DC-32

INSTRUCTION MANUAL
( OPERATION )
 ٨ Replacement Parts
Hazards and nonconformities of imitation parts
<Use of imitation parts causes accidents.>
1. Recent engines have compact bodies and high power, and are designed to prevent fuel
deterioration and to reduce NOx discharge. Even if imitation parts are similar in shape
to the genuine parts, the use of imitation parts will degrade the engine performance
because of their fragile materials and low machining accuracy. Since the service life of
such parts is short, the engine
2. If imitation parts are used for the engines designed in accordance with MARPOL VI, the
certificate (EIAPP) may lose its validity, and operation of the engine may be inhibited.
3. If you use imitation parts, you will not be supplied with parts improved in quality and per-
formance.
4. If imitation parts are used, it may be difficult to make insurance claims for the engine
when any accident occurs.
5. We take no responsibility for the engine in which imitation parts are used.

Daihatsu Diesel supplies reliable engines. Use genuine parts to

operate your engine safely.

٨ Inquiry and Order

Order ; Parts sales Daihatsu Diesel Parts Service Co.,Ltd.

12-34, Tanaka-cho, Ibaraki, Osaka, 567-0025 Japan
TEL:81-72-621-3482 FAX:81-72-621-3484
Inquiry ; Service Department TEL: 06 6454-2346 FAX. 06 6454-2680 1

Or, get in touch with our offices listed below.

c
DAIHATSU DIESEL MFG. CO.,LTD. http://www.dhtd.co.jp

Osaka Head Office. 1-30, Oyodo Naka 1-chome, Kita-ku, Osaka, 531-0076 Japan
TEL:81-6-6454-2393 FAX:81-6-6454-2686
Moriyama Factory. 45 Amura-cho, Moriyama-city, Shiga, 524-0035 Japan
TEL:81-77-583-2551 FAX:81-77-582-5714
Tokyo Office. 2-10, 2-chome, Nihonbashi-Honcho, Chuo-ku, Tokyo, 103-0023 Japan
TEL:81-3-3279-0827 FAX:81-3-3245-0395
Sydney Office. P.O. Box 519, North Sydney N.S.W. 2060 Australia
TEL:61-2-9923-1155 FAX:61-2-9923-1532
Jakarta Office. 16th Floor, Wisma Antara Bldg., Jl. Medan Merdeka, Selatan No.17, Jakarta-Pusat, Indonesia
TEL:62-21-384-8411 FAX:62-21-384-8412
Manila Office. Unit 1010 Herrera Tower Herrera Corner Valero Sts., Salcedo Village, Makati City 1226 Philippines
TEL:63-2-753-3211 63-2-817-1279/1285 FAX:63-2-845-0691
Taiwan Office. No.14 Tai-Tang RD, Lin-Hai Industrial Zone, Kaohsiung, 812 Taiwan
(c/o Marine Technical Industries Co., Ltd.) TEL:886-7-803-1082 FAX:886-7-801-9179
Daihatsu Diesel (Europe) Ltd. 7th Floor, Peninsular House, 36 Monument Street, London EC3R 8LJ, U.K.
TEL:44-20-7626-4600 FAX:44-20-7626-6020
Daihatsu Diesel (AMERICA), Inc. 180 Adams Avenue, Hauppauge, NY 11788, U.S.A.
TEL:1-631-434-8787/8/9 FAX:1-631-434-8759
Daihatsu Diesel (ASIA PACIFIC) Pte.Ltd. 128 Pioneer Road, Singapore 639586
TEL:65-6270-7235 FAX:65-6270-6236
Daihatsu Diesel (SHANGHAI) Co.,Ltd. Suite 3004 Nan Zheng Building 580 Nan Jing West Road Shanghai, China
TEL:86-21-5234-1228~9 FAX:86-21-5234-1062
Daihatsu Diesel Parts Service Co.,Ltd. 12-34, Tanaka-cho, Ibaraki, Osaka, 567-0025 Japan
TEL:81-72-621-3482 FAX:81-72-621-3484
 DC-32 Operation Manual (Operation )
CHAPTER

CHAPTER 0 Introduction 0

CHAPTER 1 Outline of Engine 1

CHAPTER 2 Outline of the Structure 2

CHAPTER 3 Standards for Engine Adjustment 3

CHAPTER 4 Operation 4

CHAPTER 5 Inspection and Maintenance 5

CHAPTER 6 Fuel Oil, Lubricating Oil and Cooling Water 6

CHAPTER 7 Causes and Countermeasures of Malfunctions and Failures 7

For disassembling, maintenance, assembling and spare parts, please

see the separate operation manual (Maintenance) and the Parts List

This operation manual and related written materials (drawings, data, etc.) shall be regu-
larly placed at the designated place where they are always available for the operators of
the engine and shall be assuredly transferred to the successor whenever the person in
charge of the engine is replaced.

DC-23 Z 05-12
 CHAPTER

ITEM
Contents DC-23

Chapter 0 INTRODUCTION 0
1 Matters to be Remembered Before Operation 0-1
2 For Safety 0-2
2.1 Matters to be Attended for Safety 0-2.1
2.2 Safety Signs and Symbols 0-2.2
2.3 Warning Signs Warning and Caution Labels 0-2.3
2.4 Warning Signs Locations of Warning and Caution Labels 0-2.4
3 Engines Complying to the NOx Technical Code 0-3
3.1 Summary 0-3.1
3.2 Parts Subject to the Regulations 0-3.2
3.3 Calibrated Parameters of the Engine 0-3.3
4 General Matters 0-4
4.1 Designation of an Engine Type 0-4.1
4.2 Definition of Terms 0-4.2
4.3 Units Used 0-4.3

Chapter 1 OUTLINE OF THE ENGINE 1

1 Principal Specifications of the Engine 1-1
2 Types of the Auxiliary Machinery 1-2
3 External View of the Engine/Location of the Main Accessories 1-3

Chapter 2 OUTLINE OF THE ENGINE STRUCTURE 2

1 Main Part of the Engine 2-1
1.1 Engine Frame/Cylinder Liner/Main Bearing 2-1.1
1.2 Crankshaft/Bearings 2-1.2
1.3 Camshaft/Timing Gear Train 2-1.3
1.4 Pistons/Connecting Rods 2-1.4
1.5 Cylinder Head 2-1.5
1.6 Fuel Injection System 2-1.6
1.7 Valve Train 2-1.7
1.8 Fuel Control System 2-1.8
1.9 Intake/Exhaust System 2-1.9

DC-23 Z 05-12
CHAPTER

ITEM
DC-23 Contents

2 Piping System 2-2

2.1 Starting-air System 2-2.1
2.2 Fuel Oil System 2-2.2
2.3 Lubricating Oil System 2-2.3
2.4 Cooling Water System 2-2.4
3 Engine Operation Control, Protective Device 2-3
3.1 Start Control 2-3.1
3.2 Stop Control 2-3.2
3.3 Engine Protection System 2-3.3

Chapter 3 STANDARD SPECIFICATIONS FOR ENGINE ADJUSTMENT 3

1 Specifications for Operation 3-1
2 Setting of Valves 3-2

Chapter 4 OPERATION OF THE ENGINE 4

1 Matters to be Attended during Engine Operation 4-1
1.1 During Starting Operation 4-1.1
1.2 During Running of Engine 4-1.2
1.3 For Stopping of Engine 4-1.3
2 Preparation for Operation 4-2
2.1 Daily Pre-operational Preparation 4-2.1
2.2 Preparation for the First Start Operation After Long Suspension of Operation or Disassembling and Maintenance 4-2.2
3 Starting of the Engine 4-3
3.1 Engine Start Procedure 4-3.1
3.2 Inspection and Checking Immediately After Starting of The Engine 4-3.2
4 Engine Operation 4-4
4.1 Running-in of the Engine 4-4.1
4.2 Warming-up and Loading of the Engine 4-4.2
4.3 Operation with a Load (with a Service Load) 4-4.3
4.4 Operation with a Heavy fuel oil (for an engine for which a heavy fuel oil is specified) 4-4.4
4.5 Permitted Range of Engine Operation (in the case of a main (marine) engine) 4-4.4
5 Special Operation of the Engine 4-5
5.1 Light Load Operation 4-5.1
5.2 Operation of an Engine with Natural Aspiration 4-5.2

DC-23 Z 05-12
 CHAPTER

ITEM
Contents DC-23

6 Stoppage of the Engine 4-6

6.1 Usual Stoppage 4-6.1
6.2 Emergency Stoppage 4-6.2
6.3 Long Suspension of Operation 4-6.3

Chapter 5 MAINTENANCE AND INSPECTION 5

1 Matters to be Attended in Inspection and Maintenance 5-1
1.1 Matters to be Attended in Relation to Safety 5-1.1
1.2 Matters to be Attended at the End of Maintenance or Inspection 5-1.2
2 List of Items for Maintenance and Inspection 5-2
3 Measurement and Adjustment 5-3
3.1 Maximum Explosion Pressure and Exhaust Temperature 5-3.1
3.2 Pressure and Temperature 5-3.2
4 Inspection and Maintenance 5-4
4.1 Inspection of the Intake and Exhaust Valve System and Adjustment of the Valve Clearance 5-4.1
4.2 Inspection and Maintenance of The Fuel Injection Valve 5-4.2
4.3 Cleaning of the Filters 5-4.3
4.4 Cleaning of the Blower of the Turbocharger 5-4.4
4.5 Cleaning of The Turbine of The Turbocharger 5-4.5
4.6 Measurement of the Crankshaft Deflection 5-4.6

Chapter 6 FUEL OIL/LUBRICATING OIL/COOLING WATER 6

1 Control of Fuel Oil 6-1
1.1 Choice of a Fuel Oil 6-1.1
1.2 Control of Fuel Oil 6-1.2
2 Control of Lubricating Oil 6-2
2.1 Choice of a Lubricating Oil 6-2.1
2.2 Control of Lubricating Oil 6-2.2
3 Control of Cooling Water 6-3
3.1 Cooling Water (Raw Water) 6-3.1
3.2 Rust Preventive 6-3.2
3.3 Control of Cooling Water 6-3.3

DC-23 Z 05-12
CHAPTER

ITEM
DC-27 Contents

Chapter 7 CAUSES OF ABNORMALITIES AND FAILURES AND THEIR COUNTERMEASURES 7

1 Matters to be Attended when an Abnormality or a Failure Happens 7-1
2 Causes and Countermeasures of Abnormalities and Failures 7-2
2.1 Difficulties in Starting 7-2.1
2.2 Unstable Engine Revolution 7-2.2
2.3 Insufficient Engine Output 7-2.3
2.4 Abnormalities in The Exhaust Temperature/The Maximum Explosion Pressure 7-2.4
2.5 Undesirable Color of the Exhaust 7-2.5
2.6 Abnormal Noise and Vibration 7-2.6
2.7 Sudden Stop of the Engine 7-2.7
2.8 Impossibility of Engine Stoppage 7-2.8
2.9 Overspeed 7-2.9
2.10 Too Low Lubricating Oil Pressure 7-2.10
2.11 Too High Lubricating Oil Pressure 7-2.11
2.12 Too Low Pressure (in the Jacket) of the Cooling Water 7-2.12
2.13 Too High or Low Temperature of the Cooling Water (in the Jacket) 7-2.13

DC-23 Z 05-12
 CHAPTER
Introduction 0
ITEM
Matters to be Remembered Before Actual Operation DC-32 1

0. Introduction

0-1 Matters to be Remembered Before Operation 0

This manual describes the correct operation, the daily maintenance/inspection and some other
points of the DC-32 engine.
The user shall carefully read this manual and be fully acquainted with the correct handling of
the engine so that the engine may be kept in the normal condition to keep on exerting its intend-
ed performance.
The user shall strictly avoid utilization for a purpose or with an operating condition other than
its intended ones and also handling not following this manual since such things might cause an
accident or a failure.

