities

4.3.8 Lubricating oil is diluted

Possible Causes Remedy Instructions
(A) Fuel system malfunctions
1.The fuel oil leaks from the delivery pump and 1.Check and repair fuel delivery pump and
injection pump elements injection pump
2.The injector drops, leaks and does not 2.Check and repair or replace the multi-hole
atomize well nozzle
(B) Cooling system malfunctions
1.The water leaks from the round packing ring 1.Renew the round packing ring
of cylinder liner
2.The fuel leaks from the injector protective 2.Renew the packing ring of protective sleeve
sleeve in cylinder head
3.The insert of oil cooler is frost-cracked or 3.Replace the insert of oil cooler
weld seam cracked

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4.3.9 Excessive exhaust temperature
The exhaust temperature is a major parameter to evaluate whether the diesel engine works
normally or not, it shows the quality of combustion process and determines the working reliability of
engine parts, and also, it has an effect on the working reliability of the exhaust turbocharger.

Possible Causes Remedy Instructions

(A) Intake and exhaust systems
malfunctions
1.The intake and exhaust pipes are clogged 1.Clean the intake and exhaust pipes
2.The air filter is contaminated and clogged 2.Clean the air filter
3.The valve clearance is not correct 3.Adjust the valve clearance
4.The resistance of outlet exhaust pipe and 4.Install the outlet exhaust pipe and silencer as
silencer is big required
5.The intake temperature is high or the 5.Reduce the intake temperature, improve the
ventilation is undesirable air convection
(B) Fuel system malfunctions
1. The fuel quality is not in accordance with 1. Use the fuel as specified
specification
2. The injector leaks and does not atomize well 2. Repair or replace the relevant components
3. The fuel-feed-start is small, the injection 3. Readjust the fuel-feed-start
delays, resulting in late burning
(C) Operation and other causes
1.The engine runs under overload, the 1.Reduce the load, resolve the matching
matching of engine and propeller/pump is problem
improper
2.Low atmospheric pressure in plateau region 2.Select the correct engine type according to
power reduction and operate under restricted
load
3.The turbocharger is contaminated and 3.Clean the turbocharger, check and renew
clogged or the oil leaks seals
4.The lubricating oil is spit out from breather 4.Drain the excessive oil or renew the piston
rings or eliminate that the air is carried over
due to worn piston rings
5.The exhaust system leaks seriously, resulting 5.Eliminate leakage
in low speed of turbocharger

4.3.10 Abnormal air-out of breather

Possible Causes Remedy Instructions
1.The piston rings are worn out or broken 1.Renew the piston rings
2.The piston and cylinder liner are worn out or 2.Renew the piston or cylinder liner, check the
scored or burnt injection nozzle
3.The bearing shells are burnt 3.Renew the bearing shells, check the
crankshaft and connecting rods
4.The position of ends of piston rings are 4.Adjust the position of rings‘ ends
lapped
5.The piston is cracked 5.Replace the piston
6.The lubricating oil is excessive and 6.Drain some oil until the level reaches the
splashes seriously, the oil is carried over scale of dipstick
7.The breather passage is not unblocked 7.Wash the breather

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4.3.11 Excessive temperature of cooling water
Possible Causes Remedy Instructions
(A)Cooling system malfunctions
1.There is no enough water in the 1.Fill up with water, drain the air via vent plug at
compensation tank or there is air in the the highest point
system
2.The water supply of water pump is not 2.Check and repair the water pump
sufficient
3.The V-belts of fan or of water pump are not 3.Adjust the tension pulley
well tensioned and slide
4.The insert of radiator or heat exchanger is 4.Clean and wash the radiator or heat
clogged exchanger
5.The cooling water piping is clogged 5.Clean the cooling water pipe
6.The installation direction of thermostat is 6.Re-install or replace the thermostat
wrong or the thermostat goes wrong
(blocked), this has an effect on water flow
into thermostat or radiator
(B)Operation and maintenance
1.The water temperature gauge is damaged 1.Replace the temperature gauge
2.The engine is running under overload 2.Reduce the load, resolve the matching
problem
3.The ambient temperature and sea water 3.Operate the engine in accordance with
temperature are high, the power has not reduced power
been corrected
4.The cooling water does not meet the 4.Dismantle and clean the water chamber, use
application requirement, the water chamber the cooling water correctly
contains too much scales

4.3.12 Black exhaust discoloration

Possible Causes Remedy Instructions
(A) Intake and exhaust systems
malfunctions
1.The intake and exhaust pipes are clogged 1.Clean the intake and exhaust pipes, open the
exhaust guard plate
2.The air filter is contaminated and clogged 2.Clean the air filter
3.The resistance of outlet exhaust pipe and 3.Install the outlet exhaust pipe and silencer as
silencer is big required
4.The turbocharger is contaminated and 4.Clean the turbocharger, check and repair
clogged, and the oil leaks seals or replace the turbocharger
5.The air cooler is contaminated and clogged 5.Clean the air cooler
6.The valve timing and valve clearance are not 6.Check and adjust the valve timing and valve
correct clearance
7.The exhaust system leaks seriously, the 7.Eliminate gas leakage
speed of supercharger is low
(B) fuel system malfunctions
1.The injector leaks and does not atomize well 1.Check and repair or replace the multi-hole
nozzle
2.The fuel-feed-start is not correct, the injection 2.Adjust the fuel-feed-start
delays, some fuel is not well burnt
3.The pressure spring of delivery valve is 3.Check and repair or replace the pressure
broken or the valve is jammed spring or the delivery valve
4.The fuel filter is clogged 4.Clean the filter and renew the filter element
5.The fuel quality does not meet the 5.Renew the fuel as specified
requirement

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 Possible Causes Remedy Instructions
（Ｃ）Operation and maintenance
The engine works under overload Reduce the load, resolve the problem of load
mismatching

4.3.13 Blue exhaust discoloration

In general, the blue exhaust discoloration results from combustion of lubricating oil.
Possible Causes Remedy Instructions
1.The oil level is excessively high 1.Drain the excessive oil
2.The scraping rings are worn out 2.Renew the scraping rings
3.The cylinder liners or pistons are worn or 3.Replace the cylinder liners or pistons
scored
4.The position of ends of piston rings are 4.Adjust the position of rings‘ ends
lapped
5.The oil seal of turbocharger fails 5.Check and repair or renew the oil seal of
turbocharger
6.The valve guide and valve stem are seriously 6.Replace them
worn
7.The running in time is not enough for new 7.Oil carry-over disappears after 8~10 hours of
engine and the engine of which the piston running in
rings and cylinder liners have been replaced,
it is easy to cause oil carry-over

4.3.14 White exhaust discoloration

The white exhaust discoloration shows that the fuel oil spray was not been ignited and burnt in
cylinder, or the water leaks into the combustion chamber.
Possible Causes Remedy Instructions
1.The water of air cooler leaks into cylinder 1.Check and repair the air cooler
2.The cooling water temperature is too low 2.Warm up the engine and then load it
3.There is water in fuel 3.Eliminate the water in fuel tank
4.The injectors do not atomize well during lower 4.Reduce the low speed operation time or
speed replace the multi-hole nozzles
5.The rain water drops into the outlet exhaust 5.Protect the outlet exhaust pipe from rain
pipe ,and then gets into combustion chamber water
or is heated by hot exhaust gas vaporizes

4.3.15 Excessive vibration

Possible Causes Remedy Instructions
1.The torsion vibration damper is defective 1.Check and repair or replace the torsion
vibration damper
2.The flywheel is not balanced (only for V6) or 2.Check whether the position of flywheel set pin
the connection is loose is correct, and tighten the flywheel
3.Bad alignment of engine and driven 3.Readjust the installation position
equipment
4.The assembling bolts are loose or do not 4.Readjust and tighten the bolts
contact well with base
5.The rigidity of the engine base is not good 5.Strengthen the base
6.The bearings are seriously worn and their 6.Replace the bearings
clearances are too big
7.The assembling position of the balance shaft 7.Re-install the shaft according to assembly
gearwheel is wrong mark
8.The work of cylinders is not balanced 8.Readjust and test the supply uniformity of
injection pump for various cylinders

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 Possible Causes Remedy Instructions
9.The engine with 2300r/min has single 9.Avoid low speed and low load operation
cylinder block stop function

4.3.16 There is water in the lubricating oil

Possible Causes Remedy Instructions
1.The round packing ring of cylinder liner is 1.Renew the round packing ring
damaged
2.The gasket of oil cooler insert is damaged or 2.Renew the oil cooler insert or gasket
was fitted incorrectly, so that the gasket was
not pressed down or the insert of oil cooler is
cracked
3.The cylinder head or cylinder liner is cracked 3.Replace it
4.There is water in filled oil 4.Renew the lubricating oil
5.The nest of tubes of air cooler is cracked and 5.Repair or replace the nest of tubes.
water get in it
6.The water chamber of intake pipe 6.Replace the intake pipe or repair
communicates with the air chamber

4.3.17 Abnormal noises

Possible Causes Remedy Instructions
(A) Knocking in combustion process
1.The fuel is not of good quality 1.Renew and use specified fuel
2.The injection pressure is excessively high 2.Check, adjust and test the injection pressure
3.The injection fuel is excessive 3.Check, adjust and test the injection pump
supply
4.The injector leaks, drops and does not 4.Service or replace the multi-hole nozzle on
atomize well injector
5.The fuel-feed-start is earlier 5.Check and adjust the fuel-feed-start
6.The pressure spring of delivery valve is 6.Replace the pressure spring or the delivery
broken or jammed valve
7.The valve timing is not correct 7.Check and adjust or replace the relevant
components
(B) Mechanical knocking
1.The clearance between the piston and 1.Replace the piston and cylinder liner
cylinder liner is big
2.The valve clearance is too big 2.Check and adjust the valve clearance
3.The piston knocks the valve 3.Check the valve clearance , replace the
relevant parts
4.The bearing clearance is too big 4.Renew the bearing
5.The piston rings are seriously worn 5.Renew the piston rings
6.Some foreign body drops into the cylinder 6.Remove the foreign body
7.The piston pin fit clearance is big 7.Check and replace the relevant parts
8.The valve springs are broken or the push rod 8.Replace the components
is bent
9.The axial clearance of flexible coupling is not 9.Readjust
adjusted properly, or alignment deviation is
big or there is axial thrust
10.The min. operating speed is too low 10.Increase this speed
(C) gear noises
1.The gear clearance is too big 1.Adjust the back lash
2. Any tooth is broken in gear train 2.Replace the gear wheel
3.The bearing clearance is big 3.Select and replace the bearing
4.The fastening bolts get loose 4.Tighten the bolts

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4.3.18 Malfunctions of supercharger
Possible Causes Remedy Instructions
(A) Compressor surge
1.The air filter is contaminated and clogged 1.Clean the air filter
2.The intake pipe is contaminated and clogged 2.Clean the intake pipe
3.The air cooler is contaminated 3.Clean the air cooler
4.The resistance of outlet exhaust pipe is big 4.Install the outlet exhaust pipe as required
5.The silencer is not well suited 5.Match the silencer as required
6.The supercharger is contaminated and 6.Clean the supercharger
clogged
7.The exhaust manifold is contaminated and 7.Clean the exhaust manifold
clogged
(B) Oil leakage of supercharger
1.The air filter is contaminated and clogged, the 1.Clean the air filter
resistance is excessive
2.The oil seal of supercharger is out of function 2.Renew the oil seal
3.The air duct of supercharger is clogged 3.Clean the air duct

4.3.19 Malfunctions of cylinder head

Possible Causes Remedy Instructions
(A) Water or oil leaks between cylinder
head and crankcase
1.The O-ring is damaged or deteriorates 1.Renew the O-ring
2.The water guide sleeve or the oil guide 2.Replace the guide sleeve
sleeve in the middle is deformed or damaged
3.The protective sleeve of water guide sleeve 3.Re-assemble
does not hold the upper and lower O-rings;
the elasticity of O-rings deteriorates, leading
to water or oil leakage
(B) Water leaks from the side of cylinder
head
The cap on the cylinder head side gets loose or Refit the cap with sealant
drops off
(C) Air leaks from cylinder head
1.The cylinder head gasket is damaged 1.Renew the gasket, tighten the cylinder head
hexagon screws according to specified
tightening torque
2.The sealing surface is not clean 2.Clean the sealing surface
3.the contact surface between the cylinder 3.Replace the parts
head and cylinder liner is damaged
(D) Other causes
1.The water leaks from the sleeve of injector in 1.Replace the sleeve and O-ring, clean the
the cylinder head sealing surface
2.The cylinder head is cracked or the water 2.Replace the cylinder head
chamber communicates with oil or air
chamber

4.3.20 Malfunctions of monitoring system (refer to Fig.5-10-3）

Possible Causes Remedy Instructions
(A) No indicator lights and the voltmeter
doesn‟t indicate while the power supply is
switched on
1.The automatic protection switch Q is not on 1.Check and switch it on
2.The power supply incoming circuit is open 2.Check the power supply incoming circuit

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 Possible Causes Remedy Instructions
(B) The automatic protection switch Q
breaks automatically when the power is
switched on
1.The circuit of automatic switch is 1.Check and eliminate
short-circuited
2.The wiring or components to the engine 2.Check and replace the wiring or components
short-circuited 2.
(C) During stop, the “operation” indicator
lights, “stop” indicator does not light or
lights, the engine can not start
1. The wire 61 is open 1.Check the wire 61
2. The charging generator is defective 2.Replace the charging generator
(D) The engine can not be started when the
“Start” button is pressed down
1.The battery voltage is less than 24V or 1.Charge the battery, check the battery wiring
the wire of battery is too long and too fine, for correctness
the voltage drops to less than 19V when
starting and the engine can not reach the
firing speed
2.the starting circuit is defective, the starter 2.Check and eliminate wire fault
does not rotate, the wire 50 has no 24V
voltage
3.The starter is defective, but the wire 50 has 3.Check and replace the starter
24V voltage
(E) The “stop” indicator lights, but the
“operation” indicator does not light
when the engine is operating
1. The charging generator is defective 1.Replace the charging generator
2. The wire 61 is defective 2.Check the wire 61
(F) False alarm of high water temperature
1.The setting of temperature controller 1.Readjust the set temperature
deviates from the set point
2.The temperature switch wire is defective 2.Check and eliminate
3.The temperature transmitter is defective: The 3.Replace the transmitter
resistance value of subzero temperature
transmitter is between 7-10 kΩ at normal
temperature, and that of PT100 temperature
transmitter is normally in the range of
100~139Ω
(G) False alarm of low and excessively low
oil pressure
1.The set point of pressure controller is big or 1.Readjust or replace the pressure controller
the controller is defective
2.The wire or the oil pressure switch is 2.Check and eliminate
defective
(H) False alarm of overspeed
1.The overspeed protection is defective 1.Check and adjust or replace
2.The tachogenerator is defective, e.g. 2.Check and adjust or replace
internally loosened or the connecting wire
improperly welded
3.The wiring or the speed switch is defective 3.Check and eliminate
4.The terminal is not well treated or the 4.Check the speed transmitter, terminal box
looseness and vibration result in switching on and engine control box for correct connection
(I) The DC voltage is more than 29V during
engine operation
1.The voltmeter is not accurate 1.Adjust or replace

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2.The external charging device has not stopped 2.Stop charging
charging the monitoring system
3.The charging generator is defective 3.Check and replace
(J) The tachometer does not indicate stably
or rotates counterclockwise
1.The wires are not well contacted 1.Check and eliminate
2.The tachometer is connected reversely, 2.Change any two of connections of
resulting in reversed phase input tachometer
(K) The engine can not shut down when
pressing the “stop” or “emergency
shutdown” button
1.The circuits of ―stop‖ or ―emergency 1.Check and eliminate
shutdown‖ are defective
2.The stopping solenoid and overspeed 2.Check and eliminate or replace
protection solenoid valve are defective
3.Adjusting problem of stopping solenoid pull 3.Readjust
rod

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 4.4 Tool List and Specification

The tools for series D/TBD234 diesel engines are divided into two categories: attached tools and
repair outfit. The attached tools are provided to the customers together with the engine, and mainly
used to disassemble, assemble and repair the external and common parts of the engine. The repair
outfit should be ordered by customers separately, they are mainly used to check and repair major
parts of the engine.

4.4.1 Attached tools

Item Drawing No. Designation Qty Remark

1 7234.017.080.4 The high speed machine of the attached Toolkit 1

2 0801.008010.0.0 Double-ended solid wrench 8×10 1

3 0801.009011.0.0 Double-ended solid wrench 9×11 1

4 0801.010012.0.0 Double-ended solid wrench 10×12 1

5 0801.013016.0.0 Double-ended solid wrench 13×16 1

6 0801.014017.0.0 Double-ended solid wrench 14×17 1

7 0801.016018.0.0 Double-ended solid wrench 16×18 1

8 0801.019022.0.0 Double-ended solid wrench 19×22 1

9 0801.024027.0.0 Double-ended solid wrench 24×27 1

10 0801.030032.0.0 Double-ended solid wrench 30×32 1

11 0801.113016.0.0 Double-end box wrench13×16 1

12 0801.014017.1.0 Double-end box wrench14×17 1

13 0801.016018.1.0 Double-end box wrench16×18 1

14 0801.019027.1.0 Double-end box wrench19×22 1

15 0800.010125.0.0 Hand operated square drive socket 10×12.5 1

16 0800.013125.0.0 Hand operated square drive socket 13×12.5 1

17 0800.016125.0.0 Hand operated square drive socket 16×12.5 1

18 0800.017125.0.0 Hand operated square drive socket 17×12.5 1

19 0800.018125.0.0 Hand operated square drive socket 18×12.5 1

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 20 0800.019125.0.0 Hand operated square drive socket 19×12.5 1

21 0800.022125.0.0 Hand operated square drive socket 22×12.5 1

22 0800.024125.0.0 Hand operated square drive socket 24×12.5 1

23 0800.027125.0.0 Hand operated square drive socket 27×12.5 1

24 0812.005000.0.0 Socket head screw wrench 5 1

25 0812.006000.0.0 Socket head screw wrench 6 1

26 0812.008000.0.0 Socket head screw wrench 8 1

27 0812.010000.0.0 Socket head screw wrench 10 1

28 0806.100000.0.0 Thickness gauge 100B14 1

Driving part for hand operated square drive
29 0808.125320.0.0 1
socket wrench 253 12.5a
Conjoining part for hand operated square drive
30 0809.125125.0.0 1
socket wrench 204 12.5×125a
31 0809.100680.0.0 Universal joint W10×17 1
Conjoining part for hand operated square drive
32 0809.100160.2.0 1
socket wrench JG10×160

4.4.2 Servicing tools

Item Drawing No. Designation Qty Remark

1 7234.017.081.4 Special toolkit 1

2 7234.019.020.6 Strip-shaped spanner for oil filter 1

3 7314.019.001.6 Wrench for fuel pressure pipe 1

4 7234.019.038.5 Tommy 1

5 7234.019.039.6 Wrench (combination of 2 pieces) 1

6 7234.019.047.6 Shoot oil timer 1

7 7234.019.012.4 Socket insert s=12 1

8 7234.019.013.4 Socket insert s=14 1

Head bent inner hexagon wrench
9 7234.019.018.4 1
S14
10 7234.019.022.5 Elbow driving head S22 1

11 7234.019.062.4 Elbow driving s=24 1

12 7234.019.063.4 Elbow driving s=27 1

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13 0813.300000.0.0 Torque wrench 80-300N.m 1

14 0813.760000.0.0 Torque wrench 280-760N.m 1

15 7234.019.031.5 Guide stud 2

16 7234.019.032.5 Mandril for removal of valve guide 1

17 7234.019.033.5 Mandril for pressing of valve guide 1

Withdrawal tool for seawater pump
18 7234.019.034.5 1
impeller
19 7234.019.064.6 Withdrawal tools for cylinder liners 1
Socket for delivery valve of injection
20 7234.019.036.5 1
pump
21 7234.019.037.5 Fitting tool for radial packing rings 1

22 7234.019.027.4 Piston ring guide sleeve 1

23 7234.019.029.6 Piston ring plier 1

24 7234.019.026.6 Changeover joint 1

25 7234.019.009.4 Socket insert s=6 1

26 7234.019.010.4 Socket insert s=8 1

27 7234.019.011.4 Socket insert s=10 1

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 5 Structure of Series 234 Diesel Engines and
Major Parts Disassembly, Check and Assembly

5.1 Main Stationary Parts‟ Structure and Their Disassembly,

Check and Assembly

Main stationary parts include crankcase, cylinder heads, cylinder liners, oil pan, front wall cover, rear
wall cover and flywheel housing.

5.1.1 Crankcase

Fig. 5-1-1 Crankcase

1, 2 Balance shaft bearing bush 3 Ring half of crankshaft
4 Main bearing bush 5 Hexagon screw of bearing cap
6 Cooling oil nozzle 7 Overflow valve (by-pass valve)
8 Balance shaft 9 Shaped gasket
10 Cover plate 11, 12 Camshaft bearing bush
13 Cylinder liner 14 Round packing ring

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1. Main function
a. To support the moving parts and cylinder heads of diesel engine, and keep their accurate location
in operation;
b. To form the cooling water, lube oil and air (gas) chambers and ducts, and keep them airtight;
c. On the outside of the crankcase are mounted the auxiliary equipments of the engine, such as raw
water pump, lubricating oil pump, lubricating oil filter, etc;
d. On the crankcase there are also engine supports.

2. Structure
The crankcase is a main stressed part of the diesel engine; it is made of alloy cast iron. It is a gantry
type crankcase.
Inside the crankcase are mounted the crankshaft, camshaft as well as balance shaft which is only
for 6 or 8-cylinder engine; and on its side B, there are main oil gallery and main oil distributing ducts.
In each partition wall of the crankcase, there are oil channels to main bearings and camshaft.
On both sides of main bearing of the first partition wall of crankcase are fitted two thrust ring halves
respectively which limit the crankshaft‘s axial displacement when it works, but cannot bear the
output thrust. After putting the crankshaft into main bearing bores in the crankcase, fit the thrust ring
halves in, and then mount the bearing covers. On both sides of the bearing cover of this partition are
also fitted two half-round snap rings respectively which prevent the thrust ring halves from coming
off when the crankshaft rotates.
Inside the main bearing bores are fitted main bearing bushes which are wrapped of #10 steel and
whose running surfaces are plated with a layer of Pb-SnCu of about 0.022mm thick and it is used to
increase running-in property and oil-storage property.
The cooling water jacket is formed by the crankcase and outer surface of cylinder liner. Two annular
grooves are machined in the crankcase, which
are used to place the round rubber packing rings.
When fitting the round packing rings, do not twist
them, otherwise, they may cause water leakage.
Above the main bearing of crankcase are the
camshaft bores, inside are fitted the camshaft
bearing bushes which are steel backed and the
running surface is plated with lead-bronze.
The balance shaft bores exist only on the
crankcase of 6 or 8-cylinder engine. The balance
shaft bores of 8-cylinder engine are designed on
the side B of the crankcase, while those of
6-cylinder engine are located below the first and
fourth main bearing covers.

3. Servicing
The crankcase is the major stressed assembly, so when the engine is overhauled or some related
trouble occurs, the crankcase must be checked and its lube oil ducts must be cleaned.

Servicing steps:

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(1) Disassemble the parts on the crankcase, check and repair the main bearing bushes, balance
shaft bearing bushes and camshaft bearing bushes, etc.
(2) Checking and repairing main bearing bushes:
a. Replace the main bearing bush if it is seriously scored, copper is exposed or the plating layer
comes off, or seriously corroded.
b. If the main bearing bush is scored and corroded slightly, repair it by rolling with smooth circular
bar and engine oil;
c. Check the clamping sleeve of main bearing bush; replace it if it is deflective.

Auxiliary Materials and Wearing Spare Parts List

Table 5-1-1
Auxiliary Petrol, bottle brush, sealant for cap, engine oil, liquid nitrogen, #2 lithium base soap
materials grease, thread locking agent, sealant for flat surface
Torque spanner, socket wrench S27, electric drill, Ф8drill bit, inside dial indicator,
Tools
micrometer calipers
Balance shaft bearing bush 7234.432.013.4 1/engine (V6)
Balance shaft bearing bush 7234.432.004.4 1/engine (V6)
Balance shaft bearing bush 7234.432.012.4 1/engine (V8)
Balance shaft bearing bush 7234.432.003.4 4/engine (V8)
Wearing Main bearing bush 7234.430.001.7 Number of cylinders /2+1/engine
spare
parts Aluminum plug 7234.327.006.4 Number of cylinders /2/engine
Cap 1624.327.005.4 3/engine
Shaped gasket 7234.851.051.4 1/engine
Spring ring 0265.008012.0.2 9/engine
Round packing ring 0610.142045.3.0 Number of cylinders ×2/ engine

Important!
Generally, this repair work must be carried out only by the manufacturer or the professional
skilled workers trained by the manufacturer.

Wear Limit of Seating Bores of Crankcase and Bearing Bushes

Table 5-1-2
Seating New assembled Wear limit
Items
bores engine (mm) (mm)
Dimension of main bearing bore Ф113+0.0220 Ф113.032
Roundness (ovality) of main bearing bore 0.022 0.03
Main
bearing Conicity of main bearing bore 0.015 0.02
bore
Abut degree of main bearing bore and ≥85％ ≥85％
main bearing bush
Dimension of main bearing bore with bush Measured value must meet the
Main clearance
bearing Roundness (ovality) of main bearing bore 0.035 0.045
bore with bush*
with Conicity of main bearing bore with bush 0.02 0.025
bush
Clearance between bore of main bearing 0.12-0.17 0.19
with bush and main journal **

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 Spreading of main bearing bush (free ≥113.3 113.25
state)
Tightness between outside diameter of 0.035-0.06 0.035-0.06
bush and bore
Inside diameter of camshaft bush Ф55+0.030 Ф55.065
Camshaft Roundness (ovality) /Conicity of camshaft 0.025/0.015 0.045/0.025
bearing bush *
bush Coaxiality of camshaft bush bore (check 0.02 0.04
with mandrel)
Fit clearance between camshaft bush and 0.06-0.11 0.18
journal
Tightness between balance bush and 0.035-0.05 0.03-0.05
bore (for V8/V6)
Inside diameter of balance shaft bush (for Ф52±0.02/Ф60±0.02 Ф52.05/Ф60.04
Balance V8/V6)
shaft Roundness (ovality) of balance shaft bush 0.03 0.045
bearing (for V8/V6) *
bush Conicity of balance shaft bush(for V8/V6) 0.025/0.02 0.03
Coaxiality of balance shaft bush bore 0.04/0.02 0.055/0.035
(check with mandrel) (for V8/V6)
Fit clearance between balance shaft bush 0.06-0.11 0.18/0.15
and journal (for V8/V6) * *

Important!
„*‟: If the roundness (ovality) of main bearing bore with bush is big, whether it can be
used or not, it must depend on the fit clearance of this range. The min. clearance must
be ≥specified lower limit. Its conicity means the difference between the max. and the
min. dimensions of two measuring areas at the same position see Fig. 5-1-2.
„* *‟: The clearance size must depend on the rotation speed and oil pressure. For the details,
please contact the manufacturer.

(3) Checking and repairing camshaft bearing bush

a. Replace the camshaft bearing bush if it is seriously scored, corroded and discolored, and its
copper layer comes off or the fit clearance is
larger than the limit value.
When replacing the bush, the new bush
(semi-finished product whose hole has not been
fine-bored) with a magnitude of interference of
0.035-0.06mm must be selected. Put it in liquid
nitrogen to undercool for 1~2 minutes, and then
take it out and press it into the camshaft bore
quickly. Its oil hole must be aligned with that of
crankcase. The bush on flywheel end must be
recessed with 5mm in crankcase end (see Fig.
5-1-3) and the bush on front end must be flush
with crankcase. Remove the plug from the oil

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 channel of tappet; drill through the oil channels of bushes at both sides to those of tappets at
cylinder lines A and B; fine bore the internal hole of bush according to requirement. The radial
clearance between its diameter and used camshaft journal must be in the range of 0.06-0.11mm.
The limit value is 0.18mm. If the camshaft is replaced by a new one, the hole must be bored to
Φ55+0.03.

Important！
 This repair work must be carried out in the manufactory.
 The camshaft bearing bushes should be undercooled in liquid nitrogen before they are
pressed into crankcase holes. They can‘t be used directly after assembly, because
they should be bored after being pressed into crankcase to guarantee the coaxiality
and coordinate dimension of holes. If the bush is damaged, it must be machined on
the special boring machine (in the manufactory) after being replaced.

b. If the camshaft bearing bush is slightly scored, it can be smoothed with emery paper.
c. If the camshaft bush is corroded slightly because of engine oil (the improper oil was used, the
interval of oil change was exceeded), it can be repaired by rolling with round bar and engine oil,
and its measured value must meet the requirement of Table 5-1-2.
d. If the camshaft bush turns, the hole must be checked. If it cracks, turns to black and is seriously
scored, the crankcase must be rejected.

(4) Checking and repairing balance shaft bearing bush

a. Replace the balance shaft bearing bush if it is seriously scored, corroded and discolored or its
copper layer comes off, or the copper exposed or the fit clearance is out of the limit value.
b. If the balance shaft bush is scored slightly or corroded, it can be repaired by rolling with round bar
and engine oil, and then measure its dimension, see table 5-1-2.
c. If the balance shaft bush turns, the hole must be checked. If it cracks, turns to black and is
seriously scored, the crankcase must be rejected.

(5) Checking cooling water chamber and sealing surface

Check the water chamber of crankcase for cavitation visually. If the cavitation depth is less than
3mm, it can be used continuously; otherwise, it should be repaired properly.

Important!
The emulsion must be added in cooling water according to the requirement.

The cylinder sealing surface should be checked. Through bruise and corrosion are not allowed.
Otherwise, it should be repaired with special sealant for cast iron or recess the sealing surface by
0.10mm, but this work has to be performed in specialized factory.

(6) Checking and cleaning the oil channels of crankcase

If the engine oil pressure is low, the leakage test of main oil gallery must be carried out during
overhaul. This should be made on the special testing equipment of the manufacturer, or stand the

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crankcase, stop the oil holes communicating with the main oil gallery with wooden plugs. Keep an
oil hole on the top of crankcase open and fill it with kerosene or engine oil, check the beaded pipe
for leakage. If there is any leakage, bead the pipe again with tube expander for good seal.
When the diesel engine is overhauled or there are more chips in it due to major failure, take out the
aluminum stopper of oil channel with blind segment by motor drill, remove the cap (Ф25mm) of oil
channel with blind segment by screwdriver. Clean all the oil channels.

4. Assembling
a. Clean all the oil channels, holes and chambers in crankcase thoroughly and dry them with
compressed air.
b. Mount new oil channel aluminum stopper, make sure that it is riveted firmly and sealed. Mount
new cap of oil channel hole, apply special sealant to the edge of cup plug and then drive the cap
in the hole of oil channel.
c. When mounting the balance shaft bearing bush, use the special tool to knock and press it so as
not to damage the hole (see Fig. 5-1-4). The new bearing bush to be used must have a
magnitude of interference of 0.035-0.05mm.

Fig. 5-1-4 Knock and Press Tool Fig. 5-1-5 Guide Tool

Before mounting, put the bearing bush into liquid nitrogen to undercool for about 1 minute and then
take it out and mount it into the hole quickly with special guide tool (see Fig. 5-1-5).
Measure the inside diameter of bush, the measured value must comply with the requirement of
Table 5-1-2 and the check rod must pass through the hole, otherwise, remove the bush and mount
the proper one.

Important！
 All the balance shaft bearing bushes are interchangeable except that on the first
partition through which the lube oil gets in. The bushes need not to be processed after
being pressed into crankcase. So if anyone is damaged, it can be changed individually.
Do not forget to undercool the bush in liquid nitrogen before it is pressed into
crankcase.
 The oil hole of balance shaft bearing bush must be aligned with that of crankcase (for
V8, the bush oil hole of first partition is aligned with the inside oil hole).

