03.

Stort, Slop ond Operotion

03. t Turning of cronkshoft

'l'urning is performed b1, means of an electrically driven turning device
built on the engine.

03.1.1 Elechicolly driven lurning device

Thc turning device consists of an elcctric motor which drives the

turning gear through a gear drive and a worrn gear. 'I'here is a control
box available, including a cable , which allows the turning to be accom-
plished from an5' position near the engine. Thc turning speed is about
4.8 RPNI.
The engaging and disengaging ofthe turning gear is made by the lever
(1). The turning gear is spring-loaded outwards in order to prevent it from
meshing with the flywheel whcn out of operation.
'I'he turning device is provided with a start blocking valve which
prevents starting in case thc turning gear is meshing. See chapter 21,
scction 21.1.
For careful adjustment of the crankshaft position there is a hand
whccl (2) with which it is possible to perform manual turning.

Electilcqlly dfiven iuming device

L Lever
2. Hond wheel
I
3 Vent hole
4 Dro n hole 3
5 Filling hole
6 Gouge g oss

Fig 03-l

03-l
 03.1.2 Slow lurning device

As additional equipment the engine can be provided with a system for

slow turning of the engine before star.ting, see chapter 21., section 21.7.

03.2 Storl
Before starting the engine, check that:
r the lubricating oil level is correct
. the fuel system is in running order (correct preheating, correct
pressure, sufficient precirculation to heat the fuel injection
pumps)
o both cooling water system circuits, LT and HT water circuit, are
in running order (correct pressures, circulating water preheated
and pre-circulated sufficiently to heat the engine)
o the oil level in the governor and turbocharger(s) is correct
e the starting air pressure exceeds 15 bar (normally, 10 bar is still
sufficient to start the engine)
o the starting air system is drained ofcondensate
r the drain pipe of the air cooler casing is open, no leakage.

All covers and protecting shields are to be mounted before starting the
engine. Covers should be removed occasionally only for measurements
and checks, and they must be immediately mounted again.

Nole! Never leove lhe engine running when covers ore removed.

03.2.1 Monuolslorl

I Stq* lhe prelubricoting oil pump to obtain a lubricating oil

pressure, about 0.5 bar.
E Open the vqlve in the stoding oir supply system and drain
condensate via the blow-off valve. Closc the blow-off valve when there
is no more condensate.
p Tum lhe cronkshoft eilher lwo tevolutions by using the turning
device or run the engine on starting air for some revolutions keeping the
stop lever in stop position and the indicator valves open. In doing
so the risk of waterlocks is eliminated.

t! Oisengoge lhe tuning geqr from the flyrvheel.

E Ctrect thot the slop lever is in work posilion, open the start-
ing air valve, shut the blow-off valve when there is no more condensatc.

03-2
 @ eusn the storl button until the engine starts firing. Ifthc cngine
does not start after 2 - 3 s the reason should be checked.

E Cnect immediolely qfler slqrt that the pressure and tempera-

ture vaiues are normal.

03.2.2 Remole ond oulomotic slort

See installation specific instructions.

03.3 Stop
03.3.1 Monuolslop

I Engines with built-on cooling wole] pump: IdIe the engine 1

min before stopping. The pre-heating pump to be started. Engines
with separate cooling water pump: 1 min idling will be enough,
but the water pump should run for some 5 min more.
E Stop the engine by moving the stop lever into stop position. The
time of slowing down offers a good opportunity to detect possible
disturbing sounds.

03.3.2 Generol

The engine can always be stopped manualiy (with the stop lever)
independent of the remote control or automation system.

Coution! When ovehouling the engine, moke obsolulely sure lhoi the oulo-
molic stqrl ond the priming pump ore disconnecled. Moke olso sure
thol lhe slorling oir shul-off vqlve locqled belore mqin slqrling vqlve
is closed. Otherwise it might couse engine domoge ond/or per-
sonol iniury.

Move the stop lever into STOP position.