A. A remark with or is an important one for safety, giving warning or calling attention respectively.
The user shall be especially attentive to them.

B. The actual specifications and/or the structure of an engine delivered to the customer may be different
from those shown in this manual depending on the variation of the engine delivered. If this happens,
engine specifications or other information in the final document separately provided shall be deemed to
be correct.

C. For handling of the following components or units, each operation manual to be separately provided
shall be referred to.
1. Turbocharger
2. Governor
3. Lubricating Oil Filter
4. Control Devices
5. Other Auxiliary Machinery Having Specialized Specifications

D. A genuine part or a designated part shall be used for a spare part.

When a part other than the genuine one or the designated one is used, DAIHATSU can not assume
responsibility for its quality.
For a order of a spare part or an inquiry about handling or service of an engine, please contact with
DAIHATSU Diesel Spare Parts Service Co., Ltd., Service Division of DAIHATSU Motor Co., Ltd. or its
branch office (the addresses are listed on the page at the beginning of this manual).
When a user contacts with any of the above mentioned DAIHATSU offices, he or she is requested to
always indicate the "type of engine" and "engine serial number" When a part other than the genuine or
designated one is used, not only an unexpected trouble but also some difficulty in insurance claim for a
damage may happen.

E. A replaced part or waste liquid to be disposed shall not be carelessly disposed but its disposal shall be
entrusted to a specialized contractor.

Please note that this manual is subject to change without prior notice.

DC-32 Z 05-12
CHAPTER
Introduction
0
ITEM
2.1 DC-32 For Safety : Matters to be Attended for Safety

0-2 For Safety

0-2.1 Matters to be Attended for Safety

The diesel engine uses inflammable oils and is operated at high speed. There are some parts
of the engine that present dangers due to its high temperature or high pressure of fluids con-
tained in it.
Since miss handling of the engine may result in injury or death of a person, any engine shall be
handled in a correct manner according to this manual.

A. Be Attentive to a Rotating Body

The engine is rotating at high speed during its operation, so when any part of a human body or
a tool touches a rotating body, that part or a tool may be caught between the rotating body and
something or fly in any direction causing a very dangerous result.
a. Avoid to touch a rotating body such as the flywheel and the coupling during the operation without fail.
Also mount the protective cover for the rotating part without fail during running of the engine.
b. Make certain that no one is near the engine when the engine is started and send a warning signal to the
person who is near the engine.
B. Be Attentive to High Temperature
Since temperature of the engine during the operation or immediately after a stoppage is high, a
touch with it may result in a burn.
Especially for the exhaust pipes, the turbocharger, the cylinder head, the indicator valve periph-
ery, the air inlet of the air cooler and the heated piping system for a heavy fuel oil, the tempera-
ture may become high.
a. Do not touch the engine with bare hands or skin when the engine is operated or immediately after its
stoppage.
b. Wear protecting gears such as safety gloves for the measurement or the inspection.
c. Do not disassemble nor effect the maintenance until the engine cools well.
d. Put back lagging materials, heat protection covers or devices to prevent inflammable oil from gushing
(FN tape) that were detached for maintenance or checkout to the original place to prepare for restarting
of the engine when the maintenance work is completed.
C. Be Attentive to Ignition of Oil
When an inflammable oil such as fuel oil or lubricating oil touches with a part highly heated, a
fire may break out.
a. Watch for any leakage of oil from the oil piping systems during operation, and stop the engine and take
necessary countermeasures immediately when any leakage is detected.
b. Follow the sign of "No Fire" during handling oil to fill oil or to effect any work.
c. Put back lagging materials, heat protection covers or devices to prevent inflammable oil from gushing
(FN tape) that were detached for maintenance or checkout to the original place to prepare for restarting
of the engine when the maintenance work is completed.

In case that an engine is stopped due to an abnormal symptom or a failure of

the engine, the engine shall not be re-started until the cause is eliminated and
restoration of the troubled part is completed.

DC-32 Z 05-12
 CHAPTER
Introduction
0
ITEM
For Safety : Safety Signs and Symbols DC-32 2.2

0-2.2 Safety Signs and Symbols

The following safety signs and symbols are used in this manual as well as on the engine to give warning.
0
A. Safety Signs and Signal Words

: "Warning" = Warning related to safety of a person Possibility of a serious accident

: "Caution" = Warning related to safety of a person Possibility of a medium or slight danger of an accident

: "Handle With Care" = Attention to be paid to prevent the engine from being damaged

: "Prohibited" = An action prohibited in relation to safety

: "Compulsory Action" = Recommendation or direction on an actio in relation to safety

B. Symbols
a. Warning signs b. Signs of Prohibition

:General warning : Non-specific General Prohibition

:Inflammable Fire : No Smoking

:Explosive Explosion, Burst : No Fire

:Poisonous Getting poisoned : Touch Prohibited

:High Voltage Electric shock c. Signs of a Compulsory Action

: Wear an Eye Protection Gear Safety glasses

:High temperature Burned or some others
: Wear a Head Protection Gear A safety helmet
:Rotating/Moving Being caught or some others
: Put on a Hearing Protection Gear Ear plugs or
:Sharp Edge Cutting some others
: Wear a Hand Protection Gear Safety gloves
:Gush of High Pressure Fluid External injury or some others

: Put on a Foot Protection Gear Safety shoes

:High Place Falling or some others

d. Others

: See other pages and/or other documents.

DC-32 Z 05-12
CHAPTER
Introduction
0
ITEM
2.3 DC-32 For Safety : Warning Signs Warning and Caution Labels

0-2.3 Warning Signs Warning and Caution Labels

The caution labels used by DAIHATSU are shown below.
(1) (2) (3)

(4) (5)

(6) (7) (8) (9)

(10) (11) (12) (13) (14)

DC-32 Z 05-12
 CHAPTER
Introduction
0
ITEM
For Safety : Warning Signs Warning and Caution Labels DC-32 2.4

0-2.4 Warning Signs Locations of Warning and Caution Labels

Warning and caution labels are attached on an engine for safety as shown below. Each number above a
label corresponds to that indicated in 0-2.3.
0
When a label is broken or dropped out, it should be replaced with the new one and keep it clean to be
always visible.

(1)
(4) (9)

(8) (2) (3)

(10)
(11)

Fuel Valve Testing Pump Oil Press. Jack Pump

DC-32 Z 05-12
CHAPTER
Introduction
0
ITEM Engines Conforming to the NOx Technical Code :
3.1,3.2 DC-32 Summary/Parts Subject to The Code

0-3 Engines Conforming to the NOx Technical Code

0-3.1 Summary

A. Marine diesel engines to which the article 13 "Nitrogen Oxides (NOx)" of the attachment VI "Regulations to
Prevent Air Pollution by Ships" to the MARPOL 73/78 Treaty is applied are required to conform to the NOx
technical code.

B. Since the engines conforming to the NOx technical code have been certified as an engine family or
group, the method of engine-parameter check can be used for verification test of NOx exhaust emis-
sion on board.
The method is such a test as verifies that the engine components and their calibrated parameters satis-
fy the contents specified in the applicable document, and therefore, measurement of the exhaust emis-
sion of NOx is not required. In case that they do not satisfy the contents specified in the technical file,
the method can not be used but measurement of NOx is required.

0-3.2 Parts Subject to the Regulations

The technical file specifies the components of an engine and their stamped identification marks that may
affect exhaust emission of NOx specified in the NOx technical code and the technical file is required to be
kept with the engine. When a part specified in the technical file is replaced, the genuine part provided by
DAIHATSU that bears the stamped identification mark shall be used. If a part that does not bear the
stamped identification mark should be used, it would constitute inconformity to the contents specified in the
technical file and the engine-parameter check method can not be used.
The following components are those specified in the technical file to have the stamped identification
marks. The stamped identification mark shall be checked and a part with the appropriate mark shall be used
whenever replacing such a part.
: "Technical File"

<Components to Have Stamped Identification Marks>

1. Cylinder Head
2. Piston
3. Turbocharger
4. Intercooler
5. Camshaft
6. Fuel Injection Pump
7. Fuel Injection Pump Plunger
8. Fuel Injection Valve
9. Fuel Injection Valve Nozzle

DC-32 Z 05-12
 CHAPTER
Introduction
0
Engines Conforming to the NOx Technical Code : ITEM
Calibrated Parameters of the Engine DC-32 3.3

0-3.3 Calibrated Parameters of the Engine

Since the engines that meet the NOx technical code are to be calibrated so that they meet the applicable
regulations, such an alteration as changes the calibration out of the range specified in the technical file shall
0
not be effected after their shipment.
If an alteration out of the range specified in the technical file should be made, it would constitute incon-
formity to the contents specified in the technical file and the engine-parameter check method can not be
used.
The following items are those specified in the code so that the engine may conform to the NOx technical
code.

<Parameters that are to be Calibrated Before The Shipment>

A. Fuel Injection Timing
B. Fuel Injection Valve Opening Pressure

DC-32 Z 05-12
CHAPTER
Introduction
0
ITEM General Matters :
4.1 4.3 DC-32 Designation of Engine Type/Definition of Terms/ Units Used

0-4 General Matters

0-4.1 Designation of an Engine Type

6,8 DC - 3 2

· Number of Cylinders
· Name of Engine Series
· Cylinder Bore (cm)

0-4.2 Definition of Terms

For the purpose of this manual, the following defini-
8
tion of terms shall be used. 6, ,7 Exhaust side
5
Rear end of an engine Output side (Flywheel Front 3
side) 2
end 1
Front end of an engine The end opposite to Regular
the output side direction of
Exhaust side The side where the exhaust revolution
manifold is mounted (Right side viewed from the (Clockwise)
output side)
Pump side The side where the fuel pump is
mounted (Left sid viewed from the output side)
Pump side
Regular direction of revolution (Clockwise)
Clockwise revolution viewed from the output side Rear end
Number of a cylinder/Number of a journal
Ordering it as 1, 2,3 from the output side

0-4.3 Units Used

For the purpose of this manual, "SI units" are used in principle.

DC-32 Z 05-12
 CHAPTER
Introduction
0
ITEM
MEMO DC-32

DC-32 Z 05-12
CHAPTER
Outline of the Engine
1
ITEM Principal Specifications of the Engine/
1,2 DC-32 Types of Auxiliary Machinery

1. Outline of the Engine

1-1 Principal Specifications of the Engine
Engine Model 6DC-32 8DC-32
Engine Type 4-Stroke Vertical Water-cooled Direct Injection Diesel Engine
No. of Cylinders 6 8
Cylinder Bore mm 320
Piston Stroke mm 400
Revolution Speed min -1 *
Shaft Output kW *
Sequence of Ignition 1 -2-4- 6-5-3 1-3-2-5-8-6-7-4
Direction of Rotation Clockwise vied from the flywheel side
Method of Supercharging Exhaust turbocharger with an intercooler
Type of Starter Compressed air (Starting valve type)
Jacket Fresh water
Cooling Method
Cooler Fresh water
Note) The revolution speed and the shaft output to each of which a * mark is attached may vary depending
on the model variations, therefore they shall be entered in the table referring to the "Engine
Specifications" and the "Table of Trial Run Results" in the final document.