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d. Preassemble, select and measure the main bearing bush, clean the bearing bush seat and bush
back first. The upper shell must be aligned with the crankcase oil hole. The upper shell must be
flush with the lower one, mount the bearing cover according to the requirement and knock it to
the end. Do not mix the order. The clamping sleeve should not squeeze the location hole of the
bush. The sequence number is stamped on the bearing covers from the first partition on the
flywheel end.

a. Important！
 The new main bearing bushes are interchangeable. However, because of the machining
tolerance of the main bearing holes, main journals of crankshaft and the main bearing
bushes, the radial clearance of the main journals of crankshaft must be ensured after
the main bearing bushes are mounted, therefore, the bearing bushes must be selected
by measuring. Pay attention to the alignment of the upper shell with the crankcase oil
hole and the upper shell must be flush with the lower one when assembling.
 The crankshaft journals and bearing bushes will be worn after a long period of
operation, resulting in big radial clearance, so the old bushes must be replaced by
selected new ones. If the journals are worn evidently and the clearance can‘t be
ensured, the crankshaft journals must be ground again. The ground journal must be
matched with a new bearing bush. The main bearing bushes of series 234 diesel
engines can be thickened in 4 steps, each 0.25mm. But the grinding of nitrided
crankshaft and re-nitriding must be done by the manufactory!
 The main bearing hole is composed of crankcase and bearing cover. Because the main
bearing holes require very high concentricity, neither the bearing covers of different
diesel engines nor those of the same engine can be interchanged. After the bearing
covers are mounted on the crankcase, the numbers 1, 2, 3, 4 …stamped on them
respectively from the rear to the front end can be seen. Pay attention to the order when
disassembling and assembling.

e. Pre-tighten the hexagon screws of bearing covers with a torque of 200Nm first
according to the principle of ‗from inside to outside and from centre to both ends‘, and then
tighten in two steps with 60º and 30º respectively. Check the main bearing holes by measuring
2 lands and 6 points as shown in Fig. 5-1-2. The measured values must conform to the
requirement of Table 5-1-2, and make sure that the fit clearance of main journal is between
0.12mm and 0.17mm. If the original oil pressure is low, the fit clearance of 0.11-0.15mm should
be ensured (depending on speed and oil pressure); otherwise, grind the crankshaft and use
thickened bearing bush.
f. Undo the bearing screws in reverse order of tightening, take off the bearing cover, but the main
bearing bush should not get loose, otherwise, the upper and lower shells can not be flushed
when assembling.
g. Check the ring half and countersunk screw of main bearing cover on the first partition for
looseness, if they get loose, remove the screw, clean the thread and apply locking agent to it,
rivet it at the notch after tightening. If the tapered surface of the screw of ring half is deformed,
replace it.

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h. Coat the round packing rings of cylinder liner with #2 lithium base lubricating grease and fit
them into the seal grooves; clean the cylinder liner and press it into the bore, and then mount
the water test device. Carry out the test with normal temperature water under 0.5-0.6MPa and
check the round packing ring and cylinder collar for seal, and then drain off the water. If
assembly is not carried out immediately, the joint face must be coated with corrosion-inhibitive
engine oil.

5.1.2 Cylinder Head

1. Function
As one of the main parts of combustion chamber, the cylinder head, together with the cylinder liner
and piston crown, makes up of the combustion chamber. It is a vital stationary part, playing the role
of supplying the combustion chamber with fuel, air and exhausting the gas.

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2. Structure
The cylinder head of supercharged diesel engine is different from that of naturally aspirated diesel
engine.
The cylinder head of series 234 diesel engine is made of alloy cast iron. On it are installed an inlet
valve and an exhaust valve, the inlet and exhaust valve seat rings, valve stem guides, injector,
rocker arm and rotocaps and so on. Inside the cylinder head are arranged inlet and exhaust
passagess and cooling water chambers. One starting valve is also mounted on the cylinder head
and the compressed air inlet passage is machined in the head if the engine is started by
compressed air starting system and Hansa quick starting system.
Between the cylinder head and the cylinder liner there is a gasket, which has three tongue pieces
for positioning. When assembling, the tongue pieces should be downwards so as to make the
gasket exactly located on the cylinder liner. This gasket must be replaced every time the dismantling
and assembling are done.
The cooling water of the cylinder head is supplied by two big and one small water conducts on the
crankcase, and flows into the water cavity of inlet pipe through water hole of inlet surface. The lube
oil of rocker arms and valves on the cylinder head flows back into the crankcase and oil pan through
a sleeving. The lube oil communicates with the crankcase through sleevings. Seal of each sleeving
is ensured by two packing rings (See Fig. 5-1-7). When disassembling the cylinder head, do not
break off or tilt them. Replace them if the packing rings are distorted, inelastic, rimous or damaged.

3. Servicing
The cylinder head must be removed and
serviced if it is cracked or water/air leakage
occurs, or the valve guide is loosened, and if
the valve is seriously worn or it reaches the
maintenance of W4, W5 or some trouble
occurs.

Fig. 5-1-7 Sleeving and Its seal

Auxiliary Materials and Wearing Spare Parts List

Table 5-1-3
Auxiliary Diesel oil or metal cleaning agent, lapping paste, engine oil, brush, colored oil or
materials pencil, sealant for cap, liquid nitrogen, screw locking sealant
Socket spanner S13, S17, special head bent spanner S22, cylinder head guide bar,
Tools steel pipe extension, fit removal tool of valve guides, tool to press the valve seat
rings, lapping tool, rubber mallet, cylinder gauge, micrometer
Cylinder head gasket 7234.851.071.4 1/cyl.
Round packing ring (small) 0610.009045.2.0 4/cyl.
Round packing ring (big) 0610.018050.2.0 4/cyl.
Round packing ring (for protective tube) 0610.014030.5.0 2/cyl.
Inlet valve seat ring 7234.323.002.4 1/cyl.
Wearing Exhaust valve seat ring 7234.323.003.4 1/cyl.
spare Inlet valve 7234.320.003.4 1/cyl.
parts Exhaust valve 7234.320.002.4 1/cyl.
Injector sleeve 7234.330.045.4 1/cy.
Round packing ring (for injector sleeve) 0610.024055.2.0 1/cyl.
Rotocap 7234.785.011.4 1/cyl.

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 Exhaust pipe gasket 7234.851.027.4 1/cyl.
Inlet pipe gasket 7234.851.063.4 1/cyl.

Servicing steps:
1）Before disassembling one or more cylinder heads from the diesel engine, drain off the cooling
water, detach the fuel pressure pipes, remove the cylinder head covers, injectors and rocker arms
firstly, and then remove the intake manifold and exhaust pipe (If a single cylinder head is removed,
unscrew and remove the hexagon screws of the intake manifold and exhaust pipe of the cylinder
head to be serviced, and undo the other hexagon screws on the same exhaust pipe, which connect
with cylinder heads, undraw the exhaust pipe lightly, but do not bend the adapter, otherwise loosen
the clamp of adapter), finally, undo and remove the hexagon screws of cylinder head.

Dismounting the starting valve (Fig. 5-1-8)

The engine started with compressed air or Hansa quick starting systems is provided with a starting
valve which is installed on the left side of the cylinder head (Fig. 5-1-8 (A)). This valve is a
non-return valve. If it is damaged, it must be replaced immediately; otherwise the air distributing disc
will be burned out.

Steps of disassembling:
a. Screw out the threaded piece1 (Fig. 5-1-8B);
b. Screw in the dismounting tools (Fig. 5-1-8C, parts 1and 2);
c. Sometimes, the dismounting tool and starting valve can be
withdrawn together by hand; if it fails, pull out
the starting valve by turning the tool nut (Fig. 5-1-8C
piece 2).

Fig.5-1- 8 Dismounting of the starting valve

2) Remove the rocker arm bracket and take out the valve push rod. Check the push rod head and
unblock the oil hole with compressed air, if it can‘t or it is bent, replace it.

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3) Knock the cylinder head with rubber mallet, and then pull out vertically the cylinder head together
with the protective tube between the inlet and exhaust pipes (A screw can be screwed in the rocker
arm bracket threaded hole as a handle).
4) Check the gasket for damage or burn sign.
5) Disassemble the inlet and exhaust valves (Fig. 5-1-9).

Fig.5-1-9 A Fig. 5-1-9B

Fig.5-1- 9 Dismounting of inlet and exhaust valves

Install the special dismounting tool by means of rocker arm threaded hole, and then turn the nut of
the tool until the internal and external valve springs are pressed out; take off the halves of valve,
dismount the tool, remove the spring plate, valve internal and external springs and rotocap; take out
the inlet and exhaust valves (Fig. 5-1-9A).
Check the valves for wear. If the diameter of valve stem is less than 9.94mm or the valve is cracked,
or there are burn signs, pits or serious wear on valve seal lip and can be repaired no longer, replace
it. Check the dimension X (Fig. 5-1-9B) after the valve is mounted in cylinder head, the valve and
valve seat ring must be replaced if the X of exhaust valve is more than 2mm and the X of inlet valve
for supercharged engine is more than 1mm and more than 2mm for non-supercharged engine
6) Clean the components and remove carbon deposit. Do not scrap the carbon deposit on the seal
lip with hard tool.
7) Disassembling and assembling of valve guide (Fig. 5-1-10)
The valve guide must be replaced if its inside diameter is larger than 10.04mm.
Insert a special tool or aluminum bar into the cylinder head from the underside to knock out the
valve guide (see Fig. 5-1-10 A).
When assembling, insert the valve guide end with a chamfer of 15° into the hole of cylinder head. In
order to ensure the assembling reliability, before assembling heat equably the cylinder head up to
200℃ or undercool the valve guide in liquid nitrogen. After assembling, the valve guide must
protrude with 24.5±0.5mm from cylinder head (see Fig. 5-1-10B).
8) Disassembling and assembling of valve seat ring
The valve seat ring must be replaced if serious damages such as wear, pits and burn are found out
or the wear value of valve seat ring seal cone is larger than 4mm (see Fig. 5-1-9B).
The valve seat ring may be cut out from cylinder head with vertical lathe or boring machine. If this is
not available, grind it with pneumatic grinder on one side, but leave over a thin layer which prevents
the valve seat ring hole in the cylinder head from being damaged and then remove it with flat chisel

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carefully.
When assembling heat the cylinder head equably up to 200℃ or undercool the new valve seat ring
in liquid nitrogen, then press it into cylinder head hole with a new valve as positioning. It is not
necessary to machine the new valve seat ring after being pressed into cylinder head hole.

Fig. 5-1-10A Fig. 5-1-10B

Fig. 5-1-10 Dismounting and assembling of valve guide

9) Lapping of valve seat ring and valve cone
The valve seat ring and valve cone must be faced up if one of them is replaced only or slight burn,
wear, pit and air leakage exist. If both of them are replaced together, the lapping can be ignored, but
the leak tightness must be checked. If the leak tightness is not good, the facing up is necessary.

Steps of lapping:
a. Coat the valve cone with a thin layer of lapping paste.

Important！
Do not apply the lapping paste to the valve stem. Spread the valve stem with engine oil
and then insert it into the valve guide.

b. Hold the valve head with chuck of the lap and lap it by rotating the handle. It is also feasible to
wrap the valve stem with thin copper sheet, then hold and rotate the valve with motor drill or
drilling machine to lap, moving up and down.
c. Check leak tightness: clean the valve cone and valve seat ring cone firstly, and then applied the
valve cone with colored oil or pencil graphite. Insert the valve into valve guide and press it lightly
with hand, turn it left and right about 60°. The contact land of sealing surface of valve seat ring
must be continuous and proper in width. If the pencil is used, the pencil graphite on valve
surface must be blurry, otherwise repeat step 2.
10) If water leakage occurs on the injector sleeve or the overhaul is performed, the slotted nut and
sleeve must be dismounted, clean the sleeve cone on cylinder head, coat the new injector sleeve
cone with sealant for cap, and then fit it into cylinder head, put the round packing ring and washer.
Press out the sleeve and round packing ring with slotted nut, otherwise change the washer
thickness for adjusting (two washers at most). Carry out the air tightness test of the cylinder head

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(water chamber) under the pressure of 0.4-0.5MPa.
11) Check the valve rotocap for smooth rotation. Replace it if it is jammed or it does not rotate
smoothly (further check can be made during trial running, the valve should rotate).
12) Replace the valve springs if they are cracked or scored. The springs should be tested during
overhauling.

4. Points for attention during assembly of cylinder head

Assemble the serviced and cleaned cylinder head and valves, etc. in the reverse sequence of
disassembling, but pay the following attention:

Important！
 The valve stem must be coated with engine oil properly. It must move up and down and
rotate easily after being inserted into the guide;
 The rotocap must rotate smoothly without jamming. Its transversal rib should be
downwards;
 Press down the valve springs smoothly and put the halves of valve cone in place. Press
the valve to move down for about 10mm repeatedly. The valve should rotate, otherwise
renew the rotocap;
 All of removed round packing rings and gaskets must be replaced; put the cylinder head
water sleeving, round packing rings, steel washer and outside sleeve in place as shown
in Fig. 5-1-7. The outside sleeve must locate between the upper and lower round
packing rings, which could be pasted on with lithium base grease;
 Each cylinder head is secured to the crankcase by 4 hexagon
screws. When assembling, coat the threads of hexagon
screws with lube oil of this engine (the castor oil is better).
Before tightening, make sure that the cylinder heads‘ exhaust
side of each line is at the same plane so as to ensure the leak
tightness of the intake and exhaust pipes. Tighten the
hexagon screws by 4 steps:firstly pretension them with
tightening torque of 20Nm, then tighten with 100-200-400Nm
or 20-100 -150 Nm+ 60°respectively in the sequence as
shown in Fig. 5-1-11.
Fig.5-1-11
Tightening Sequence
of Cylinder Hexagon Screws

5.1.3 Cylinder liner

1．Function and working conditions

As mentioned above, the cylinder liner is also a vital part making up of the combustion chamber of
diesel engine. Therefore, the cylinder liner bears also high temperature and high pressure. Besides
that, the cylinder face is frictionated strongly because of high speed movement of piston. Due to
poor lubrication, the cylinder liner is generally in the state of semidry friction. Additionally, the

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internal surface of cylinder liner is corroded chemically by gas, and its external surface suffers
cavitation and corrosion by cooling water. Working in such a bad condition, the cylinder liner is one
of the wearing parts of diesel engine.

2. Structure
Series 234 diesel engines adopt wet cylinder liners made of centrifugal
phosphoric cast iron. There are reticular patterns formed by honing on
cylinder face, which are used to hold lube oil and reduce friction. No gasket
is put between the cylinder liner and crankcase, grinding is not necessary,
the seal is ensured by machining. The cylindrical transition zone and collar of
cylinder liner are processed by hard rolling in order to increase fatigue
resistance greatly.

3. Disassembling-assembling and servicing

The cylinder liner is a part of thin wall casting iron. When assembled or disassembled, it is forbidden
to throw it or knock on it with hard tool; otherwise it may be cracked. It is recommended to use
special tool to disassemble the cylinder liner. When installing, the contact surface between cylinder
liner and crankcase must be clean and smooth. The rubber or wood mallet can be used to knock the
cylinder liner into crankcase lightly, if the resistance is big, take out the cylinder liner and check the 2
round packing rings in crankcase for good fitting and whether there are burrs or foreign matters on
the external surface of cylinder liner or in cylinder liner hole of crankcase. In order to facilitate
assembling, the surface of round packing rings should be coated with #2 lithium base grease.
Replace the cylinder liner if the inside diameter is larger than 128.3mm or the reticular patterns on
the cylinder wall are not clear or the longitudinal scuffing can be felt by finger or the external surface
cavitation is deeper than 3mm. Slight longitudinal scuffing can be repaired with #80 - #100 abrasive
paper. If touch feels good and the external surface cavitation is not serious, the cylinder liner can
continue to be used by turning it by 90°.

5.1.4 Oil Pan

1. Function
The oil pan is used to close the crankcase and serves as lube oil reservoir of the engine. The lube
oil of the engine is stored here and sent to every friction surface to lubricate and cool the parts after
being pumped, cooled and filtered and then returns to the oil pan.

2. Structure
The oil pan is cast of aluminum alloy so as to reduce the weight. The plane of oil pan fays not only
with crankcase undersurface but also with the undersurfaces of front and rear wall covers. Since the
crankcase, front wall cover and rear wall cover are not machined together, their undersurfaces
cannot be at the same plane. When the oil pan is assembled, besides gaskets, the faying surfaces
of front wall cover, oil pan and rear wall cover should be finished and coated with sealant to prevent
oil leakage.

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 Fig. 5-1-13 Oil pan
1 Wet oil pan 2 Shaped gasket 3 Screw plug
4 Round packing ring 5 Round packing ring 6 Cover
7 Screening plate 8 Round packing ring 9 Round flange
10 Cover 11 Intermediate flange 12 Intermediate flange
13 Oil filler neck 14 Round packing ring 15 Dipstick

There is a cover at the bottom of oil pan, at the side of both ends of oil pan a screw plug is arranged
respectively, from which the lube oil can be drained off. The oil filler neck can be installed at any
side of oil pan, which depends on the customer‘s requirement. An oil dipstick is mounted on the side
of oil filler, which is used for measuring the oil level in the oil pan of the engine. An intermediate
flange can be installed at the bottom of oil pan to fit the lube oil temperature transmitter.
The oil pans are divided into wet type and dry type. The wet type oil pan, being of simple structure,
is easy to disassemble and assembly. The dry type oil pan is more complicated. A sealed chamber
is located in the center of the pan, a suction pump sucks the lube oil of both ends of oil pan into the
sealed chamber, and then the lube oil pump pumps the oil from sealed chamber to the oil gallery of
crankcase. Because the sealed chamber in dry type oil pan has always sufficient lubricating oil, the
diesel engine can operate normally under the condition of 45ºtrim and 30ºheeling. The dry oil pans
are used for marine main engines, marine generating set and special vehicle engines with special
requirements.
Disassembling, cleaning and installing oil pan

Auxiliary Materials and Wearing Spare Parts List

Table 5-1-4
Auxiliary
Diesel oil, lube oil of this engine, sealant 7304, 2# lithium base grease
materials
Tools Spanners S=13,14,19
Shaped gasket of oil pan forV6, 7234.851.033.4/030.5/032.4 1/engine
V8, V12

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 Round packing ring for oil filler 0610.040040.3.0 1/engine
neck
Wearing Round packing ring for bottom
spare 0610.140040.3.0 2/engine
cover
parts
Packing ring for screw plug 0600.018024.3.0 2/engine
Lube oil temperature transmitter 7234.355.023.4 1/engine
adapter

After several times of oil change (change oil after every 250 operating hours for supercharged diesel
engine, 500 operating hours for naturally aspirated diesel engine), the oil pan must be cleaned, that
is to say, drain off the lube oil, fill the oil pan with some cleaning oil, then open the cover at the
bottom of oil pan, undo and remove the screw plug to drain off the cleaning oil, and check whether
there are filings on the screening plate of cover. If every thing is in normal state, reinstall it with new
round packing ring. If there are unwonted filings or the oil pan needs to be dismantled for repair, the
oil must be drained off first. When assembling, do not forget to clean and apply the sealant to the
faying surfaces of front and rear wall covers; screw two guide studs in threaded holes, unscrew the
hexagon screws of the bottom cover, mount the oil pan and finally retighten the hexagon screws.

5.1.5 Front and rear wall covers

1. Function
The front wall cover is used to seal the driving gear wheels in the front end of engine and the front
end of crankshaft, to install some auxiliaries and the oil pan; while the rear wall cover is used to seal
the driving gear wheel of balance shaft of engine and the rear end of crankshaft, and to install the oil
pan.

2．Structure
The front wall cover is made of cast iron and assembled on the front end of engine. A radial packing
ring is located at its lower part for radial seal of crankshaft, in the middle is installed the tachometer
sensing unit connecting with camshaft, and at the upside there is a hole sealed by the cover 5,
which is used for installing the starting air distributor if the engine is started by compressed air
starting system. There is a hole sealed by cover 4 in the top-left, where can be installed auxiliary
equipment such as hydraulic pump and air compressor. In front of wall cover are installed the
bracket for fan drive, or the brackets for supporting the heat exchanger and air cooler, the tension
pulley; at both sides are installed the oil separator, fresh water pump and charging generator, etc.
Another type of front wall cover is used specially for the main engines of speed boat and diesel
engines of power level Ⅳ, a bearing of camshaft end is added in the middle to support the
cantilevered part of the front end of camshaft (see 12 to16 of Fig. 5-1-14). The camshaft bearing
bore on the crankcase and that in the front wall cover are not machined together, but the camshaft
requires very high coaxiality, be careful to adjust the end plate when assembling this kind of front
wall cover.
The rear wall cover is made of cast aluminum alloy, simple in structure with a balance shaft driving
gear wheel inside. There is also a radial packing ring in the rear wall cover for seal of rear end of
crankshaft. The packing ring is fitted on a mantle ring. The rear wall cover is not exposed, but
covered by the flywheel and flywheel housing.

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 Fig.5- 4-14 Front wall cover

1 Front wall cover 2 Radial packing ring 3 Shaped gasket

4 Cover 5 Cover 6 Oil separator
7 Round packing ring 8 Round packing ring 9 Round packing ring
10 Round packing ring 11 Round packing ring 12 Round packing ring
13 Shim 14 Bearing bush 15 End plate
16 Straight pin

3. Dismounting and servicing

Auxiliary Materials and Wearing Spare Parts List

Table 5-1-5
Auxiliary Diesel oil, sealant 7304, #2 lithium base lubricating grease, brush, cap plug
materials sealant
Tools A set of standard tools, special purpose clamp plate, hammer, Ф30 aluminum bar
Radial packing ring of the front wall cover 7234.855.022.4 1/engine
Wearing
Spare Radial packing ring of the rear wall cover 7234.855.032.4 1/engine
Parts
Shaped gasket of front wall cover 7234.851.049.4 1/engine
Shaped gasket of rear wall cover 7234.851.052.4 1/engine

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After removal of the front wall cover, check the oil seal slip surface of the
crankshaft. If obvious scores or wear-in mark are found out on the slip
surface, polish them with polishing linen. If the scores and wear-in mark
can be still felt with the fingernail, translocate the packing ring. The
sealing inspection of the rear wall cover is similar to the front one.
Translocate or replace the steel ring on the crankshaft if necessary.
The radial packing rings of the front and rear wall covers are of self-
sealing packing structure with spring, the tension of the spring makes
the sharp-crested rubber hoop the journal for sealing of lube oil (see Fig.
5-1-16). If the sharp crest of packing ring is worn seriously, it will cause
oil leakage. If the lube oil is too dirty, it is easy to wear out the journal.
Renew the packing rings when the engine is overhauled or oil leaks.
1) Dismounting, checking and installing the radial packing ring of the front wall cover:
a. Dismount the parts on the front wall cover and V-belt pulley;
b. Dismount the front wall cover, check the rubber sharp crest of radial packing ring for wear, if it
becomes flat or broken, replace it;
c. Mark the position of the radial packing ring to be removed and then dismount it;
d. Coat the new radial packing ring with cap plug sealant, knock and press it in symmetrically in
front of the front wall cover and no deflection permitted.
e. If the journal is grooved by wear, the position of new radial packing ring must offset by 2-4mm
in comparison with the original one so as to guarantee reliable seal and prolong the life of
packing ring;
f. Reinstall the parts in the reverse order of dismantlement.

Important!
 When renewing the shaped gasket of the front wall cover, coat both sides of it with
sealant evenly at about 200-250mm of its lower part (cut away the superfluous part of it);
 When assembling the front wall cover, pay attention not to damage the sharp crest of
packing ring and prevent the self-packing spring ring from dropping; and coat the
packing ring and journal with 2# lithium base lubricating grease;
 The positioning pin has been fitted on the front wall cover during engine assembly, when
servicing it, do not damage the pin hole to ensure the reliable positioning of front wall
cover and to prevent the lopsided wear of the radial packing ring;
＋
 Tighten the fastening hexagon screw of V-belt pulley evenly with the torque of 380 10 Nm
or 200Nm＋60°.
 If a new front wall cover is installed, trial assembly should be carried out to check
whether there is interference between gears and front wall cover chamber by turning
crankshaft.
2) Dismounting, checking and installing the radial packing ring of the rear wall cover:
a. Dismount the flywheel coupling flange and flywheel;
b. Remove the cushion ring and inspect the radial packing ring, if it is worn out, renew it in the same
way as that of the front wall cover after removal of the rear wall cover;
c. Inspect the cushion ring at the rear end of crankshaft, if there is any wear groove, but not in the

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 just middle position, it can be mounted with reverse side, or install the radial packing ring with a
offset of 2-4mm in comparison with the original position, but correctly;
d. Install the rear wall cover, flywheel, etc. in the reverse order of disassembly.

Important!
 Damaged shaped gasket of the rear wall cover must be renewed and coat both sides of
new one with sealant evenly at about 200-250mm of its lower part (cut away the
superfluous part of it);
 To prevent the damage of the sharp crest of packing ring, the rear wall cover should be
installed first and then the cushion ring, and coat the packing ring and cushion ring
outside with 2# lithium base lubricating grease;
 Tighten the fastening hexagon screw of flywheel evenly with the torque of
＋
380 10 Nm or 200Nm＋60°.

5.1.6 Flywheel housing

1. Function
The flywheel housing is secured to the rear end of crankcase; it can offer the rigid mounting flange
for power take-off coupling.

2. Specification and structure

The flywheel housing specification: SAE1and SAE0.
Generally, SAE1 is used on the engines in V6, V8 and V12, SAE0 on the engines in V12 and V16.
The use of international standard flywheel housings makes it easy to connect with other universal
machinery.
Two engine claws are installed respectively on both sides of flywheel housing. The inside left square
holes are used to install the electric or air starter. The supercharger bracket can be mounted on the
top.

Fig.5-1-17 Flywheel housing Fig. 5-1-18 Measuring of Positioning Control

3. Installation of flywheel housing

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a The flywheel housing must be removed if the engine is overhauled or relevant trouble occurs.
b The flywheel housing are positioned by two set pins, don‘t change the hole position of pins when
disassembling-assembling the flywheel housing.
c During assembling, after tightening of the set hexagon screws of flywheel housing, check the
axial and radial runout of positioning control of flywheel housing with dial indicator and magnetic
stand. Be sure that the axial runout of the outer end face of flywheel housing to crankshaft
centerline is ≤ 0.25 mm and the coaxiality of the flywheel housing center hole with crankshaft
center is ≤ 0.25 mm (see Fig. 5-1-18). Otherwise adjust the flywheel housing and reset the
positioning pins. Repair or replace the flywheel housing if it is distorted seriously.
d Tightening torque for flywheel housing hexagon screws: 140+5Nm for M12 screws and 370+10 Nm
or 100Nm＋60° for M16×1.5 hexagon screws;
e When assembling the engine claws, the positioning shoulder must be against the crankcase and
flywheel housing underside, the tightening torque of cheese head screws is 220 10 Nm.

5.1.7 Breather-- Oil Separator

1. Operating principle
When the mixture of oil and gas in crankcase passes through the oil separator, the gas is extracted
by the external intake elbow and enters the combustion chambers with fresh air, and the lube oil
flows back into the oil pan through filter screen. The breather can reduce the gas pressure in
crankcase in favor of crankcase leak tightness and normal operation of moving parts.

2. Structure
The breather is installed on the upper side of front wall cover of
the engine and communicates with the crankcase (the structure as shown
in Fig. 5-1-19). It is made of steel sheet and looks like a hopper, sealed
with a cover on the top and terminated with a pipe. The lower pipe is
connected with the breathing pipe by means of a piece of tube and hose
clip, and the side pipe communicates with the intake manifold, in which is
arranged the filter screen of steel wire.

Fig. 5-1-19 Breather

Important!
The breather must be cleaned with gasoline after every 250 operating hours.

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 5.2 Main moving Parts‟ Structure

and Their Disassembly, Check and Assembly

The main moving parts of diesel engine consist of crankshaft, connecting rods, piston assemblies,
driving gear wheels, flywheel, belt pulleys, mass balance shaft (12-cylinder engine has no mass
balance shaft), etc. The camshaft is also one of the main moving parts, but described in valve gear.

5.2.1 Crankshaft

1. Function
As the most important part of the diesel engine, the crankshaft is stressed the most complicatedly,
and is the most difficult part to manufacture. On the one hand, it gathers the reciprocating force
each connecting rod transfers and converts it into torsion torque to deliver the power; on the other
hand, it drives engine-attached various auxiliary devices such as pumps, valve mechanism, etc.

2. Structure

Fig. 5-2-1 Crankshaft

1 Crankshaft, compl 2 Front gear wheel 3 Front gear wheel 4 Front gear wheel
5 Ring 6 Balance weight 7 Flywheel 8 Gear ring
9 V-belt pulley 10 Vibration damper 11 V-belt pulley 12 Vibration damper
13 Turning wheel

The crankshafts of series 234 diesel engines are made of alloy steel forgings, they are surface mid
frequency induction hardened or wholly nitrided.

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 Important！
The nitrided crankshaft is stamped with ―N‖ mark on the end face on flywheel end.

The oil holes are drilled in main journals and connecting rod journals and they communicate with
each other. Lubricating oil passes through main journal oil hole and comes to connecting rod
journal.
The crankshaft is fitted with 3 front gear wheels, one is the timing gear (3), it drives the camshaft,
injection pump drive and injection pump; another is the front end gear (2), which drives lubricating
oil pump; the third one is the rear end gear (4), which drives mass balance shaft (12-cylinder and
16-cylinder engines have no this gear). The relevant crank webs are fitted with balance weights, the
fabrication oil holes on the crank slope are riveted with straight pins.
The rear end of crankshaft is fitted with flywheel for power output, the front end with V-belt pulley to
drive the fresh water pump, fan, charging generator and raw water pump, etc. The front end can
also deliver the power if an additional flange is fitted.
The turning wheel is fitted on the belt pulley for hand-barring.
After dynamic balance test of the crankshaft assembly (excluding belt pulleys, flywheel and vibration
dampers), the balance weights are drilled with different number and different depth to meet the
dynamic balance requirement. So the balance weights are not interchangeable. Do not mix them if it
is necessary to disassemble the weights.

Important!
 Tighten the cheese head screw of balance weight according to 260-270 Nm.
 Dynamic balance test must be performed again if the balance weights are
reassembled or overhaul is carried out.

3. Dismounting and servicing

The main bearing bushes and connecting rod bearing bushes of series 234 diesel engines are all
the floating thin wall shells. In order to form good lubrication oil film, it is imperative to guarantee
appropriate radial clearance and the ovality and conicity as small as possible. When the engine is
overhauled or the main bearing bushes are worn and scored seriously (big gap, lower oil pressure),
coat comes off or corroded, etc., the crankshaft and main bearing bushes must be dismounted and
inspected.

Auxiliary Materials and Wearing Spare Parts List

Table 5-2-1
Diesel oil, brush, calico, bottle brush, CD40 engine oil, # 2 lithium base
Auxiliary
grease, polishing paste, felt, compressed air, rubber mallet, #180 emery
materials
cloth, #400 sand paper
Tools A set of standard tools, a set of special tools
Ring half 7234.340.036.4 2/engine
(Number of cylinders/2)
Wearing Main bearing bush (0#) 7234.430.001.7
+1/engine
Spare Front gear wheel 7234.370.029.4 1/engine
parts
Front gear wheel 7234.370.079.4 1/engine
Front gear wheel 7234.370.076.4 1/engine (V6, V8)

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Steps of dismounting and checking:
a. Drain off lubricating oil and cooling water; dismount the external parts, front wall cover, rear wall
cover, connecting rods, V-belt pulleys, flywheel, etc.;
b. Measure the crankshaft axial clearance and the back lash of gears with magnet stand and dial
indicator, renew the ring halves and gears if measured values reach or approach the wear
limits;
c. Unscrew the hexagon screws of main bearing bushes (do not take off) and draw them out with
extractor or by knocking at both sides with rubber mallet;
d. Screw two flywheel cheese head screws respectively in both ends of crankshaft; lift and move
out the crankshaft with wire rope; remove the ring halves;
e. Check crankshaft: the magnetic crack detection and dynamic balance test must be carried out
on crankshaft during overhaul; slight scores and wear sign on journals must be polished out if
they are found out; if the journals have visible scores, slight cracks and abrasion mark or reach
the wear limit, the crankshaft must be reground according to grinding levels 1, 2, 3 and 4 in
Table 5-2-2, and the bearing bushes in corresponding partitions must be also fitted.

Grinding Level of Crankshaft Journals and Relevant Bush

Dimension
Table 5-2-2
Part No. of main Part No. of connecting rod
Connecting
Main journal bearing bush bearing bush
Grinding rod journal
-0.036 Thickness of bush Thickness of bush
level -0.036
-0.058 -0.024 -0.012
-0.058mm
-0.036mm -0.024mm
7234.430.001.7 7234.430.101.7
0 Φ105.00 Φ92.00
4.000 3.00
7234.430.116.7 7234.430.112.7
1 Φ104.75 Φ91.75
4.125 3.125
7234.430.117.7 7234.430.113.7
2 Φ104.50 Φ91.50
4.25 3.250
7234.430.118.7 7234.430.114.7
3 Φ104.25 Φ91.25
4.375 3.375
7234.430.119.7 7234.430.115.7
4 Φ104.00 Φ91.00
4.500 3.500

Important!
 Measure the journal at two measuring lands and in three directions, and then find out the
average;
 Round each oil hole and journal root as required;
 Before regrind crankshaft journals and fit bushes, please consult with the manufacturer,
which has #0 and #1 bushes in stock in general. During grinding crankshaft journals, the
oil holes must be plugged with grease to prevent metal from entering the oil channel.
Regrinding of nitrided crankshaft and re-nitriding of crankshaft must be carried
out by the manufacturer;
 The third layer of the main bearing bush is nickel-plate with thickness of

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 0.022mm±2μm. If the copper-exposed area is big, or serious scores exist or nickel-plate
comes off, replace the main bearing bush. If scores are not visible, repair the main
bearing bush by rolling with round metal bar with engine oil.