If the engine is to be stopped for a lengthy time, close the
indicator valves. It is aiso advisable to cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with
oil every second day by priming the engine. At the same time, turn thc
crankshaft into a new position. This reduces the risk of corrosion on
journals and bearings when the engine is exposed to vibrations.
Blow the engine with open indicator valves and start the engine once
a week to check that everlthing is in order.

03-3
03.4 Normol operotion supervision
Ifan alarm limit is reached and an alarm is activated, thc cngine
situation
is already serious. All necessary countermeasures must be taken to remove
this emergency condition and return to normal operating conditions. As
the abnormal operating situation may cause damages to the engine, all
efforts mustbe put into returning to the normal operating situation instead
of just waiting for an automatic shut down of the engine.

03.4.1 Every second doy or ofler every 50 running hours

I neoO oll the]momelers ond pressure gouges and, at the

same time, the load of the engine. All temperatures are more or less
dependent on the load, and the lubricating oil, cooling water and raw
water pressures (ruilt-on pumps) are dependent on the speed. There-
fore, always compare the values read with those at corresponding load
and speed in the Acccptance Test Rccords and curves. Guidance
values are stated in chapter 01.
The charge air temperature should. in principle, be as low as possible
at loads higher than 60 %, however, not so low that condensation
occurs, see Fig 03-2.
At loads lower than 40 % it is favourablc to have a chargc air
temperature as high as possible.
p Cnect lhe indicqtor for pressure drop over fuel filters. When
the pressure drop over the filters increases, the pressure in the s5'stem
of the enginc decrcases. Very low pressure (less than 0.5 bar) before
the injection pumps reduces engine performance and may cause un-
even load distribution between the cylinders (risk of breakdown!). Too
high of a pressure drop may also result in deformation of filter car-
tridges (risk of injection pump seizure).
E Ctrect< lhe indicotor lor ptessure drop over the lubricating oil
frlters. Too large of a pressure drop indicates clogged filter caftridges,
which results in reduced oil filtration when thc by-pass valve is open.
Reduced oil filtration results in increased wear. Vent frlters and. if no
improvement, change the cartridges.
Zl Ctrect< the oil level in the oil sump/oil tank. Estimatc the ap-
pearance and consistency of the oil. A simple control of the water
content: A drop ofoil on a hot surface (about 150'C), e.g. a hot-plate. If
the drop keeps "quiet". it does not contain water; if it "frizzles" it
contains water. Compensate for oil consumption by adding max. 10 %
fresh oil at a time.
El Cfrect the venlilolion (de-aerating) of the engine cooling water
system. Check that the leakage from the telltale hole of the cooling
water pump and the raw water pump is normal (slight).
I Cnect the quontity of leok-fuel from the clraining pipcs and
from the telltale hole of the fuel feed pump.

03-4
I Cnect thqt the droin pipes of the air coolers are open.
Check thql lhe telltole holes of the oil coolers and the cooling
water coolers are open.
p Cteon the compressor side of the turbocharger by injecting
water. See the instruction manual of the turbocharger.
l[ Droin the fuel doy tonk of water and sediments, if any, and
drain the starting air receiver of water.

.O
960
=
850 .2,
t=40 -1 _1,,--
f=60 - f=80 .f=']0
--r,--<
?
8- ao
6ro
-F /7
I 'a"
,
.-o 20 ,/ lelotiv e hur lid ity

-o l0 l/t
C
i0
() t0 rtt
.ro \\\ P=Air monifold pressure
bor obs
.C \\ tll
OJU
a \ \
t40
8so \ \
l \t\ ---J---._ -t ,=1,5

9oo P-4,1 > -- P=3.5

r1 : I )>[ -
=70 .01 .02 .03 04 ,05 .06 .07 .08 ,09
Wcter content (kg woter/kg dry oiD

Fig 03-2

Example: If the ambient air temperature is 35"C and the relatiue

hum[dity is 80 a4' the water content in the air can be read from the
diagram (0.029 hg water/hg dry air). If the air manifold pressure
(receiuer pressure) under these conditions is 2.5 bar, i.e. absolute air
pressure in the air manifold is abt. 3.5 bar (ambient pressure -r air
manifold pressure), the dew point will be 55'C ( from diag.). If the air
temperoture in the air manifold is only 45"C, the air can only contain
0.018 hg / hg (from diag.). The difference, 0.01 I kg / hg (0.029-0.018) will
dppear as condensed water.