1-2 Types of the Auxiliary Machinery

Auxiliary Machinery/Equipment Type Remarks
Turbocharger Axial Turbine
Intercooler Fin Tube
Governor Hydraulic
Fuel Injection Pump Bosh
Fuel Valve Bosh
Lubricating Pump Gear Driven
Fuel Oil Filter Gauze Wire
Lubricating Oil Cooler Plate
Lubricating Oil Filter Automatic Continuous Reverse Flow Cleaning
Separately equipped or integrated
Lubricating Oil Tank
in the common bed-plate
Cooling Water Pump Centrifugal
Fresh Water Cooler Separately equipped

Note) The above table shows the standard specifications. Since the specifications may be vary depending on
engine variations in the actual cases, "Engine Specifications" in the final document shall be referred to.

DC-32 Z 05-12
 CHAPTER
Outline of the Engine
1
External View of the Engine/ ITEM
Location of the Main Accessories DC-32 3

1-3 External View of the Engine/Location of the Main Accessories

1
Turbocharger

Governor Instrument Panel

Control
Handle

Intercooler

Cooling Water
Pump
Lubricating Oil
Pump

Lubricating Oil Cooler

Lubricating Oil
Thermostat Valve

Engine Frame Lubricating Oil Filter

Safety Valve
Lubricating Oil Relief Valve

DC-32 Z 05-12
CHAPTER
Outline of the Engine Structure
2
ITEM
1.1 1.5 DC-32 Main Part of the Engine

2. Outline of the Engine

Structure
2-1 Main Part of the Engine
2-1.1 Engine Frame/Cylinder Liner/Main
Bearing
The engine frame is a mono-block structure
made of cast iron in which passages for the intake
air, the lubricating oil and the cooling water are
integrally formed. The cooling water jacket is
formed between the liner holder and the cylinder
liner that are fitted in the upper part of the engine
frame.
The main bearings are of hanging metal type
and each of them is mounted on the engine frame
by means of two mounting bolts and two side
bolts.
And the timing gear case is mounted on the front
end of the engine frame. The turbocharger, the
intercooler, the lubricating oil cooler, the cooling
water pump, the lubricating oil pump, etc. are also
mounted on the engine frame.
The engine frame safety valves are mounted on
the engine frame side covers.
2-1.2 Crankshaft/Bearings
The crankshaft is a mono-block forged part. And
the flywheel is fitted on its rear end and a crank
gear to drive the camshaft and another gear to
drive the auxiliary machinery are mounted on its
front end.
The main and the crank pin bearings are of two-
piece thin thickness type, and thrust bearings are
equipped on both sides of the No. 1 bearing.
2-1.4 Pistons/Connecting Rods
The piston is a composite type consisting of a
crown and a main body made of special alloy steel
and a ductile iron respectively. Its grooves for the
top and the second piston rings are hardened by
quenching. The piston is cooled by oil reached it
by way of the connecting rod and the piston pin.
The connecting rod is formed by closed die forg-
ing of which large end is horizontally parted into
three pieces, which enables the piston to be
detached without disassembling the journal.
2-1.5 Cylinder Head
The cylinder head is made of a special cast iron
and has a highly rigid structure tightened by four
bolts to oil tight.
Each cylinder head has two inlet valves and two
exhaust ones. For each of the exhaust valves, a
water cooled valve seat is directly fitted in the
cylinder head.
The indicator valve and the cylinder safety valve,
and the starting valve are equipped on the upper
face and on the side of the cylinder head respec-
tively.
Inlet/Exhaust Valves
Exhaust Piston Rocker Arm
Manifold System
Fuel Control Valve
Cylinder Head
Liner
High Pressure
Holder
Fuel Block

Cylinder Liner Fuel Injection

2-1.3 Camshaft/Timing Gear Train Pump
The camshaft is located on the left side of the
Valve Train
engine (viewed from the output side).
A cam profile for the inlet valve, the exhaust Camshaft
valve and the fuel pump is formed as part of a Intake Duct
Engine Frame
camshaft. A camshaft works for two cylinders and Connecting Rod
it is joined with other camshafts forming a whole Crankshaft
camshaft assembly. Engine Frame
Safety Valve Main Bearing
The timing gear is mounted on the front end of
Crank Pin Bearing
the engine and the cam gear operating the cam Side Bolt
shaft is driven by the crank gear via the idle gear.

DC-32 Z 05-12
 CHAPTER
Outline of the Structure
2
ITEM
Main Part of the Engine DC-32 1.6 1.9

2-1.6 Fuel Injection System 2-1.8 Fuel Control System

The fuel injection pump is of a Bosch high pres-
sure unit type in which a tappet is incorporated and
a closed type plunger barrel and a constant pres-
sure valve are adopted.
And the inlet joint for the high pressure oil of the
fuel injection valve is a side mount type and con-
nected to the fuel injection pump via forged steel
high pressure block.
2-1.7 Valve Train
The inlet/exhaust valves are actuated by the
camshaft via the swing arms, the push rods and
the rocker arms.
The governor is equipped on the front end of the
engine and driven by the governor gear that is
driven by the camshaft.
The control lever is located nearby the instru-
ment panel that is located at the front end of the
engine.
2-1.9 Intake/Exhaust System
The turbocharger and the intercooler are mount-
ed on the front end of the engine.
Specifications of the turbochargers varies with
2
engine model variations, output of the engine and
specifications ordered by the customer.
: "Operation Manual for Turbocharger"
The exhaust manifold and the intake duct are
located on the same side and the intake duct is
unitized in the engine frame.

Crankshaft

Main Bearing

Cam Gear

Idle Gear
Water Cooler Pump

Lubricating Oil Pump

Auxiliary Machinery
Driving Gear

Crank Gear
Thrust Bearings

DC-32 Z 05-12
CHAPTER
Outline of the Structure
2
ITEM
2.1 DC-32 Piping System : Starting-air System

2-2 Piping System

Since this chapter describes a typical piping system of an engine having the standard specifi-
cations, a system diagram of the final document separately provided shall be referred to for the
engine actually delivered.

2-2.1 Starting-air System At the same time, compressed air branched

from the starting-air main piping is introduced into
Starting of an engine is effected by means of a
each cylinder according to the ignition sequence to
pilot and starting valve system worked with pres-
open the starting valve pushing down the piston to
surized air.
rotate the crankshaft of the engine.
The engine control lever, the starter push button
In the case of the automatic start, the control
and the main air starting valve are located on the
magnetic valves are opened according to the pro-
front end of the engine, and the starting air rotary
grammed sequence to start the engine.
valve is located on the rear end. And a check valve
and a safety valve are equipped at the outlet of the Starting in emergency due to a trouble such as
main starting air valve to protect the engine in case loss of the power supply is possible by means of
of flow-back of combusted gas. direct opening of the main starting valve.
When the starter push button mounted on the : 4.3.1 "Engine Start Procedure"
side of the engine or on the control panel (monitor
panel) is pushed, the magnetic control valve is
actuated to introduce the controlling air into the
main starter valve and then the main air starting
valve is opened to introduce the compressed air to
each of the starting valves mounted on each of the
cylinder head.

Cylinder Head

Starting Air
Rotary Valve Starting
Valve Starter Lever
(for emergency use)

Controlling Air

Main Air
Starting Air Main Piping Starting Valve

Starting Air Safety Plug

Starting Air Check Valve
Starting-air
Reservoir
Starter Push Button
Starting-air System

DC-32 Z 05-12
 CHAPTER
Outline of the Structure
2
ITEM
Piping System : Fuel Oil System DC-32 2.2

2-2.2 Fuel Oil System

Though the fuel oil system has various varia-
tions depending on the oil used, the standard one
for a heavy fuel oil is as shown below.
When a heavy fuel oil is used, the oil requires to
be heated and kept warm in order to keep its vis-
cosity within a range appropriate to be injected.
The oil heated by a heater and pressurized by
an oil pump passes through an oil filter at the inlet
of the engine and is sent to the injection pump via
the fuel oil inlet main piping.
The pressurized oil from the fuel injection pump
is introduced in the inlet connecter of the fuel injec-
tion valve located on the side of the cylinder head
via the fuel high pressure block.
Surplus of the oil is returned to the inlet of the
fuel pump via a relief valve.
2

Heavy fuel oil Feeding System Diesel Fuel Oil Feeding System

Air Separator

Diesel Injection Valve Main Fuel Oil Leak Pipe

Heavy Fuel Oil
fuel oil Accumulator Reserv
Reservoir oir
Main Fuel Oil Leak Pipe

Inlet Connector
High Pressure Fuel Injection
Fuel Oil Block Valve

Viscorator

Heater Filter (*)

Fuel Injection Pump
Filter Main Inlet
Filter Fuel Oil Pipe

Main Fuel Oil Return Pipe Leak and Waste

Oil Tank
Damper *Flushing Filter
(It shall be removed when it used for 200 ~
300 Hrs. after the first firing of the engine or
when the fuel is changed to a heavy fuel oil.)
Fuel Oil System

DC-32 Z 05-12
CHAPTER
Outline of the Structure
2
ITEM
2.3 DC-32 Piping System : Lubricating Oil System

2-2.3 Lubricating Oil System

Temperature and pressure of the lubricating oil
sent to the lubricating oil cooler from the lubricating
oil pump are adjusted to the intended values by
means of the thermostat valve and the relief valve
respectively and then the oil is sent to the oil pas-
sage in the engine frame through the filter.
The oil is fed from this oil passage to each of the
pistons via the drilled holes in each of the connect-
ing rods through each of the main bearings and of
the crank pin bearings.
Also the oil is branched from this oil passage
and sprayed upon the camshaft, the valve swing
arms, the fuel injection pump tappet and the sur-
rounding of the various gears and the rocker arms.
The lubricating oil pump is of a gear driven type
and mounted on the front end of the engine being
driven by the crankshaft.
The lubricating oil filter is an automatic continu-
ous reverse flow cleaning type filter with a sludge
collector. This filter does not require daily opening
and cleaning but the sludge collector requires peri-
odic opening and cleaning.
The lubricating oil that has lubricated various
part of the engine is returned to the engine bed
plate (oil pan).

Valve Rocker Arm

Fuel Injection Pump

Turbocharger Swing Arm

Filter
Lubricating Oil Cooler
Piston
Camshaft

Filter Relief
Valve

Thermostat Sludge
Valve Collector
Timing Gear
Pump
Safety Governor Driving Unit Governor Driving Gear
Valve Auxiliary Machinery Driving Gear
Main Bearing/Crankshaft

Engine Bed Plate (Oil Pan)

Lubricating Oil System

DC-32 Z 05-12
 CHAPTER
Outline of the Structure
2
ITEM
Piping System : Cooling Water System DC-32 2.4

2-2.4 Cooling Water System
The cooling water system consists of two inde-
pendent circulating systems usually using fresh
water, one of which is the jacket system (hot sys-
tem), and the other is the cooler system (cold sys-
tem).
The intercooler is a two-stage system consisting
of the hot stage and the cold stage. A bypass
valve is equipped at the water inlet of the cold
stage to automatically shut off the cooling water on
Temperature of the cooling water is kept at the
given one by means of the thermostat valve.
B Cooler System
The cooler system is a circulating system where
the pressurized cooling water fed by the cooling
water pump is passing through the intercooler
(cold stage) and the lubricating oil cooler and is
returned to the fresh water cooler.
Temperature of the cooling water is kept at the

2
the engine start or during the low load operation. given one by means of the thermostat valve.