Important!

 Install the main bearing bushes according to the requirement of assembly,

screw down the bolts;
 Measure the hole size of main bearing bush as indicated in Fig. 5-1-2;
measure the corresponding journal and calculate fit clearance, ovality and
conicity;
 If any of the above measured values reaches or approaches the wear limit,
select a new bush or a thick–wall one;
 The wear limit of journal is not absolute; it mainly depends on the fit clearance.
If the oil pressure is low, try to control the fit clearance at less than 0.14mm.

 The ring half (thrust ring) is made of lead bronze, it is used to adjust and guarantee the
axial clearance of crankshaft. If it reaches or approaches wear limit or is scored and
stuck seriously, replace it;
If the locating surface of ring with crankshaft has visible wear mark, polish it or regrind it
(otherwise it will accelerate the surface wear). Fit the ring half solely according to actual
size to ensure the axial clearance is in the range of 0.1~0.2mm (maximum 0.26mm).

Important！
 To fit the ring half solely, please ask the manufacturer to make it according
to the drawing;
 If the ring half is worn seriously in one side, it shows the effect of external
axial thrust. It is necessary to inspect the system installation and eliminate
axial thrust.

 If the gear wheels reach or approach the wear limit, and they are crazed or scaled,
replace other matching gears first; if the crankshaft gear wheels must be replaced, pay
attention to that the gear wheels were shrunk on the crankshaft with big tightness. When
disassembling, clean the journal in front of gear wheel, apply with some engine oil (so as
to not score the journal), and then remove the gear wheels using extractor (heat the gear
wheels evenly ) or make a notch by grinding to break down the gear wheel with chisel .
When installing, measure the gear wheel hole and crankshaft journal first to ensure a
shrink range of 0.1~0.15mm; heat the gear wheels up to 220~270℃ and hold 60 minutes,
and then shrink them on the crankshaft quickly and respectively with special positioning
tools.

Important!
 The crankshaft gear wheels require positioning and spacing strictly, so they
must be installed by the manufacturer with special positioning tool. The front
gear wheel (timing gear) is shrunk on the crankshaft according the position

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 shown in Fig. 5-2-2, the centerline of its tooth with ―0‖ mark forms an angle of
30°±15‘ respectively with the centerline of crank pin A3－B3 of V6, V8 and V12
engine (viewed from free end). The rear end gear wheel of V6 or V8 is shrunk
on the crankshaft, the centerline of its tooth with ―0‖ mark coincides with that of
the crank pin A1-B1 with a tolerance of ±15‘.
 Do not coat the gear wheel with engine oil when assembling.
 Take care to protect the radial shaft seal at crankshaft front end from scoring.

6-cylinder Engine 8-cylinder Engine 12-cylinder Engine

Fig. 5-2-2 Position of Front Gear Wheel on Crankshaft (facing free end)

 Do not loosen the straight pin on the crank web slope; if engine oil is contaminated,
remove this pin by drill and clean the oil channel carefully and then plug again using
special tool.

4. Matters needing attention during assembly

a Clean the crankcase and crankshaft well, in particular blow each oil hole with compressed air
repeatedly, and clean every joint face with silk;
b The main bearing bush should be preinstalled for locating. Do not oil the back of bush, the
upper shell must be flush with the lower one, the locating notch should be aligned with the
locating pin. Tighten the hexagon screws and then undo them and remove the bearing cover.
Do not misalign the upper and lower shells;
c Apply clean engine oil to the main bearing bush surface, lift and place the crankshaft steadily
into seating holes, install main bearing covers of No. 2, 3… partitions first, (the first partition
begins from flywheel end). Knock the bearing covers to the bottom with rubber mallet, then
pre-tighten hexagon screws evenly from inside to outside;
d Oil both sides of ring halves, put them into the grooves on the first partition respectively,
measure the axial clearance of crankshaft, make sure that it is in the range of 0.1mm and
0.2mm (limit value is 0.4mm), and then fit on the bearing cover with bush and locating half ring
(the countersunk screw must be riveted after being tightened);
e Requirement of tightening the main bearing hexagon screws: tighten with 200Nm first and mark
0
them, and then turn by 90 , namely one and a half facets of screw, in two times;

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 Important!
Sequence of tightening hexagon screws: from inside to outside for one bearing cover,
from the middle to both ends for whole bearing covers.

f Turn the crankshaft, it must turn smoothly without jamming; check the clearance between the
crankcase and each counterweight, it should be uniform and be greater than or equal to 2.0mm,
correction by knock is allowed, but the torsion torque must be checked again;
10
g Check the tightness of cheese head screws in the counterweights with 260 Nm;

h Assemble the parts with new round packing rings and gaskets in the inverse order of
disassembly.

5.2.2 Piston assembly

The piston assembly consists of piston, three piston rings, piston pin and locking rings.

1. Function
(1) Make up one part of combustion chamber; take in directly the applied force of combustion gas in
operation, transfer the force to the crankshaft through connecting rod;
(2) Ensure air tightness of combustion chamber, prevent the gas from leaking into crankcase, and
also prevent the lube oil from getting into the combustion chamber;
(3) Complete the air suction and forced exhaust through up-and-down movement.

2．Structure

TBD D

Fig. 5-2-3 Piston assembly

1 Piston pin 2 Piston 3 sloped piston ring with spiral-type expander
4 Tapered piston ring 5 Trapezoid piston ring 6 Cooling oil chamber 7 Locking ring

In order to reduce reciprocating mass force, the piston is made of cast aluminum alloy. The piston
body of naturally aspirated diesel engine and that of supercharged diesel engine are not identical,
but the other components are the same. Near the first piston ring at the piston crown of

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supercharged engine is cast a cooling oil channel, through which the lube oil injected by the nozzle
fitted on the crankcase gets into the piston to cool it. The piston surface is graphitized in order to
reduce the piston friction resistance during movement. Install and remove piston rings using the
piston ring tongs, do not score the piston surface or damage the piston ring.
Three piston rings are all located above the piston pin, the first one is trapezoidal, the second is
tapered and they are all compression rings. They prevent gas in combustion chamber from leaking
into the crankcase and transfer the heat load to cylinder liner. Because these two rings are different
in surfaces, place the face with ―top‖ facing upwards when fit them into grooves. The third is a
sloped oil ring with spiral-type expander and used for scraping superfluous engine oil on the cylinder
wall to prevent it from getting into the combustion chamber.

3. Disassembly-assembly and servicing

Auxiliary Materials and Wearing Spare Parts List

Table 5-2-3
Auxiliary materials Metal cleaning agent, brush, #14 engine oil
Tools Feeler gauge, locking ring tongs, a set of repair tools, piston ring tongs
Wearing Piston ring I (trapezoidal) 7234.160.005.4 1/cylinder
Spare Piston ring II (tapered) 7234.160.004.4 1/cylinder
parts Piston ring III (sloped) 7234.160.006.6 1/cylinder

Disassembling steps:
a. Drain off the cooling water to prevent it from flowing into the combustion chamber when removing
cylinder head;
b. Unscrew and remove the hexagon screws of intake and exhaust pipes of the cylinder to be
inspected, and then loosen (do not take down) those of exhaust pipe of this line, pull apart the
exhaust pipe a little;
c. Remove the cylinder head cover, rocker arm bracket; take out valve push rods;
d. Unscrew and remove the hexagon screws of the cylinder head diagonally, remove the cylinder
head by screwing two hexagon screws or ring bolts (M10) in it. It is allowed to knock cylinder
head with rubber mallet;
e. Remove the oil pan, turn the crankshaft properly and remove the connecting rod cap;
f. Remove any carbon deposit on the top of cylinder liner, push out connecting rod with piston from
cylinder liner with soft rod (Do not push against the connecting rod bush);

Important!
1. Prevent carbon deposit from falling into the gap between the piston and cylinder
liner;
2. Do not scratch the cylinder liner;
3. Do not impact the cylinder liner and cooling oil nozzle;
4. Mark the piston for each cylinder and do not mix them.

g. Take out the locking ring at one side of piston pin, push out the piston pin, remove the connecting
rod, and remove piston rings with tongs;
h. Mark the piston of each cylinder with number; clean the piston. If carbon deposits are difficult to

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 remove, put the pistons into metal cleaning agent and heat up to 60-80℃ , dip in some time, and
then clean using corkwood and brush;

Important!
Clean carbon deposit with cork along circumference direction to prevent scratching
cross hatch on the wall.

i. Check the piston components, renew those are close to or reach the wear limit and those are
scuffed, stuck or cracked;

Checking piston rings and piston ring grooves

a. The outside diameter of piston ring can not be
measured exactly, but it can be substituted by
measuring the piston ring gap. Place the piston ring at
unworn upper part of cylinder liner, perpendicular to the
axis, measure its gap with insert gauge, if the
measured value is greater than 1.5mm, replace the ring
(Fig.5-2-4). Replace the piston ring if the ring band is
discontinuous or scuffed. Replace piston ringⅠand Ⅱ if
the width of their touch band accounts for more than
2/3 of the ring width. Replace piston ring III if the wear
of scrapping land reaches 1mm.
b. The piston ring grooves will be worn out after long
operation of diesel engine. The first groove is a cast
iron insert groove; when it is obviously worn, replace
the piston completely. The limit of the second ring
groove is 3.095mm (Fig.5-2-5); the maximum
permissible axial clearance is 0. 2mm; and the limit
value of the third ring groove is 4.06mm for D234
engines and 4.05mm for TBD234 engines, the
maximum permissible axial clearance is 0.15mm; when
the limit is exceeded, replace the piston completely.
Checking the piston body
The piston must be replaced completely if the diameter of
skirt below piston pin bore is smaller than Ф127.843mm or the piston is scored seriously. When a
new piston pin is put into piston pin bore, if the clearance can be felt, replace the piston completely.
Checking the piston pin
The piston pin must be replaced if the surface score and wear mark can be felt with fingernail or its
diameter is smaller than Ф49.99mm.
Do not mix the conjugation of pistons and pins. If a piston or a piston pin is replaced, the assembly
must be weighed for match. The weight difference between all the piston assemblies of one engine
should be less than or equal to 20g.

j. The defect detecting test should be carried out on pistons and piston pins during overhaul.

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 Replace them if cracks are found out.

4. Points to attention during assembling

a. Install the piston rings using piston ring tongs. The piston rings should be turned smoothly in the
grooves without jamming. Their side clearance must be ensured;

Important!
 Place the side with ‗TOP‘ of ring I and Ⅱ facing upwards;
 Offset the ring gap from the spiral-type expander gap of the sloped ring Ⅲ by
180°.

b. Under normal temperature above 20℃, coat the piston pins with lubricating oil and insert them
into bores, and the radial clearance should not be felt by hand. In order to make it easy to
assemble, it is allowed to heat the pistons evenly to 40-50°. Coat the connecting rod bush and
the piston pin surface with lubricating oil and then fit together with piston.

Important!
The direction of connecting rod big end is opposite to that of the arrow on the top of
piston (Fig.5-2-7).

c. Do not damage the piston pin bore when fitting the locking ring. Fit the piston pin first and the lock
ring second, in this way, the bore will prevent from being damaged.
d. Coat the piston surface and piston rings with lubricating oil.
e. Push the piston-connecting rod assembly into cylinder liner with a special guide sleeve. The
arrow marked on the top of piston points to the crankcase center. Take care not to drop the
connecting rod bearing bush. Install the connecting rod cap with bush. Pay attention to
assembling direction of connecting rod cap; the connecting rod cap should have the same
number and same side as those of connecting rod.

Important!
When assembling pistons, turn the crankshaft to keep the connecting rod away from the
balance weight and connecting rod journal and prevent it from knocking them. The ring
gaps of 3 piston rings must be placed offset by 120°.

f. Reassemble in reverse order of disassembly.

Important!
The cooling oil nozzle was corrected on the special test unit, so do not adjust it by
bending when repairing the engine. Replace it if any knock mark or crack exists. Turn the
crankshaft to move the piston to BDC and check the cooling oil nozzle for alignment.

5.2.3 Connecting rod assembly

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1. Function
The connecting rods play the role of connecting the pistons to the crankshaft and transferring the
acting force of pistons to the crankshaft. They convert the rectilinear reciprocating motion of pistons
into rotary motion of crankshaft, so they are not only connecting pieces but also driving media.
2. Structure
A connecting rod assembly consists of connecting rod, connecting rod big end cap, connecting rod
bearing bush, connecting rod screws, connecting rod small end bush and bearing bush locating pin.
The connecting rods of this engine are all identical, they have no difference in master rod and
articulated rod. Both connecting rods of one Vee are arranged side by side on the same crankpin.
Produced in drop forged steel, the forged connecting rod is of H cross section and solid inside. This
structure not only can reduce weight but also have enough rigidity.
The small end is fitted with a bush to improve the wearing
resistance; an oil hole is drilled on the bush top, which is aligned
with the oil hole on the top of connecting rod small end, the
splashing lubricating oil passes through this hole and lubricates
the friction surface with piston pin. The big end of connecting rod
is of angular section and machined in saw-tooth joint face for
mating location, and tightened by two screws to form the bearing
saddle, in which is fitted a connecting rod bearing bush consisting
of 2 mild steel half-shells coated with lead bronze and located by
a set pin. The pressure lubricating oil coming from the borehole
on journal lubricates the journal and then overflows from both
ends. When assembling or replacing, an engine must be provided
with the connecting rods with same weight grade. In particular
case, it is allowed to use the connecting rod of adjacent weight
grade. The weight grade is distinguished by the number or color
mark on the connecting rod.

Important!
If the weight grade is not legible, please contact manufacturer.

Weight Grade and Color Mark of Connecting Rod

Table 5-2-4
Grade Weight Color Grade Weight Color
（homemade） g (imported） （homemade） g (imported）
Brown-
1 ＞3500-3525 9 ＞3700-3725 Blue-white
white
Brown-
2 ＞3525-3550 10 ＞3725-3750 White
green
Green-
3 ＞3550-3575 11 ＞3750-3775 White-white
white
4 ＞3575-3600 Green-red 12 ＞3775-3800 White-red
5 ＞3600-3625 Green 13 ＞3800-3825 Red
6 ＞3625-3650 Green- 14 ＞3825-3850 Red-red

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 green
7 ＞3650-3675 Blue-blue 15 ＞3850-3875 Red-blue
8 ＞3675-3700 Blue 16 ＞3875-3900 Blue-green
3. Dismounting and servicing

Auxiliary Materials and Wearing Spare Parts List

Table 5-2-5
Auxiliary
Diesel oil, brush, CD40 engine oil
materials
A set of repair tools, torque spanner, a piston assembling guide sleeve,
Tools
micrometer, a set of inside dial indicator, locking ring pliers
Wearing Connecting rod bearing bush 7234.430.101.7 1/cylinder
spare Connecting rod bush 7234.431.015.4 1/cylinder
parts Set pin 4×20 0272.004020.0.2 1/cylinder

Steps of dismounting and servicing:

a. Dismount the connecting rod according to the disassembly steps a - g of the piston;
b. Check and repair connecting rod bearing bush
Check and repair removed connecting rod bearing bush and connecting rod journal;
If the bearing bush is seriously scored, worn to copper exposure or coat comes off or corroded,
replace it. For slight score, repair it by rolling, using round bar and engine oil;
Check connecting rod bearing shell spreading with the caliper gauge, it must be more than or equal
to 98. 20mm, otherwise renew the bearing bush;
Measure the connecting rod hole with bush (the hexagon screws must be tightened as required)
and journal according to the positions as shown in the table of wearing part wear limit, and then
compare with Table 5-2-6, if it reaches the limit size, replace the bearing bush. If the connecting rod
journal is worn seriously, grind the crankshaft and mate the bearing bush according to Section 5-2-1,
crankshaft.

Important!
Regrinding of nitrided crankshaft and re-nitriding of crankshaft must be carried out by the
manufacturer.

c. Check and repair the connecting rod bush

Replace the connecting rod bush if it is seriously worn, causing the bore size to reach or
approach the wear limit or scored seriously or its coat comes off. If the parallelism of connecting
rod bore (without bush) is out of tolerance, the connecting rod must be replaced; if the connecting
rod shank is distorted, replace it. Replacing method is as below:
Squeeze out the connecting rod bush with press;
Put the new connecting rod bush into liquid nitrogen to undercool for 1~2 minutes, then press it in
the connecting rod bore. Check the oil hole by inserting a check rod of Ф6mm.

Table of Connecting Rod Wear Limit

Table 5-2-6
Items Standard in mm Limit value in mm
Crank bore (without bearing shell) Ф98 +0.022
0

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 Bearing shell spreading ≥98.3 ≥98.2
Crank bore (with bearing shell)/ bearing 0.024
Actual measurement/ 30.035 Actual measurement
shell thickness
Radial fit clearance 0.09-0.135 0.15
Ovality 0.035 0.055
Conicity 0.025 0.03
Clearance between big end side and
0.5-0.8 1.0
crank
0.09
Connecting rod bush Ф 50 0.144 Ф50.18
Ovality 0.025 0.05
Conicity 0.025 0.35
Radial fit clearance 0.09-0.15 0.17
Parallelism of bush to connecting rod
0.02 0.025
bore

Important!
The ovality size depends on the clearance of the partition, and the minimum clearance
should be larger than or equal to the lower limit value. The conicity means the difference
between maximum and minimum dimensions measured at the same position of two
measuring bands, as shown in Fig. 5-1-2.

d. The magnetic crack detection must be carried out on connecting rods when the engine is
overhauled or relevant big failure occurs; the connecting rod must be replaced if it is damaged
by knock, overheated and decarburized or cracked.

4. Points needing attention during assembly

(1) Clean all components; ensure the fit clearance; assemble the connecting rods and pistons on
their own places, don‘t mix them.
(2) When assembling the piston with connecting rod, the
inflexion direction of connecting rod is opposite to that
of arrow on the piston crown, but in the same direction
as piston skirt gap.
(3) The set pin of connecting rod bearing bush must be
renewed during overhaul. This pin is knocked in from
outside, it should not be protruded from the bush
surface, but with exposed height ―C‖ of 2+0.3mm.
(4) Offset the ring gap of adjacent piston rings by 120°;
Offset the ring gap from spring gap of sloped ring by
180°. Push the piston into cylinder liner by means of
special guide sleeve.

Important!
1. Apply the lube oil of this engine to the piston side and cylinder liner with after cleaning.

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 2. The connecting rod must not knock the crankshaft when being pushed into cylinder liner;
3. The arrow on piston crown points to crankcase axis. And the gap of piston skirt faces the
cooling oil nozzle;
4. Clean well the connecting rod bearing bush and connecting rod hole; do not coat the back
of bush with oil; the locating notch of bush is aligned with the set pin, the upper half shell
must be flush with the lower one. Coat the inner face of bush and connecting rod hexagon
screws with lube oil; the number on the connecting rod cap must be identical to the mating
number on connecting rod and on the same side. Before assembly, pre-tighten first,
remove the connecting rod cap with bush to assemble together, and looseness and
displacement are not allowed.
5. When screwing down connecting rod hexagon screws, knock the rod cap gently to make
the locating teeth engaged, and then pre-tighten with 90Nm, mark them, turn by 60° further,
that is, one screw facet, the axial float of connecting rod big end can be done by hand
shaking.
6. If removed cooling oil nozzle is to be fitted on again, it must be aligned with the oil hole on
the piston when the piston is at the bottom dead center (be aligned with the gap for
naturally aspirated engine). Turn the crankshaft to check the connecting rod big end. The
clearance between piston and cooling oil nozzle should be ≥1.5mm.
7. Install the cylinder heads as described in Section 5.1.2, cylinder head;
8. Assemble all components in the reverse order of disassembly, all the round packing rings
and gaskets should be renewed, the exhaust pipe hexagon screws should be coated with
antisticking agent.

5.2.4 Mass Balance Shaft

Series 234 V6/ V8 engines are provided with mass balance shafts. The V12 engines have no this
part as they have good balance themselves.

1. Function
The reciprocating mass force and reciprocating inertia moment will result from the movement of
connecting rod-piston assembly; due to the ignition order and Vee angle structure of series 234 V6/
V8 engines, their ignition intervals are not equal, which causes unbalance between primary and
secondary reciprocating inertia moments and intensifies the vibration of engine. Structurally, the
mass balance shaft is designed for mass balance and smooth operation of the engine.

2. Structure

Fig. 5-2-8 Mass balance shaft for V6 engine Fig. 5-2-9 Mass balance shaft for V8 engine

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 1. Counterweight 2. Positioning pin 1. Mass balance shaft 2. Journal
3. Segment 4. Mass balance shaft 3. Front gear wheel 4. Stop piece
5. Counterweight 6. Front gear wheel
The mass balance shaft of V6 engine is a straight cylindrical one fitted with two sectorial
counterweights on both front and rear ends respectively, which has the same rotation speed as
crankshaft, without intermediate gear wheel. The mass balance shaft balances the primary
reciprocating mass force of crank mechanism (as shown in Fig. 5-2-8).
The mass balance shaft of the V8 engine is a mass eccentric one. It is driven by the front gear
wheel; its speed is twice as high as crankshaft. It balances the secondary reciprocating mass force
of crank mechanism (as shown in Fig. 5-2-9).

3. Disassembling and servicing

The bearing bushes and journals are worn fast due to mass eccentricity of balance shaft. The
bushes will be scuffed and even sintered in the case of lack of oil, oil cut-off or too dirty oil. If these
can‘t be found and remedied in time, the crankcase bores will be burnt out and the crankcase has to
be discarded as useless. The mass balance shaft and its bearing bushes should be checked for
wear when the oil pressure is low, the oil is too dirty and the overhaul is performed.

Auxiliary Materials and Wearing Spare Parts List

Table 5-2-7
Auxiliary Diesel oil, brush, CD40 engine oil, compressed air, #2 lithium base grease,
materials polishing paste, felt, emery cloth, screw locking agent, sealant 7304
A set of standard tools, torque spanner, special tools for bush
Tools
disassembling-assembling, dial indicator, micrometer, magnet stand
V8-engine
Mass balance shaft bearing
7234.432.003.4 4/engine+1
bush
Mass balance shaft bearing
7234.432.012.4 1/engine
bush (with oil hole)
Front gear wheel 7234.370.019.4 1/engine
Intermediate gear wheel (with
7234.370.017.4 1/engine
Wearing balance shaft bush)
Spare Stop piece 7234.680.001.4 1/engine
parts Shaped gasket for rear wall
7234.851.052.4 1/engine
cover
Shaped gasket for oil pan 7234.851.030.5 1/engine (same as V6)
V6-engine
Mass balance shaft bearing
7234.432.013.4 1/engine
bush
Mass balance shaft bearing
7234.432.004.4 1/engine
bush (with oil hole)
Font gear wheel 7234.370.083.4 1/engine
Segment 7234.673.002.4 1/engine
Shaped gasket for oil pan 7234.851.033.4 1/engine

Steps of disassembling and checking of balance shaft of V6 engine

a. Remove the oil pan, flywheel, flywheel housing and rear wall cover;

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b. Measure the back lash and axial clearance of mass balance shaft gear wheel with magnet stand
and dial indicator. The worn part should be replaced if it reaches the overhaul period or
approaches the limit value;
c. Remove the front gear wheel, counterweights and segment;
d. Pull out the mass balance shaft carefully from the rear end of crankcase; do not collide with the
bush;
e. Clean every part and bores, especially oil channels;
f. Measure the mass balance shaft journal; replace the mass balance shaft if the diameter is smaller
than 51. 91mm or it can be felt obvious score with nail, or the fit clearance is oversized after
polishing;
g. Check mass balance shaft bearing bushes in crankcase, replace them if they are worn down with
the result that the copper layer comes out or the working surface has more scratches or coat
comes off;

Important!
The mass balance shaft bearing bushes can be renewed individually, but the coaxiality
should be kept (check with mandrel).

h. Replace the segment in the case of serious wear mark on it or if its thickness is less than 6.65mm,
or the axial clearance is more than 0.3mm after installing the mass balance shaft.

Important!
If the axial locating slot of balance shaft has obvious wear marks, it should be repaired by
polishing; if the axial clearance exceeds 0.35mm after the segment is renewed, it is
allowed to mate the segment independently (Tuff-nitrided) to keep the axial clearance in
the range of 0.1~0. 3mm.

Fig. 5-2-10 Mass balance shaft Fig. 5-2-11 Mass balance shaft
disassembly of V6 engine disassembly of V8 engine

1 Counterweight 2 Positioning pin 1 Stop piece

3 Segment 4 Mass balance shaft 2 Intermediate gear wheel
5 Counterweight 6 Front gear wheel 3 Journal
7 Bearing bush 8 Bearing bush 4 Mass balance shaft

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Steps of disassembling and checking of balance shaft of V8 engine
a. Remove the oil pan, flywheel, flywheel housing and rear wall cover;
b. Check the back lash and axial clearance of mass balance shaft, if they reach the wear limit,
replace the front gear wheel and stop piece, refer to Appendix: Table of wearing parts limit
values;
c. Remove the stop piece 1, intermediate gear wheel 2 and journal 3;
d. Pull out the mass balance shaft with gear wheel from the crankcase carefully in arrow direction;

Important!
Make the eccentric mass be at the low position and hold in the palm, do not damage the
bush.

e. After cleaning the parts, measure and check the mass balance shaft, bearing bushes, gear wheel,
journal and stop piece for wear and journal runout;
f. Measure the journal, if the diameter is less than Ф59. 91mm or obvious scores can be felt with
fingernails, or the fit clearance is out of tolerance after polishing, the mass balance shaft must be
replaced;
g. Replace the stop piece if it has serious abrasion mark or the axial clearance is more than 0.25mm
after the mass balance shaft is installed;
h. Check the mass balance shaft bush as described for V6 engine.

Important!
 Select the bush with shrink range of 0.035~0.05mm to assemble;
 Undercool the bush in liquid nitrogen for 0.5~ 1 minute generally; and then take
out and fit it into the bore immediately with guide tool to prevent deflection;
 The oil hole on bush in the first partition should be aligned with the inside oil
hole of crankcase and a Ф5 check rod should be able to pass through. And the
bush must not be protruded from crankcase end face;
 It is allowed to polish the mass balance shaft and journal if they are abraded
and scored or runout is out of tolerance, but the fit clearance of 0.06~0.11mm
with bush should be ensured, the limit value is 0.18mm;
 It is allowed to correct to keep runout ≤0.03mm if runout is not so strong.

4. Points needing attention during assembly

a. Clean all the parts and blow the oil holes with compressed air repeatedly;
b. Coat the balance shaft journals with engine oil, hold in the palm and insert carefully.

Important!
Do not score the bushes; they should be turned smoothly by hand, without jamming.

c. The tooth with ―0‖ mark of the balance shaft gear wheel must mesh with that with ―0‖ mark of
crankshaft gear wheel for V6 engine, while the teeth with ―0‖ and ―1‖of the intermediate gear
wheel must mesh with the tooth with ―0‖ of crankshaft gear wheel and the tooth with ―1‖ of

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 balance shaft gear wheel respectively for V8 engine;
d. Replace the spring ring of hexagon screw of stop piece. After tightening, there must be some
clearance between the stop piece and mass balance shaft shoulder to avoid interference, and
the axial clearance is 0.05~0.20mm. If the axial clearance is too small, it can not be adjusted by
grinding the stop piece, as the wear-resistant compound layer is thin. The axial clearance can
only be enlarged by means of spray coating of journal end face of intermediate gear wheel; at
the same time the stop piece plane should be checked, replace the stop piece if it is distorted;
e. The hexagon screws of gear wheels and counterweights should be coated with screw locking
agent after being degreased;
f. Assemble all parts in reverse order of disassembly.

Important!
If the mass balance shaft gear wheel of V8 engine should be replaced, this work can be
done only by the manufacturer with special positioning tool. The gear wheel must be
heated equably up to 220~270℃, and held for 20~30 minutes. After the balance shaft is
corrected (the pointer aims at balance shaft scale mark) and fixed on the special
positioning tool, shrink on the gear wheel immediately, making the tooth marked with ―1‖
mesh with V slot, with the side with ―1‖ to the external.

5.2.5 Flywheel

1. Function
The flywheel is used to store energy and is the part for diesel engine to deliver the power.

2. Structure
The flywheel is secured to the rear end of crankshaft by twelve
high-strength cheese head screws (M16×1.5-12.9) with twelve
high-strength washers and with the tightening torque of 380+10Nm
or 200 Nm +60°. The ring gear is shrunk on the flywheel and
meshes with the pinion of starter or air starter to start the engine.
The ring gear is heated up to 220℃~270℃ before being shrunk on.
The shape and dimension of flywheel depend on the coupling size
of driven machine. It has generally a size of 14″ if it is not specially
required; otherwise, please consult with the manufacturer. The Fig. 5-2-12 Flywheel
flywheels of V6 engine and V8 engine are not interchangeable. The
flywheel of V6 engine is drilled for balance weight (mass eccentricity); the flywheels of V8 and V12
engines are identical in size.

Important!
The flywheel of V6 engine must be fitted according to the position of positioning pin hole.

3. Installation
a. After adjusting and mounting the flywheel housing according to installation requirement, pull out

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 the positioning pin for fabrication and ream the positioning pin hole on crankcase; pay attention to
remove chips after reaming, then fit the positioning pin;
b. Mount the flywheel with cheese head screws and washers with tightening torque of 380~390Nm;
c. Measure the radial runout of the flywheel end face as indicated in Fig.5-1-18, the radial runout
should be controlled in the range of 0.25mm;
d. When fitting the flywheel of V6 engine, carry out location assembly of the flywheel on crankshaft
with washer claw.

5.2.6 V-belt Pulleys

1. Function
The V-belt pulleys are used to drive auxiliary devices such as fan, charging generator, fresh water
pump, raw water pump, etc.

2. Structure

Fig. 5-2-13 V-belt Pulleys

The main V-belt pulley is fixed on the front end of crankshaft by 8 cheese head screws, which are
＋
the same as those of flywheel, with tightening torque of 380 10Nm or 200 Nm +60°.
If a vibration damper is provided for the front end of V-belt pulley, it is fixed on the belt pulley by 12
＋
cheese head screws tightened with 115 5Nm. The turning wheel is fitted on the belt pulley.

Important!
 The main V-belt pulley of V6 engine is provided with cast balance weight (mass
eccentricity), the locating pin hole must be at the same position as crankshaft when
assembling; the V-belt pulley of V8 engine is identical to that of V12 engine.
 If the front power take-off device is required, please contact the manufacturer, as
the material and size of V-belt pulley varies with the power output.

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 5.3 Structure of Fuel System and

Main parts Disassembly, Check and Assembly

The fuel system consists of fuel tank, fuel pre-filter, hand priming pump, fuel feed pump, fuel filter,
injection pump, injection pressure line, injection valves and some pipes.

Fig. 5-3-1 Fuel system schematic

1. Fuel tank 2 Fuel pre-filter 3 Hand priming pump

4 Fuel feed pump 5 Fuel filter 6 Injection pump
7 Injection pressure line 8 Injection valve 9 Leak-off line
10 Overflow pipe

During the engine operation, the fuel oil is pumped from the tank by fuel feed pump, passes through
the pre-filter on system, hand priming pump, fuel delivery pump, fuel filter on the engine, injection
pump, injection pressure lines and gets into injection valves. If the engine is provided with the
overspeed protection device, the fuel oil from the filter enters the overspeed protection device first,
and then goes into the injection pump.

Important!
The pre-filter used on the system shall be prepared by the customer himself and it has to
be installed. The pre-filter should be able to filter off the impurities greater than 0.1~0.2mm.

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5.3.1 Hand fuel priming pump
Generally the hand fuel priming pump is installed in parallel with the fuel feed pump and is secured
to the diesel engine. It is used to prime the engine with fuel and bleed the low pressure fuel line
when the diesel engine is started.
The hand fuel priming pump is a plunger pump with simple structure.
There are a plunger, two one way valves for fuel inlet and outlet
inside. Before the diesel engine is started, activate it with hand and
it draws the fuel out of the tank. The hand fuel priming pump has a
lift of about 1.5m, so if the fuel outlet is at a lower position, the
number and length of elbows should be reduced as much as
possible to avoid not sucking the oil

Important!
The fuel inlet pipe must be made of copper pipe with a diameter more than 8mm. The
connection must be tight to prevent air from entering.

5.3.2 Fuel feed pump

1. Function
The fuel feed pump pumps the fuel from the fuel tank with certain pressure into the low pressure
fuel chamber of the injection pump. Generally its pumpability is 3~4 times as big as that of injection
pump.
2. Structure
The fuel feed pump is installed on the side of the injection pump and driven by the eccentric cam on
the camshaft; it mainly consist of pump housing, non-return valve, plunger, springs and roller. Its
main structure and assembly relationship are as shown in Fig. 5-3-3.