03-5
 03.4.2 Other mointenonce works

To avoid malfunction of the engine a rezulary maintenance work must

be done, see chapter 04.

03.4.3 ln conneclion wilh moinlenonce wolk

Record lhe following sleps and the running hours in the engine
Iog:
e lubricating oil sampling (record also operating time of oil). Lubric-
ating oil analyses without statement of operating time is of limitcd
value ("go - no go" only)
. lubricating oil changes
. cleaning of centrifugal lubricating oil filters
. change of lubricating and fuel oil filter cartridges
r change of parts in connection with maintenance according to
chaptcr 04.

03.4.4 Generol

I no oulomotic supervision or contro] aruangement that can

ttrele is
replace an experienced engineer's observations. LOOK at and LIS-
TEN to the engine!
p Strong gos blow-by pqst the pistons is one of the most danger-
ous things that can occur in a diesel engine. If gas blow-by is suspected
(e.g. because of a sudden increase of the lubricating oil consumption)
check the crankcase pressure. If the pressure exceeds 30 mm HzO,
check the crankcase venting system, if in order, pull the pistons!
p Wnen checking the firing pressures, the load of the engine, the
cxhaust temperatures and all other opcration parameters should bc
entercd into Operation Data Record Wry98V091G8.
The value to be used for firing pressure is the average peak pressure
(pso').The pressure has to be measured as an averagc (mcan) value
(pav) of at least 32 cycles.

Note! Meqsuremenl of firing pressures wilhout simultoneous nolqlion of

the other opercrtion porqmelers is procticolly worthless.

03-6
 E Operqtion of loqds below 20 7o of rated output should be lim-
ited to maximum 100 hours continuously when operating on heav-v fuel
by loading the engine above 70 % ofthe rated load for one hour before
continuing the low load operation or stopping the engine.
Idling (i.e. main engine declutched, generator set disconnected)
should be limited as much as possible. Warming-up of the engine for
more than 3 - 5 minutes before loading, as well as idling rnore than 3
minutes before stopping is unnecessary and should be avoided.

03_s Stort ofter o prolonged stop (more thon 8 h)

03.5.1 Monuolslorl

I cnect
o the lubricating oil level
r the cooling water 1evel in the expansion tank
o the raw water supply to heat exchangers
r the fuel oil level in the day tank (troublesome and time consuming
job to vent the fucl systcm if the feed pump has sucked air!)
. the starting air pressure min. 15 bar
r that the parts of the fuel control shaft system and the injection
pump racks move frecly. Otherwise risk of overspeed.
p Observe oll poinls in section 03.2.1. Point 3 ppows more impor-
tant the longer the engine has been stopped.
B ltter storting, check that the starting air distributing pipe is not
heated at any cylinder Qeakage from the starting valve).
I Vent tuel ond lubricoling oil fille]s.

03.6 Stort ofter overhoul

E Cnect thqt the conneclion bctween the speed governor, over-

speed trip and injection pumps is set correctly (especially the injection
pump rack position) and does not jam, that all connections are properly
locked and the injection pump racks move freely in the pumps.
E fne speed governor conllol lever being in max. position and
the stop lever in work position, release the overspeed trip manually.
Check that all injection pump racks move to a value less than 5 mm.
E f tne inieclion pumps, camsha{t or its driving mechanism have
been touchcd. check the injection t iming.
E Cnect the cooling wolel system for leakagc, ospecially:
o the lower part ofthe cylinder liners
r the oil cooler

03-7
 . the charge air cooler
E Check/oOiust lhe volve cleqrqnces. If thc camshaft or its
driving mechanism have been touched, check the valve timing of one
cylinder, at least (on each cylinder bank in a V-engine). Gr.ridancc
values, see chapter 06.
I Vent the fuel oil syslem if it was opened.
fl Stof the priming pump. Vent the lubricating oil frlters. Check
that lubricating oi1 appears from all bearings and lubricating nozzles, from
the piston cooling oil outlet and from the valve mechanism. Check that
there is no leakage from the pipe connections inside or outside the engine.