A Jacket System
The jacket system is a circulation system where
the pressurized cooling water fed by the cooling
water pump is introduced into the cylinder jacket of
the engine to cool each part and then passing
through the collective outlet main pipe and the
intercooler (high pressure stage of the two-stage
system) and is finally returned to the fresh water
cooler.
Head Tank Head Tank

Oil Pressure
Lubricating Oil Cooler Bypass Valve

Intercooler

Cooling Water
Pump for Cooler Cooling Water
System Pump for Jacket
System

Thermostat Thermostat
Valve Valve

Fresh Water Cooler Fresh Water Cooler

Cooling Water System

DC-32 Z 05-12
CHAPTER
Outline of the Structure
2
ITEM
3.1 DC-32 Engine Control/Protective Device : Control of Starting
2-3 Engine Control/Protective Device
The control and protective devices for the cylinder to stop the engine are actuated by low pres-
sure controlling air.
This chapter describes the general system of the engines for electric generation of which start-
ing/stopping is remotely controlled. Since the actual operation may be different from that
explained in this chapter depending on the variations in specification of an engine actually deliv-
ered, the final document shall be referred to.
For the starting air system (high pressure system), section 2-2.1 shall be referred to.
2-3.1 Control of Starting
A. For an Engines for an Electric Generator
a. Remote Starting
(1)For remote starting, the control lever shall
always be held in the "Running" position. In
this condition, the handle switch (HS) is let to
be shifted to the "ON" position. And in addition
to this situation, when the turning safety switch
(TC) or the turning motor clutch is switched to
the "ON" or shifted to the "Disengaged" posi-
tion (even in this condition the turning safety
switch (TC) is in "ON" position) respectively,
the engine is brought to the stand-by state
where the engine can be run.
(2)A starting command makes the starting control
magnetic valve (88V) be actuated to introduce
the controlling air into the main air starting valve
making the main valve open to let the starting air
reach the starting valves in the cylinder heads.
(3)At the same time, the same starting command
actuates the fuel control magnetic valve (88L)
to introduce the controlling air into the fuel con-
trol cylinder keeping the position of the com-
mon rod to prevent too much fuel from being
injected during the engine start.
(4)When the engine speed has reached a given
number of revolution per minute, the low speed
relay (14) is actuated to cancel the starting
command and to restore the protective circuit
letting the engine run in the normal condition.
b. Starting Effected by Local Control
In case of starting effected by local control,
the operation mode shall be shifted to "Local".
And then pushing of the starter button beside
the engine actuates the starting control magnetic
valve (88V) to let the starting air reach the main
starting air valve and the engine is started.
c. Automatic Starting
In case of the automatic starting, a starting
command that is automatically transmitted in
accordance with the programmed sequence
actuates the starting control magnetic valve
(88V) and the engine is started.
DC-32 Z 05-12
B. For a Main Engine to Propel a Ship
a. Starting Operation Effected by Local Control
(1)In case of starting operation effected by local
control, the changeover valve that switches the
starting mode between the local and the
remote shall be shifted to "Local" and then the
control lever shall be shifted to the "START"
position from the "STOP" position.
(2)And then pushing of the starter button actuates
the starting control magnetic valve (88V) to let
the starting air reach the main starting air valve
and the engine is started.
(3)When the engine speed has reached a given num-
ber of revolution per minute, the low speed relay
(14) is actuated to cancel the starting command.
(4)When the idling is stabilized, the control lever
shall be shifted to the "RUN" position from the
"START" position. In this condition, the handle
switch (HS) is let to be shifted to the "ON"
position forming the protective circuit letting the
engine run in the normal condition.
(5)When the changeover valve beside the engine
is switched to the "Remote" mode, engine
operation by means of the control handle locat-
ed in the bridge becomes possible.
b. Remote Starting (by starting operation
effected in the bridge)
(1)In the remote starting mode, when the control
lever is shifted to the "RUN" position, the han-
dle switch (HS) is let to be shifted to the "ON"
position. And when the turning safety switch
(TC) is shifted to the "ON" position in addition,
the engine is brought to the standby state
where the engine can be running.
(2)Only when the control handle in the bridge is in the
"NEUTRAL" position, the engine can be started.
(3)Pushing of the starter button on the control
panel actuates the starting command to ener-
gize and actuate the starting control magnetic
valve (88V) introducing the control air into the
starting valve via the main starting air valve to
finally start the engine.
(4)When the engine speed has reached a given
number of revolution per minute, the low speed
relay (14) is actuated to cancel the starting
command and to restore the protective circuit
letting the engine run in the normal condition.
 CHAPTER
Outline of the Structure
2
ITEM
Engine Control/Protective Device : Control of Starting DC-32 3.1

Cylinder Head
Fuel Control Cylinder

Starting Valve
Starting Lever Common Rod
(for emergency use)
Starting Fuel Injection Pump
Rotary Valve
Main Air
Starting Valve
㧖㧖
Governor Motor 㪩㪬㪥 㪪㪫㪘㪩㪫

2
㪪㪫㪦㪧
Starting Air Main Piping

Pulse Sensor
Governor
Speed Selecting Switch Handle Switch
12
(12,13,14) (HS)
13
14
C

Meter Indication Starting Air

Turning Bar Starting Control Fuel Limiting Magnetic Fuel Shut-off Magnetic
Magnetic Valve (88L) Fuel Shut-off Magnetic Valve (5V) Controlling Air
Pressure Switch Valve (88V)
Starting Air Valve (5S)
Reservoir
㪍㪊
㪨㪉 System for Starting/Stopping
(for an engine for electric generation with a remote control)
Starter Push Button
From the (to 88V)
Turning L.O. Piping Fuel Control Cylinder
Safety Switch (TC)

To each of the fuel

To the Main Air Starting Valve injection pumps for Engine Common Rod
㧖 each of the cylinders Stopping Cylinder

Fuel Injection Pump

Control Lever

㪩㪬㪥 㪪㪫㪘㪩㪫
㪪㪫㪦㪧

Governor Handle Switch

(HS)
Governor Boosting
Magnetic Valve

Governor Controlling Air

Starting
Control Fuel Shut-off Governor Boosting Air
Magnetic Magnetic
Valve (88V) Valve (5S)
Controlling Air
System for Starting/Stopping
(for a main engine with local control and a remote control)

DC-32 Z 05-12
CHAPTER
Outline of the Structure
2
ITEM Engine Control/Protective Device :
3.2, 3.3 DC-32 Engine Stop Control and Engine Protection System

2-3.2 Stop Control 2-3.3 Engine Protection System

A stop command actuates the fuel shut-off mag-
netic valve (5V) to allow the control air to be intro-
duced in the fuel control cylinder rotating the com-
mon rod towards the stop position to stop the
engine. When the engine is to be stopped by
means of an operation beside the engine, the con-
trol lever shall be shifted to the stop position.
In case of a trouble that may result in a serious
accident or a failure of the engine, a warning and
an emergency stop are actuated.
Each unusual value detected by a switch or a
sensor actuates the emergency stop command to
let the fuel shut-off magnetic valve stop the engine.

Table 2.3.1 Warning/Emergency Stop (examples)

Item to be Detected Alarm Stopping Place Where Detection is Made Remarks

Over speed * 12 Cam gear

Too low lubricating oil pressure * 63Q2 * 63Q2 Inlet of engine Also used as the indicator

Too high cooling water temperature TSW 26W2 Outlet of engine Also used as the indicator

Too low lubricating oil pressure for the turbocharger 63QT

Too high lubricating oil temperature TSQ Inlet of engine Also used as the indicator

Too high exhaust gas temperature TSTI Inlet (or outlet) of turbocharger Also used as the indicator
Leakage at a joint for the pressurized fuel oil 33F Oil leakage detector

Too low level of the lubricating oil 33Q Lubricating oil reservoir

Items marked with * are compulsory.

C : Control Panel

Engine Protection System (example)

DC-32 Z 05-12
 CHAPTER
Outline of the Structure
2
ITEM
MEMO DC-32

DC-32 Z 05-12
CHAPTER
Standard Specifications for Engine Adjustment
3
ITEM
1 DC-32 Specifications for Operation

3. Standard Specifications for Engine Adjustment

3-1 Specifications for Operation

Alarm Activating Value

Item Standard Value Remarks
(Emergency Stop Value)

Starting air Air reservoir 1.5

Controlling air Air reservoir 0.55

Intake air Intake duct Depending on the engine output

HO 0.5
Fuel oil Inlet of engine
Pressure (MPa)

DO

Inlet of engine
(Outlet of filter) 0.35 (0.3)
Lubricating oil
Intake of turbocharger Depending on the design of turbocharger
Static and dynamic pressure influenced
Jacket system
0.15 by the tank head and the resistance in
(Inlet of jacket)
Cooling water the piping shall be took into consideration.

Cooling system
(Inlet of cooler)

Intake air Intake duct At rated output

Outlet of cylinder 480

Exhaust gas Inlet of turbocharger 580

Outlet of turbocharger 480

Lubricating oil Inlet of engine 70

(Outlet of cooler)

Jacket system 85 (90)

(Outlet of engine)
Cooling water
Cooler system
(Inlet of engine)

Note: 1) For the values of the pressure and the temperature shown above, those for the alarm activating
and others for the emergency stopping indicate the lower limit and the upper limit respectively.
2) Whether or not an engine is equipped with a pressure gauge, a thermometer and/or an
alarm/emergency stop device depends on specifications of the engine.
3) Since the actual values may be different from those shown in the above table, the table of the trial
run results (final document) shall be referred to.

DC-32 Z 05-12
 CHAPTER
Standard Specifications for Engine Adjustment
3
ITEM
Setting of Valves DC-32 2

3-2 Setting of Valves

Item Setting (Designed Value) Remarks

O A
Opening timing (BTDC) 55 C
B
Intake Valve

O
Closing timing (ABDC) 35

Valve clearance "C" 0.6 mm

Valve Clearance Adjustment Procedure 3
Opening timing (BBDC)
O (1) Values of the valve clearance indicate
55
those in cold engine.
Exhaust Valve

(2) After adjusting the valve clearance at "A"

and "B" to 0 (zero), adjust the clearance
"C" to the values specified in the table.
Closing timing (ATDC) 55
O

Valve clearance "C" 0.6 mm

Starting Valve

O
Opening timing (BTDC) 4

Closing timing (ABDC) 130

The value may vary depending on the engine

Beginning of delivery (BTDC) output and the specifications.
The table of the trial run results (final document)
shall be referred to.

Injection-valve opening pressure

(adjusted value) 43.1 Mpa

The value may vary depending on the engine

Maximum explosion pressure output and the specifications.
The table of the trial run results (final document)
shall be referred to.