1 Pump housing 2 Thrust bot

3 Pump plung 4 Pressure spring
5 Packing ring 6 Screw plug
7 Packing rings 8 Hollow screw
9 Packing ring 10 Helical spring
11 Packing ring 12. Helical spring
13. 14 non-return valve
15.16 Screw plug 17 Hollow screw
18 Roller assembly 19 Snap ring
20 Packing ring

Fig. 5-3-3 Decomposition of fuel feed pump

Serial number of fuel feed pump：
FP/K22P5（SDP22）-Single acting type
FP/K22P12（SP22）-Double acting type

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Note: the numbers in round brackets are international number.

3 Working process
The working process (single acting type) of the fuel feed pump is as shown in Fig. 5-3-4.

Fig. 5-3-4A Fig. 5-3-4B Fig. 5-3-4C

Fig 5-3-4 Working process of fuel feed pump

a.The cam pushes the roller of the fuel feed pump to move up (shown in Fig. 5-3-4 A) to push the
plunger that compresses the volume of upper fuel chamber, results in fuel pressure rising, at the
same time, compresses the fuel feed pump spring; at this moment, the fuel outlet valve at the left
side opens and the fuel inlet valve at the right side closes. The fuel above the plunger is
transposed into the pressure chamber below the piston.
b. As the cam turns down, the plunger moves down due to the acting force of pressure spring, at
this moment, the fuel outlet valve at the left side closes and the fuel inlet valve at the right side
opens. The vacuum is formed above the plunger and the fuel is sucked in. And the fuel in
pressure chamber below the piston is repressed into the injection pump (as shown in Fig.
5-3-4B).
c.The plunger stops moving down and the feed pump stops fuel supply when the pressure of the
fuel outlet end rises to the fuel pressure of the pressure chamber and balances with that of the
plunger pressure spring (as shown in Fig. 5-3-4C).
The working process of fuel feed pump of double acting type is similar to that of single acting type.
However, the feed pump is provided with two non-return valves for fuel inlet and two non-return
valves for fuel outlet, both the spaces above and below the piston could be as the working chamber;
so the fuel feed pump supplies two times when the plunger moves up and down once.

4. Points needing attention during disassembly, checking and assembly

a. The fuel from the fuel feed pump must be filtered directly by the filter before it enters the injection
pump.
b. The fuel supplied by the feed pump must be more than that the diesel engine burns. In order to
meet the need of the degree of homogeneity of fuel supply for cylinders on the one hand, and to
cool the injection pump element on the other hand. The redundant fuel of the injection pump
must return to the fuel tank directly and independently. As the fuel return quantity of the injection
pump is very big and fuel temperature is very high, if the fuel returns to the inlet pipe directly, this
will reduce the cooling effect of injection pump and results in seizure of pump element due to
heating. At the same time, the excessive fuel temperature reduces the fuel quantity into the
cylinder, resulting power reduction. The leakage fuel from the injector must return also by a
separate pipe although its quantity is small. It is not allowed to connect the fuel return pipe of

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 injector to the fuel inlet pipe, because the fuel in the latter has pressure, which influences the fuel
return of injector and leads the fuel return pipe of injector to leak. We have combined the fuel
return of injection pump, overspeed protection solenoid valve and injector into one to meet the
operating requirement. The overflow valve hollow screws must be fitted at fuel return of injection
pump, at fuel return of overspeed protection solenoid valve and at fuel return of injector.

5.3.3 Injection pump

All the series 234 diesel engines use P-type fuel Injection pump. However, these diesel engines
have a wide coverage of speed and power, various models of P-type injection pumps and speed
governors are to be matched with them.

1. Numbering

Number of Bosh injection pumps:

PE 8 P 120 A 520/5 R S427
1 2 3 4 5 6 7 8
1 – Injection pump with camshaft, flat-bottomed base mounted
2 – Number of cylinders of injection pump (4, 6, 8, 10 and12)
3 – Type of injection pump (for example: P pump, A pump, etc.)
4 – Diameter of pump element D (mm) x10
5 – Design version number (A, B …)
6 – No. of assembly (indicating the number of camshafts, constructional position of governor and
fuel feed pump)
7 – Rotational direction of camshaft (R shows clockwise, L shows anticlockwise)
8 – Code of pump type
Number of Chinese-made injection pumps (GB10177-88):
B H M 8 P 120 Y S Y 301
1 2 3 4 5 6 7 8 9 10
1– Code of injection pump
2 – Integrated
3 – Flat-bottomed mounted
4 – Number of cylinders (4, 6, 8, 10, and 12)
5 – Type of injection pump
6 – Diameter of pump element D (mm) x10
7– Direction of control slot
8 – Fuel control
9 – Rotational direction of camshaft
10–Design number
Number of Chinese-made injection pumps (for PW2000 pump):
EB H 6 PH 120
1 2 3 4 5
1– Code of injection pump
2 – Integrated
3 – Number of cylinders (6，8and 12)

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 4 – Type of injection pump
5 – Diameter of pump element D (mm) x12

2. Function
a. Feed the injectors with pressurized fuel;
b. Supply the injectors with appropriate fuel precisely according to load variation;
c. Ensure that the fuel supply and supply moment of all cylinders are identical.

3．Structure
P type injection pump is a closed and integrated pump in line; it mainly consists of pump housing,
pumping system, control sleeve and drive, as shown in Figure 5-3-5.
P type injection pumps are divided into conventional type and strengthened type.
a. Conventional type
Injection pump housing: P type injection pump
housing is made of aluminum alloy, having very
high strength and rigidity, its monobloc structure
without inspection windows on both sides can
bear high pump pressure. The fuel feed pump
is installed on its side face, the governor is
connected with the rear end, the threaded
holes are machined on the pump housing for
fuel and lube oil inlet and out; the threaded hole
for fuel outlet is provided with outlet pipe
connection with constant pressure valve, which
keeps the pressure in fuel chamber constant.
Pumping system: As shown in Figure 5-3-6, the
pumping system mainly consists of delivery
valve holder, flange bush, delivery valve,
delivery valve pressure spring, filling piece,
delivery valve packing washer and pump
element. The components of pumping system,
as a whole preassembled and suspension type
structure, are fixed in the center hole of pump
housing with bolts, on the flange bush there is a
kidney-shaped hole, which can turn about 10º
to adjust the evenness degree of fuel supply for
cylinders; paired U-shims are fitted between the
flange and pump housing (as shown in Figure
5-3-10), the pre-travel of fuel supply can be
adjusted by adjusting the shim thickness.
Fuel control: As shown in Figure 5-3-7, the fuel control mainly consists of angular control rod and
control sleeve. The control rod is mounted in the control rod chamber on the upper part of the
housing through guiding bushes on both sides and connected with the governor. The rod travel is
controlled by the governor. A steel ball welded on the control sleeve arm is engaged with the square
slot on the control rod; and the flat slot on the lower end clamps down the lower part of the pump

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element, the move of control rod drives the pump element to rotate through control sleeve, changing
the relative position of oblique slot on the pump element and fuel return hole on the pump element
sleeve, thus the fuel supply is changed.
Injection pump drive: As shown in Figure 5-3-8, the drive mechanism consists of camshaft, running
roller, upper and lower spring plates and pressure spring of pump element. The camshaft is installed
in the chamber of the pump housing through a pair of taper roller bearings 27 and 53 as shown in
Figure 5-3-10 (the intermediate bearing is installed in the middle of pump housing), the front end of
camshaft is coupled with the drive mechanism of the engine, and the rear end is matched with the
gear of speed governor. The camshaft drives each running roller and pushes the pump element to
move up (to supply fuel) according to the ignition sequence of the engine; the downward travel of
pump element relies on the spring thrust of pump element.
The drive ratio of injection pump camshaft to diesel engine is 1:2.

Fig.5-3-7 Drive mechanism Fig. 5-3-8 Fuel control

b. Strengthened type
Beside the conventional P type pumps, used on the general engines, the strengthened P type
injection pumps (RP25 - - PE12P120A520/5RS7146) are used on the series 234 high speed marine
diesel engines (≥2200r/min). In addition to having all the advantages of conventional type, the
strengthened P type injection pumps are strengthened structurally: the cam base circle is enlarged,
the housing is improved, the roller tappet is adopted, and the flange bush is changed into monobloc
flange, and so on. The performance is improved, maximum pump pressure can reach 115MPa, and
the high fuel supply rate provides the high speed diesel engines with nicer matching performance. It
is worthwhile to mention that the design of these pumps takes not only fuel supply characteristic
under high load into account, but also no-load characteristic and low load characteristic
(approximately less than 10% of load) are considered. These pumps have fuel cut-off function for
single row of cylinders (different pump element in structure, the pump elements with even number 2,
4, 6, 8…cut off fuel). Furthermore, Strengthened P type injection pumps are provided with LPA
supercharging pressure compensators, which allow the pumps to have good supply characteristic
under both no-load and low load.

4.Working principle of injection pump

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The fuel supply process of injection pump is as illustrated in Fig. 5-3-9, the pump element moves
from bottom dead centre (BDC) to top dead centre (TDC), the supply process is divided into four
phases:

A.Fuel inlet stroke B. Pre-stroke end C. Precompression stroke end D. Fuel supply end
Fig. 5-3-9. Theoretic lift of pump element

Fuel inlet stroke: As shown in Fig.5-3-9A, the pump element is at BDC, the fuel inlet-return hole is
opened and communicates with the fuel inlet passage, at this moment the fuel supplied by the feed
pump passes through the fuel inlet-return hole under given pressure and flows into the pump
element chamber and fill it.
Pre-stroke: The pump element moves up to its top surface and just closes the inlet-return hole, the
fuel inlet-return stops, and fuel supply begins theoretically, as shown in Fig. 5-3-9B.
Precompression stroke: As shown in Fig.5-3-9C, the pump element continues to move up and the
fuel in chamber begins to be compressed but can not be supplied, because there are still residual
pressures in fuel pressure pipe system, spring thrust of delivery valve and fuel elastic deformation,
etc. to be overcome. This process is called precompression stroke.
Effective fuel supply stroke: As shown in Fig.5-3-9D, the pump element continues to move up when
precompression ends, the injection pump begins to supply until the top edge of oblique groove on
pump element communicates with the fuel return hole, the fuel in pump element chamber flows off
through the return hole, making the pressure in the chamber to drop and the fuel supply process
ends, which is called effective fuel supply stroke.
The travel from the end of pump element effective stroke to TDC is generally called residual stroke.
The movement of pump element from TDC to BDC is achieved by its spring thrust. The pump
element completes above process once, i.e. one fuel feed cycle while the camshaft of injection
pump turns one revolution.
Fuel supply sequence of injection pump:
The fuel supply sequence and ignition interval angle (counted from driving end) are shown as
below:
6-cylinder pump: 1——6——3——2——5——4——1
90o 30 o 90 o 30 o 90 o 30 o
8-cylinder pump: 1——8——5——4——7——2——3——6——1
30 o 60 o 30 o 60 o 30 o 60 o 30 o 60 o
12-cylinder pump: 1—- 2 —- 9 —- 10 -—5 -— 6 —- 11 —- 12 -— 3 -— 4 -— 7 -— 8 -— 1
30 o 30 o 30 o 30 o 30 o 30 o 30 o 30 o 30 o 30 o 30 o 30 o

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5. Disassembly，check and assembly of injection pump
The main components of injection pump and their assembly are as shown in Fig.5-3-10.

Fig.5-3-10. Disassembly illustration of injection pump

1. Delivery valve holder 26. Bearing spacing ring 49. Spring plate
2. Round packing ring 27. 7505 roller bearing 50. Roller tappet, complete
3. Filling piece 28. Overflow valve 51. Woodruff key
4. Pressure spring 29. Copper packing ring 52. Camshaft
5. Packing washer 30. Fuel inlet-return pipe 53. 7505 roller bearing
6. Pressure valve hollow screw 54. Round packing ring
7. Pump element 31. Copper packing ring 55. Compensating plate
8. Round packing ring 32. Oil pipe hollow screw 56. Bearing cover
9. Flange bush 33. Copper packing ring 57. Cheese head screw
10. U-shaped shim 34. Fuel inlet-return pipe 58 Oil seal
11. Fuel deflector hollow screw 59. Screw
12. Round packing ring 35. Copper packing ring 60. Indicating plate
13. Washer 36. Screw plug 61. Control rod guiding bush
14. Fuel deflector 37. Copper packing ring 62. Pump housing
15. Locking ring 38. Hexagon nut 63. Screw plug
16. Round packing ring 39. Spring ring
17. Round packing ring 40. Delivery pump gasket
18.Fillister head screw 41. Bearing bush
19. Locking cover 42. Screw
20. Hexagon nut 43. Gasket
21. Threaded bush 44. Sealing plate
22. Control rod guiding bush 45. Fillister head screw
23. Pin 46. Control sleeve
24. Control rod 47. Spring plate
25. Compensating ring 48. Pressure spring

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Disassembly and assembly of injection pump must be carried out in a clean place and under
good working conditions. The sequence of disassembly may refer to the following.

Important!
This work must be carried out by the engine manufacturer or professional personnel of
pump manufactory.

a.Clean the external surface of injection pump, check each handle for working state, turn the
camshaft manually to check it for normality, drain off the lube oil in the chamber, make a note if
necessary;
b.Fix the injection pump on a bracket (if it is clamped in vice, pay attention to clamping position and
clamping force);
c.Remove the fabrication screw plugs on running roller of each cylinder with socket screw wrench;
d.Remove the governor assy.
e.Remove the fuel feed pump assy.; Disassemble and check if necessary;
f. Remove the sealing plate and packing ring (or gasket) (see 43-45 in Fig. 5-3-10);
g.Undo and remove the hexagon socket screws of camshaft bearing bush, take out the bearing
bush (see 41-42 in Fig. 5-3-10);
h.Turn the camshaft until each cam reaches TDC, insert the special tools in sequence and lift the
running roller to make them to break away the cams.
i. Loosen cheese head screws of bearing cover with socket screw wrench, remove the bearing
cover and camshaft (see 51-59 in Fig. 5-3-10);

Important!
Take notes of the number and thickness of compensating plates under bearing cover, as
shown in Fig. 5-3-11; this set of compensating plates are used for adjusting the axial
clearance (0.05~0.1mm) of camshaft.

Fig. 5-3-11. Compensating plates

j. Press down the running roller in sequence with assembly tool and remove them (after pressing
down, remove the running roller holder first);
k. Take out the pump elements (put them in clean diesel oil orderly to make it easy to match

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 pumping systems thereafter) and lower spring plates in sequence, take out the pressure springs,
control sleeves and upper spring plates;
l. Undo and remove the fillister head screws on the top of housing and take down the locking cover;
m.Undo the hexagon nuts of flange bushes; take out the components of pumping system in
sequence with special tool. Pair up them with pump elements according to sequence number and
put in clean diesel oil;
n. Dismount the threaded bush of control rod with special tool; take down the control rod guiding
bush and control rod (see 21-24 in Fig. 5-3-10);
o. Disassemble the components of pumping system if necessary;
p. Clean and check all of the parts, replace them if any fault is found, such as serious wear,
precision matching part seizure, distortion and cracks; renew all of the round packing rings and
gaskets.
Reassemble the injection pump in reverse order of disassembly.

Important!
The pump elements and the pressure valves are precision parts; they are matched one
with another. Do not mix them during disassembly and assembly. If necessary, replace
them in pair. The injection pump must be repaired in manufactory.

5.3.4 Injection valve

1. Function
The working condition of injection valves concerns directly the dynamic behavior, efficiency, exhaust
temperature and emission behavior of diesel engine. The injection valves fulfill the function of
injecting the fuel into combustion chambers with timing and quantitatively in suitable macroscopic
state (direction of fuel beams, spray condition and spraying range, etc.) and microcosmic state
(grain size of fuel beams and distribution), of matching well the combustion chamber shape and
combustion mode to realize perfect combustion process. Vortex air intake is adopted in series 234
diesel engines to speed up the combustible mixture formation, this permits to increase fuel injection
per cycle in order to improve the output of diesel engine.
The injection valves bear very high mechanical load and thermal load in engine operation, their
working conditions become increasingly rigorous with the continuous uprating of diesel engine, so
the injection valves must not only satisfy high working frequency of the engine, big fuel supply and
high injection pressure, but also be compact, reliable, of long lifetime and good manufacturability,
which put forward higher criteria on the design and manufacturing of the injection valves.

2. Main technical data

Type: Low inertia, long shape, multi-hole, closed
Installing method: Fastening plate
Installing length: 90 mm
0 . 8
Injection pressure: 21  0.5 Mpa (for TBD engines)

Number of injection holes × diameter: 4 × 0.45 mm (for TBD engines)

5 × 0.345 mm (for generator set special requirement)

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Needle lift: 0.4 mm
Spray angle: 142º
Attached edge filter

3. Numbering
Number of Bosch injectors
K BE L 90 S 3/13

1 2 3 4 5 6
1. Code of injector 2. Installed with fastening plate
3. With edge filter 4. Effective encased length
5. Multi-hole nozzle series 6. Design number
Number of Chinese made injectors (GB10177-88)
P B 90 S L 37

1 2 3 4 5 6
1. Code of injector 2. Installed with fastening plate
3. Effective encased length 4. Multi-hole nozzle series
5. With edge filter 6. Design number

4. Design features
The fuel injector consists of injector body, nozzle needle, compression spring, shims and edge-type
filter etc., its main parts and assembly relationship are illustrated in Fig. 5-3-12.

1. Injection valve
2. Delivery pipe connection
3. Edge-type filter
4. Leak-off hollow screw
5. Compression spring
6. Nozzle holder
7. Thrust piece
8. Cap nut
9. Nozzle chest
10. Nozzle needle
11. Shim

Fig. 5-3-12 Injection valve

Low inertia injection valve: The low inertia injector is characterized by that the compression spring is
located at the middle of the injector and near the nozzle, so the mass of moving part such as needle
stem is smaller (so the inertia force is smaller), which diminishes the percussive force of needle to
the holder surface. Quick opening and close of the needle are beneficial to prevention of
combustion gas reflux that may results in nozzle caking and jamming, injection lag of engine, etc., at

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the same time the spring is dipped in diesel fuel, which improves the spring working condition,
however the space in the injector is very small, and the injector location is near the heat area, so
good quality of compression spring is required.
The injector is secured by two studs through the fastening plate; the tightening torque must be even
to prevent offset tightening or over-tightening to avoid needle nozzle jamming.

5. Disassembly and servicing

The seal and flexibility of high precision nozzle needle in injector may be destroyed by very fine
particles, uneven external force and high temperature. In addition to the fuel filter made of paper
with good filterability attached on the series 234 diesel engines, in the fuel inlet holes of injectors are
installed the high pressure edge filters; but they can‘t filter 100% of the impurities, so the fuel and
fuel system must be used and maintained correctly.
The injection valves must be checked and adjusted every 1000 operating hours or when the
injection valves are faulty.
Auxiliary materials and wearing spare parts
Table 5-3-1
Clean diesel fuel, compressed air, lapping paste, engine oil,
Auxiliaries
aluminum oxide paste.
Open-end wrenches S17-14, S10-12, S19-22
Tools 45 Nm torque wrench, 8‖screw driver, lapping tool for injector seating
hole
Wearing Injector packing ring (TBD) 7234.855.010.4 1 piece /cyl.
Packing ring 0600.006010.1.0 2 pieces /cyl.
spare
Round packing ring 0610.020030.4.0 1 piece /cyl.
parts
Set of shims 7234.340.196.4-236.4 1 set /cyl.

Steps for disassembly, checking and adjusting

1. Remove the injector; check it for carbon deposit on nozzle.
2. Pump the injector (diesel fuel should be clean) on the test block to check the atomizing quality
and opening pressure (the index of pressure gauge rises and shakes when injecting) of injector.
3. The injector must be disassembled and checked if it is not in conformity with the values specified
in Table 5-3-2, i.e. clamp the injector in vice properly, undo and remove the cap nut of nozzle, and
disassemble the parts in sequence.
Check table for fuel injector
Table 5-3-2
Engine type Check items Required value in bar Limit value in bar
Supercharged Opening pressure 210 +- 158 200
Inject engine
about once per second, Evenly and well atomized, without fuel
4 injection holes stop or drop
Evenly and well atomized, without fuel
Inject about 2~3 times per second
stop or drop, but with buzz

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4. Clean all of the parts in clean diesel fuel; pay special attention to the cleanness of nozzle needle.
Check the sealing lip of needle cone; replace the nozzle needle if the sealing lip is too wide,
worn or caked. Do not scrap carbon deposit on the tip of multi-hole nozzle with hard tool. It had
better unblock the clogged holes using electrical spark, otherwise replace the nozzle needle, but
never use the needle or steel wire, which may damage the outer sharp edge of injection hole,
resulting in columnar divergence of atomized fuel.
5. It is allowed to lap the needle chest and needle cone each other if the nozzle needle leaks or is
carbon-deposited, but its sealing lip is not wide; clean in fuel carefully and blow with compressed
air after lapping (aluminum oxide paste diluted with engine oil used as lapping paste).
6. If the opening pressure is less than the limit, please thicken the shim about 0.1mm, which can
increase the opening pressure about 10 bars in general. If it is difficult to select the shim, it is
allowable to use two shims.

Important!
The hardness of shim material after heat-treatment is HRC35-36; it is not allowed to
replace the shim by common washer.

7. Reassemble the injector in reverse order of disassembly, pay special attention to cleanness of
both faces of the locating washer and the needle body surface, all of the parts must be taken out
of clean diesel fuel for direct assembly, do not wipe them with cloth.
8. Retest the injector on test block; repair it again if it is not up to standard.
9. Clean the sealing surface of injector bore of each cylinder head with screwdriver wrapped with
cloth; if it has burn trace, lap it with lapping paste and lapping tool for injector bore; then clean up,
coat both sides of the injector packing ring with some #2 lithium-base lubricating grease and
push it onto the injector, and then install the injector into the bore.
10. Press the round packing ring to the position below the groove of slotted nut with screwdriver;
tighten the injector uniformly with fastening plate and hexagon nuts.

Important!
The fuel return hole of injection valve must face to the engine inside to ensure that the fuel
beams match the combustion chamber shape.

5.3.5 Checking and adjusting the fuel-feed-start

The fuel-feed-start is an important parameter influencing the combustion process of diesel engine. If
the injection advance angle is big, the air temperature and pressure in cylinder have not yet got high
when fuel begins to inject into the combustion chamber, the fuel can‘t be burnt and accumulates in
the cylinder. When the air temperature in the cylinder reaches the fuel ignition point, a great quantity
of fuel burns simultaneously; as the point of maximum ignition pressure is too close to TDC, which
results in fuel detonation, ignition pressure increase, combustion knock and vibration. If the injection
advance angle is small, the fuel combustion takes place just while the piston is moving down and
the air temperature and pressure begin to drop; as the combustion process proceeds slowly,
although the combustion process is smooth and the ignition pressure is reduced, the delayed
combustion not only reduces the efficiency of the engine, but also results in the exhaust

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temperature quick rising, incomplete combustion and black exhaust discoloration.

Fuel-feed-start of series 234 diesel engines

Table 5-3-3
Height from piston
Item Injection advance angle in º top to TDC in mm
Engine type
n<2200 25± 0.5 before TDC 7.96 – 8.61
TBD
n≥2200r/m
r/min S1000 25± 0.5 before TDC 7.96 – 8.61
engine
in S7100
pump 22.5± 0.5 before TDC 6.45 -7.04
pump
Method of checking and adjusting.

Auxiliary materials and wearing spare parts

Table 5-3-4
Auxiliaries Clean diesel fuel
Special capillary tube, wrench S19, wrench S17, tools for valve
Tools
disassembly
Wearing
Shaped gasket of cylinder
spare 6.0492.06.9.0092 1 piece/cyl.
head cover
parts

1. Steps of check (method of measuring height from TDC to piston top)

a. Remove the cylinder head cover and fuel pressure pipe of any cylinder;
b. Turn the crankshaft to find the compression stroke TDC of this cylinder (find the TDC of inlet and
exhaust strokes first, turn one revolution). Remove the support of rocker arm, remove the halves
of valve cone and springs of any valve with tools for valve disassembling-assembly, (if the piston
isn‘t at the TDC, adjust it by turning the crankshaft);
c. Measure the TDC of valve with dial gauge and magnet stand (or steel ruler, vernier caliper, depth
indicator), namely, press the valve slightly with hand to push against the piston, turn the
crankshaft slowly, the pointer of dial gauge will move up until it stops, this means the TDC of
piston; adjust dial gauge and prepress for 10mm, and then adjust ―0‖ position;
d. Mount special capillary tube for measuring the fuel-feed-start on the injection pump and
corresponding delivery valve of cylinder to be measured;
e. Pump fuel to injection pump (by hand fuel pump or fuel filler cup), turn the crankshaft backwards
and forwards (take care that do not let the valve drop into the guide tube) until the fuel sprays
from the capillary tube without bubbles, and drain off some fuel, keep the fuel level at the middle
of glass tube;
f. Turn the crankshaft anticlockwise first (about 30° before TDC), then turn clockwise
slowly(anticlockwise viewed from the rear), at the same time observe the fuel level in glass tube,
the point at which the level rises suddenly is the fuel-feed-start; at this moment, the 10 mm
(pre-pressed value) – reading on dial gauge is the height H from TDC to piston top; recheck
more than 2 times and take its mean value (the measured values of three times must be similar).

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g. Compare H value with the required value in Table 5-3-5; if H value is 0.3~0.4 mm less than the
value stated in table 5-3-5, it is normal and acceptable (as the measuring method with capillary
tube is different from that used by the manufacturer, plus the factor such as visual error etc.). If
the H value is much smaller, it shows the injection advance angle has been changed, it must be
readjusted. The exact measuring method used by the manufacturer is as follow:
Remove the delivery valve body, take out the valve, fit fuel pressure pipe, use fuel dripping method,
i.e. when about one drop every second, this is the fuel-feed-start, the H value measured with this
method must be in conformity with the value given in table 5-3-5. Clean the parts for assembly,
mount the delivery valve with care, tighten the valve body with torque of 75~80Nm (for Bosch
pump).

Important!
This operation must be carried out by skilful workers.
h. Assemble all removed parts in reverse order of disassembly and check the valve clearance.

2. The steps for adjusting the fuel-feed-start

The fuel-feed-start must be readjusted if it has changed or after the injection pump is assembled,
overhauled and checked out.
a. Carry out the above check steps a. to e. (but not necessary for new assembled or overhauled
engine. Measure on the top of piston directly or install a dial disc at the end of the crankshaft);
b. Loosen two M12 hexagon nuts on drive end (front end) of injection pump disc coupling (they
should be turned with hand), or remove the intake pipe of row A and injection valve of the
cylinder to be measured;
c. Turn the crankshaft anticlockwise to about 30° before TDC, and then turn clockwise slowly (to
eliminate the clearances of driving gears and bearings) until the reading of dial gauge is X or the
angle of scale disc is θ;
X=10 – height from piston top to TDC – (0.3~0.4) +0.3mm
—— ————————————— ——— ——
1 2 3 4
1. Pre-pressed value on dial gauge at TDC
2. Value obtained from Table 5-3-3 (7.96~8.61 for TBD, S1000 pump)
3. Delay value measured with capillary tube method (this value is 0 if measured with fuel
dripping method)
4. Experientially adjusted advance value (it will be slightly changed after bolts are tightened)
And θ= injection advance angle + (0.5°~0.8°) + 0.5°
————————— ——— ——
1 2 3
1. Obtained from Table 5-3-3, 25°±0.5 for TBD, S1000 pump
2. Delay value measured with capillary tube method (this value is 0 if measured with fuel
dripping method)
3. Experientially adjusted advance value
d. Turn slowly the camshaft of injection pump clockwise (viewing from front end) with wrench to
make the fuel level in capillary tube to rise suddenly, and then stop at once;
e. Screw down loosened bolts and nuts of coupling carefully with two S19 wrenches;

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f. Recheck according to check steps (6)-(7) until it is acceptable;
g. Tighten the bolts and nuts of coupling with 100~110Nm, and check M12 bolts and nuts used on
coupling;
h. Assemble all removed parts in reverse order of disassembly.

Comparison table between crank angle and

height from piston top to TDC in 234 diesel engines (TDC taken as reference)
Table 5-3-5
Crank radius 70 mm Length of connecting rod:255 mm
Crank Piston Crank Piston Crank Piston
angle moving in angle moving in angle moving in mm
in º mm in º mm in º
0 0 15.0 3.03 30.0 11.79
0.5 0.003 15.5 3.23 30.5 12.17
1.0 0.01 16.0 3.44 31.0 12.56
1.5 0.03 16.5 3.66 31.5 12.95
2.0 0.05 17.0 3.88 32.0 13.35
2.5 0.09 17.5 4.11 32.5 13.75
3.0 0.12 18.0 4.35 33.0 14.16
3.5 0.17 18.5 4.59 33.5 14.57
4.0 0.22 19.0 4.83 34.0 14.99
4.5 0.28 19.5 5.09 34.5 15.41
5.0 0.34 20.0 5.35 35.0 15.84
5.5 0.41 20.5 5.61 35.5 16.27
6.0 0.49 21.0 5.89 36.0 16.71
6.5 0.57 21.5 6.16 36.5 17.15
7.0 0.67 22.0 6.45 37.0 17.60
7.5 0.76 22.5 6.74 37.5 18.05
8.0 0.87 23.0 7.04 38.0 18.51
8.5 0.98 23.5 7.34 38.5 18.97
9.0 1.10 24.0 7.65 39.0 19.43
9.5 1.22 24.5 7.96 39.5 19.90
10.0 1.35 25.0 8.28 40.0 20.38
10.5 1.49 25.5 8.61 40.5 20.86
11.0 1.64 26.0 8.94 41.0 21.34
11.5 1.79 26.5 9.27 41.5 21.33
12.0 1.95 27.0 9.62 42.0 22.32
12.5 2.11 27.5 9.97 42.5 22.81
13.0 2.28 28.0 10.32 43.0 23.31
13.5 2.46 28.5 10.68 43.5 23.82
14.0 2.64 29.0 11.04 44.0 24.34
14.5 2.88 29.5 11.42 44.5 24.87

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5.3.6 Speed governor
1. Numbering
Number of Bosch governors:
EP / RSUV 300-750 P10 A 320 D R
1 2 3 4 5 6 7 8 9
1. Injection pump code 2. Speed-up and all-speed 3. Minimum speed
4. Maximum speed 5. Speed index 6. Version number
7. Design number 8. Correcting mechanism 9. Installation location
Number of Chinese-made governors (to GB10177-88)
TP J 300-750 P E Y 420
1 2 3 4 5 6 7 8
1. Governor 2. Mechanical 3. Minimum speed
4. Maximum speed 5. Injection pump type 6. With corrector
7. Auxiliary device 8.Design number
2. Design feature
The RSUV speed governor is the mechanical, speed-up and all-speed governor. It can meet the
match requirement of medium-low speed diesel
engines by changing the transmission ratio of
overdrive gears. This governor consists of driving
gears, centrifugal flyweight assembly, lever system,
governing spring set, and front and rear housings, as
shown in Fig. 5-3-13.
a. Driving gear: It consists of drive gear and driven
gear shaft. The drive gear is matched with the rear
end of camshaft, the driven gear shaft is
supported by two ball bearings in the front housing,
and its extended end is inserted in the flyweight
guide.
b. Centrifugal flyweight assembly: It consists of
flyweight, flyweight guide and slide piece. The
rotating motion of camshaft is converted into
centrifugal force of flyweight through mated gear,
which makes the slide piece on flyweight move
along axis based on the splay magnitude of
flyweight, and pushes the slide sleeve (T-piece) of
lower end of lever system to move to drive lever
system.
c. Lever system: It mainly consists of floating lever,
tension lever, guiding lever and link rod (see Fig.
5-3-13, Fig. 5-3-14). The floating lever is fitted on
the pivot in middle of guiding lever, the lower end
is inserted in the stopping yoke and linked with the
stopping lever, and the upper end is linked with

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 the control rod of injection pump via link rod. The starting spring is fitted on the top of floating
lever (the other end of spring is attached at the front housing). The lower end of guiding lever is
fitted with T-piece slide sleeve which is pushed by centrifugal force of flyweight; together with the
tension lever, the upper end is hung on the upper part of rear governor housing with pivot. The
lower end of tension lever bears the thrust of T-piece, under full load, it leans against the full load
stop screw, and the governing spring is fitted at the middle.
d. Governing spring assembly: It mainly consists of governing spring, floating lever (linked with
governing handle), and governing screw, etc. The governing spring is the vital part of the
governor; its lower end is hung on the lug of tension lever, the upper end on the rocker arm of
floating lever. Under the stable load the force of governing spring balances with the centrifugal
force of flyweight, one end of floating lever extending from the rear housing is fitted with the
governing handle. The handle in different position may obtain different spring force, which adapts
to the centrifugal force produced by the flyweight. The governing screw is fitted on the floating
lever; it changes the spring force with the change of screw-in position to adjust the speed droop.
e. Front and rear housings: The front housing is secured to the injection pump housing with screws.
The maximum speed limit screw is fitted on the outer side. On the rear end face of rear housing
are fitted idling speed screw set, idling spring set; on the side are installed the governing handle
and stopping mechanism; at the inside lower end is fitted the fuel limit screw to adjust fuel supply;
and at the inside upper end is fitted with the pivot for hanging the lever. The front and rear
housings are connected with screws.