Nole! Observe thot the cronkshofl hqs to be turned in order to gel oil
lhrough oll connecting rods.

I nogs or lools left in lhe cronkcose, untcnsioned or unlockcd

screws or nuts (those which arc to be locked), worn-out sclf-locking
nuts, may cause total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save the oil
pump and oil frlter.
p See the inshuclions in section 03.1 and 03.5 when starting.

03.7 Operotion supervision ofter overhoul

I lt
ttre firsl stort, listen carefully for possible jarring sounds. If
an1'thing is suspected, stop the engine immediately, otherwiso stop the
engine after 5 minutes idling at normal speed. Check at least the
temperatures ofthe main and big end bearing and ofall other bearings
which have been opened. If everything is in order, restart.
E Cnect lhot lhele is no leokoge of gas. water, fuel or lubricat-
ing oil. Especially obseive the fucl lines, injection pumps and injection
valves. Watch the quantities emerging from the leak oil pipes!
p Cnect thol the storting oir diskibuling pipe is nol heqied
at any cylinder Qeaky starting valve). May causc explosion!
E lttel overhouling, the following instructions arc especially im-
portant:
o Check pressure and temperature gauges
. Check the automatic alarm and stop devices
. Check the pressure drop over the fuel filter and lubricating oil
filter
. Check the oil level in the oil sump/oil tank. Estimate the condition
of the oil

03-8
 Check the ventilation (de-aerating) of the engine cooling water
system
o Check the quantity of leak fuel
a Check the telltale holes of the coolers
a Check the content of additives in the cooiing water
a Check the cylinder pressures
a Listen for jarring sounds
a Check the crankcase pressure
a Check the starting air pipes
a Vent the filters.

03.8 Running-in
The running-in of a new engine must be performed according to
programme in Fig 03-3. It is also recommended that running-in proce-
dure is performed after following maintenance jobs.
I Atter chqnging piston rings, pislons o] cylinder liners, otler
honing of cylindel linels, follow programme in Fig 03-3 as closely as
possible. If the programme cannot be followed, do not load the
engine fully for at least 10 h.
lllllallalllllllllltt!lIll!ll!tllllalllllltlll
Avoid funning-in'bl continuous ond constonl low lood!
I I I I I I I I I I I I I I I I I I I I I I I I I I I M t I I I t r I ! I I I I lI

The important thing is to vary the load several times. The ring groove
will have a different tilting angle at each load stage, and consequently
the piston ring a different contact iine to the cylinder liner.
The running-in may be performed either on distillate or hear,ry fuel,
using the normal lubricating oil specifred for the engine.

03-9
 Running-in progromme

Eng ne Afier chonge of pision r ngs, pisions or cyl nder iners,

ood o/"
olier honing cylinder iners
-
I
r00
90
80
70
60
50
AO

30
20
to
o

)2345 6 7h
Operoting hours
ID Stop. Check b g end b,eoring iemperoiures
to) End of runn ng- n progromme. Engine moy be put on normql mode

Fig 03-3 320in69t0r

03.9 Mointenonce of lurning device

The turning device needs no other maintenance than change ofthe gear
box lubricating oil once during the first year of operation. Approved
lubricating oils, see section 02.2.6. After that, the oil should be changed
according to chapter 04. Check also that the vent hole (3), Fig 03-1 is
open.

I Oroin old oil, preferably when warm, through the drain hole (4).
I ninse the geor box with clean, thinly fluid oil.
S fil me geor box with oil (acmrding to the table in section 02.2.6)
through the frlling hole (5) until the oil level reaches the level gauge
glass (6). Utmost cleanliness should be observed.
I Close the oil holes and drive the turning device a few revo]u-
tions.
E Cnect the oil level and frll, if necessary.

03 - l0