Cylinder safety-valve opening pressure

21.1 Mpa
(adjusted value)

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM
1.1 1.3 DC-32 Matters to be Attended During Engine peration

4. Operation of the Engine

4-1 Matters to be Attended during Engine Operation
4-1.1 During Starting Operation
A. Make certain that preparation before engine starting such as checking levels of oil, water and air in
each of the pans, tanks or reservoirs and opening or closing of each valve has been assuredly
effected to ensure that all the conditions to start an engine are satisfied.
B. It is very dangerous to start the engine with the turning bar left inserted. Detach the bar and store it
in the designated position after the turning operation is finished.
C. Make certain that there is no one near the engine. If anyone is there, send a signal to that person
and start the engine after safety is ensured.

4-1.2 During Running of Engine

A. Effect the following checks after the engine is started to make certain that the engine is normally
running. If any abnormality is found, stop the engine and investigate the cause and take a counter-
measure.
Abnormality in such data related to the engine as lubricating oil pressure and exhaust gas tem-
perature.
Abnormal noise, abnormal heating
Any leakage from the piping, especially leakage from the oil piping may cause a fire.

Do not start the engine before the cause of the abnormality or the failure is found, the
countermeasure is taken and the normal engine function is restored.

B. If part of a human body touches rotating part of the flywheel, the coupling device, etc., it may
cause such a dangerous accident that it is caught between that rotating part and something or
fractures of the rotating part fly in all directions. Avoid to touch such rotating part.
Also mount the protective cover for the rotating part without fail during running of the engine.
C. Since the engine, especially for the following part, becomes hot during running of an engine,
touching it with a bare hand or skin may cause a burn. Whenever any maintenance or checkout is
carried out, wear such protective gears as gloves and/or some others.
And put back lagging materials, heat protection covers or devices to prevent inflammable oil from
gushing (FN tape) that were detached for maintenance or checkout to the original place to prepare
for restarting of the engine when the maintenance work is completed.
Exhaust manifold Fuel injection pump and High pressure block
Turbocharger Fuel piping In case of heavy fuel oil
Inlet pipe for the inter cooler
Cylinder head
Indicator/Safety valve

4-1.3 For Stopping of Engine

A. Effect stopping of the engine after the load is removed except when an emergency happens.
B. When an emergency stop is activated, do not start the engine before the cause is found, the coun-
termeasure is taken and the normal engine function is restored.
C. Do not open the crankcase for 10 minutes at the shortest until the engine cools well. Otherwise,
inflammable mist in the crankcase may be ignited and/or exploded.
D. Since the engine is still hot for a while immediately after its stoppage as well as during running,
touching it with a bare hand or skin may cause a burn. Whenever any maintenance is carried out,
wear an appropriate protective gear.

DC-32 Z 05-12
 CHAPTER
Operation of the Engine
4
ITEM
Preparation for Operation : Daily Preparation or Operation
DC-32 2.1

4-2 Preparation for Operation

When the engine is to be started, it is necessary to prepare the engine for the "operable condi-
tion". Effect a pre-operation check whenever an engine is started. And if any abnormality is
found, take necessary corrective action or a countermeasure and make certain that the necessary
conditions for running of the engine are satisfied before starting and operating the engine.
If an engine is started and/or operated without enough pre-operational check, not only a trouble
may happen at the starting but also it may result in a sudden stop or a break of the engine during
running.

4-2.1 Daily Pre-operational Preparation

Necessary things to be prepared for before a

start of an engine depend on how long the
engine has been stopped. Level Gauge
Daily starting operation Short time sus-
pension of operation (within one month)
The first start operation after a long time
suspension of operation or open and mainte-
Upper Limit
nance of the engine
In this chapter, preparation in the former
case is described. For the latter case, descrip-
Lower Limit
4
tion in the next page shall be referred to.
( : 4-2.2 "Preparation for The First Starting
Operation")

A. Pre-start Check
a. Checking and Replenishment of Lubricating Oil
Check oil level in the oil pan and replenish the
oil with a virgin oil to the upper limit of the level
gauge. Checking of Engine Lubricating Oil Level
When the test of oil property reveals that any
of the property reaches ts marginal value in the
specified range, make up or refill the oil.

( : 6-2 "Control of Lubricating Oil") Oil Filler Mouth

Level Gauge
1) Oil Pan (common bed plate) for Engine
Lubricating Oil

Engine Model 6DC-32 8DC-32

Quantity of
Lubricating Oil (L) 2500 2900
Note: The quantity of oil indicated above may be
changed according to specifications of an
engine.
2) Governor ( : Separate "Operation
Manual of Governor"
3) Electric Generator (Generator In case of Checking of Governor Oil Level
one with a self-oiling system)
( : Separate "Operation Manual of Generator")

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM
2.1 DC-32 Preparation for Operation : Daily Preparation for Operation

b. Inspection, Lubrication and Checking of

Fuel Control System
Check whether or not there is any loosening
or falling-off of each lever, link pin and/or bolt in
the governor system, the common rod system,
the engine stop system and the fuel injection
pump rack and then apply the oil manually on
the sliding parts of the bearings and the pins.
Shift the control lever to the "STOP" position
and make certain that the rack scale points "0",
and then repeat shifting of the lever between the
"STOP" position and the "RUN" position to
check whether or not the common rod and the
pump rack move smoothly.

Points where oil is to be applied

"RUN"

Governor
"STOP"

control lever
L

Checking of movement of the control

Governor linkage and control lever system

Common rod system

Rack linkage system

DC-32 Z 05-12

Operation of the Engine
Preparation for Operation : Daily Preparation for Operation
c. Discharging of Drain Remaining in the
Intake System
Open the drain cock on the intake duct as
shown below to discharge the drain.
Close Open
Drain Cock
on the
Intake Duct
Drain Cock
on the
Intake Duct
Discharging of Drain Remaining in the Intake System
Keep the drain cock on the intake duct
equipped on the engine frame opened at the
quarter opening position after fully opening it to
discharge drain.
When humidity of the intake air is high while
temperature of the cooling water for the intercool-
er is low, much drain may be produced and pen-
etrate into the cylinders sometime resulting in
abnormal wear at various parts of the cylinders.
d. Discharging Drain Remaining in the Air
Reservoir and Charging Air into the Reservoir
In the case of automatic air charging, make
certain that the air pressure in the reservoir is
above the lower limit after discharging drain in
the starting air reservoir and the control air
reservoir.
In the case of manual air charging (including
manual starting of air compressor), charge air
until the upper limit.
Item Upper Limit Lower Limit
Starting air 3.0 MPa 1.5 MPa
Controlling air 0.9 MPa 0.7 MPa
e. Checking and Filling the Cooling Water
Check the level of water in the cooling water
tank, and fill the tank with fresh water to the
upper limit when the level is lower than the lower
limit. And add appropriate amount of an additive.
CHAPTER
4
ITEM
DC-32 2.1
And when the test of water property reveals
that any of the property reaches its marginal
value in the specified range, replenish the water.
( : 6-3 "Control of Cooling Water")
f. Discharging Drain Remaining in the Fuel
Tank and Filling it with the Fuel Oil
Check the fuel oil level after discharging drain
remaining in the fuel oil service tank and then
replenish the tank with the fuel oil to the upper
limit of the level gauge.
g. Checking "Neutral" Position of Clutch (in
case of an engine with a clutch)
For an engine with a clutch, e.g. a main
engine, make certain that the clutch is in the
neutral position.
h. Opening/Closing of Valves
Repeat full opening and full closing of valves
4
in the piping a few times to ensure their smooth
movement and then hold them in the "Running"
position.
The following shows some examples but since
the piping and the location of the valves are dif-
ferent from them depending on the design of
each type or model of an engine, refer to the
piping schematic drawing in the final document
for the actual engine.
Example :
1) For the fuel inlet pipe, and the return pipe :
"OPEN"
2) For the cooling water inlet pipe and the outlet
pipe : "OPEN"
3) For the starting air pipe : "CLOSE" ("Open"
only in starting)
4) For the control air pipe : "OPEN"
5) Valves at the connecting joints of piping for
the emergency or cleaning use : "CLOSE"
For a screw-down valve, the handle may
rotate to change the opening angle during
operation causing a trouble when it is partially
opened.
Turn the handle of such a valve to the full
"OPEN" or full "CLOSE" position and firmly lock
it in the position.
When the partial position has to be used for
adjustment of flow rate, fix the handle at the
position by means of a locking wire or some
other means.
DC-32 Z 05-12
CHAPTER
4 Operation of the Engine
ITEM
2.1 DC-32 Preparation for Operation : Daily Preparation for Operation

B. Preparation for Starting of Engine (Standby)

Make preparation for starting of the engine as
described below.
Safety Valve
a. Priming of Lubricating Oil
Close
Operate the electric priming pump (or the
standby pump) for lubricating oil for five minutes
before starting of the engine to make certain of
build-up of oil pressure and of no oil leakage
from the piping.
b. Turning
<Work Procedure>
(1) Prime the system with the lubricating oil. Open
Indicator Valve
(2) Shift the control lever to the "STOP" position.
(without injecting the fuel oil)
(3) Fully open the indicator valve. Opening and Closing of Indicator Valve

(4) Rotate the engine a few turns to make certain

of smooth rotation of the engine.
In case that much of water or oil remains in
the cylinders due to water or oil penetrated
from the cylinder head or the fuel injection
If the turning is not carried out during priming, valve, a serious accident such as bent or break
the lubricating oil may not reach each of the of the connecting rod may happen due to water
crankpin metals and the sliding parts of the hammering.
pistons causing damage to the metal and the When water or oil is gushed from a cylinder
piston. safety valve (assembled in the indicator valve
Effect the turning after establishment of the body) during the turning or the air running, stop
required oil pressure has been ensured. starting the engine, investigate the cause and
take the countermeasure.
c. Air Running (abbreviated as "Air run")
Purge dust and water drops accumulated in
the cylinders during the period when the engine
has been stopped by air running.
Effect the turning before air running so that
Control Lever "STOP"
safety is ensured when the engine is started
after inspection of certain parts of the engine or
after long time suspension of operation.
"L" : Local operation

"R" : Remote operation

L R

START Changeover Switch

Starter Push Button

Air Running

DC-32 Z 05-12

Operation of the Engine
Preparation for Operation : Daily Preparation for Operation
<Working Procedure>
(1) Carry out priming of the lubrication line.
(2) Shift the control lever to the "STOP" position.
(3) "Fully open" the indicator valve
(4) Open valves for the starting air and the control
air and then push the starter button beside the
engine.
The starter control magnetic valve is actuat-
ed to introduce starting air to the starting valves
to rotate the engine.
(5) Keep on pushing the button for 3~4 seconds
(air run).
(6) Stop pushing the starter button.
The starting valves are closed to stop the
engine.
If the engine rotates during inspection of the
inside of the engine or any rotating part of the
engine, it may cause such a serious accident
that something is caught between the moving
part of the engine and some others or fractures
fly in all directions.
Strictly follow the following instruction when
effecting the air run.
(1) Make certain that the turning cover is insert-
ed in the turning bar holder.
(2) Make certain that the turning device is "dis-
engaged".
(3) Send a signal to the co-worker and push the
starter button after safety is ensured.
When the air run is effected, do not fully
open the starting air valve but open it to a third
of the full open angle and carefully effect the
turning at low speed.
If the air run is effected at high speed with
the valve fully opened, not only air will be
wastefully used and also it may worsen the sit-
uation or cause an accident when a certain
trouble is happened.
CHAPTER
4
ITEM
DC-32 2.1
c. Heating of Fuel Oil In case of an engine
where heavy fuel oil is used
In case that a heavy fuel oil is used, heat it up
according to the following instruction.
(1) Activate the fuel oil heater.
(2) Start and operate the electric oil delivery
pump.
( : 6-1 "Control of Fuel Oil")
Since the heated heavy fuel oil is heated to
high temperature (more than 100 ), touching
the piping or a device in the fuel system may
cause a burn.
When it is needed to handle such a piping or
a device, wear protective gloves and do not
touch it with bare hands.
d. Switching "ON" the Power Supply for the
Protective/Alarm Circuit
Switch ON the power supply for the protec-
4
tive/alarm circuit of the monitor and make certain
that the alarm lamp is lighted.
e. Operation of Each of the Electric Pumps
When an electric cooling water pump or an
electric fuel delivery pump is equipped, start it
five minutes before the engine is started to
check for leakage from various points of the pip-
ing.
DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM Preparation for the First Start Operation After Long Suspension
2.2 DC-32 of Operation or Disassembling and Maintenance