3. Working principle
a. Starting: As shown in Fig. 5-3-14, the governing
handle is in free state, the lower end of tension lever
leans against the screw (full load limit screw), the
flyweights are in closed state. The starting spring
force is strong enough to push the control rod to the
maximum fuel supply position; once the engine is
started, the starting spring is elongated due to the
action of centrifugal force of flyweight, and the control
lever moves quickly to fuel decrease direction.
b. Idling speed: As shown in Fig. 5-3-15, the governor
handle leans against the idling screw (actually
against the nose of rocker arm of floating lever), the
governor spring is in approximately vertical position;
the flyweight splays quickly, which makes the control
rod to move towards the fuel decrease direction
through lever system, the tension lever is separated
from the screw until the centrifugal force of flyweight
balances with the governing spring force, idling
spring force and starting spring force. At this time, the
engine is running steadily at idling speed.
c. Part load and rated load: As shown in Fig.5-3-16, the
governor handle leans against the maximum speed

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 limit screw (adjustable according to different operating conditions of engine); the tension of
governing spring increases, the tension lever leans against the screw, which makes the control
rod to increase fuel supply through the lever system and keep it in full load position; the
centrifugal force of flyweight balances with the spring force, the engine is running steadily under
rated load.
d. Maximum no-load speed: As shown in Fig. 5-3-17, the engine is running under rated load. The
centrifugal force of flyweight is increased when the rotating speed rises, it overcomes the force
of governing spring first, and pushes the tension lever to move backwards, and then compresses
the idling auxiliary spring to make the control rod to move towards the fuel decrease direction
until the centrifugal force of flyweight balances with the spring force. At this time, the engine is at
maximum no-load speed; if this speed exceeds specified value, it is necessary to adjust the
governor handle position.
e. Stopping: as shown in Fig. 5-3-18, the stop handle is fitted on the side of the governor. Push
down the stop handle to control the floating lever by means of stopping yoke, which can draw the
control rod forcedly to fuel cut-off position independently of flyweight and governor handle
position. So the engine can be shut down under any load by pushing down the stop handle.

4. Disassembly, checking and assembly

The main components and assembly relationship of the governor are as shown in Fig.5-3-19.

Fig. 5-3-19. Disassembly of speed governor

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1. Circlip for shaft 31. Copper washer 61. Round packing ring
2. Bearing 32. Nut 62. Washer
3. Circlip for hole 33. Copper washer 63. Woodruff key
4. Adjusting washer 34. Cap nut 64. Governing handle
5. Flyweight assembly 35. Threaded bush 65. Screw
6. Spring ring 36. Round packing ring 66. Shaft of tension lever
7. Threaded sleeve 37. Spring 67. Tension lever
8. Sliding sleeve 38. Housing 68. Screw
9. Bearing 39. Stop handle 69. Cotter pin
10. Adjusting washer 40. Washer 70. Woodruff key
11. Guide lever assembly 41. Spring ring 71. Driven gear
12. Link rod 42. Screw 72. Bearing
13. Starting spring 43. Copper washer 73. Locating sleeve
14. Cotter pin 44. Idling spring 74. Bolt
15. Floating lever 45. Nut 75. Spring ring
16. Yoke pin 46. Copper washer 76. Washer
17. Stop yoke 47. Cap nut 77. Bearing cover
18. Spring rocker arm 48. Gasket 78. Screw plug
19. Adjusting spring 49. Rear cover 79. Front housing
20. Rear housing gasket 50. Copper ring 80. Nut
21. Rear housing 51. Screw plug 81. Maximum speed limit
22. Washer 52. Bolt screw
23. Spring ring 53. Washer 82. Washer
24. Screw 54. Nut 83. Spring ring
25. Bolt 55. Bolt 84. Bolt
26. Retaining ring 56. Spring ring 85. Drive gear
27. Round packing ring 57. Washer 86. Spring ring
28. Rocker arm shaft sleeve 58. Retaining ring 87. Threaded sleeve
29. Cover 59. Round packing ring 88. Bolt
30. Idle speed limit screw 60. Rocker arm shaft sleeve 89. Spring ring

The disassembly of governor can refer to the following steps.

Important!
This job must be carried out by the manufacturer or specialists of injection pumps.

a. Disassembly must be carried out in a clean place. Clean the outer surfaces first, check the
working position of handles, and drain off lube oil in chamber;
b. Loosen the screws on rear housing cover, remove the rear cover (49-53 in Fig. 5-3-19), loosen
the fastening screws of front and rear housings to separate the front housing from the rear one
(don‘t take down them);
c. Press down the spring leaf connecting the link rod and control rod with screwdriver, shift off the
pivot (see 12 in Fig. 5-3-19) and take off the starting spring from the front housing with joint pliers
(remove the rear housing assembly);

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d. Undo and remove the nut of idling limit screw and idling auxiliary spring;
e. Undo the screw plugs on both sides of rear housing, pull out the tension lever shaft (see 65,66 in
Fig. 5-3-19), remove the tension lever, guide lever assembly (see 11, 67 in Fig. 5-3-19) and
governing spring;
f. If necessary, remove the governor handle (64 in Fig. 5-3-19), retaining rings and shaft sleeves on
both sides in rear housing, remove the floating lever (see 58-63, 18 in Fig. 5-3-19);
g. Undo and remove the threaded sleeves of driven and driving gears with special tool (7, 87 in Fig.
5-3-19);
h. Remove the flyweight assembly with special tool;
i. Undo the screws on bearing cover of driven gear (see 74 -77 in Fig. 5-3-19), remove the drive
gear and driven gear shaft with special tool;
j. Dismount the components of the stop handle from rear housing (see 35-42 in Fig. 5-3-19);
k. If necessary, undo the screws connecting the front housing and pump housing, remove the front
housing;
l. After disassembly, check all the parts; replace any part if it is seriously worn, distorted or cracked
etc.; renew all the round packing rings and gaskets.

Important!
Generally, the malfunction of governor results from rubber separating and cracking of
driving gear 85 and the wear of the bearings 72, 2 and 9. Therefore, remove other parts as
less as possible during disassembly and checking, but clean them with diesel fuel carefully.
The assembly of governor may refer to its disassembly, but in reverse order.

5. Adjustment
The adjustment of speed governor is carried out generally on test-bed together with injection pump;
some items those must be performed on diesel engine may also refer to the adjusting method
described below. Before testing, fill the governor chamber with some lubricating oil.
The adjusting characteristic curve of RSUV governor is as shown in Fig. 5-3-20.
SM -- Fuel supply position for starting
SA -- Fuel supply position for rated load
SB -- Fuel supply position for maximum no-load
speed
nB -- Maximum no-load speed
nA -- Rated speed
nH --Idling speed
a. Confirming the Zero-position of fuel control rod
Fit on the travel gauge of control rod, turn back the idling
speed limit screw, turn the governor handle to fuel
decrease direction and increase the rotating speed of test-bed to make the flyweight to splay
(runaway position), at this moment the control rod is in zero position.
b. Rated fuel supply--adjusting the full load limit screw
When the governing handle is pushed against the maximum speed limit screw and the test-bed
speed is adjusted to rated speed nA, check whether the control rod is at the position SA (i.e. check
the fuel supply quantity), if not, adjust the full load limit screw, i.e. screw in (clockwise) for fuel

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increase, screw out (counterclockwise) for fuel decrease.
c. Adjusting the acting speed
Push the governing handle against the maximum speed limit screw, check whether the acting speed
nA (maximum rated speed) is in accordance with the requirement, if not, adjust the maximum speed
limit screw. So-called acting speed (nA ) means that when the test-bed speed slightly exceeds nA
(about 10~15 revolutions), the control rod begins to move to fuel decrease direction. The acting
speed evidently acts on the engine operation.
d. Adjustment of the speed droop
When the test-bed speed exceeds nA, the governor operates and moves the control rod from SA to
SB (maximum idling position), at this moment the speed nB (maximum idling speed) determines the
speed droop δ, the calculation formula is as below:
δ = (nB- nA ) / nA x 100%
If the speed droop does not meet the requirement, adjust the governing screw on the floating lever
(when doing this, turn back the idle speed limit screw first).
Screw in (clockwise) the governing screw to decrease speed droop (nB) and vice versa.

Important!
When the governing screw is turned, the governing spring force changes accordingly and
the acting speed nA changes with it, so nA must be checked again. Adjust repeatedly until it
meets the requirement if necessary.

e. Adjustment of idle speed

When the governing handle leans against the idle speed limit screw through the floating lever, adjust
the test-bed speed to nB. Adjust the idle speed limit screw to make the control rod in SH position (a
little higher than SB), namely the fuel supply for idle speed of the engine. Screw in the no-load speed
spring device to make the end of spring to touch the tension lever, and then screw it back one turn
and lock it tightly (the engine for generating set should be adjusted at the maximum no-load speed).
Screw in the idle speed limit screw for fuel increase and vice versa.
After adjustment, check the fuel supply, acting speed and maximum no-load speed again; if
necessary, adjust repeatedly until all the requirements are satisfied.
f. Check and adjustment of the stop device
Under all circumstances, if the stop handle is pushed down, the injection pump must cut off fuel
supply. If any exception appears, please check the corresponding parts.

Important!
The above mentioned adjustment must be carried out carefully on
the engine test-bed.

6. Accessories
a. Corrector: as shown in Fig. 5-3-21, the corrector is fitted on the lower end
of tension lever. When the engine speed is lower than the rated speed, the
tension lever is tensioned by the governing spring and leans against the big
head screw, the lifter of correcting spring pushes the T-piece gradually and
drives the control rod to move to the fuel increase direction; the distance ―A‖ by which the lifter

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extends out from the tension lever is the correcting travel, thus the injection pump increases the fuel
supply by moving the control rod in relation to distance ―A‖. The corrector is generally installed on
the vehicle engine; it is also called torque auxiliary spring.
b. Supercharging pressure compensator: it is also called smoke suppressor, as shown in Fig. 5-3-22,
it is mainly used on the vehicle supercharged diesel engine.
During the operation of the diesel engine without smoke suppressor at lower speed or under low
load, when the fuel supply is increased suddenly, the supercharging pressure can't be increased at
once, which makes too much fuel quickly injected into the
combustion chamber, but mixed with low density air in the
chamber, and results in incomplete combustion. If the
smoke suppressor is fitted, when the supercharging
pressure is not high enough, the curved lever keeps
immovable to limit the fuel increase. When the
supercharging pressure rises, the diaphragm bellies
downwards by the action of supercharging pressure and
push the spring down to drive the curved lever to turn (the
magnitude depends on supercharging pressure) and break
away the limit, in this way, the control rod can move ahead
freely to control the fuel supply. It can be seen that the
smoke suppressor is effective on fuel and air matching,
and makes the smoke, accelerating ability and output of
the engine in optimum state.

7. Electronic speed governor

If the generating set is required to be up to the 2nd or 1st class power station, the electronic speed
governor must be used. Comparing with the mechanical governor, the electronic one has better
governing characteristic, simple driving mechanism and simplified automatical control. The
electronic speed governor mainly consists of speed transmitter, controller, actuator, speed regulating
potentiometer, etc. as shown in Fig.
5-3-23.
Working principle
The gear ring of flywheel incises the lines
of magnetic force of inner bar magnet in
speed transmitter, the winding on the bar
magnet inducts alternating impulse
voltage signal (its frequency is directly
proportional to the speed). This voltage
signal is compared with that in relation to
the speed value set by speed regulating
potentiometer. Its deviation value is
controlled and adjusted by the PID
(proportional-integrating-differential)
circuit in the controller and input into the
actuator after differential amplification;

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the DC servomotor in actuator rotates clockwise or anticlockwise according to the positive or
negative voltage signal and controls the control rod of injection pump to move in the fuel increase or
decrease direction through lever system, consequently controls the engine to run steadily at the set
speed.

Important！
The electronic speed governor has been adjusted and tested before delivery of the engine;
the customer has nothing to adjust on it. To ensure the speed regulation precision and
normal operation of engine, the check and adjustment must be carried out by the authorized
personnel in case of malfunction.

Both scale sides of speed regulation potentiometer knob correspond to the idling speed and rated
speed. When starting the engine, turn the knob to idling speed position, i.e. left side. After starting,
turn the knob to the needed speed position by means of manual or remote control slowly and
smoothly according to the requirement. For the special requirement of automatic power plant or
emergency power plant, the idle speed may be set at the rated speed, but the diesel engine must be
warmed up and always in ready state before starting.
The power supply for electronic speed governor must be DC 24V; the voltage fluctuation should be
less than 10 %. Do not use the DC rectified from AC; and do not share the starting battery to
prevent voltage fluctuation that will result in unsteady operation of the engine.
The electronic speed governor is provided with special shield cable, which has been matched and
tested with governor before delivery; the customer must not replace the main lead, or use it with
other electronic governors.
Before stopping, turn the speed regulation potentiometer anticlockwise to minimum speed position;
in case of emergency shutdown, cut off the power supply to the governor directly.
The lever system between electronic governor and injection pump must have no clearance or
looseness in regulation, it must move smoothly and free of jamming. The four-ball joints and the ball
bearings in the lever should be cleaned and greased with molybdenum disulfide lithium-base grease
periodically. If the clearance exists, it must be eliminated by adjusting the screw.

5.3.7 Fuel filter

1. Function
The fuel filter is an important part to ensure the clean fuel system and normal operation of diesel
engine. In the fuel system, in addition to the filter attached on the engine, the equipment side must
be provided with the pre-filter, on the one hand, it increases the fuel cleanliness, and on the other
hand, it prolongs the service life of the filter.
It is recommendable to use the marine fuel pre-filter provided with the fuel-and-water separation
function.

2. Structure
a. Single fuel filter

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 1. Filter, compl.
2. Socket
3. Disposable filter
4. Vent screw
5. Packing ring
6. Hollow screw
7. Packing ring

Fig. 5-3-24. Single fuel filter

Around packing ring with rectangular section is fitted between the socket and the disposable filter.
The socket and the disposable filter are connected by means of the fuel outlet threads in the center.
The filter is simple in structure. It is a disposable one and not washable. The engine must be shut
down when renewing the filter; before renewing, fill up the filter with fuel. When mounting, screw the
disposable filter in the socket until the round packing ring is contacted, and then turn it more than
1/2 turns with hand.
Before starting the engine, actuate the hand fuel pump and loosen the vent screw 4 on the socket to
bleed until there is no air in the fuel.
b. Switchable dual fuel filter
Both fuel filters should work together during operation of the engine. The filter cartridge may be
replaced when the engine runs under low load. Soak the filter cartridge in fuel before installation and
bleed the filter after installation.

1 Dual fuel filter, compl.

2 Central screw
3 Cover
4 Packing ring
5 Filter cartridge
6 Washer
7 Pressure spring
8 Plug Key
9 Locking ring
10 Guide sleeve
11 Pressure spring
12 O-ring
13 Plug of cock
14 O-ring
15 Packing ring
16 Screw plug
Fig. 5-3-25 Dual fuel filter

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3. Disassembly and assembly of dual fuel filter
a. Screw off the screw 2, remove the cover 3, packing ring 4 and take out the filter cartridge 5;
b. Remove the plug key 8;
c. Take off the locking ring 9, take out the guide sleeve 10, pressure spring 11 with washer, plug of
cock 13, O-rings 12 and 14. Check the plug of cock and the bore for scuffing; lap them for
sealing if necessary. Renew O-rings.
d. Assemble them in reverse order of disassembly.

5.3.8 Fuel pressure pipe

1. Function
The fuel pressure pipes connects the injection pump and fuel injectors.
The fuel pressure pipes of series 234 diesel engines have the same length, but different bended
shapes.
The connecting method of the injection pump with each injector is as shown in figure below, Fig
5-3-26:

2. Points needing attention during installation of fuel pressure pipes

a. Wash the inside and outside of the pipes
b. Install the pipes in the right connection order and make sure each delivery valve holder of the
pump element is connected to the injector of corresponding cylinder.
c. When screwing down the nut on the fuel pressure pipe, it should be turned easily to the end by
hand, and then tighten with 25~35Nm, but do not overtighten.
d. The fuel pressure pipe clips must be fitted and fixed on the intake manifold to prevent vibration
and damage.
e. No contact is allowed between pipes; please keep a distance of more than 2mm to prevent
abrasion.

Important!
#0 or # -10 light diesel fuel in accordance with GB252 must be used.

Flywheel end

6-cylinder engine 8-cylinder engine 12-cylinder engine

Fig.5-3-26 Schematic of injection pump and fuel injectors connecting

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5.3.9. Injection pump drive
1. Function
The drive of injection pump is installed on the cover plate between the front end cover and the
crankcase. It is driven by the front gear wheel of camshaft. It supports the injection pump assembly
and transfers the power of the gear train to drive the injection pump.

2. Structure
There are two kinds of injection pump drives: the drives with sheet coupling, which are used on the
naturally aspirated diesel engines and supercharged diesel engines with less than 2200r/min; and
the other drives with tooth type coupling, which are used for the marine supercharged diesel
engines with more than 2200r/min. Both of them have few differences in structure.
The two different injection pump drives are shown in Fig. 5-3-27 and Fig. 5-3-28.

Fig.5-3-27 Injection pump drive with sheet coupling

1 Injection pump drive, compl. 2 Housing 3 Shaft 4 Grooved ball bearing

5 Grooved ball bearing 6 Locking ring 7 Radial packing ring 8 Woodruff key
9 Front gear wheel 10 O-ring 11 Plug 12 Coupling
13 Lamina 14 Intermediate flange 15 Coupling 16 Cheese head screw

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 Fig.5-3-28 Injection pump drive with tooth coupling

1 Injection pump drive 2 Coupling, compl. 3 Shaft 4 Grooved ball bearing

5 Housing 6 Locking ring 7 Supporting disc 8 Cone roller bearing
9 O-ring 10 O-ring 11 Ring 12 Radial sealing ring 13 Clamping hexagon nut

3. Disassembly and assembly

Here is mainly introduced the disassembly-assembly of injection pump drive with sheet coupling.

Auxiliary materials and wearing spare parts

Table 5-3-6
Auxiliary Diesel oil, brush, lithium base grease, sealant for cap, 7304
materials sealant, screw locking agent
A set of standard tools, Pliers for internal lock ring (big), hammer, Ф25
Tools
aluminum mandrel, 6‖screwdriver
Steel sheet (coupling) 7234.637.388.4 12 pcs/ engine
Grooved ball bearing 0400.006011.0.0 1/ engine
Grooved ball bearing
6011 0400.006206.0.0 1/ engine
Radial packing ring
6206 7234.340.195.4 1/ engine
Wearing
O-ring 0610.080030.3.0 1/ engine
Spare Gear wheel 7234.370.024.4 1/ engine
parts Woodruff key 6  10 0451.006100.0.3 1/ engine

Disassembly and check of injection pump drive with sheet coupling

1. Take off front end cover;
2. Loosen the cheese head screw 16, separate the flange of coupling 15 a little with screwdriver;
3. Take off the injection pump drive from the cover plate;
4. Disassemble the injection pump drive (Fig.5-3-27)
a. Screw out the cheese head screws of the gear wheel, pull out the gear;
b. Remove the locking ring 6 and Woodruff key 8;
c. Knock out the shaft from the housing with mandrel ≤Ф25mm;
d. If the radial packing ring is damaged or worn, remove it carefully and renew;

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 e. Press the bearing 5 out of the housing with Ф40~50mm mandrel and check it for jamming,
replace it if necessary;
f. Set up the shaft with the bearing 4 and press down the shaft 3 to separate the bearing;
check the bearing for jamming, replace it if necessary.

Assembly
1. Assembly of injection pump drive:
a. Heat the two grooved ball bearings up to about 100 ℃ and shrunk then on the shaft;
b. Put the housing of injection pump drive into the oil bath or electrical heating box to heat up
to 100℃~150 ℃; embed the bearing coated with # 2 lithium base grease it in the housing;
and then insert the locking ring;
c. Coat the inside of radial packing ring with some lubricating grease; push the radial packing
ring onto the shaft and press it into the housing carefully with tube; it must be flush with the
end face.

Important！
Coat the outside of packing ring with sealant for caps and press the packing ring in
smoothly to prevent the spring from breaking away.
d. Fit on the plug and the gear wheel. Coat the threads of cheese head screws with locking
agent and bolt the gear wheel with 85~90Nm.
2. Install the injection pump drive with gear in reverse order of disassembly.

Important!
Gear position of injection pump drive: turn the crankshaft clockwise to adjust the
position of teeth with ‗0‘ of front gear wheel of crankshaft and of camshaft intermediate
gear wheel until the tooth with ‗0‘ mark of the front gear wheel of crankshaft meshes
with the 2 teeth with ‗0‘ mark of camshaft intermediate gear; make the teeth with ‘0‘ of
the gear of injection pump drive meshed with the tooth with ‗0‘ of camshaft intermediate
gear wheel, and then renew spring ring and tighten the nut. Finally, push the coupling
onto the shaft and tighten with the cheese head screw.
4. Replace the coupling sheets (Fig. 5-3-29)

1 Hexagon screws
2 Cheese head screw
3 Coupling flange
4 Coupling sheets
5 Flanged shaft
6 Cheese head screw

Fig.5-3-29 Sheets of coupling

Steps:
1. Mark the flanges at both ends of coupling in the same position;
2. Undo and remove the hexagon screws 1;

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3. Undo the cheese head screw 2; separate the coupling flange 3 a little with screwdriver; and push
the flange 3 in direction of arrow;
4. Undo and remove the cheese head screws 6, take off the flanged shaft 5 (flanged shaft 5 only for
V12; V6 and V8 engines have no this shaft, but only one intermediate flange) and coupling
sheets, replace the sheets;
5. Or undo and remove the bolts of injection pump and move back the injection pump a little;
replace the coupling sheets 4. The function of this method is identical to step 3;
6. Assemble in reverse order and pay attention to the mark on the flange.

Important!
 The woodruff keys at both ends of coupling (injection pump end and its drive end)
must have about 180º offset each other for 6-cylinder and 8-cylinder engines, but are
in same direction for 12-cylinder engine, which ensures the injection in compression
stroke.
 The fuel-feed-start must be readjusted after disassembly-assembly of the injection
pump drive or replacement of coupling sheets.
 Tightening torque for hexagon screws of the coupling sheets is 100~110Nm.
 A set of coupling sheets consist of six pieces. Their plane must be clean and flat; they
must be replaced in complete set according to the direction mark; they must not
plump up or be bended after the 4 hexagon screws are evenly tightened; the
locating bush and ring must be in correct position, otherwise undo the hexagon
screws and assemble again.

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 5.4 Structure of Lubricating Oil System and

Main parts Disassembly, Check and Assembly

Fig.5-4-1 Schematic of Lubricating Oil System

1 Turbocharger 2 Injection pump 3 Mushroom tappet
4 Rocker arm 5 Push rod 6 Piston
7 Camshaft 8 Crankshaft 9 Lube oil pump
10 Cooling nozzle 11 Oil filter 12 Oil cooler
13 By-pass valve (opening pressure 0.6Mpa)
14 Pressure reducing valve (opening pressure 0.6Mpa)
15 To mushroom tappet lubrication

1. Function
The lubricating system of diesel engine delivers continuously the filtered lubricating oil with stated
pressure and temperature to every friction surface and location to be cooled so as to prevent the
parts damage resulting from dry friction, reduce part wear, take away the heat from friction and
remove abrasive the dusts and impurities on friction surfaces.

2. Structure
The flow graph of lubricating oil system is shown as below:

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 Important!
Before starting the engine provided with manual or electric priming oil pump, prime it with
oil not less than 2min until the oil pressure is built up.

3. Constitution
The lubricating oil system includes oil pump, oil filter, oil cooler, by-pass valve, oil galleries and
pipes.

5.4.1 Lubricating oil Pump

1. Composition
The oil pump is a gear pump as shown in Fig. 5-4-2.

1 Drive gear 2 Pump housing

3 Pump gears 4 Bearing bushes

Fig.5-4-2 Lubricating oil Pump

2. Disassembly, check and assembly
After elimination of other possible causes, if the oil pressure is still low, check the lubricating oil
pump for wear. The oil pump must be replaced or overhauled when the general overhaul of the
engine is carried out.

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 Auxiliary Materials and Wearing Spare Parts
Table 5-4-1
Auxiliary materials Diesel oil, sealant 7304, brush
Tools Spanner 10 -12, spanner S13
O-ring (inlet of pump) 0610.035030.3.0 1/engine
wearing
O-ring (inlet of pump) 0610.022040.0.0 1/engine
spare
Gear type oil pump (for v6, V8) 7234.730.010.6 1/engine
parts
Gear type oil pump (for V 12) 7234.730.003.6 1/engine

Dismounting and mounting of the complete oil pump

It is easy to dismount the oil pump. After removal of the front end cover, undo and remove 3
hexagon screws securing the oil pump and 2 hexagon screws of suction pipe, thus the complete oil
pump can be dismounted.

Important!
Pay attention to protecting the O-rings.

When mounting, keep a back lash of 0.1~0.2mm between the front gear wheel of crankshaft and the
drive gear wheel of oil pump, this can be realized by loosening the hexagon screws and moving the
oil pump.

Check and repair the oil pump

The oil pump must be replaced or checked and repaired when the general overhaul comes.
Items to be carried out are shown in table 5-4-2.

Servicing items of oil pump

Table 5-4-2
Nominal Wear Servicing
S/N Check items
dimension limit method
Axial float of gear wheel of Disassembly and check: renew or
oil pump (mm) repair by grinding according wear
1 0.08~0.155 0.20
(measured at shaft end with degree to reach nominal
dial indicator) dimension after assembly.
Radial clearance between
Extrude the bearing bushes and
2 the shaft and bearing bush 0.02~0.054 0.08
replace them.
(mm)
The gears of oil pump are
3 Replace it.
worn out seriously.
Extrude and replace it; before
The oil pump drive gear is fitting, heat it up to 220~270 ℃,
4
worn out seriously. shrink it on the shaft with shrink
range of 0.042~0.065.

Disassembly and assembly of oil pump

a. Heat the two small gears of oil pump up to 220~270℃ and shrink them on two small shafts
respectively, keep a clearance of 14.5±0.1mm between the gear end and small shaft end;

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b. Undercool the bearing bush in liquid nitrogen and then press it into the pump cover and the pump
housing. Make sure the locating slot is outward, and the external end of the bush is flush with the
pump cover and pump housing end face. The shrink range is 0.022~0.048mm;

Important!
Align the oil hole in the bearing bush with oil holes in pump cover and pump housing when
shrinking on the bush.

c. Install the two shafts with gears into the pump housing and coat them with oil;
d. Before assembly of the pump cover, coat the sealing surface of pump housing with surface
sealant; pay attention to two set pins, tighten the hexagon screws, measure the axial clearance
that should be 0.08~0.155mm. If the oil pressure is lower, control the axial clearance at
0.08~0.10mm;
e. Heat the driving gear of oil pump up to 220~270℃ and then shrink it on the small shaft protruding
from the pump cover. Make sure the clearance between the outside of gear flange and the end
face of small shaft is 5±0.2mm, and the shrink range is 0.042~0.065mm;
f. Disassemble the oil pump in reverse order.

Check
a. The axial clearance of lubricating oil pump has great influence on the oil pressure. When it
exceeds 0.20mm, the gear wheel or pump cover, pump housing must be replaced; the wear of
pump cover and pump housing will result in big clearance, it is acceptable to repair them by
milling, but the nominal axial clearance must be ensured.
b. The clearance between the small shaft and the bearing bush is 0.02~0.054mm. Replace the bush
if the clearance exceeds 0.08mm or the bush is worn or has obvious scratches, or coating
comes off.

5.4.2 Lubricating oil filter

Series 234 diesel engines are provided with single lubricating oil filter or duplex lubricating oil filter
according to types, but their filter cartridges are disposable.

1. Lubricating oil single filter

Fig.5-4-3 Single oil filter

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 1 Disposable filter 2 Filter head 3 Pressure relief valve compl
4 Valve sleeve 5 Ball 6 Spring
7 Packing ring 8 Cap nut 9 Round packing ring
10 Round packing ring 11 Screw plug 12 hexagon screw

Dismount the disposable filter with special strap-shaped tool. Coat the threads of filter with
lubricating oil before mounting; screw it until it contacts the sealing surface, and then turn it with
hand by more than 1/2 turns further.

Pressure relief valve

A. Function
The pressure relief valve opens when the oil pressure exceeds 0.6Mpa; a part of lubricating oil
return to the oil pan. The pressure relief valve consists of valve sleeve, ball, spring, packing ring and
cap nut, which is used to limit the oil pressure, but the pressure can not be adjusted by the valve.
The oil pressure will drop if the leak tightness between the ball and valve sleeve is not good, or the
sealing surface of valve sleeve is not flat or there are impurities on it.
B. Steps of disassembly and check
a. Screw off the cap nut of pressure relief valve; take off the spring and check it (used for a long time)
for free length. It should be 90±1.5mm. If it is not long enough, add a gasket in blind nut to
increase the opening pressure of the valve. Generally, adding a gasket of 1mm thick can
increase opening pressure about 0.01Mpa.
If the oil pressure has not changed during service test, this shows the spring is proved to be
good, do take off the added gasket;
b. Screw off the disposable filter and check the pressure relief valve for leak tightness. If it leaks
seriously, continue to disassemble and overhaul it;
c. Screw off the cap nut of pressure relief valve, take off the spring, ball and pressure relief valve
sleeve; check the seal lip of the valve sleeve end face to the hole and that to the ball for
continuity or damage, repair by lapping if necessary;
d. Assemble in reverse order of disassembly; renew round packing rings.

2. Lubricating oil duplex filter

Fig. 5-4-4 Lubricating oil duplex filter

1 Disposable filter 2 Pressure relief valve compl. 3 Valve sleeve
4 Ball 5 Spring 6 Packing ring
7 Cap nut 8 Screw plug 9 Packing ring

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Comparing with the single oil filter, the duplex filter has one change-over cock and one more
disposable filter. The disposable filters of duplex filter may be replaced under low load without
stopping the engine.
The cock is installed on the filter head, on its outside there are 3 lines as shown in Fig 5-4-5.

Position 1 of the cock: left filter closed

Position 2 of the cock: both filters open

Position 3 of the cock: right filter closed

Fig.5-4-5 Schematic of Change-over Cock

Disassembly and assembly of duplex lubricating oil filter

a. Take down the two disposable filters with special strap-shaped tool;
b. Clamp the filter head in vice as indicated by the arrow in the Fig. 5-4-6;
c. Screw off the cap nut 1 of pressure relief valve, take off spring 2 and ball 3;
d. Screw out valve sleeve 4;
e. Screw out the screw of flange 5 and take off the flange;
f. Extrude the change-over cock 6 from the head;
h. Assemble in reverse order.
Coat the threads with engine oil before installing, and
screw down the disposable filters with hand, but turn
more than 1/2 turns further.

1 Cap nut 2 Spring

3 Ball 4 Pressure relief valve
5 Flange 6 Change-over cock

Fig.5-4-6Disassemblyof oil duplex filter

5.4.3 Lubricating oil Cooler

1. Function
The lubricating oil cooler cools the lubricating oil to the stated temperature to assure good
lubrication and cooling of each friction surface and high-temperature part of the engine. The
lubricating oil flows through the cooler insert, and the cooling water around the insert takes away the

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excessive heat of the oil.
The leak tightness between the inlet flange of the insert and plate as well as the outlet flange and
plate is assured by two shaped gaskets. The oil cooler is secured to the outside of row B of the
crankcase, the leak tightness is guaranteed by 2 round packing rings 3 which are fitted on the plate.
The insert is fixed on the plate in cantilever design; therefore the two round flanges in front of insert
are fitted with round packing rings, which support the insert softly in the holes of cooler housing.
In order to satisfy the different power, the number of cooling plates of oil cooler insert is different,
which assures the oil temperature does not exceed the limit values, namely, 120º for supercharged
engine and 110º for non-supercharged engine.

Fig. 5-4--7 Lubricating oil Cooler

1 Oil cooler, compl. 2 Plate 3 Round packing ring 4 Shaped gasket
5 Insert 6 Round packing ring 7 Shaped gasket8 Housing 9 Drain valve

2. Check and repair

Auxiliary Materials and Wearing Spare Parts

Table 5-4-3
Auxiliary
Diesel oil, compressed air, hydrochloric acid, #2 lithium base grease，sealant, brush
materials
Tools Spanner S10-12, hexagon spanner S8，screwdriver
Round packing ring (in the cooler) 0610.050040.1.0 2/cooler
Round packing ring (for oil inlet and outlet) 0610.022040.0.0 2/cooler
Shaped gasket 7234.851.026.4 2/cooler
Wearing
Spring ring B8 0265.008012.0.2 4/cooler
Spare
Round packing ring (for overflow valve) 0610.035040.0.0 1/cooler
parts
Shaped gasket for V6 7234.851.061.4 1
Shaped gasket for V8 7234.851.062.4 1
Pipe clamp 7234.977.015.6 2
Drain off the cooling water in the engine before dismounting the oil cooler.

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Steps:
a. Loosen the pipe clamp that connects the oil cooler and cooling water hose and move the hose
away;
b. Undo and remove the hexagon screws or nuts securing the oil cooler and take off the cooler;
c. Screw off the hexagon screws around the cooler housing, and take out the insert. Check the
round packing rings, renew them if they are damaged or deteriorated;
d. Undo and remove 4 hexagon screws securing the insert of cooler, check the shaped gaskets and
replace them if necessary;
e. Check the cooling plate surface of insert for scale and impurity and the inside of insert for
clogging;
-If the scale exists, remove it with diluted hydrochloric acid; and use specified cooling water;

Important!
After removal of scale with hydrochloric acid, take out the insert from the hydrochloric
acid immediately and rinse it with clear water.

- There are impurities such as oil sludge and metal chips in the insert, soak the insert in diesel oil or
gasoline for minutes, and then drain off diesel oil or gasoline; blow the insert from oil outlet (at
flywheel end) with compressed air, and repeat it several times until the inside of the insert is clean.
Or heat the insert in lubricating oil up to less than150℃, and then wash and blow it with
compressed air;
f. If the overflow valve leaks, screw on a M8 hexagon screw and pull out the overflow valve. Check
the round packing ring, renew it if it is damaged or deteriorated; check the steel ball and spring for
flexibility and impurities;
g. Assemble the oil cooler in reverse order of disassembly.

3. Points needing attention during assembly

a. Removed round packing rings and gaskets must be replaced;
b. Coat the round packing rings with #2 lithium base grease and the both sides of the shaped
gaskets must be coated with sealant before installing;
c. Both sides of shaped gasket of the cooler housing must be coated with surface sealant;
d. Tighten the 4 hexagon screws securing the cooler insert first, and then the hexagon screws
around the housing evenly;
e. The overflow valve is pinned; the spring pin must be perpendicular to the horizontal and aligned
with the location hole of the cooler housing in upper position.

5.4.4 By-pass Valve

The by-pass valve is installed inside the oil duct of the crankcase; it can be seen only after the oil
cooler is dismounted.
The by-pass valve is used to prevent the lubricating oil cut-off resulting from contamination and
clogging of cooler. Normally, the by-pass valve is closed; the lubricating oil passes through the
cooler and continues to flow into the oil duct in crankcase. When the oil pressure exceeds 0.6MPa,

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it jacks up the ball and the oil flows into the oil duct in crankcase directly, not through the cooler.
When dismounting the by-pass valve, screw in a M8 bolt into the valve and pull out it from the
crankcase.
When mounting the by-pass valve, the elastic cylindrical pin 6 should be towards the direction of the
cylinder head, do not fit it wrongly!
After dismounting the by-pass valve, check the seal lip of valve seat (contact surface with the ball)
for continuity. If it is discontinuous, repair it by lapping; otherwise replace the complete by-pass
valve.

Fig. 5-4-8 By-pass valve

1 By-pass valve seat 2 Cap nut 3 Ball

4 Pressure relief valve spring 5 O-ring 6 Elastic cylindrical pin

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 5.5 Structure of Valve Gear and

Main Parts Disassembly, Check and Assembly

The valve gear achieves the inlet and exhaust timing, that is to say, charge the fresh air into
cylinders timely and sweep the exhaust gas from cylinders after combustion. The valve gear mainly
consists of camshaft, valve train and drive mechanism.
The camshaft assembly includes the camshaft, front gear wheel, coupling ring, ring, thrust segment,
and so on.
The valve train includes the inlet and exhaust valves, inlet and exhaust valve seat rings, valve
guides, halves of valve cones, inside and outside springs, and so on.
The drive mechanism includes the mushroom tappet, push rod, rocker arm support, rocker arm,
setting screw, locking nut, valve rotocap.

5.5.1 Camshaft

1. Function
It controls the inlet valves and exhaust valves to open and close timely so as to assure normal
scavenging of the engine.

2. Structure
Row A and row B of series 234 diesel engine share one camshaft. The camshaft is integral and
installed in the holes above the main bearing holes on crankcase. The front gear wheel of camshaft
is a dual one. The big gear meshes with the front gear wheel of crankshaft and the small one with
the gear wheel of injection pump to drive the pump. In the center hole of camshaft gear wheel is
fitted a coupling ring, in the slot of which is inserted the adapter of driving shaft of the tachometer
drive to measure the engine speed.

Fig.5-5-1 Camshaft of V12 engine

1 Camshaft 2 Front gear wheel 3 Ring 4 Thrust segment

5 Cheese head screw 6 Plug 7 Coupling ring 8 Cheese head screw

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3. Disassembly, check and assembly
The diesel engine controls the valve timing through the camshaft, mushroom tappet, push rod and
rocker arm to assure normal and reliable operation. The camshaft and relevant components must be
disassembled and checked if the faults such as damage of tappet (chilled cast iron found in the oil
pan), distortion of push rod (adjusted incorrectly), and of gear wheel screw rupture take place or
when the medium or major overhaul is carried out. If the push rod bends, it is necessary to check
the valve and the piston.
The disassembly and check of the camshaft is inseparable from that of mushroom tappets, push
rods and rocker arms. Here are described these parts together with camshaft, not in 5.5.3 valve
gear.

Check and repair of camshaft, tappets, push rods and rocker arms

Auxiliary Materials and Wearing Spare Parts

Table 5-5-1
Auxiliary materials Diesel oil, brush, #14 engine oil, screw locking agent
A set of standard tools, torque spanner, rubber mallet, 6″ screwdriver,
Tools
locking ring tongs
Thrust segment 7234.340.102.4 1/engine
Cheese head screw 7234.351.049.4 6/engine
Wearing spare
Push rod 7234.321.003.4 2/cylinder
parts
Setting screw 7234.351.021.4 2/cylinder
Locking ring (for rocker arm) 7234.340.037.4 2/cylinder

(1) Steps of overhaul

a. Remove the cylinder head cover, rocker arm support and take out the push rod;
b. Dismount the components on the front end cover, the front cover and oil pan;
c. Measure the backlash between the front gear wheel of camshaft, front gear wheel of crankshaft
and driving gear of injection pump. If it exceeds 0.4mm (0.35mm for main engine of speed boat),
replace the camshaft gear. Measure the axial clearance of camshaft. If it exceeds 0.4mm
(0.35mm for main engine of speed boat), replace the thrust segment;
d. Dismount the driving gear of injection pump, front gear wheel of camshaft and thrust segment;
e. Turn over the crankcase; turn the camshaft to make the tappet off, and then draw out the
camshaft and tappet. If the area does not permit to turn over the crankcase, make and use a
lifting tool as shown in Fig. 5-5-3 (two such tools for single cylinder) to lift the tappet and draw
out the camshaft, and loosen the tool to take out the tappet;

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 1 M6 wing nut
2 M6 threaded rod (470mm)
3 Rubber ring
4 Φ10×1 (450mm)
5 Washer
6 Φ12 thick wall rubber hose
7 Tappet

Fig.5-5-3 Lifting tool

f. Clean the parts to be checked; check and measure; replace or repair any part if it reaches or
approaches to the wear limit (see table of wear limit dimension);

Important！
 When replacing the ring, remove it by turning on lathe or make V-slot on it by grinding
and then break it with chisel; Heat the new ring up to 220~270℃ and hold for 5~10
minutes, and then shrink on it to the end quickly, keeping a distance of 16.5+0.13mm from
ring to camshaft end face; replace the segment if it is worn obviously.
 It is allowable to regrind and polish the camshaft journal if it is worn seriously. The
minimum dimension of camshaft journal is not less than Φ54.62mm; round the sharp
edges of all the shaft holes to R2 and pay attention to the fit clearance with bearing
bushes.
 Replace the mushroom tappet if there is evident radial clearance felt by hand when it is
installed in the hole. If the bottom convex surface of tappet has obviously scores, cracks
and peeling, it must be also replaced.
 Replace the push rod if it is bent (forbidden to straighten it again), clogged or the ball
head is worn seriously; generally, the spherical head of push rod should have more than
50% of continuous contact zone or surface on the top with the tappet and setting screw.
If the spherical head contacts completely with the tappet and setting screw, or the
contact zone is not ideal, it had better replace it during major overhaul;
 Replace the setting screws and locking rings of rocker arm during major overhaul.

(2) Points needing attention during assembly

a. Fill up the ball socket of tappet with engine oil, press with thumb and the oil should flow off from
the hole in the oil groove. This is to check the oil hole of tappet. The tappet must turn up and
down freely without jamming after being placed in the hole. The camshaft should be turned by
hand freely without jamming after installing;
b. It had better apply the locking agent to the cheese head screws to fix the segment and the front
gear wheel of camshaft (the threads must be degreased);
c. Tighten the cheese head screws（M10×1.25~12.9）of camshaft gear wheel with 90~95Nm. Coat

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 the screws with locking agent and knock the gear wheel to the end with the rubber mallet before
tightening; knock the plug to the end after tightening cheese head screws. The tooth with ―0‖
mark of camshaft gear must mesh with that with ―0‖ mark of the front gear wheel of crankshaft;
d. The axial clearance of the camshaft should be in the range of 0.15～0.35mm, minimum limit is
0.1mm, and maximum 0.38mm;
e. The tooth with ―0‖ mark of injection pump driving gear meshes with that with ―0‖ mark of
camshaft gear (at the same time the tooth with ―0‖ mark of big camshaft gear meshes with the
tooth with ―0‖ of the front gear wheel of crankshaft). Before tightening the cheese head screws
(M10) of injection pump driving gear wheel with 85+5Nm, coat the thread with locking agent; and
after tightening, knock the plug to the end.
f. Clean the push rod with compressed air; dip it in engine oil and then insert it carefully;
g. After installing the rocker arms, recheck the valve timing to verify the assembling correctness,
and then readjust the valve clearance;
h. Assemble the parts in reverse order of disassembly.

In consideration of the weight of overhanging portion of front end of the engine with speed
≥2200r/min and drive load of injection pump, a bearing is added in the front wall cover for the
camshaft. Owing to the fact that the camshaft holes in the crankcase are not machined together with
that in the front wall cover, fine adjustment must be performed to assure the coaxiality of camshaft
holes. This has been guaranteed by locating pin in engine assembly. Coat the set screws
(M10~10.9) for camshaft with locking agent, the tightening torque is 65+5Nm.

5.5.2 Valve train

The valve train consists of inlet and exhaust valves, inlet and exhaust valve seat rings, valve stem
guides, halves of valve cone, valve springs, and so on. The disassembly and assembly of these
parts have been described in Section 5.2 cylinder head. Here are described in detail check of valve
timing and the adjustment of valve clearance.

1. Checking of valve timing

Auxiliary Materials and Wearing Spare Parts

Table 5-5-2
Auxiliary materials Diesel oil
Tools Double offset ring spanner S14-17, clearance gauge, 6″ screwdriver
Shaped gasket for
Wearing 1/cylinder
7234.851.065.4
cylinder head cover
Spare
parts Packing ring 0600.008014.1.0 5/engine

One cycle of diesel engine includes four strokes: air intake →compression →explosion (work)
→exhaust. All these are completed by the valve gear. The inlet and exhaust valves open and close
punctually as required, this is called valve timing. Accurate valve timing is indispensable to normal
and safe operation of engine.

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Series 234 diesel engines are constructed in V. One camshaft controls the valve timing of both of
row A and row B, therefore, for the new assembled or overhauled engine, or the engine of which the
gear wheels, camshaft and crankshaft are dismounted and reassembled, the valve timing of one
cylinder will be spot-checked only, instead of all cylinders in order to check the valve gear, gear
wheels and parts for assembly correctness.
Generally, the last cylinder of row B (namely first one at front end) is taken to check, because when
the piston of this cylinder is at TDC of compression stroke, the camshaft gears of V6 and V8
engines mesh with the teeth with ‗0‘ mark of crankshaft gear wheel and injection pump driving gear
wheel at the same time. This is convenient to check.

Steps of checking valve timing

a. If the circumference of flywheel is not provided with 360° scale, it is necessary to install a 360°
scale disc on the flywheel or belt pulley. This disc rotates concentrically with the crankshaft,
make sure its TDC is in correspondence with that of the flywheel and indicated by the pointer.
b. Turn the crankshaft to make the piston of cylinder to be checked at TDC of compression stroke;
adjust the inlet and exhaust valve clearances to 1mm (to increase tolerance), and then turn the
valve push rod with hand continuously, at the same time, turn the crankshaft anticlockwise slowly
(viewed from flywheel end) and check. The moment when the push rod just can not be turned,
that is, the scale indicated by the pointer of the disc, is that of valve opening, see Table 5-5-3.

Check list of valve timing（when the valve clearance is1mm）

Table 5-5-3
Valve timing angle = crank angle
TBD, TD D
tolerance ±2°
Inlet valve opens（push rod turns →just
9°30´ before TDC 2° after TDC
not able to turn）
Inlet valve closes（not able to turn →just
29°30´ after BDC 35° after BDC
able to turn）
Exhaust valve opens（push rod turns →just
41° before BDC 34° before BDC
not able to turn）
Exhaust valve closes （ not able to turn
7° after TDC 0° at TDC
→just able to turn）
c. Continue to turn the crankshaft. The moment when the push rod just can be turned, that is, the
scale indicated by the pointer of the disc, is that of valve closing.

Important!
On account of the error of clearance adjustment and hand feeling, if the error of valve timing
angle is in the range of ±4°, the assembly of driving gears and parts are acceptable. But if
the error is >±6°, readjust and check, otherwise find out the cause.

For the data of valve clearance and timing, refer to Table 5-5-4.

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 Valve timing
Table 5-5-4
Valve clearance Inlet 0.3mm； Exhaust 0.5mm
Inlet valve opens ±2° 26°30´ before TDC
Inlet valve closes ±2° 46°30´ after BDC
Exhaust valve opens ±2° about 47° before BDC
Exhaust valve closes ±2° about 13° after TDC

2. Check and adjust valve clearance

The valve clearance is the distance between the top of valve stem and the contact point on the rock
arm when the valve closes completely in cold engine state (at this time, the valve cone keeps close
to the seat ring and the base circle of cam contacts the tappet bottom).

The valve clearance is the distance from to the contact point on rocker arm head when the valve
closes completely in a state of cold engine.
Both of the valve and push rod will prolong after being heated, so the proper valve clearance is very
important to the diesel engine. If it is small, the valve will be opened a little as a result of elongation
of the valve stem and push rod, resulting in escape of high-temperature combustion gas. If it is big,
the acceleration of initial motion is great, this will damage the parts of valve gear and decrease the
valve lift and opening duration, thus resulting in less fresh air entering the cylinder, insufficient
scavenge and deterioration of scavenge process.
The valve clearance must be adjusted and checked in a state of cold engine and completely closed
valves. For convenience, the inlet and exhaust valve clearances of each cylinder are adjusted
together at compression stroke.

The valve clearance should be adjusted under the correct valve timing with the following steps:
a. Remove each cylinder head cover;
b. Turn the crankshaft to make any cylinder at TDC of compression stroke. At the time both inlet and
exhaust valves are closed completely, the inlet and exhaust valve clearances of this cylinder can
begin to be adjusted;

Important!
Determining of TDC of compression stroke:
 Turn the crankshaft clockwise until the inlet valve of one cylinder just closes, and then
turn about 150º further, this cylinder is about at TDC of compression stroke;
 Turn the crankshaft, to make the inlet and exhaust valves of a cylinder opened at the
same time and at the same height, it is approximately the TDC of inlet and exhaust
strokes. Turn the engine one more revolution and it is TDC of compression stroke.

c. Before adjusting, loosen the lock nut, screw down the adjusting screw to press down the valve
and make the tappet repose on the base circle of cam; screw back the adjusting screw.
d. Insert the clearance gauge in the clearance, move it to and fro and turn the adjusting screw until
the clearance gauge moves with slightly friction, and then tighten the adjusting screw with 35~40

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 Nm, finally, check the clearance again until it is up to the required value. For the clearance
values, refer to Table 5-5-5.
Valve Clearance

Table 5-5-5
TBD. TD
Inlet valve clearance mm 0.3
Exhaust valve clearance mm 0.5

e. Adjust the valve clearances of other cylinders according to firing order; place each cylinder head
cover with shaped gasket correctly; renew the gasket if necessary.
The valve clearances are adjusted according to the following firing order:

A1 A3 A2
V6: 180° 60° 180° 60°180° 60°
B3 B2 B1 B3

A1 A3 A4 A2
V8: 60° 120°60° 120° 60° 120° 60° 120°
B4 B2 B1 B3 B4

A6 A2 A4 A1 A5 A3
V12: 60° 60° 60° 60° 60° 60°60° 60° 60° 60° 60° 60°
B6 B2 B4 B1 B5 B3 B6

5.5.3 Valve gear

1. Function
The rotary camshaft drives the mushroom tappets to do reciprocating motion in the crankcase,
which makes the rocker arms rocked through the push rods to open the valves consequently; but
the closing of valves is achieved by the elastic spring force of valve springs.

2. Structure
The mushroom tappet is made of chilled iron; it is very hard but fragile. A spherical socket is
machined in the centre of the tappet to hold the spherical head of push rod. In the middle of tappet a
hole is drilled and communicates vertically with a horizontal hole in the annular groove on the
circumference, from which the lubricating oil flows to the push rod.
Two spherical heads are welded on both ends of the push rod, which fit in with the spherical sockets
of tappet and setting screw respectively. The push rod is hollow; the lubricating oil from the central
hole of the tappet flows through the push rod to lubricate the rocker arm and valve stem.
The rocker arm assembly is composed of rocker arm support, rocker arms, setting screws, washers,

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locking rings, hexagon screws, and so on. Both ends of the rocker arm contact with the valve and
push rod (through setting screw) respectively and convert the rotary motion of camshaft into
reciprocating motion of the valves.
The setting screw of the valve is used to adjust valve clearance. When screwing down it, do not use
too much force on account of its hard and fragile material, otherwise it will be broken.
The rocker arm support is secured to the cylinder head by 3 hexagon screws with 65+5Nm. It must
be replaced when its journal diameter is less than Ф21.94mm and the diameter of rocker arm hole is
more than Ф22.04mm; renew the washers if they have obvious wear marks.
The valve rotating mechanism is a forced under-rotocap. It forces the inlet and exhaust valves to
produce even and slow rotary motion during work, which makes the valve temperature and valve
stem wear homogenized, and improves the lubrication property of valve stem and enhances the
thermal conductivity of valve seat and valve guide (Fig.5-5-4).
Working principle of valve rotating mechanism: When the pressurized valve goes downwards to a
certain extent, the force of valve springs is greater than that of the disk spring of rotocap, which
makes the disk spring deformed to drive the housing and valve to slide with steel ball along the
oblique slot, thus the valve rotates a certain angle; when the valve lifts, the disk spring is reset
because its force becomes greater than that of the valve springs, and the steel ball is reset too. This
ensures that the valve does not frictionate with the valve seat ring cone when rotating, thus slower
the wear of valve airtight land.
Check the valve rotating mechanism of each cylinder for work periodically during operating, it must
rotate when the inlet or exhaust valve opens and hold still when the valve closes.
Generally, the valve rotocap turns approximately 15~25 r/min when the engine runs at 850r/min.
Replace the valve rotocap if it doesn‘t rotate.

1 Rocker arm assembly

2 Packing ring
3 Protective pipe
4 Mushroom tappet
5 Push rod
6 Setting screw
7 Hexagon nut
8 Rocker arm
9 Washer
10 Locking ring

Fig.5-5-4 Valve gear

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 Fig.5-5-5 Valve Rotating Mechanism

1 Valve rotocap 2 Disk spring 3 Casing 4 Steel ball

- 161 -
 5.6 Structure of Cooling System and
Main Parts Disassembly, Check and Assembly

The cooling system is used to absorb the heat from the high temperature components with cooling
water and keep their temperature in the allowable range for normal work.

Series 234 diesel engines are provided with two kinds of cooling systems:
A. Indirect water cooling system
It is mainly used for marine diesel engine.

——— Fresh water cooling circuit - - - - - Sea water (raw water) cooling circuit

Fig. 5-6-1 Indirect Cooling

1 Raw water circuit 2 Heat exchanger 3 Thermostat

4 Fresh water from heat exchanger to pump 5 By-pass pipe 6 Fresh water pump
7 Oil cooler 8 Cock 9 Raw water pump 10 Sea water filter screen

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The sea water from the raw water pump flows into the air intercooler first (no intercooler on naturally
aspirated diesel engine), then into the heat exchanger after cooling of the charge air and finally
returns to the sea. The fresh water cooled by sea water in the heat exchanger flows into the fresh
water pump. The water, after being compressed by the fresh water pump is divided into two ways:
one flows into the oil cooler to cool the lubricating oil, and then enters the rear end from row B of
crankcase; another enters the front end directly from row A to cool cylinder liners, then enters the
cylinder heads through water ducts from crankcase top end, and then enters the water passage of
the air intake pipe. If the temperature is high, the water flows through the thermostat and enters the
heat exchanger. If the temperature is not high, the water bypasses the thermostat and flows into the
fresh water pump directly.

B. Fan cooling system

The indirect cooling system consists of raw water pump, fresh water pump, heat exchanger,
thermostats, tension pulleys, V-belts and pipes. The fan cooling system is composed of fan, fan
drive, cooling water pump, radiator, bossing, thermostat, tension pulley, V-belts and pipes.

Fig. 5-6-2 Fan Cooling

1 Thermostat 2 Cooling water to cylinder row B 3 Oil cooler

4 Cooling water pump 5 Cooling water to cylinder row A 6 Radiator
7 Fan 8 Bypass line

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After the cooling water of the engine is cooled in the radiator by fan, it flows into the fresh water
pump. The subsequent flow direction of fresh water is the same as that of indirect cooling. For the
supercharged diesel engines, the charge air is cooled in another radiator by the same fan, it is
called air-to-air cooling.
The indirect cooling system consists of raw water pump, fresh water pump, heat exchanger,
thermostats, tension pulleys, V-belts and pipes. The fan cooling system is composed of fan, fan
drive, cooling water pump, radiator, bossing, thermostat, tension pulley, V-belts and pipes.

5.6.1 Sea water (raw water) pump

1. Function
It pumps up the raw water into the air cooler and heat exchanger to cool the air and fresh water in
the engine so as to ensure the good operation of diesel engine.

2. Structure
The raw water pump is a self-priming centrifugal pump with a delivery lift of 4m. It is mounted on the
front wall cover near the side of row A of the engine and driven by V-belts on the V-belt pulley on the
front end. It is composed of housing, impeller, driving shaft, orifice plate, bearings, bearing housing,
packing rings and V-belt pulley. Before starting the engine, fill the chamber of raw water pump with
water by the filling funnel, and check the pump for pumping (there should be water column rushing
out if the cock of funnel is open) during engine operation.
The tension of V-belt is adjusted by the tension pulley.

3. Overhaul and assembly

The raw water pump must be overhauled if the water and oil leakage are serious (axial gasket, seal
spacer and oil seal damaged) the pressure is not enough (worn); there is noise， belt pulley swings
greatly (impeller or rolling bearing damaged), or the pump is blocked (the impeller seized), and so
on.
Raw water pump for V6 / V8 engines
1 Hexagon screw and nut
2 Suction connection
3 Impeller
4 O-ring
5 Cotter pin
6 Crown nut
7 Orifice plate
8 Axial sealing ring
9 Radial oil seal
10 Seal collar
11 Bearing
12 Shim
13 Slotted nut

Fig. 5-6-3 Raw Water Pump for V6 / V8 Engines

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 Auxiliary Materials and Wearing Spare Parts

Table 5-6-1
Auxiliary
Cleaning agent for metal, #2 lithium base grease, sealant, brush
materials
Spanner S14-17，box spanner S24, 22, impeller extractor, grease gun, torque
Tools
wrench, joint pliers
Gasket 7234.340.114.6 1/pump
Seal spacer 7234.340.111.4 1/pump
Oil seal 7234.855.034.4 1/pump
Seal collar 7234.330.102.4 1/pump
O-ring 0610.125031.1.0 1/pump
Shim 7234.340.116.4~118.4 One set/pump
Ball bearing (with dust-
Wearing 7234.432.022.4 1/pump
proof ring)
spare Ball bearing 206 7234.432.023.4 1/pump
parts Impeller 7234.400.003.4 1/pump
V-belt pulley 0481.101400.0.0 1/pump
V-belt pulley
0481.101425.0.0 1/pump
(  2200r/min)
O-ring 0610.048050.5.0 1/pump
O-ring( for outlet) 0610.050040.1.0 1/pump
Pipe clamp 7234.977.010.6 2/pump

Steps of overhaul:
a. Remove the water inlet and outlet pipes of raw water pump;
b. Unscrew the locknut of the V-belt pulley of the pump, remove the V-belt and dismount the raw
water pump;
c. Undo and remove the hexagon screw 1 of raw water pump housing, and take off the suction
connection 2;
d. Take off the cotter pin 5; screw out the crown nut 6; draw out the impeller with extractor. Replace
the impeller if it is damaged;
e. Take off the orifice plate and gasket. Check the orifice plate, if it is pitted and damaged, replace it.
Check the O-ring and replace it if it is damaged. Check the gasket, if it has wear trace, polish it
with linens. If it still has nail-felt trace, renew it;
f. If the oil leaks, continue to disassemble it. Remove the nut of rear housing and take off the plate;
g. Screw out the slotted nut 13, block up the pump housing, press the shaft from the driving end and
check the oil seal and seal collar, renew them if they are worn out;
h. Check the ball bearing after cleaning. Press it out and replace it if it is worn seriously.

Points needing attention during assembly:

a. Clean all the parts;
b. Assemble them in reverse order of disassembly, renew O-rings;
c. Apply the cap sealant to the outside of oil seal before installing. Place it flatly, without lean. The
self-acting spring ring must not come off and loosen;
d. The inside of seal collar should be coated with some bearing sealant. The sealant must not flow
onto the bearing, clean away the redundant sealant. Grease the outside of seal collar;

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e. The side with dust-proof ring of ball bearing faces to the external. But there is no ring inside, and
take off if it exists;
f. The sealing surfaces of gasket and seal spacer should be clean, flat, free of scores;
g. The shoulder of orifice plate must be located in the slot of the pump housing;
h. Make sure the clearance at both sides of the impeller is 0.25~0.36mm (the limit value is 0.45mm);
the clearance can be measured by pressing one Φ1mm iron wire on three points of
circumference. If the clearance is not in the range of 0.25~0.36mm, change the shims. If the
clearance is too big, replace the orifice plate or grind the sealing surface of rear housing to adjust;
i. The radial clearance of the impeller is 0.12~0.25mm (the limit value is 0.38mm). Replace the
impeller if its clearance is out of limit;
j. The tightening torque of the crown nut of impeller is 25~30Nm. Do not forget to fit the cotter pin;
k. Lubricate the ball bearings with #2 lithium base grease or high-speed bearing grease by filler;
l. Tighten the locknut of belt pulley with 70Nm, before tightening; apply some locking agent to the
thread;
m. Replace the V-belts if necessary. After tensioning the belt, tighten the bolt of the tension pulley of
＋
V-belts with 100 10Nm. The belt tension is proper if the belt may go down 10-20mm by pressing
it with thumb.

Raw water pump for V12 engine

The fresh water of series 234 V12 diesel engines has a great heat radiation, so these engines are
provided with raw water pumps with large flow capacity, as shown in Fig. 5-6-4.

Fig. 5-6-4 Raw water Pump for V12 Engine

1 Set screw 2 Bearing cover 3 Cotter pin 4 Slotted nut

5 Washer 6 Hexagon nut 7 Packing ring 8 Packing ring
9 Shaft seal 10 Bearing 11 Shaft seal 12 Driving shaft
13 Locking ring 14 Bearing 15 housing 16 Orifice plate
17 Impeller 18 Washer 19 Lock nut 20 Water seal
21 Viewing port 22 Cover 23 Bearing 24 Adjusting ring

- 166 -
 Auxiliary Materials and Wearing Spare Parts
Table 5-6-2
#
Auxiliary Cleaning agent for metal, 2 lithium base grease, sealant
materials
Tools Extractor, rubber mallet, vice and bush
Shaft seal A28  40  7 0604.028040.0.0 2/pump
Axial-slide packing
7234.855.041.5 2/pump
Wearing 28  47  22
spare Shaft seal Ф25  37  7 0604.025037.1.0 1/pump
parts Packing ring 7234.855.040.4 2/pump
Counter ring (for axial end
7234.340.175.4 2/pump
face seal)

Disassembly
a. Loosen the connecting pipe, screw off the fixing bolt in the pump flange (in the center of the cover)
and take off the V-belt pulley from the pump.

Important!
Mark every part of the pump before disassembly.

b. Screw off the set screw 1, therefore maybe it is necessary to take off the hexagon screw at the
bottom or on the top of center cover of the driving end;
c. Screw out the bearing cover 2, take off the cotter pin 3, and screw out the slotted nut 4 by holding
the shaft;
d. Screw out the nut 6. Take off the cover 22 with extractor. The bearing cover 2 and a M10 bolt can
be used as the disassembling tool if necessary; Draw out the water seal 20;
e. Undo and remove the nut 19, screw off the bearing cover with thread 14, take out the locking ring
13;
f. Knock out the shaft 12 with rubber mallet lightly, use the extractor if necessary. Draw out the water
seal 20, remove the orifice plate 16 and press out the impeller 17.

Installation

Important!
New packing ring must be used.

a. Press the impeller onto the shaft and fix it with lock nut and washer;
b. Clamp the shaft in the vice vertically and the driving end is downward;
c. Install the water seal 20 and press in a sleeve to protect the rubber piece from being damaged by
sharp edges.

- 167 -
 Important!
Do not forget drawing out the pressed-in sleeve!

d. Install the cover, including the adjusting ring with radial packing ring, install the washer 5 and ball
bearing 23, screw on the slotted nut and lock it with cotter pin;
e. Turn over the pump and install from the front end. Fit on the new packing ring 7 and orifice plate
16;
f. Install the water seal as mentioned above;
g. Install the packing ring 8, housing 15 and shaft seal 9;
h. Install the toothed lock ring, screw on the nut 6 and screw down the bolt evenly and carefully.
i. Press in the ball bearing 10 without inner race; press in the inner race with depth of 3/4;
j. Align the housing and the cover and tighten the hexagon screw.

Adjustment of impeller
a. Adjust the impeller with a Ф5mm rod through the drain port on the cover. Adjust the axial
clearance of impeller appropriately to ensure no friction during rotating;
b. Screw the adjusting ring 24 away from the driving end to the limit (the blade is located in one side
and the shaft can not rotate any longer);
c. Screw the bearing cover 2 to the end and mark the position! Unscrew the bearing cover 2 and
turn the adjusting ring 24 in reverse direction for about 1 revolution;
d. Screw the bearing cover 2 to the end and mark the position (the blade is located in the other side).
Set the bearing cover 2 in the middle of two marks and position it with set screw 1;
e. Screw the adjusting ring to the end in reverse direction and position it with set screw 1;

Important!
The shaft must rotate freely now. The impeller is adjusted to the mid position.

f. Press in the inner race of ball bearing 10, ensuring the axial clearance of 0.2mm. Position it with
locking ring13;
g. Screw in the bearing cover with thread 14 and shaft seal 11. Position it with set screw 1;
h. Grease two bearings by the filler;

Important!
The dimension of gasket: thickness 0.4±0.04mm, integrated with a 0.3mm gasket ring and
a 0.1mm gasket ring.

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Raw water pump for V12 engine with water-cooled exhaust pipes

Fig.5-6-5 Raw water pump for V12 engine with water-cooled exhaust pipes

1 Raw water pump 2 Shaft 3 Fitting key 4 Woodruff key

5 Head cover 6 Cheese head screw 7 Spring plug 8 Screw
9 Lube nipple 10 Screw plug 11 Stud 12 Nut
13 Screw plug 14 Blade 15 Stud 16 Washer
17 Lock nut 18 Lube nipple 19 Screw 20 Cheese head screw
21 Threaded ring 22 Washer

The disassembly, assembly and adjustment of this pump are similar to those of the above
mentioned raw water pump for V12 engine.

5.6.2 Fresh water pump

1. Function
It pressurizes the of fresh water in the system, circulates and transfers the water to every cooling
point of the engine so as to ensure the normal work of every part.

2. Structure
The fresh water pump is a centrifugal one. It is mounted on the front wall cover at the side of row B
of the engine and driven by the V-belts on the V-belt pulley on the front end. It is composed of the
housing, impeller, intake bend, ball bearings, slide packing ring, V-belt pulley, and so on.

- 169 -
The tension of V-belt is adjusted by the tension pulley.