4-2.2 Preparation for the First Start Operation

After Long Suspension of Operation or
Disassembling and Maintenance
Since the engine is not prepared for operation
just after installation, long suspension of operation
or disassemble and maintenance, especially delib-
erate preparation for operation is required.
The following preparation procedure shall be
effected before the daily preparation (4-2.1) is car-
ried out.
A. Inspection and Lubricating of the Crankcase
and the Cylinder Liner
a. Inspection of the Inside of the Crankcase
Open the side cover of the engine frame and Spraying
check whether or not such foreign matters as a (lubricating oil)

tool, waste, a desiccant or any other remain in

the inside, and rust grows on the cylinder liners
or the crankshaft.
b. Application of Lubricating Oil on the
Cylinder Liners
No sufficient oil films remain on the surface of
engine parts when the engine operation has been
suspended for a long time. Especially for the
cylinder liners, since enough lubricating oil can
not reach every corner only by the usual priming,
apply lubricating oil in the following manner.
(1) Move the pistons to the upper position by the
turning and apply the lubricating oil on the
lower part of the cylinder liners by spraying or
other appropriate ways.
(2) Carry out the above mentioned procedure on
the cylinder liners one by one.
B. Inspection of Each of the Joints
For parts of the engine connected with some-
thing outside the engine or open to the outside,
check again whether or not any fastener is missed
to be tightened or is loosened. For the part to
which a measure to prevent inflammable oil from
scattering (FN tape) was taken, take the same
measure as before to prevent the same incident
from happening when the inspection is finished.
C. Opening, Cleaning and Washing of the Filters
Dust and/or foreign matters that have penetrat-
ed into inlets of the engine during transportation,
installation or fitting of equipment may be accu-
mulated in the filters. Open the following filters
and wash their inside and elements.
1) Filters for starting and control air
2) Fuel oil filter
3) Lubricating oil filter
4) Cooling water filter
( : 5-4.3 "Washing of Filters")
No foreign matters such
as silica gel, a desiccant
or any other thing shall
remain.
Inspection of the Crankcase and Application of Lubricating Oil
D. Priming of Lubricating Oil and Bleeding of Air
Effect priming of lubricating oil and bleeding of
air in accordance with the procedure as described
below.
a. Operate the lubricating oil priming pump for
five minutes while effecting the turning for a few
turns with the indicator valve opened and make
certain that no fuel oil nor lubricating oil nor
water oozes out from the hole in the indicator
valve system.
b. At the same time, detach the covers of the fol-
lowing parts and check the manner in which
lubricating oil is dropping.
1) Engine frame Main Bearings,
Crankpins,Pistons (cooling
chamber), Piston Pins
2) Gear case Camshaft Bearings, Swing
Arms, Tappets
3) Cylinder head Rocker Arms, T. Valve
Yokes
c. Operate the priming pump with the air bleed
valve of the lubricating oil filter opened to dis-
charge the oil until air bubbles in the oil fully dis-
appear. Pay attention not to let the oil scatter.
d. Make certain that no oil leakage happens from
any part of the piping during the priming.

DC-32 Z 05-12
 CHAPTER
Operation of the Engine
4
ITEM
Preparation for the First Starting Operation After Long
Suspension of Operation or Disassembling and Maintenancea DC-32 2.2

E. Priming of Fuel Oil and Bleeding of Air

Effect priming of fuel oil and bleeding of air in
accordance with the procedure as described
below.
(1) Operate the fuel oil delivery pump (in case
that an electric oil delivery pump is equipped).
(2) Make certain that the control lever is in the
"STOP" position and then open the fuel oil
inlet valve.
(3) Open the air bleed valve of the lubricating oil
filter to discharge the oil until air bubbles in the
Air Bleed Plug
oil fully disappear.
(4) Open the air bleed plug of the fuel oil injection
pump to discharge the oil until air bubbles in
the oil fully disappear.
(5) Assuredly close the plug when the air bleed-
ing is completed. Air Bleeding of the Fuel Injection Pump

Since the heavy fuel oil is heated to high

temperature (more than 100 ), touching scat-
4
tered oil may cause a burn.
If the scattered oil should touch such a hot
part as exhaust manifold, it may cause a fire,
so pay enough attention so that no oil may be
scattered during air bleeding.

F. Washing of the Pre-filter for the

Pre-filter
Turbocharger
The pre-filter of the turbocharger may be fouled
with dust that has been deposited on it during
transportation, installation or fitting of the equip-
ment.
Detach and wash or replace it before the first
firing of the engine.

G. Making Certain of Installation of Covers

Make certain that each of the lagging, the
exhaust manifold cover and the heat box cover of
parts (exhaust manifold, turbocharger, etc.) heat-
ed to high temperature that were detached for
their disassembling or inspection is reinstalled in Washing of the Turbocharger Pre-filter
the original place.
And also make certain that a measure to pre-
vent inflammable oil from scattering from the
detached joints (FN tape) has been taken.

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM
3.1 DC-32 Starting of the Engine : Engine Start Procedure
4-3 Starting of the Engine
If part of a human body touches a rotating
part of an engine, it may cause such a danger-
ous accident that it is caught between that
rotating part and something others or fractures
fly in all directions.
When starting an engine, strictly follow the
following instruction.
Make certain that the protection covers of
rotating parts are installed in a correct manner,
and no obstacles exist near the rotating parts.
Make certain that any device for the turning
and the turning bar are "disengaged".
Send a signal to the co-worker if any, and
begin the starting procedure after safety is
ensured.
4-3.1 Engine Start Procedure
There are three different kinds for starting of an
engine, starting by a local control, remote starting
and automatic starting.
The procedure varies with the model or the type
of an engine in details.
But at any rate, manually effect the first engine
start after the engine installation, long suspension
of the engine operation or disassembling and main-
tenance of the engine by means of a local control.
<Operation Procedure>
A. Starting by Local Control
(1) Make certain that the electric power supply for
engine control is active and the control/protec-
tive device are in the operative state.
(2) Open the valves for starting air and controlling
air.
(3) Shift the control lever to the "START" position
and put your hand on the control lever.
(4) Push the starter button beside the engine.
(5) When the engine revolution quickly goes up
with continuous ignition sound and the starting
is established, stop pushing the starter button.
(6) Shift the control lever to the "RUN" position and
hold there after it is ensured that the engine
speed has reached the specified number of
rpm.
(7) Close the valve for starting air. (Keep the
valve for control air "opened".)
DC-32 Z 05-12
"RUN"
"START"
"STOP"
Control Lever
"L" : Locally controlled
operation
"R" : Remote
L R
operation
START Changeover
Switch
Starter Push Button
Starting Operation (starting by a local control)
B. Remote Starting Operation (Manual -
Starting by the starter button)
(1) Change the starting mode to REMOTE (from
the monitoring room).
(2) Shift the control lever to the "RUN" position.
(3) Open the valves for starting air and control air
after making certain that the sign "Engine
Start Ready" is indicated on the screen.
(4) Push the starter button.
(5) Make certain that the engine speed and the
pressure have reached the specified number
to indicate a sign "RUNNING" on the screen.
(6) Close the valve for starting air. (Keep the
valve for control air "opened".)
C. Automatic Engine Start
For an engine having an automatic starting
device, the engine is required to be kept in such a
condition as enables the engine to always be
started since such an engine is automatically
started by a command given in accordance with
such a pre-determined condition for starting as
power failure or load condition of other engine(s).
Always keep the engine in the condition
described below;
1) Starting mode : "AUTOMATIC"
2) Position of the control lever : "RUN"
3) Valves for Starting Air/Control Air : "OPEN"
 CHAPTER
Operation of the Engine
4
ITEM
Starting of the Engine : Engine Start Procedure
DC-32 3.1

D. Starting by Local Control (Manual Operation

in an Emergency) Starter Lever (Spanner)
"TURN"
In such an emergency as loss of the power
supply for engine control, the engine can be man-
ually started according to the following procedure.
(1) Install the starter lever (a spanner) onto the
lever shaft located above the main air starting
valve. Push down
(2) Open the valves for starting air and controlling
air.
"Fit onto"
(3) Shift the control lever to the "START" position
and put your hand on the lever.
(4) Another operator turns the starter lever to
Main Air Starting Valve
push and open the main air starting valve.
(5) When the engine speed quickly goes up with
continuous ignition sound and the starting is "RUN"
established, return the starter lever to the orig- "START"
inal position to close the valve. "STOP"
(6) Shift the control lever to the "RUN" position
and hold it in the position after it is ensured
that the engine rpm. and the pressure of each
Control Lever 4
part have reached the specified number.
(7) Close the valve for starting air (Keep the valve
for controlling air "opened".)

F. Countermeasure in Case of a Failure in

Starting Engine Start Procedure
In case of a faulty start such as a failure in (Manual operation in an emergency)
starting, engine hesitation, or some others, take a
countermeasure in accordance with the instruc-
tion to be given in the section shown below.
( : 7 "Causes and Countermeasures of
Abnormalities and Failures")

Repeated failures in cold start in cold weath-

er may allow unburned mist of the fuel oil to
remain in the exhaust manifold letting hot
burned gas ignite it resulting in an explosion.
When a failure in starting is repeated, carry
out the air-run to purge unburned gas in the
exhaust manifold before trying to restart the
engine.

DC-32 Z 05-12
CHAPTER
Operation
4
ITEM Starting of the Engine : Inspection and Checking Immediately
3.2 DC-32 After Starting of The Engine

4-3.2 Inspection and Checking

Immediately After Starting of The
Engine Printed in Blue
Effect the following inspection and checking
immediately after the engine has started.Stop the
engine when any abnormality is found and take an Intake Air Lubricating Oil
appropriate measure.
Engine RPM.
( : "Causes and Countermeasures of
Abnormalities and Failures")
Hot Cooling Water Fuel Oil

After maintenance is effected involving disas-

sembly of a sliding part and/or a rotating part of
the engine, stop the engine without fail to make
Turbocharger Lubricating Oil Cold Cooling Water
certain by touch perception that there are no
abnormalities.

A. Engine Speed
Make certain that the engine has reached the
specified number of revolutions per minute and is
Instrument Panel
stably running.