Fig. 5-6-6 Fresh Water Pump

1 Intake bend 2 Impeller 3 Shaft 4 Counter ring

5 O-ring 6 Ring 7 Slide packing ring 8 Ball bearing
9 Lock ring 10 Locknut 11 Washer 12 Bush
13 Pump housing 14. V-belt pulley

3. Overhaul and assembly

Auxiliary Materials and Wearing Spare Parts

Table 5-6-3
Auxiliary
Cleaning agent for metal, #2 lithium base grease, sealant, brush
materials
Spanners 14-17, 13-15, socket spanner S22, torque wrench, socket
Tools
spanner S24
Slide packing ring 7234.855.027.4 1/pump
Counter ring 7234.340.165.5 1/pump
O-ring 0610.101045.1.0 1/pump
Wearing
Ball bearing 6304 0400.506304.3.0 2/pump
spare
parts Pipe clamp 0620.070090.0.0 2/pump
Pipe clamp 0620.040060.0.0 2/pump
V-belt (fan cooling) 0481.301375.0.0 3/pump
V-belt (raw water cooling) 0481.101075.1.0 1/pump

Disassembly:
a. Unscrew the hexagon screw of V-belt pulley and take off the V-belts;
b. Disconnect the hoses from the water inlet and outlet pipes of the pump;
c. Screw off the hexagon screws fixing the fresh water pump and take off the pump;
d. Remove the intake bend;

- 170 -
e. Clamp the V-belt pulley in the vice (do not damage the grooves of pulley), screw off the lock nut
and take off the V-belts;
f. Block up the pump (do not damage the sealing surface), press out the shaft with impeller with Ф15
steel bar; check the junction surface of slide packing ring. Replace the slide packing ring if it is
worn or damaged;
g. Take off the lock ring 9 and press the ball bearing out from the impeller end; clean the bearing
and check it for wear; replace it if it is worn seriously or burnt;
h. If the impeller is damaged, remove it with press and replace it.

Assembly
a. Wash each part cleanly;
b. Fill the ball bearings with # 2 lithium base grease or high-speed bearing lubricating grease;
c. Assemble in reverse order of disassembly and replace O ring;
d. Apply the screw locking agent to the fixing nuts of belt pulley. The tightening torque is
140-150Nm;

Important！
The locknuts must be renewed!

e. Coat the sealing face of intake bend with sealant;

f. If replacing the impeller, heat it to 200~220℃ and hold for 5~10 minutes, and then shrink it onto
the shaft with a shrink range of 0.034~0.056mm;
g. The installed fresh water pump should rotate smoothly without jamming;
h. Replace the V-belts if they are seriously worn. Tighten the M14 hexagon screw of V-belt pulley
with 100~110Nm. Adjust the V-belt tension until the belt can go down 10~20mm by pressing it
with thumb. Coat the V-belts with wax to prevent sliding.

5.6.3 Heat Exchanger

1. Function
It cools the fresh water with raw water and holds the temperature of fresh water in specified range to
ensure normal operation of the engine.
The raw water flows through the nest of tubes in the heat exchanger and cools the fresh water in the
housing to the normal working temperature. The heat exchanger also acts as a compensation tank
to adapt the different volume of fresh water due to temperature variation. In order to reduce the
volume and increase heat exchange effect, the water path of the nest of tubes is divided into two
partitions by the front end cover to make the raw water to flow through the tubes in a partition and
flow out from the tubes in another partition, which prolongs flow duration, improves the cooling
efficiency and reduces the external dimensions. The cooling water also flows from one end of the
tubes to another through the guide casing outside the nest of tubes to improve the effect of heat
dissipation.

- 171 -
2. Structure
The heat exchanger is installed on the bracket on the top of the front end of the engine. It is
composed of compensation tank, heads, nest of tubes, and so on.
In order to enhance the anticorrosive property, the parts of sea water system are made of
anticorrosive materials plus a zinc screw plug, and the housing is made of aluminum alloy cast.

Fig.5-6-7 Heat Exchanger

1, 2 Heat exchanger, compl. 3 housing 4 Nest of tubes
5 Round packing ring 6 Zinc screw plug 7 Hexagon screw
8 Packing ring 9 Front end cover 10 Packing ring
11 Packing ring 12 Special bayonet catch 13 Round packing ring
14 Flange socket 15 Round packing ring 16 Intermediate piece
17 Round packing ring 18 Rear end cover

3. Servicing and assembly

Auxiliary Materials and Wearing Spare Parts

Table 5-6-4
Auxiliary Cleaning agent for metal, hydrochloric acid, compressed air, #2 lithium base
materials grease, sealant, bottle brush, adhesive
Spanner 14-17, 8″screwdriver, hexagon spanner S12, box wrench S24, rubber
Tools
mallet
Round packing ring (for
0610.140050.5.0 4/exchanger
nest of tubes)
Wearing Round packing ring (for 3/exchanger(V8),
0610.165050.5.0
spare covers) 2/exchanger(V6)
parts Round packing ring (for
0610.080038.5.0 1/exchanger
flange socket)

- 172 -
 Packing ring (for water
0610.035040.5.0 1/exchanger
outlet flange)
Packing ring A42×49 0600.042049.2.0 1/exchanger
Wearing Packing ring A8×14 0600.008014.1.0 1/exchanger
spare Vibration damper 7234.703.012.4 4/exchanger
parts Hose clip 7234.977.010.6 4/exchanger
Zinc screw plug 7234.954.004.4 1/exchanger
Nest of tubes (V8/V12) 7234.944.004.5 1/exchanger
Nest of tubes (V6) 7234.944.002.5 1/exchanger (<2200r/min)
Round packing ring 0610.050040.1.0 2/exchanger

Servicing
a. Drain off the cooling water by drain cocks on side B of crankcase and on the oil cooler. If the
cooling water was not mixed with raw water, it can be used again after depositing;
b. Close the water inlet and outlet valves. Drain off the raw water from raw water pump. Remove the
raw water inlet and outlet pipes and the cooling water outlet flange socket, and then screw off the
hexagon screws of two end cover of exchanger and the copper hexagon screw, take off two end
covers and check the round packing rings. Replace them if damaged.

Important!
One or another cover may be removed according to the fault.

c. Take off the nest of tubes; check the tubes for clogging by foreign matters and scale;
d. Clean the tubes with extended bottle brush or soft wood rod. It had better eliminate the clogging
in counterflow direction.

Important!
The nest of tubes in the heat exchanger is made of thin walled copper tubes, so do not
clean the tubes with hard rod or drill bit.

e. Remove the deposits as the method used in servicing of the air cooler;

Important!
After removing the scale with hydrochloric acid, neutralize the hydrochloric acid with soda
water at once, and then rinse the tubes with clear water to prevent the further corrosion of
copper tubes.

f. Check whether the impression on the round packing ring of water outlet flange socket is deflective
or not. If deflective, it is necessary to align the guide port on the nest of tubes.
g. If the tube is cracked or split up at both ends, replace it or repair it with special tube expander, or
rivet it at both ends with copper plugs;
h. Screw off the zinc screw plug 6 and check zinc protective block. Replace it if 1/3 of it was
corroded away.

Assembly
a. Coat all the round packing rings with engine oil or #2 lithium base grease; Push the round packing

- 173 -
 ring 5 onto the nest of tubes 4; place the round packing rings 17 in both end covers;
b. Screw a M8 x100mm stud into the location hole of the nest of tubes; press a cover onto the nest
of tubes. The stud must pass through the screw hole of the end cover; and install another end
cover. The sealing surfaces of the front and rear end covers must be coated with surface sealant.
It is allowable to knock the covers with rubber or wooden mallet for fitting;
c. Screw off the stud and screw in the copper hexagon screw;
d. Install the flange socket 14. Replace the rectangular packing ring if it has serious impression; if it
is deflective, correct the position of the nest of tubes by fine turning the cover of heat exchanger;
e. Fasten the front and rear end covers, install the accessories;
f. Carry out the water test after assembly, and observe whether the nest of tubes leaks. Test
specification: pressure 0.6MPa, normal water temperature, test time 15 minutes. No leakage
allowed.

5.6.4 Radiator
1. Function
The cooling air transferred by the fan takes away the excessive heat of cooling water in the radiator
through radiator core and fins, which makes the cooling water in the range of normal operating
temperature. The radiator acts also as a compensation tank to adapt different volume of cooling
water due to temperature variation.

2. Structure
It is composed of the radiator, water drain valve, tank plug, and so on.

Fig. 5-6-8 Radiator Cooling System

1 Radiator, compl. 2 Water drain valve 3 Tank plug
4 Cooling water pipe 5 Thermostat

3. Disassembly and check

- 174 -
 Auxiliary Materials and wearing Spare Parts
Table 5-6-5
Auxiliary
Gasoline, compressed air, hydrochloric acid, brush, glue 204
materials
Tools 8″Screwdriver, spanner 10-12, spanner 14-17, hexagon spanner S8
Hose clip 7234.977.015.6 4
Wearing
Hose clip 7234.977.011.4 2
Spare
About
parts Sponge  =10
4 pieces  1000mmx20mm

Steps of overhaul
a. Drain off the cooling water and dismount the fan and the tank;
b. Clean the radiator fins with gasoline again and again if they are clogged, and blow them
repeatedly with compressed air in counterflow direction until they are completely clean;

Important!
 Keep the gasoline away from fire;
 Do not brush with force to prevent the cooling fins from breaking off and affecting heat
transfer;
 P3-T288 can be used to clean, and its concentration follows the manufacturer‘s
instruction; the emulsifier or diluted hydrochloric acid can also be used, but never use
the nitric acid or sulphuric acid because of their corrosion to copper tubes.

c. Do not use the descaling agent to remove the deposit in the radiator, as the deposit breaks off in
chips and are easy to fall into the slits of radiator and clog them. Remove the deposit carefully
with hydrochloric acid.

Important!
 It had better rinse the radiator with hydrochloric acid repeatedly in order to avoid
blocking, and then blow it with compressed air by water outlet again and again;
 Do not vibrate the radiator to prevent the deposit from breaking off in chips;
 After removing the scale with hydrochloric acid, neutralize the hydrochloric acid with
soda water at once, and then rinse the tubes with clear water to prevent the further
corrosion of copper tubes.

d. Assemble the radiator in reverse order of disassembly. Replace the sponge gland strip and coati
with aerodux (glue 204) if it is damaged.

5.6.5 Bossing

1. Function
The bossing concentrates the cooling air from the fan to blow the radiator in certain direction to cool
both the cooling water in the radiator and the air in the intercooler.

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2. Structure
The bossing is welded with sheet iron. One end is rectangular and connected with the radiator and
another is round to accommodate the fan.

3. Overhaul and assembly

The bossing is so simple in structure that there are not special requirements for disassembly and
assembly. It is only necessary to keep dismounted bossing from being damaged and deformed.
Coat the sponge gland strip with aerodux and fit it between the bossing and the radiator. If weld
seam opens, weld it.

Important!
The clearance between the bossing and the fan blade end surface should be even. It
must be greater than or equal to 6mm.

5.6.6 Fan Drive

1. Function
The fan drive device is driven by V-belt pulley on the crankshaft through V-belts, and it drives the fan
to rotate through the intermediate flange.

2. Structure
It consists of V-belt pulley, grooved ball bearings, bush, bearing shaft, lock rings, hexagon screws,
and so on.

3. Overhaul and assembly

When the V-belt pulley of fan drive runs out greatly, and if it has abnormal noise or the cumulated
operating hour reaches W4 maintenance level, it must be dismounted and checked. Renew the
grease; replace bearings if they are worn out.

Auxiliary Materials and Wearing Spare Parts

Table 5-6-6
#
Auxiliary Cleaning agent for metal, brush, 2 lithium base lubricating grease, thread
materials locking agent, diesel oil
Spanner 13-15, 14-17, socket driving head S24, torque wrench, bench
Tools
clamp, spanner 10-12
Grooved ball bearing
Wearing 0400.106207.3.0 2/fan drive
6207
Spare
Round flange 7234.950.034.4 1/fan drive
parts
Spring ring B10 0265.010016.0.2 4/fan drive

Steps of disassembly and check:

a. Remove the fan drive from the engine;
b. Clamp the V-belt pulley and the connecting bolt of the bracket in bench clamp, screw off the nut
and take down the V-belt pulley;
c. Remove the hexagon screw from the round flange, take off the round flange and check it.

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 Replace it if the labyrinth packing is worn seriously;
d. Remove the lock ring and press the shaft and grooved ball bearings out. Check the bearings for
wear. Replace them if they wear seriously or run out greatly.

1 Hexagon screw
2 Hexagon nut
3 V-belt pulley
4 Shaft
5 Hexagon screw
6 Round flange
7 Ring
8 Lock ring
9 Bearing

Fig.5-6-9 Fan Drive

Assembly
a. Clean the parts well, and the grooved ball bearings should be cleaned in diesel oil;
b. Press in the grooved ball bearings with soft mandrel. It is allowed to heat the belt pulley to
100~120℃ for convenient assembly;
c. Fill the grooved ball bearings with #2 lithium base lubricating grease or high-speed bearing
lubricating grease;
d. Install the round flange. Make sure the grooved ball bearings can be turned free without jamming;
e. Coat the M16 hexagon nut of V-belt pulley with locking agent and tighten it with 210~220Nm;
f. Install the fan drive in the reverse order of disassembly.

5.6.7 Tension Pulley

1. Function
The tension pulley is a component to tension the V-belt and installed under the supports of fresh
water pump and heat exchanger.

2. Structure
Three kinds of tension pulleys are available to series 234 diesel engines: three-groove, two-groove
and single groove rollers. The tension pulley is composed of V-belt pulley, lever, grooved ball
bearings, rings, bushes, tension ring, and so on. When the tension pulley runs out greatly or does
not rotate well, or reaches W4 maintenance level, overhaul it and renew lubricating grease.

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 1 Two-groove tension pulley
2 Bush
3 Lever
4 Locking ring
5 Hexagon bolt
6 Cover
7 Hexagon bolt

Fig. 5-6-10 Tension Pulley

3. Overhaul and assembly

Steps of overhaul
a. Screw off the hexagon bolt 7 of the tension pulley and take off the pulley;
b. Clamp the lever of the tension pulley in the vice and screw off the hexagon screw 5;
c. Press out the lever and grooved ball bearings with aluminum bar;
d. Clean the grooved ball bearings and check them for wear. If they are worn seriously, replace
them. (drawing No: 6.0320.07.4.6204)
Assembly
a. Assemble the tension pulley in reverse order of disassembly. Fill the grooved ball bearings with #2
lithium base lubricating grease or high-speed bearing lubricating grease; replace the spring
rings;
b. Place the side with locking ring of grooved ball bearing outside, and another side has no such
ring for convenient lubrication. The single grooved tension pulley has only one grooved ball
bearing, but with two locking rings on both sides (take off one when cleaning and replacing
grease);

Important!
The new grooved ball bearing has locking rings on both sides. Such ring installed inside
must be taken off for three-groove and two-groove tension pulleys.

c. Install the tension pulley, tighten the M14×60 hexagon screw with 100+10N· m. The V-belt should
be pressed down 10-20mm by thumb.

5.6.8 Thermostat

1. Function

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The thermostat is a self-regulating device in cooling system of the diesel engine. It adjusts the flow
of fresh water to the heat exchanger or radiator on the basis of temperature of water from the
cooling water channel of air intake manifold. With it, the cooling water can be controlled in an
appropriate range of temperature even when the engine works under low load.

2．Structure

1. Fresh water to thermostat

2. Fresh water to heat exchanger or radiator
3 .Fresh water to water pump
4. Thermostatic element
5. Valve disk

Fig. 5-6-11 Thermostat

Two thermostats for both raw A and B are installed in front of the fresh water inlet of the heat
exchanger. It consists of the sheet iron housing and thermostatic element. There are one inlet and
two outlets on the sheet iron housing.

Important!
Install the thermostat according to the arrow direction; do not mix the direction of three ports.

3. Use
When the thermostat doesn‘t open completely during engine operation, all or part of the fresh water
comes from the cooling channel of intake manifold of the engine flows to the inlet of the fresh water
pump directly through bypass pipe. It is helpful to warm up the engine just started and to keep the
optimum cooling water temperature of the engine when it works under part load.
After the engine was started, if the lubricating oil and cooling water temperature has not risen for a
long time, or the cooling water temperature is excessive but the temperature of the fresh water pipe
after the thermostat is not high, it possibly results from the damage or wrong assembly direction of
thermostat. To remedy it, remove the thermostat, put it in a water container to heat and check as per
the indication temperature on the parts; if the thermostatic element can not open or opens
incompletely, renew it.

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 5.7 Structure of Intake and Exhaust System
and Main Parts Disassembly, Check and Assembly

The intake and exhaust system consists of the intake system and exhaust system. When the diesel
engine works, the fresh air filtered by the air filter is sucked into the compressor in which it is
supercharged, and then enters the air cooler to be cooled as its temperature rises due to the
pressure increase. After that, the air passes through the intake manifolds of both cylinder rows and
inlet valves and enters the cylinders to take part in combustion. The exhaust gas generated from
combustion is swept out from the cylinders by pistons through exhaust valves and enters the
exhaust pipes, and then sent into the turbine of supercharger to drive the turbine rotor to do work;
finally the exhaust gas is exhausted through the exhaust main.

5.7.1 Intake System

The intake system of the exhaust gas turbocharged diesel engines is complex. The pressure,
temperature and density of fresh air have close ties with the combustion and emission of the engine.
The fresh air passes through the air filter and goes into the compressor which is coaxial with the
exhaust gas turbine; after being supercharged, the air goes into the intercooler, and then into the
combustion chambers through intake manifolds, air ducts of cylinder heads and intake valves.
The intake system consists of the air filter, exhaust gas turbocharger, air cooler and intake pipes,
etc.

1. Air filter
2. Compressor
3. Turbocharger
4. Air cooler
5. Exhaust gas
6. Charge air
7. Inlet valve
8. Exhaust pipe
9. Exhaust valve
10. Cooling water or
cooling air

Fig. 5-7-1 (1) Intake System of Marine Supercharged Diesel Engine

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 Fig. 5-7-1 (2) Intake System of Stationary Supercharged Diesel Engine

5.7.1.1 Air filter

1. Function
The air filter is used to prevent the dusts in air from entering the interior of the diesel engine, to
reduce the wear of moving parts of the engine resulting from air impurities and ensure the safe and
long term operation of the engine.

2. Structure and correct use

Three kinds of air filters are available according to different ambient conditions: oil-bath air filter,
wet-type air filter, dry-type air filter.
Incorrect use of the air filter will results in disability of engine protection and brings on the following
troubles:
a. The dust is mixed with the oil mist from the breather to form oil sludge, which will contaminate the
turbocharger, air cooler, intake ducts, thus bring on the supercharging pressure drop, less air
intake, increasing intake resistance, high exhaust temperature, black smoke and more fuel oil
consumption.
b. Acceleration of wear of inlet/outlet valves, valve seat rings, piston rings and cylinder liners, even
result in rupture of piston ring and scuffing of cylinder bore, which leads to exhaust temperature
rise, fuel consumption increase, power coastdown, shortened operating life of the engine.
c. The air filter will be clogged by dusts as a result of irregular maintenance, which results in inlet
resistance increase, power coastdown, exhaust temperature rise and black exhaust smoke.
d. The air filter will be damaged prematurely. If chips drop from the filter, the engine will be
damaged.

3. Disassembly, check and assembly

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 Auxiliary Materials and Wearing Spare Parts
Table 5-7-1
Auxiliary Diesel oil, CD40 engine oil, compressed air, spanner S14-17, brush
materials
1/engine(V6,)
Wet air filter（Ф150mm） 7234.740.053.7
2/engine(V12)
Wearing
Spare Wet air filter（Ф200mm） 7234.740.054.7 1/engine( V8)
1/engine(V6, V8)
Parts Oil bath air filter（Ф150mm） 7234.740.052.7
2/engine(V12)
Micro-top filtering cartridge of dry air 1/engine(V6, V8)
KLQ6--200
filter（Ф150mm） 2/engine(V12)

1) Oil bath air filter

It is mainly used on the stationary diesel engine working in ambient condition with more dust.

Dismantling and cleaning method

 Screw off the winged screw 4 and remove the cover 5;
 Take out the filter cartridge 7 from the housing 9, drain off the dirty oil in the housing and clean
the oil chamber;
 Clean the filter cartridge 7 in the gasoline or diesel oil, and dry it with compressed air;
 If the cartridge is too dirty to clean, unclench its screen cover and take out the palm fiber, wash it
with gasoline and dry with compressed air. Fluff it and then put it in the cartridge again and close
the screen cover;
 Fill the housing with lubricating oil used by the engine to the oil lever mark;
 Assemble the oil bath air filter in reverse order.

1 Filter, compl.
2 Hose clip
3 Protective screening
4 Winged screw
5 Cover
6 Gasket
7 Filter cartridge
8 Gasket
9 Housing
10 Pipe clip
11 Handle screw

Figure 5-7-2 Oil Bath Air Filter

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 Important!
 Do not upset the oil bath air filter when installing it, otherwise, the engine oil will flow
out;
 Fill the oil bath air filter with engine oil before commissioning;
 Clean the air filter after every 250 operating hours and renew the filter cartridge after
every 4000 operating hours.

2) Wet air filter

It is generally installed on the diesel engine working in ambient condition with less dust, e.g. on the
marine diesel engine. It is simple in structure.
In order that the air is able to pass through the filter with smooth progress and fine dust particles can
be trapped, before put the wet air filter into use, dip it into the lube oil, take it out and shake off oil
drops, and then mount it onto the intake pipe. So-called ―wet air filter‖ means that it has been dipped
in the lube oil, and a thin oil film is formed on the filter screen. When the air with dusts passes
through the filter screen, the dusts will adhere to the oil film, so that the air is purified. But after long
term operation, the dusts will clog the filter screen and the oil film will disappear, so the intake
resistance increases, which will result in higher fuel consumption and excessive exhaust
temperature. Therefore, it is necessary to clean the filter timely and dip it in the lube oil again to
build up the oil film on the surface. Generally, the wet air filter must be serviced after every 100
operating hours.

Important!
 The air filter must be removed and dipped in engine oil to build up an oil film before the
new installed marine diesel engine is put into commission.
 If the engine is at standstill for a long time, the air filter must be cleaned and dipped into
engine oil to form the oil film for storage. Retreat it before put it into use again.
 As the offshore and inland river air is dusty and of high temperature, the service interval
for the wet air filter should be shortened or the oil bath air filter or dry air filter should be
used.

Cleaning method
a. Remove the air filter from the engine;
b. Knock the filter housing gently with soft wood rod to remove
foreign matters in the filter;
c. Put the wet air filter into diesel oil and clean it with brush, dry
it with compressed air from inside to outside;
d. Dip the filter screen of wet air filter in the engine oil or coat it
with sufficient engine oil, shake off the oil drops;
e. Renew the wet air filter if it is corroded seriously or cracked.

Fig. 5-7-3 Wet air filter

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3) Dry air filter
The dry type air filter provides better filtering effect than the oil bath air filter and wet type air filter; it
can be used in the dustier ambient condition.

Fig. 5-7-4 Dry Air Filter

1 Dry air filter 2 Cap 3 Vacuum indicator 4 Fine filter cartridge
5 Hexagon nut 6 Pre-filter cartridge 7 Hexagon nut 8 Packing ring
9 Intermediate seat 10 Cover 11 Nut

Disassembly and cleaning method:

a. The filter must be cleaned when the vacuum indicator 3 appears;
b. Screw off the hexagon nut 11, remove the cover 10, intermediate seat 9 and packing ring 8;
c. Screw off the nut 7, take out the pre-filter cartridge 6 from the housing;
d. Screw off the nut 5, take out the fine-filter core 4;
e. Remove the cap 2 and the vacuum indicator 3;
f. Clean the housing and blow it with compressed air from inside to outside;
g. Assemble the dry air filter in reverse order.

Important!
The intake resistance of the air filter to the turbocharger should be not more than 3KPa
(300mm water column)

5.7.1. 2 Exhaust Gas Turbocharger

1. Function

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The turbocharger is used to increase the engine power at the same speed. In order to make the
given cylinder volume get more power, more heat energy must be provided to each expansion
stroke, that is, there must be more fuel to combust, therefore more fresh air must be supplied.
Supercharging means enhancing the air pressure and increasing the air density to augment the air
quantity in cylinders.

2. Working principle
The exhaust gas turbocharger utilizes the energy of the gas exhausted from cylinders to rotate the
turbine, thus driving the compressor impeller on the same shaft to rotate at high speed so that the
sucked air is supercharged.

Fig. 5-7-5 Exhaust Gas Turbocharger

1 Turbine casing 2 Packing ring 3 Thrust ring 4 Sleeve

5 Oil baffle 6 Thrust plate 7 Bushing 8 Packing ring
9 Compressor impeller 10 Hexagon nut 11 Compressor casing 12 Bearing ring
13 O-ring 14 Bearing housing 15 Locking ring 16 Bushing
17 Heat shield 18 Turbine 19 O-ring 20 Cover of bearing housing
21 Locking ring 22 Nameplate 23. Clamp plate 24 Bolt 25 Clamp
LE Air inlet LA Air outlet GE Gas inlet GA Gas outlet

Important!
After each disassembly and check of the turbocharger, the small parts should
be replaced as whole set when reassembling. The whole set of parts consists of parts 2, 6,
8, 10, 12, 13, 15, 16, 19, 24, etc. The ordering No. of this set of parts for series K37
turbocharger (imported) is 6.0690.17.7.0016.

3. Disassembly, check and assembly

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The high exhaust temperature resulting from incomplete combustion or overload and the high speed
of compressor impeller of turbocharger will accelerate the wear of the moving parts of the
turbocharger. Once the wear occurs, it will extend rapidly and enlarge the clearance, causing poor
air tightness and lube oil combustion. As a result, the exhaust turbocharger will be discarded and
the relevant vital components damaged. So the end user is recommended to disconnect the
exhaust elbow and check the run-out and axial clearance of turbine rotor after every 1000 operating
hours. If they are greater than the maximum limit, the turbocharger must be overhauled.

Auxiliary Materials and Wearing Spare Parts

Table 5-7-2
Auxiliary Cleaning agent for metal or diesel oil, brush, CD40 lube oil, supramoly lithium
Materials grease, anti-blocking agent
6″ screwdriver, open-ended spanners 13-15, 14-17, locking ring tongs, bench
Tools
clamp, spanner 9-11
Gasket 7234.851.079.4 4/turbocharger
Oval gasket of exhaust
7234.851.010.4 2/turbocharger
elbow
Bellows 7620.942.033.4 2/turbocharger
Wearing Hose (for turbocharger
7234.861.027.4 1/turbocharger
Spare outlet)
Parts Hose clip 7620.977.019.6 4/turbocharger
Locknut 7234.360.036.4 16/turbocharger
Oval gasket for oil inlet pipe 7234.851.024.4 1/turbocharger
Oval gasket for oil return
7234.851.029.4 1/turbocharger
pipe

Steps of disassembly and check:

a. Disconnect the exhaust elbow of the turbine; measure the axial clearance and run-out of the rotor
in front of turbine impeller with lever type dial indicator. If any measured value is out of the limit or
the operating hours of turbocharger comes to W4 maintenance level, or the lube oil leaks from
both ends of the rotor, the turbocharger must be overhauled ;
c. Disconnect the air pipe, lube oil inlet and return pipes and heat shield on the turbocharger, check
the lubricating oil return pipe and the oil return chamber (at hose joint) for passage. Do this check
after every 1000 operation hours;

Notes to assembling
a. Clean again the parts carefully and dry them with compressed air, especially the oil channels;
b. Assemble in reverse order of disassembly and renew the O-rings and gaskets;
c. The packing ring on the rotor shaft should be turned freely and the side clearance should be less
than or equal to 0.1mm. Apply the specified engine oil to each part when assembling;
d. The axial float of rotor shaft measured at turbine end should be in the range of 0.03~0.12mm and
the radial run-out in the range of 0.20~0.50mm. The radial clearance between turbine casing and
impeller should be well-proportioned and in the range of 0.65~0.90mm, and that between
compressor casing and impeller should be in the range of 0.65~0.80mm. The impellers should be

- 186 -
 turned freely with hand, without jamming;
e. Before installing the oil pipe, fill clean CD40 lubricating oil about 100ml in both side holes (Φ4mm)
inside the oil hole of turbocharger with oil gun and turn the rotor at the same time to lubricate
each point sufficiently;
f. The connected air pipe is not allowed to push or pull the turbocharger, otherwise, adjust the
installing position of relevant parts;
g. When the major overhaul is performed, the trestle of turbocharger should be serviced: remove the
tee-piece, take down the slide on the trestle; coat both sides of slide with anti-sticking agent after
cleaning; renew the spring ring; degrease the bolt and coat its thread with locking agent. Never
press the spring ring in excess, otherwise the slide can not move.

5.7.1.3 Air cooler

1. Function
After being compressed by the exhaust turbocharger, the fresh air temperature will rise, even up to
160℃. The air cooler is designed to cool such air and improve the air density.

2. Structure
Two kinds of air coolers are available for series 234 diesel engines.
Air-air cooler: in this structure, the charge air is cooled by the fan. Such air-air cooler is mainly used
for stationary diesel engine.
Water-air cooler: the charge air is cooled by raw water. This cooler is mainly used for marine diesel
engine.
a. Air-air cooler
In fact, the air-air cooler is similar to the radiator in structure. The only difference between them is
that the cooling medium in the pipe of radiator (water tank) is water, and the cooling medium in the
pipe of air-air cooler is air. The air-air cooler and the radiator are mounted together and cooled by
the same fan.
The cleaning method for this cooler is the same as that of radiator.
b. Water-air cooler
The composition of the water-air cooler is as shown in Fig. 5-7-7.

1 Radiator block
2 Flange cover
3 Flange cover
4 Gasket
5 Cheese head screw
6 Securing washer
7 Screw plug
8 Packing ring
Fig. 5-7-7 Water-air cooler

- 187 -
 Auxiliary Materials and Wearing Spare Parts

Table 5-7-3
Auxiliary Gasoline or cleaning agent for metal, hydrochloric acid, compressed air, bottle
Materials brush, surface sealant
Tools Open spanners 14-17, 13-15, hexagon spanner S6, screwdriver
Wearing Square gasket 7234.851.020.4 2/cooler
Spare O-ring 0610.050040.1.0 2/cooler
Parts Gasket 7234.851.022.4 2/cooler
Steps of servicing
a. Remove the intake housing (front end) of air cooler and the raw water inlet pipe, check the
radiator fins in air chamber for clogging and dirt, and check the copper pipes in water chamber
for clogging or deposit; if there is any fault, dismount and clean the air cooler;
b. Dismount the air cooler from the engine and disconnect the outlet housing which is connected
with the intake pipe;
c. Clean the radiator fins of the air chamber in gasoline or organic solvent, clean them with
compressed air in reverse direction of air intake;
d. If the copper pipes of the water chamber are clogged or have scales, remove the flange covers
at both ends and clear off;
e. Remove the scales using hydrochloric acid solution of 5%. Dip the radiator block of air cooler
into the liquid when cleaning, brush it with bottle brush or soft wood stick (Ф7mm) after a time,
but never use hard stick. Clean it and neutralize with soda water of 5%, then rinse with clear
water.
f. Clean all the parts and assemble them in the reverse sequence of disassembly, renew the
gaskets and O-rings; install the air cooler on the engine.

Important!
 Both sides of the gasket of the flange cover must be coated with surface sealant. The
radiator block must be replaced if the copper pipes have cracks. One or two cracked
pipes can be blocked by means of riveting both ends with copper bar as a temporary
treatment. The water pressure test is recommended if convenient. Recommended test
pressure: 6 bar, test duration: 10~15 minutes.
 The face with nameplate of the air cooler should be placed upwards.
 Preparation of hydrochloric acid cleaning liquid:
The hydrochloric acid with volume concentration of 36% should be diluted 6 times with
water.
The calculation formula:
r
Vwater  (  1)  Vacid
5%
Vwater - Volume of water (L)

Vacid - Volume of hydrochloric acid (L)

r- Volume concentration of hydrochloric acid (%)

- 188 -
 5% -- Concentration of hydrochloric acid cleaning liquid
 When the intercooler is put on the bracket to connect the two intake pipes, the shims
are necessary between the cooler and bracket as the height of bracket is not always
suitable. Otherwise, the flange connecting the intake pipe and intercooler will be
damaged due to the heavy weight and vibration of the air cooler during the engine
operation;
 A leak-proof valve is designed to observe whether the water leaks from the air cooler or
not. Before starting the engine, it is necessary to open the valve to observe (it is normal
to see a little condensed water drops out; if a large amount of seawater flows out, the
cooler and relevant parts must be checked). The valve must be closed during engine
running.

5.7.1. 4 Intake manifold

1. Function
It connects the intake system (cylinder heads) and makes it airtight; through it the fresh air goes into
the cylinder heads.

2. Structure
The intake manifolds are installed at the inner side of the cylinder heads and connected with the
intake ducts, the structure is as shown in Fig. 5-7-8.