B. Pressure of Various Parts of the Engine
In case that a range is marked in blue on the
dial of the pressure gauge installed on the instru-
ment panel, make certain that the pointer is within
that range indicating the value is within the speci-
fied range.
However, the indicated value may be out of the
specified range when temperature of the lubricat-
ing oil is low immediately after the engine is start-
ed. Make certain that the pressure reaches in the
specified range as the temperature of the lubricat-
ing oil goes up.
E. Leakage from Any of The Starting Valves
The main starting air pipe becomes hot when
gas leaks from the starting valve.
Make certain by touch perception of the hand
that it does not become hot.
F. Leakage from and Loosening of Various
Points
Make certain that bolts and nuts used on the
mounting points or the joints are not loosened
and no leakage of oil, water or gas is detected
from those points.

C. Abnormal Noise
Hear the noise from the following parts careful-
ly and check whether or not any abnormal noise
is heard.
1) Cylinder head assembly (Intake/Exhaust
valves)
2) Crankcase
3) Timing gear, Auxiliary machinery driving gear
4) Turbocharger

D.Temperature of Exhaust Gas

Check temperature of the exhaust gas from
each of the cylinders to make certain that normal
combustion is realized in all the cylinders (200
or higher).

DC-32 Z 05-12
 CHAPTER
Operation of the Engine
4
ITEM
Engine Operation : Running-in of the Engine DC-32 4.1

4-4 Engine Operation B. Operational Conditions during Running-in

4-4.1 Running-in of the Engine
Since each of sliding parts of an engine does not
necessarily well fit with the mating parts during the
first engine operation after the installation or in the
early time of operation after replacement of a cylin-
der liner and/or a piston ring, such a trouble as
abnormal wear or seizure of a sliding part may
happen if a heavy load is imposed on the engine
under such conditions.
Carry out running-in according to the following
procedure to let the sliding parts enough fit with
the mating parts, and then the engine may be
operated with the service load.
C. Inspection during the Initial Running-in
A. Initial Running-in
Engine performance, especially for its combus-
tion and consumption of the lubricating oil, is
much affected by fitting condition of the piston
rings and the oil ring with the mating cylinder. And
it is said that whether or not they will become well
fitted each other depends on the condition of
engine operation for the initial several hours.
In case that a part having a sliding part such as
cylinder liner, piston, piston ring or some others is
replaced, carry out running-in according to the fol-
lowing chart of the operation pattern.
( : Figure 4.1 "Operational Pattern for Initial
Running-in")
Operate the engine during running-in in accor-
dance with the following instruction.
1) Load = 80% or less
2) Fuel Oil Used = Diesel Fuel Oil
Diesel fuel oil shall be used during running-in
even for an engine for which the specified fuel
is a heavy fuel oil.
3) Lubricating oil used shall be adapted to the
fuel oil used. However, a kind of lubricating oil
adapted to a heavy fuel oil can be used for an
engine for which a heavy fuel oil is specified
even though the description is covered in 2) .
4) Duration of running-in = 150 hours
Pay special attention to the following symptoms
and effect an inspection to find in the early stage
if any symptom of a failure is detected in order to
prevent a trouble from happening.
1) Abnormal noise
2) Partial overheat 4
3) Leakage from a joint, loosening of a screw
4) Explosion pressure, exhaust gas temperature,
abnormal color of exhaust gas, abnormal
combustion
5) Too much consumption of lubricating oil
Abnormality in fitting condition of the cylin-
der liner and the piston ring

Load
(%)
60 (minutes) Suspension of operation
100
Continuous
operation
30 (minutes)
75

Suspension
60 (minutes) of operation 15 (minutes) 15 (minutes)
50
STEP1 STEP2 STEP3
30 (minutes) 15 (minutes) 15 (minutes)
25

Preparation Inspection Inspection

0
0 30 60 90 30 60 90 30 60
Time (minutes)
Figure 4.1 Operational Pattern for Initial Running-in

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM
4.1, 4.2 DC-32 Operation of the Engine : Running-in, Warming-up and Loading
D. Inspection and Other Work After Running-in
Effect the following inspection and other work to
make certain that no abnormalities exist with the
engine when running-in is completed, and then the
service operation of the engine may be started.
1) Inspection to make certain that there are no
foreign matters nor stains in the crankcase.
2) Visual inspection of the inside surface of the
cylinder liner.
3) Inspection and cleaning of the filters
4) Detachment of the flushing filter in the fuel oil
filter.
Strictly avoid to operate an engine with a
heavy fuel oil when the flushing filter remains in
the fuel oil filter since it may result in clogging
of the filter and may cause a trouble.
4-4.2 Warming-up and Loading of the
Engine
When the engine is cold, effect warming-up of
the engine and gradually increase the load after
the engine is warmed up except when the situation
does not allow it.
Problems such as poor combustion, abnormal
wear or seizure of a sliding part may happen if the
load on the engine is abruptly increased when the
various parts of the engine are still cold and neces-
sary conditions of the engine in terms of combus-
tion, lubrication, etc. are not established.
A. Warming-up
a. Diesel Fuel Oil for Warming-up
It is strongly recommended to effect the warm-
ing-up with diesel fuel oil even though the
engine is operated with heavy fuel oil.
Load
(%)
Service Load
75
50
25
No-load
5 10 15 20
Figure 4.2 Pattern of Load Increase
DC-32 Z 05-12
b. No-load Operation
Operate the engine without any load or with a
light load and impose the service load after tem-
perature of the cooling water and the lubricating
oil goes up.
Limit the no-load operation only to warming-
up and refrain from no-load operation exceed-
ing 10 minutes.
Too long no-load operation may cause such
problems as poor combustion, carbon deposit
in the combustion chamber, or other problems.
B. Loading
The more time shall be given to increase the
load, the colder the engine temperature (tempera-
ture of the cooling water in the jacket and of the
lubricating oil) is.
A guideline for the time to be taken to
increase the load is shown in the following chart.
( : Figure 4.2 "Pattern of Load Increase")
Since the load increases with the number of
revolutions of an engine in case of a ship's main
engine (with a propeller), gradually increase the
engine speed.
Pass in a time as short as possible through
the dangerous range of revolutions of an
engine due to torsional vibration (the range
printed on the tachometer in red) when increas-
ing the engine speed.
If the engine should be operated at the
speed in the red zone for a long time, the
crankshaft may be broken.
O
t : 40 C
O
t : 15 C
t : Temperature of the cooling water
in the jacket and of the lubricating
oil at starting of an engine
25 30 35 40 45 Time (minutes)

Operation of the Engine
Operation of the Engine :
Operation with a Load (with a Service Load)
4.3 Operation with a Load (with a
Service Load)
Periodically check and measure the operating
conditions and the operational data respectively
during continued engine operation with a load
(including the running-in).
When any abnormality is found in the results of
the inspection and/or measurement, take an
appropriate countermeasure such as adjustment,
repair or some others. (For the details, refer to
other sections.)
( : 5-3 "Measurement and Adjustment")
( : 7 "Causes and Countermeasures of
Abnormalities and Failures")
A. Checking of the Operational Conditions
<Items to be Checked>
1) Abnormal noise/vibration
2) Partial overheating
3) Leakage from a joint, loosening of a screw
4) Explosion pressure, exhaust gas temperature,
abnormal color of exhaust gas
abnormal combustion
5) Too much consumption of lubricating oil
Since an engine, especially for the following
parts, is heated to high temperature during
operation, touching with it may result in a burn.
Wear protective gears such as safety gloves
or some others.
Exhaust manifold
Turbocharger
Air inlet of the intercooler
Cylinder head
Devices of the fuel oil feeding system, the pip-
ing (for heavy grade fuel oil)
B. Measurement of Data related to Operational
Performance
a. Measure the data once a day at a time when
the load is stabilized with the least fluctuation.
b. Compare each of the measured data with the
data on the same item measured when the engine
was new and check whether or not there is any
abnormality in the data or any deterioration.
( : Final document "Table of Results of the
Trial Run")
CHAPTER
4
ITEM
DC-32 4.3
< Items to be Measured>
1) Ambient temperature
2) Load (Output)
3) Intake air temperature (at the inlet of the tur-
bocharger)
4) Maximum explosion pressure (for each cylin-
der)
5) Exhaust gas temperature (at the outlet of
each cylinder)
6) Exhaust gas temperature (at the inlet of the
turbocharger)
7) Intake air pressure (at the inlet of engine)
8) Lubricating oil pressure (at the inlet of
engine)
9) Hot cooling water pressure (at the inlet of
engine)
10) Warm cooling water pressure (at the inlet of
engine)
11) Fuel oil pressure (at the inlet of engine)
in case that a heavy fuel oil is used
4
12) Intake air temperature (at the inlet of engine)
13) Lubricating oil temperature (at the inlet of
engine)
14) Cooling water temperature (at the outlet of
engine)
15) Fuel oil temperature (at the inlet of engine)
in case that a heavy fuel oil is used
16) Value on the rack scale of the fuel injection
pump
C. Periodic Inspection and Maintenance
Periodically carry out the inspection and main-
tenance.
(For the details, refer to another section.)
( : 5 "Inspection and Maintenance")
D. Operation Record
Record results of the inspection and measure-
ment as well as items and contents of effected
work such as adjustment or repair in the engine
log book.
The operation record is very important mate-
rial to grasp the condition of an engine and to
know the history of an engine..
Carefully store the record and transfer it to
the successor when the person in charge of the
engine is changed.
DC-32 Z 05-12
 CHAPTER
Operation of the Engine
4
ITEM
4.4 DC-32 Operation of the Engine : Operation with a Heavy fuel oil
4-4.4 Operation with a Heavy fuel oil
(for an engine for which a heavy
fuel oil is specified)
Since this fuel oil is a low grade one with high
viscosity, it is required to effect such appropriate
operation control as operation with diesel fuel oil in
a specific operational condition as well as appro-
priate management of a combination of the fuel oil
and the lubricating oil.
(Refer to other sections of this manual.)
( : 6.1 "Control of Fuel Oil")
( : 6.2 "Control of Lubricating Oil")
A. Operation with a diesel fuel oil
A heavy fuel oil can be used only in a stable
load condition. And use a diesel fuel oil in the fol-
lowing cases.
a. Running-in 150 hours
1) The first operation after installation
2) The first operation after replacement of a part
having a sliding part (cylinder liner, piston,
piston ring).
( : 4.4.1 "Running-in")
b. Operation during Starting and Warming-up
( : 4.3 "Starting of an Engine")
( : 4.4.2 "Warming-up")
c. During Idling and Operation with a Light
Load
Since the temperature of compressed air in the
cylinder and the injection pressure of the fuel oil
are low with a light load, the combustion may
become unstable to cause such troubles as the
worsened smoke, ring stick and some others
when a heavy fuel oil of which flammability is
poor than that of a diesel fuel oil is used. Use a
diesel fuel oil when an engine is operated around
the lower limit of a light load specified in the
engine specifications or less.
d. Operation with a Very Fluctuating Load
1) During entry into or departure from a port
2) During loading or unloading the freight
e. Just Before Stopping of an Engine
( : 4.6 "Stopping of an Engine")
DC-32 Z 05-12
B. Changeover of the Fuel Oil
A heavy fuel oil is usually heated to 80-90 in
the service tank and 100 or higher at the inlet
of engine. Since the temperature is much differ-
ent from that of a diesel fuel oil, troubles such as
stick of the fuel injection pump, vapor lock or
some others may happen if the changeover is
effected too quickly.
a. Gradually effect changeover to a heavy fuel oil
from a diesel fuel oil in such a manner that rate
of the temperature change at the inlet of engine
is 5-10 per minutes.
( : Figure 4.3 "Pattern of Changeover to
Heavy Fuel Oil from Diesel Fuel Oil")
b. Keep viscosity (temperature) of a heavy fuel oil
at the inlet of the engine in an appropriate range.
c. Do not raise temperature of a diesel fuel oil
above its flash point (about 60 ).
d. Keep fuel oil pressure at the appropriate level
to prevent vapor from being generated.
And effect air bleed of devices in the fuel oil
feeding system (heater, filter, tank, etc.) from
time to time to prevent vapor from staying in a
specific area.
Since the scattered oil may cause a fire if it
should touch a hot part of an engine, pay
enough attention so that no oil may be scat-
tered during air bleeding.
e. Make certain that heat tracing is effective with
each of the piping and the devices.
The heated heavy fuel oil is hot, and also the
filters and the piping is heated to the high tem-
perature.
Since touching non-insulated part of such
parts as valves, cocks or some others by a
bare hand or bare skin may result in a burn,
wear protective gears such as safety gloves or
some others during handling of them so that
those parts may not be directly touched.
 CHAPTER
Operation of the Engine
4
ITEM
Operation of the Engine : Operation with a Heavy Fuel Oil
DC-32 4.4

When an engine that has been operated with

a heavy fuel oil is stopped in an emergency,
immediately change the fuel to a diesel fuel oil
and start the standby pump to flush the fuel oil
feeding system.
If a heavy fuel oil should be let to cool, it will
be solidified to make operation impossible.