Fig. 5-7-8 Intake Manifold

1 Intake manifold 2 Gasket 3 Water elbow
The cooling water channel is designed in the intake manifold (1). The cooling water and fresh air
communicate with the water and air ducts of each cylinder head through the branch pipes of which
the number is equal to cylinders. The gasket (2) is used to seal the manifold and branch pipe. The
cooling water from the cylinder heads flows together into the water channel of intake manifold
through branch pipes, and then goes into the heat exchanger through the elbow (3). The air enters
through the front end of manifold, both manifolds of row A and B communicate at the end through
the elbow. A water temperature sensor is mounted on the top of the pipe.

3. Disassembly and assembly

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 Auxiliary Materials and Wearing Spare Parts
Table 5-7-4
Auxiliary Materials Gasoline or cleaning agent for metal, surface sealant
Tools Open-ended spanner S10-12, torque spanner, screwdriver
6/engine (V6)
Wearing Intake manifold gasket 7234.851.063.4 8/engine (V8)
Spare 12/engine (V12)
Parts Gasket 7234.851.076.4 4/ engine
Square gasket 7234.851.022.4 4/ engine
Piece of tube 7234.861.036.4 1/ engine

Important!
a. Drain off the cooling water in the engine before disconnecting the intake manifold;
b. When installing the intake manifold, the planeness of end faces of two inlet manifolds to
be connected with the air cooler must be not more than 0.1mm, level it with leveling rule;
c. When reinstalling the intake pipe, renew the gasket one if it has any impression on it and
apply surface sealant to the new;
d. During major overhaul, the water test must be carried out to the water channels of the
intake manifolds (with test pressure of 0.6MPa and at normal water temperature).

5.7.2 Exhaust System

1. Function
It connects the cylinder heads and makes them gastight, exhausts the cylinders of gas.

2. Structure
The exhaust system mainly consists of exhaust pipes, exhaust elbows, corrugated pipes, exhaust
pipe cleading, etc.

Exhaust pipes
There are two kinds of exhaust pipes (including elbow pipes) used on series 234 diesel engines: dry
exhaust pipe and water-cooled exhaust pipe.

a．Dry exhaust pipe (take that of V8 engine as example）

The exhaust pipe 1 is integrated by two branch pipes. The shorter one connects with cylinders 2
and 3, the longer one connects with cylinders 1 and 4. They are connected to the opposite exhaust
channels of cylinder heads through the pipe connections with hexagon screws, and the gas
tightness of pipe connections is guaranteed by gaskets. Only two exhaust gas channels are
designed inside the exhaust pipe, but there is no cooling water passage. The exhaust pipe end is
connected with the exhaust elbow through the shaped gasket. The exhaust elbow is a two-in-one
tube that bends towards the middle of the engine to lead the exhaust gas, and its outlet is
connected with the exhaust elbow 5 (three-way adapter) through adapter 8 to exhaust the gas.
When repairing, check the planeness of the joint surface of straight exhaust pipe; repair it by milling
if greatly deformed.

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 Structure 1

1 Exhaust pipe 2 Intermediate pieces 3 Exhaust elbow 4 Gasket

5 Exhaust elbow 6 Gasket 7 Oval gasket 8 Hexagon screw

Structure 2

1 Exhaust pipe 2 Exhaust pipe 3 Right exhaust elbow

4 Left exhaust elbow 5 Exhaust elbow 6 Gasket
7 Adapter 8 Clip 9 Hexagon screw 10 Elbow gasket

Fig. 5-7-9 Dry-type Exhaust Pipe（take that of V8 engine as example）

b. Water-cooled exhaust pipe

The surface temperature of water-cooled exhaust pipe drops from 650℃ (of dry-type exhaust pipe)
to 80℃, which has no impact on engine power, the specific fuel consumption increases only by
about 1%. The exhaust temperature after turbine of the diesel engine with water-cooled exhaust
pipe is about 470℃, which is about 100℃ lower than that of the engine with dry-type exhaust pipe;
this can reduce the temperature of engine room effectively, but this type of exhaust pipe has higher
cost and more maintenance workload.

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 Fig. 5-7-10 Water Cooled Exhaust Pipe

Adapters (corrugated pipes)

The adapters are compensating pipes, providing the expansion space for the heated parts of
exhaust system. They are made of heat-resistant metal with certain expansion property. The front
end of the adapter connects with the exhaust elbow and the rear end with the three-way exhaust
elbow through triangular flanges with gaskets (structure 1). The extended corrugated pipe (structure
2) is used on the currently made diesel engines, which is clamped on the exhaust elbow and
trapezoidal connection of three-way exhaust elbow with pipe clips, this avoids the vulnerability of the
former short bellows.

Three-way exhaust elbow

The three-way exhaust elbow is installed above the rear end of the crankcase and is the connecting
piece between two exhaust pipes and the turbine of supercharger. Inside it two gas channels
communicate with the exhaust pipes of two cylinder rows respectively. The outlet connects with two
inlets of turbine through hexagon screws. The steel gasket can be used if gas leaks.
The exhaust gas after turbine is discharged through the outlet exhaust pipe. The outlet exhaust pipe
has no special structure, only a bellows and a silencer are installed on the midway.

3. Disassembly and assembly

Auxiliary Materials and Wearing Spare Parts

Table 5-7-5
Auxiliary
Gasoline or cleaning agent for metal, anti-blocking agent, surface sealant
Materials
Tools Open-ended spanner S10-12, torque spanner, screwdriver
Wearing 6/engine (V6)
Spare Oval gasket 7234.851.027.4 8/engine (V8)
Parts 12/engine (V12)

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 Gasket 7620.851.079.4 6/engine (structure 1)
Intermediate
7234.942.138.5 2/engine (structure 1)
piece
Elbow gasket 7234.851.011.4 1/engine
Adapter 7620.942.033.4 2/engine (structure 2)
6/engine (structure 1)
Stud 0212.010030.1.2
10/engine (structure 2)
Locknut 7234.360.036.4 10/engine
Clip 7620.977.019.6 4/engine

Important!
 All the hexagon screw, studs and nuts should be coated with anti-blocking agent for
easy removal;
 Neither compress nor twist the corrugated pipe when fitting it;
 Renew all the gaskets when reassembling;
 For new engines or engine with reinstalled exhaust pipe, tighten the hexagon screws
of exhaust pipe with 50~55Nm after first 60 operating hours, after 100 hours, and then
after every 500 hours;
 the inside diameter of outlet exhaust pipe with three 90° elbows over a length of 10m
must not be less than Ф125mm.

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 5.8 Structure of Starting System and

Main Parts Disassembly, Check and Assembly

The starting system of diesel engine drives the crankshaft to rotate to the ignition speed, and then
the diesel engine begins to run by itself.
Three kinds of starting modes are available to series 234 diesel engines: starter, air starter, and
compressed air starting system.

5.8.1 Starter Starting System

The starter is the most popular starting system of series 234 diesel engines. The D.C starter drives
the flywheel with gear ring to turn the crankshaft through the pinion on the same shaft for starting of
the engine.
The starter starting system is mainly composed of starter, starting battery and charging generator，
etc.

5.8.1.1 Starter

1. Structure
The D.C 24V, 5.4kW or 6.6kW starter can operate continuously for 10s. It is installed at the outside
of the rear end of crankcase of row A and secured to the flywheel housing through 3 hexagon
screws. It is composed of housing, excitation and armature windings, carbon brush set, front and
rear end covers, etc. Two electromagnetic switches are installed in the rear end cover. One of them
makes use of the to-and-fro movement of center shaft to push the meshing lever, which makes the
pinion of starter to mesh with the flywheel gear ring; after starting, the charging generator builds up
the primary voltage, another switch gets electric signal to cut off the power supply to the starter, and
the pinion retracts. This makes sure that the starter will not be burned out by the reverse induced
voltage generated from the overspeed of starter driven by the flywheel. So in addition to two leads
from the battery, there is still a wire from the diesel engine.
The friction clutch together with the starter is fitted in the front end cover and supported by the
rolling bearing (Fig 5-8-1). The clutch is composed of the clutch housing, driving shaft, meshing
lever, pinion, clutch disk, clutch helical splined sleeve, etc. The clutch housing is connected with the
starter rotor through the clutch disk at the middle. The pinion and meshing lever are assembled
together with the driving shaft, the shaft is shrunk on the meshing lever and the pinion is secured to
the front end of shaft with a hexagon screw; the rear end of meshing lever passes through the
starter rotor and is opposite to the center shaft of the electromagnetic switch, and the front end is
supported in the front end cover by the roller bearing. A helical spline is machined on the driving
shaft on which is fitted a splined sleeve. The driven clutch disk is fixed on the sleeve.

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 1 Pinion
2 Driving shaft
3 Clutch housing
4 Helical splined sleeve
5 Meshing lever
6 Helical spline
7 Clutch disk
8 Flywheel gear ring

Figure 5-8-1 Clutch of Starter

2. Disassembly and assembly

Auxiliary Materials and Wearing Spare Parts

Table 5-8-1
#
Auxiliary materials 2 lithium base grease, diesel oil, brush
Tools Spanner S14-17, 8″screwdriver
Wearing Starter (for stationary engine) 7234.079.017.6 1/engine
Spare
Parts Starter (for marine engine) 7234.079.014.6 1/engine

Steps of disassembly:
a. Remove the ground cable of battery;
b. Mark and remove the cables of starter;
c. Screw off three hexagon screws and take off the starter;
Install the starter in reverse order.

Important!
Before installing the starter, coat the pinion with a thin layer of 2# lithium base grease. Check
the pinion carefully for wear; replace it if damaged.

3. Check carbon brush set

The carbon brushes of starter are wearing parts. Wear of
the brush is one of the causes of engine starting failure.
Check the carbon brushes as follows:
a. Undo and remove the hexagon screws with screwdriver,
take down the starter and remove the housing;
b. Take out the spring 2 of each brush with hook
(Fig.5-8-2A). Do not distort the springs. Check whether
the brush is flexible in the guide. The brushes and
holders must be free of carbon dust, oil or grease. If
these components are contaminated, take out the
brushes (Fig.5-8-2B), clean them with non-cottony cloth

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 and clean the guide with compressed air.

Fig. 5-8-2B Fig. 5-8-2C

Fig. 5-8-2D Fig. 5-8-2E

Fig. 5-8-2 Check of electric brush

Important!
Before removal of the brush, make the installation mark of the brush and insulated brush
wire on the guide and cable. Replace the brush if it is cracked, unsoldered or worn to the
spring, or to the wire soldered in the brush. Place the spring correctly on the brush when
assembling.

c. Clean the grooves of commutator before installing new carbon brush. Loosen the cable 1(Fig.
5-8-2 B), and screw off five hexagon nuts 1(Fig.5-8-2 C);
d. Take down the whole end cover 1 (Fig 5-8-2 D) from the starter body 2;
e. Clean the commutator grooves 1(Fig. 5-8-2 E) with hardwood stick, and then clean the
commutator with non-cottony clean cloth;
f. Dress the commutator if it is deeply scored or not round.
Assemble in reverse order.

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5.8.1.2 Battery
The battery has a capacity of 165A·h and the voltage is 24V. It can be used to start the engine
continuously for 12 times after it is fully charged.

Important!
 Check the acid level regularly. When the level is low, top up with clean distilled water;
 Check the acid density periodically (the density varies with the ambient temperature,
so the check should follow the instructions). Charge the battery in time if the voltage
is not sufficient.
 Dispose of old batteries at official collection points! Never dispose of with the
household rubbish!

5.8.1.3 Charging generator

1. Structure
The battery capacity is not big enough to supply the customers on the engine such as starter and
monitoring device with electricity, a charging generator is required to charge the battery. A transistor
voltage regulator is installed beside the imported generator. It is used to derive the excess of voltage
when the engine speed is over 1500r/min to ensure the voltage of the generator adapts to that of
the battery. The charging generator is installed in the center of the front wall cover of row A of
crankcase and driven by the main belt pulley through a V-belt.

Fig. 5-8-3 Charging Generator

1. Charging generator 28V/27A 2. Bracket 3. Bracket 4. V-belt pulley

5. Blade ring 6. Shackle 7. V-belt 8. Rubber cap
9. V-belt protection

2. Disassembly and assembly

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 Auxiliary Materials and Wearing Spare Parts
Table 5-8-2
Auxiliary materials Belt wax
Tools Spanner S14-17, S19 -22, S13-15, 10″ and 8″screwdrivers
Generator KI (for
7234.079.013.6 1/engine
stationary engine)
Generator KI (for marine
7234.079.012.6 1/engine
Wearing engine)
Spare Transistor voltage
7234.065.001.6 1/engine
Parts regulator (important)
V-belt 0480.101100.0.0 1/engine
V-belt (for dynamo of
0481.101075.1.0 1/engine
mud pump unit)

Steps of Disassembly
a. Remove the negative wiring clip of the battery, mark the
cable and disconnect the cable 3 generator;
b. Screw off the hexagon screw 4 of the fastener 5;
c. Undo the hexagon nut 6, and turn down the generator, take
down the V-belt;
d. Screw off the hexagon nut 6 and take off the generator 7.
Install in inverse order.

Fig. 5-8-4 Disassembly and Assembly of generator

Process of starting
When starting the engine, push down the ‗start button‘ to switch on the circuit between the battery
and starter, which makes the rotor shaft of starter (namely clutch housing) turn clockwise and drive
the clutch disk to turn. At this time, the clutch has not engaged yet and the electromagnetic switch
acts, which makes the center shaft move forward，push the meshing lever to drive the driving shaft
and the pinion to move forward and mesh with the flywheel gear ring. While the above action is
completed, the helical splined sleeve and the driven disk are in a state of semi-frictional floating. By
the action of the helical spline, the driving shaft turns as it moves forward, and accordingly the two
gear rings will mesh perfectly. At this time the torsion moment can‘t make the flywheel run.
After these two gear rings mesh, the driving shaft stops moving forward. At the same time, the
semi-frictional driven disk with sleeve moves backward along the helical groove, it makes the clutch
more and more pressed as it moves backward so as to engage completely. The turning moment of
the housing are transferred to the driving shaft completely through the clutch and splined sleeve,
which makes the pinion drive the flywheel to overcome the static inertia and motion resistance of the
engine and begin rotating; when the rotational speed reaches the firing speed (115r/min), the fuel oil
in cylinders begins to self-ignite, and the combustion gas pushes the pistons to do to-and-fro
movement, thus the engine starts.
As soon as the engine begins to fire, release the ‗start button‘ immediately to cut off the power
supply of starter. After the engine starts, the starter runs at overspeed due to being driven by the
flywheel gear ring (but it can not burn out). At the same time the rotor of starter becomes passive,
the driving shaft, pinion and meshing lever move backward under the action of the helical spline,
two gear rings are disengaged gradually, thus the process of starting ends.
In order to prevent the starter from burning out due to failure of releasing the ‗start button‘ in time,

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the charging dynamo has built up the primary voltage at the beginning of starting and lead in
another electromagnetic switch to retract the action of starter. This voltage fades away after the
engine stops and the switch is reset for next starting. The starting current is very big; in order to
prevent the leads and starter damage due to being heated and to recover the battery capacity, if the
first starting fails, carry out the next with an interval of more than 1 minute.

5.8.2 Air Starter Starting System

The principle of the air starter starting system is the same as that of the electric starter. The only
difference is that the pinion is driven by compressed air instead of electricity.
The air starter is also secured to the flywheel housing with 3 hexagon screws.
The air starters may be fitted with pressure release valve or not.

5.8.2.1 Air starter with pressure release valve

1. Construction
The air starter with pressure release valve consists of starting air bottle, pressure release valve,
straightway valve, differential oil filler, etc. The capacity of the compressed air bottle should be big
enough to start the engine for more than 12 times. The air pressure should be about 3MPa. The
pressure release valve is used for regulating the air pressure into the starter, on this valve are fitted
two pressure gauges, one is used to indicate the pressure in the air bottle and another to indicate
the pressure to the starter. The straightway valve is used to open and close the air passage
between the air bottle and starter. The oil is injected into the compressed air through the differential
oil filler to lubricate the starter.

Fig.5-8-5 (1) Air starter with pressure release valve

1 Compressed air pipe 2 Valve 3 Starting lever

4 Disk clutch 5 Pinion 6 Air starter
7 Differential oil filler 8 Straightway valve 9 Pressure release valve
10 Compressed air bottle 11 Changeover valve 12 Quick release valve

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2. Working principle
The compressed air from the bottle 10 passes through the pressure release valve 9, straightway
valve 8, differential oil filler 7 and comes into the air starter. Push the starting lever 3 by hand to
open the valve in the starter and the high pressure air will push the starter to turn, and the air starter
drives the flywheel with gear ring through the pinion 5 on the same shaft to turn the crankshaft. The
pinion will disengage the flywheel gear ring after engine starting.
When press the button , The compressed air from the bottle comes into the air starter and drives the
pinion to turn. oil sprayer plays the role of lubrication.

Fig. 5-8-5(2) Air starter without pressure release valve

The structure of the air starter without pressure release valve is as shown in above figure.

5.8.3 Compressed Air Starting System

1．Structure
The starting air distributor is installed on the flange cover above the middle of front wall cover. It is
composed of distributor, distributing disk 2, driving shaft 3, intermediate plate 11 and pipe
connections.

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 Fig. 5-8- 6 Starting air distributor
1 Starting air distributor 2 Distributing disk 3 Driving shaft 4 Intake pipe of main starting valve
5 Injection pump drive 6 Cylinder head 7 Fastening screw 8 Starting valve
9 Driving gear of injection pump 10 Starting air distributor cover 11 Intermediate flange
12 Front wall cover 13 Flange cover 14 Pipe connection

2. Working principle
Passing through the air distributor, air pressure pipe and starting valve on the cylinder head, the
compressed air from the air bottle gets into the cylinder when the piston just passes the top dead
center of compression stroke (working stroke starts) and pushes the piston down to drive the
crankshaft. When the rotational speed reaches the firing speed, the starting air is cut off.

3. Disassembly, assembly and adjustment

a. Screw off the hexagon screws of distributor cover and remove the cover;
b. Draw out the distributing disk 2 with shaft 3 and clamp it in vice, unscrew the nut of distributing
disk (left-hand thread) to make the distributing disk turn smoothly on the shaft (as the distributing
disk and the shaft are in cone fit, if the fit is too tight to turn the disk, knock the shaft end face
gently);
c. Turn the engine clockwise (by hand) to make the last cylinder of row A of V6/V12 or that of row B
of V8 to get at 10°~15° after top dead center of compression stroke, insert the distributing disk 2
with shaft into the air distributor, and embed the tongue of shaft 3 in the groove of intermediate
flange 11;
d. Turn the distributing disk (clockwise viewed from front end) to make the orifice on the distributing
disk tangential to the hole communicating with cylinder A3 of 6-cylinder engine; to the two holes
communicating with cylinder (A2), B4 of 8-cylinder engine and to the two holes communicating
with cylinder (A3), A6 of 12-cylinder engine, see Fig.5-8-7;

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 Fig. 5-8-7 Position of Orifices on the Distributing disk

e. Tighten the nut of distributing disk;

f. Fit on the distributor cover and tighten the hexagon screws.

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 5.9 Structure of Speed Adjusting Device
and Stopping Device, and
Disassembly, Check and Assembly of Their Main Parts

The speed adjusting device is connected directly with the quadrant on the speed governor. The
quadrant is fitted on the control rod of fuel injection pump, which changes the position of rack, thus
the engine speed is changed.

5.9.1 Lever-operated speed adjusting device

Fig. 5-9-1 Speed adjusting device of marine engine

1 Bracket 2 Lever 3 Shackle 4 Threaded rod 5 Angular joint
6 Angular joint 7 Bush 8 Bush 9 Bush 10 Bush

It is mainly used on the marine main engine and engine for engineering vehicles. This speed
adjustment device is linked generally with the flexible shaft or cylinder to turn the lever 2, and it turns
the shackle 3 through the angular joints 5, 6 and the threaded rod 4, accordingly drives the quadrant
of governor to turn so as to change the fuel supply and rotational speed.
It is convenient to disassemble and assemble the speed adjusting device of marine engine, but
attention should be paid to the positions of bushes 7, 8, 9, 10; do not lose them during
disassembling and mix them when assembling. The angular joints and the bush 8 must be
lubricated with supramoly lithium base grease.

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5.9.2 Manual Speed Fine Adjusting Device

Fig. 5-9-2 Manual speed fine adjusting device

1 Hand wheel 2 Bracket 3 Lever 4 Threaded rod

5 Angular joint 6 Angular joint 7 Shackle

The hand wheel 1 turns the lever 3 and through the angular joints 5, 6 and threaded rod 4 turns
shackle 7, accordingly drives the quadrant of governor to turn so as to change fuel supply and
rotational speed.
This speed fine adjusting device is mostly used for stationary diesel engines with local control. It is
installed at the side of intake manifold of row A. The hand wheel thread, angular joints and lever
bush must be lubricated with supramoly lithium base grease.

5.9.3 Electric speed adjusting device

1. Function
The electric speed adjusting device is fitted on the intake manifold of row A of the engine by means
of a bracket. It can adjust the engine speed accurately to make the speed of alternator match with
the other generating set or system frequency for parallel operation.

2. Structure
It is mainly composed of terminal box cover, cable shield, angular joint, tension spring, housing, and
so on.

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 1 Terminal box cover
2 Cable shield
3 Angular joint
4 Tension spring
5 Hexagon nut
6 Housing
7 Hexagon screw
8 Threaded rod
9, 10 Adjusting screws
11 Lever

Fig. 5-9-3 Electric speed adjusting device

3. Disassembly and assembly

a. Disconnect the grounding cable from the battery;
b. Open the terminal box cover 1, disconnect the cable and mark it; loosen the cable shield 2 and
pull out the cable;
c. Loosen the hexagon nuts of two angular joints 3 and remove the threaded rod 11;
d. Remove the tension spring 4;
e. Screw off the hexagon nut 5, remove the housing 6 with motor;
f. Screw off the hexagon screw 7 and remove the bracket;
g. Assemble the device in reverse order.

Important!
Lubricate the angular joints and the threaded rod of motor with supramoly lithium base
grease before assembling.

4. Adjustment
a. Screw out the adjusting screws 9 and 10 properly from the housing;
b. Adjust the engine speed to maximum;
c. Screw in the adjusting screw 9 carefully until you feel resistant, then screw it back by 1/3 turns,
and then tighten and lock the nut;
d. Adjust the engine speed to minimum, adjust the screw 10 in the same manner;
e. Adjust the engine speed to maximum and minimum for check; fine adjust the screw 9 or 10 if
necessary.

Important!
If the tilt angle of lever 11 is not proper in the range of maximum or minimum speed,
correct it by adjusting the length of threaded rod 8. Both ends of threaded rod 8 are fixed
respectively by a left-handed nut and a right-handed nut.

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5. Disassembly and assembly of electric speed fine adjusting device

Fig. 5-9-4 Electric speed fine adjusting device

1 Motor cover 2 Cable shield 3 Cable 4 Hexagon screw 5 Cover plate
6 Limit switch 7 Adjusting screw 8 Lever 9 Shaft 10 Locknut
11 Hexagon screw 12 Threaded rod 13 Housing

a. Screw out the electromotor cover 1, loosen the cable shield 2, disconnect and mark the cable,
pull out the cable 3;
b. Screw out four hexagon screws 4 and loosen the terminal box cover;
c. Mark and pull out the cable from the limit switch 6, remove the terminal box with cover and the
cable;
d. Undo the lock nuts of two adjusting screws 7, and screw out the adjusting screws;
e. Mark the position of lever 8, screw out the shaft 9 with cam switch and limit switch 6, draw it
out according to the arrow direction;
f. Screw out two limit switches 6;
g. Screw off the locknut 10;
h. Screw off the hexagon screw 11 and remove the motor with reducing gear; remove a set of disk
spring, washer and driving bush from the square shaft of electromotor;
i. Screw out the threaded rod 12 from the housing13;
j. Assemble the device in reverse order.

Important!
 Lubricate the threaded rod 12 with grease before assembling;
 Assemble the disk spring as shown in Fig. 5-9-4;
 Screw in the locknut 10 until you feel resistant, and then further screw one turn.

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5.9.4 Stopping device

5.9.4.1 Solenoid stopping device

1. Function
The lifting magnet can stop the engine by remote or manual control. When it is energized and
excited, it pushes the control rod of injection pump to the zero oil supply position through lever and
cuts off the fuel supply to stop the engine.

2. Structure

Fig. 5-9- 5 Solenoid stopping device

1 Lifting magnet 2 Bracket 3 Bracket 4 Yoke end 5 Angular joint
6 Angular joint 7 Threaded rod 8 Lever 9 Hexagon nut 10 Hexagon nut
11 Shackle 12 Ball button 13 Vibration bush 14 Tension spring 15 Bush

3. Disassembly and assembly

a. Disconnect the ground cable of the battery;
b. Screw out the bolts on the terminal box cover of lifting magnet, remove the cover, mark and
disconnect the cable;
c. Undo and remove the hexagon nuts 9 of angular joints 5 and 6; undo two nuts at both ends of
threaded rod 7 and remove threaded rod 7;
d. Undo and remove the hexagon screw and nut of lever 8, remove the lever 8;
e. Undo and remove the hexagon screws of brackets 2 and 3, dismount the lifting magnet with
brackets 2 and 3;
f. Dismount the brackets 2 and 3 from the lifting magnet;
g. Install the lifting magnet in reverse order.

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4. Wiring diagram of lifting magnet
Remove the cover of lifting magnet and connect the wires as indicated in figure below:

Fig. 5-9- 6 Wiring diagram of lifting magnet

5. Adjustment of solenoid stopping device

The solenoid stopping device must ensure the engine can stop and start successfully, which can be
achieved by adjusting the length of threaded rod 7.
a. Undo the nuts 9 and 10 at both ends of threaded rod 7;
b. Push the ball button to the end (in stop direction); and push the stopping lever of speed
governor to the end; link the lever 8 and the speed governor lever together with threaded rod 7
with angular joints 5 and 6;
c. Turn the threaded rod 7 to adjust the length.

Important!
While installing, a clearance of 0.5~2.5mm between the stopping lever of speed governor
and the limit surface must be ensured after the lifting magnet is pulled to full stop position,
which can prevent the winding of lifting magnet from burning out due to overcurrent. All the
moving joints and the lever 8 should be coated with supramoly lithium base grease.

d. Tighten the hexagon nuts 9 and 10 of threaded rod;

e. Start and stop the engine to check whether it starts and stops without more ado, otherwise
adjust the length of threaded rod again.

5.9.4.2 Overspeed protection device

1. Function
The overspeed protection device cuts off the fuel supply automatically to stop the diesel engine
immediately when it exceeds 15% (for generating set) or 20% (for main engine) of the rated speed.

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2. Structure

Fig. 5-9-7 Overspeed protection device

1 Solenoid valve 2 Bracket 3 Screw socket 4 Screw socket

5 Screw piece 6 Spill valve 7 Spill flexible 8 Hollow screw
9 Flexible pipe to injection pump 10 Spill valve 11 Flexible pipe

3. Disassembly and Assembly

a. Cut off the fuel inlet and return valves;
b. Screw out the spill valve 10 and remove the spill flexible 7;
c. Screw out the screw piece 5, remove the flexible pipe 11;
d. Screw out the hollow screw 8 and the spill valve 6 of the flexible pipe from solenoid valve 1 to
injection pump, remove the flexible pipe 9;
e. Screw out the screw sockets 4 and 3;
f. Mark and disconnect the wires; dismount the solenoid valve 1;
g. Screw out the hexagon screws and dismount the bracket 2;
h. Install the overspeed protection device in reverse order.

4. Checking and adjustment

Auxiliary Materials and Wearing Spare Parts

Table 5-9-1
Auxiliary materials Thread locking agent
Tools Spanner S14-17, spanner S17-19, 4″screwdriver
Packing ring A14×18 0600.014018.3.0 4
Wearing Packing ring A8 ×14 0600.008014.1.0 2
Spare
parts Packing ring A22×27 0600.022027.3.0 3
Solenoid valve 7234.078.002.6 1

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Steps of checking and adjustment:
a. Start the engine; adjust the speed to 85％ of 115％（for generator set）or 120％（for main engine）
of the rated speed. For example, the rated speed is 1500r/min, the speed should be adjusted to
1466r/min ＝1500×115%× 85%;
b. If the speed is out of the range, readjust it. Open the door of engine control box, there is a square
box type overspeed protection relay, keep pressing the button 2 by right hand, turn the adjusting
screw 3 slowly and carefully by left hand with screwdriver until the solenoid valve acts (cuts off the
fuel supply) to stop engine;

1 Overspeed protection relay

2 Simulation button
3 Adjusting screw

Fig. 5-9- 8 Overspeed protection relay

c. Check the spill valve for leak tightness. More fuel should spill out during normal operation of the
engine; otherwise adjust the spring pressure;
d. Renew all the packing rings when installing; the threads should be coated with locking agent after
being degreased; pay attention to the installing direction of solenoid valve;
e. Pay attention to the button position of solenoid valve, it should be at ON position.

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 5.10 Monitoring System

The monitoring system of the diesel engine mostly consists of engine control box (cabinet) and
electric components installed on the engine (such as stopping solenoid, oil pressure switch,
temperature sensor, etc). It fills the role as follows:
To control the engine starting, operation, stopping;
To monitor the engine speed, cooling water temperature, lubricating oil temperature and pressure;
To alarm in case of high cooling water temperature, low oil pressure and overspeed during operating
and shut down the engine automatically if the oil pressure is too low or the engine runs away.

The monitoring system is available in box type and cabinet type, so the installation methods are
different: wall-type, engine-carried type and stationary type. The function and configuration of
monitoring system vary with different engine purpose. The electric parts in the control box is
updated very quickly, for accurate information, please refer to the instruction of engine control box
supplied along with the engine.

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 6 Miscellaneous

6.1 Packaging and transport

The customer can select one suitable packaging mode and transportation means (ocean shipping,
air transport, railway or road transport) according to his own conditions. The manufacturer can meet
whatever transport means the customer selects.

6.2 Unpacking and inspection

1. Inspect whether the case is in good condition and whether there is any serious collision during
transport before opening the case.
2. Visually inspect the engine after opening the case, whether there is any collision on the engine,
whether the painting is in good condition and whether the nameplate is in conformity with the
engine type you ordered.
3. Check the number of spare parts, accessories and technical documents according to the
packing list.

6.3 Manufacturer‟s guarantee

The manufacturer guarantees that the diesel engines are designed and manufactured according to
the performance stated in the technical documentation. The manufacturer promises a guarantee of
12 months from the date of delivery, but the cumulated operating hours within 12 months are not
more than 1000 hours provided that the customer operates and maintains the engine correctly
according to the manufacturer‘s instructions. During the period of guarantee, the manufacturer takes
responsibility for repairing or replacing free of charge the damaged part(s) caused by defective
material or workmanship.

6.4 No liability borne by the manufacturer

1. The manufacturer bears no liability for normal wear of the components;
2. The manufacturer bears no liability for the damages caused by inappropriate storage and
maintenance, overload, incorrect operation, use of improper fuel, lube oil and/or cooling water,
improper foundation, incorrect mounting, chemical corrosion, electric effect and any other
damage not caused by the manufacturer.

6.5 Delivery Conditions

The serial 234 diesel engines are delivered as per DIN6271/I or ISO3046/I.
For marine engine Ambient temperature 45℃, sea water temperature before air cooler 32℃,
atmospheric pressure 100kPa, relative humidity 60%; the engines are allowed to work under salt fog,
mildews, dew, oil mist, shock and vibration conditions.

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For stationary engine Ambient temperature 25℃, atmospheric pressure 100kPa, relative
humidity 30%, cooling medium temperature of charge air 25℃.

6.6 Hauling equipment and special tools

The hauling equipment and tools specially designed for the purpose of maintenance and repair
should be always available and in good condition. These tools and handling equipment can be
either ordered from the manufacturer or be designed and made by the customer himself.

6.7 Fire prevention

As the operation of diesel engine requires a large amount of fuel oil and lubricating oil and it brings
about high exhaust temperature, any negligence will result in fire and cause serious loss. In order to
remove the fire hazard, some parts of the engine such as lubricating oil filter, fuel filter are provided
with safety cover, and the exhaust pipes and turbocharger are fitted with cleading. Additionally, the
operators are supposed to pay adequate attention to the following points:
1. Check the fuel filter and lubricating oil filter for connection screw-in condition frequently. No oil
leakage is allowed.
2. Check the leak tightness of fuel and lube oil connections, such as injection pump, fuel injectors,
turbocharger, pressure sensors, etc. Eliminate the leakage in time.
3. The leakage oil of fuel injectors should be returned to the fuel tank independently.
4. Check whether the cleading of exhaust pipes and turbocharger is well fitted, and keep it away
from oils and heat.

6.8 After service

The after service center of manufacturer takes charge of after service. Do not hesitate to contact us
at +86-0379-64076739 in case of inquiry. The end user will be answered within 48 hours.

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