Changeover to a Heavy Fuel Oil from a Diesel Fuel Oil Changeover to a Diesel Fuel Oil from a Heavy Fuel Oil
Kind of operation Fuel oil temperature at the inlet of engine

Kind of operation Fuel oil temperature at the inlet of engine

Viscosity at the Temperature Viscosity at the
Temperature of the inlet of engine : of the heavy inlet of engine :
heavy fuel oil 13 14 mm2 /s fuel oil 13 14 mm2 /s

Temperature of
a diesel fuel oil
Temperature of
a diesel fuel oil
4
Changeover to a Changeover to a
Operation with heavy fuel oil from Operation with Operation with diesel fuel oil from Operation with
a diesel fuel oil a diesel fuel oil a heavy fuel oil a heavy fuel oil a heavy fuel oil a diesel fuel oil
Items to be checked

Items to be checked

Check operating Change the fuel when the Change the fuel when the Check operating
condition of the engine is operated with a engine is operated with a condition of the
heavy fuel oil stable load (at the lower limit stable load (at the lower limit diesel fuel oil
feeding system. of the load specified or higher) of the load specified or higher) feeding system.

Note 1. An operating method adapted to each grade of fuel oil is required to be used since the pre-
treatment system for the fuel oil varies according to usage of the engine.
2. Temperature of a diesel fuel oil mixed with a heavy fuel oil shall not exceed 60 OC

Figure 4.4 Pattern of Changeover to a Heavy Fuel Oil from a Diesel Fule Oil

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM
4.5 DC-32 Operation of the Engine : Permitted Range of Engine Operation
4-4.5 Permitted Range of Engine
Operation (in the case of a main
(marine) engine)
In the case of a main (marine) engine, magni-
tude of the load is decided by the propeller law
specific to a ship and varies with the engine speed.
Both the permitted operation rage and the rec-
ommended one based on the propeller law specific
to a ship are shown in the following figure.
For the actual operation, the engine should be
operated within the recommended range of opera-
tion as much as possible by choosing an appropri-
ate engine speed and torque (it may be judged from
the Pme and the rack scale) to avoid overload.
The lower limit of the load when a heavy fuel oil
is used is usually 30%, and a diesel fuel oil shall
be used when the load is below this limit.
( : Figure 4.4 "Permitted Range of Operation")
However, for an characteristic of an actual engine
in terms of output, refer to the table of the trial run
results separately provided in the final document.
A. In the Case of an Engine with a Fixed Pitch
Propeller (FPP)
A fixed pitch propeller is usually designed
based on absorption horsepower calculated on
the propeller law taking sea margin due to fouling
of the ship's bottom or some other factors into
Output (%)
M Curve
P Curve
Idle speed
Figure 4.4 Permitted Range of Operation
DC-32 Z 05-12
consideration.
In the case that fouling of the bottom is wors-
ened to increase resistance and the sea margin is
exceeded, more power is required at the same
engine speed resulting in requiring a torque rich
operation. Always pay attention to the engine
speed and the rack scale to avoid a torque rich
operation. Pay special attention in a stormy
weather when the propeller absorption power
may suddenly change and the engine tends to be
operated in a torque rich condition to induce surg-
ing of the turbocharger.
B. In the Case of an Engine with a
Continuously Variable Pitch Propeller (CPP)
Since a continuous variable pitch propeller
allows the engine to change the absorption power
by changing propeller's pitch (attack angle of the
blade) while keeping the engine speed constant,
it has such an advantage that the engine speed
and the load can be adjusted to adapt themselves
to the load varying with utilization of the auxiliary
machinery powered by the main engine and with
varying water resistance on the ship's hull.
However, since the engine with a CPP is liable to
torque rich operation because of its flexibility in
operation, always grasp load condition and care-
fully operate the engine avoiding torque rich oper-
ation.
Propeller design point
Permitted operation range
Recommended range
of continuous operation
with a service load
P Curve : Characteristic curve accord-
ing to the propeller law
M Curve : Characteristic curve for
which sea margin is took
into consideration
Permitted range for short
time operation with a
diesel fuel oil in case of
an engine with the stan-
dard specifications.
Engine speed (%)
 CHAPTER
Operation of the Engine
4
ITEM
Special Operation of the Engine : Light Load Operation
DC-32 5.1

4-5 Special Operation of the Engine

4-5.1 Light Load Operation
A prolonged light load operation with a load
equal to or lower than a certain level may cause
such various troubles as contamination of the tur-
bocharger and the combustion chamber, poor
combustion and some others since such an oper-
ation may be a cause of lowered intake pressure,
blow-back in the exhaust pipe and some others
presenting a disadvantageous condition for com-
bustion.
Shorten the duration of a light load operation of
the engine as little as possible. When such an
operation can not be avoided, follow the following
instruction.

A. Lower Limit of the Load

The limit varies according to engine specifica-
tions. Make certain what lower limit is specified in
the specifications attached on delivery of the
engine. 4
B. Use of a diesel fuel oil
In the case of an engine for which a heavy fuel
oil is specified, change the fuel to a diesel fuel oil.

C. Washing of the Turbocharger

Wash the blower of the turbocharger more fre-
quently than usual.

A turbocharger is heated to the high temper-

ature during operation or immediately after a
stoppage of the engine. Wear safety gloves
since touching them with a bare hand during
washing may cause a burn.

D. Intermittent High Load Operation of the

Engine
An operation of the engine with a load as high
as possible (60% load or more) for 30 minutes or
so during operation of the engine with a service
load is recommended for prevention of contami-
nation of the combustion chambers and the
intake and exhaust system.

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM Special Operation of the Engine :
5.2 DC-32 An Operation of an Engine with Natural Aspiration

4-5.2 Operation of an Engine with

Natural Aspiration
The turbocharger is heated to the high tem-
Equipment for an operation of an engine with
perature during operation or immediately after
natural aspiration (optional) is prepared so that the
rotor of the turbocharger may be detached in such a stoppage. Touching them with a bare hand or
an emergency that the turbocharger is broken. skin may cause a burn.
The operation with natural aspiration shall be Effect disassembling enough time after a
effected under various limiting and prohibiting con- stoppage to allow the turbocharger to cool.
ditions. Always wear the safety gloves to avoid a
Since the actual procedures vary depending on burn when the turbocharger has to be detached
actual cases, consult with DAIHATSU to get before it cools.
instruction on the work procedure and matters to
be attended and strictly follow the instruction.
Intake Casing Rotor-shaft Casing Exhaust Casing
A. Conditions for an Operation with Natural
Aspiration
a. Fuel : Diesel fuel oil
b. Output : Mean effective pressure of 0.44 MPa
or less
c. Exhaust temperature (at the exhaust port of the
cylinder) : 400 (450 max.)
B. Preparation for the Operation (in case of the Exhaust Casing Lid
TPL)
(In case of the TPL)
(1) Detach the intake system, the exhaust connect-
ing tubes and the piping for the lubricating oil sys-
tem that are connected with the turbocharger.
Distance Piece
(2) Detach the turbocharger from the engine.
(3) Detach the intake casing and the rotor shaft Nut
casing according to the operation manual of
the turbocharger.
( : "Operation Manual of Turbocharger")
(4) Attach a lid on the exhaust casing.
(5) Mount the exhaust casing on the engine. Procedure for an Operation with Natural Aspiration (TPL)
(6) Detach the intake connecting tube (bellows)
and mount the air strainer to prevent dust from Exhaust Gas
being sucked from the inlet of the intercooler
intake tube.
(7) Block the piping for lubricating oil of the tur-
bocharger.
(In case of the MET)
(1) Detach the gas intake casing and the nozzle
according to the operation manual of the tur-
bocharger.
(2) Pull out the rotor shaft and attach the blind lid
as shown in the illustration.
(3) Mount the gas intake casing.
(4) Detach the intake connecting tube (bellows) and Blind Lid
mount the air strainer to prevent dust from being (attached)
sucked from the inlet of the intercooler intake tube.
(5) Block the piping for lubricating oil of the tur- Procedure for an Operation with Natural Aspiration (MET)
bocharger.

DC-32 Z 05-12
 CHAPTER
Operation of the Engine
4
ITEM
Special Operation of the Engine :
Operation with Reduced Number of Cylinders DC-32 5.3

4-5.3 Operation of the Engine with

Reduced Number of Cylinders
An operation of the engine with reduced number
of cylinders may be sometime required under a
certain particular situation. However, this operation
shall be limited to short time as a countermeasure
in an emergency since this operation may cause
troubles such as torsional vibrations of the shafts
and vibrations of other parts than the engine excit-
ed by the engine.
And this operation shall not be applied to an
engine supported by vibration insulating rubber
mounts.
There are such various ways for this operation
as just fuel cut, removal of some part of the engine
and some others. Also this operation with reduced
number of cylinders is subject to various prohibit-
ing conditions. So, consult with DAIHATSU to get
instruction on the operational procedure and mat-

4
ters to be attended and strictly follow the instruc-
tion since the actual procedures vary depending
on the actual cases.

<Conditions for the Operation>

a. Fuel : Diesel fuel oil
b. Output : Equal to or less than the following

(Total Number (Reduced Number

of Cylinders) of Cylinders)
Rated Output 70
(Total Number of Cylinders)

However, the output may be reduced to pre-

vent surging of the turbocharger or too high
exhaust temperature.
c. Exhaust temperature (at the exhaust port of
the cylinder) : 400 (450 max.)

Be attentive to vibrations of structures out-

side the engine and gear noise, and stop the
engine as soon as any abnormality is per-
ceived. If the engine operation should be con-
tinued, an serious accident may happen.

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM
6.1 DC-32 Stoppage of the Engine : Usual Stoppage

4-6 Stoppage of the Engine

4-6.1 Usual Stoppage "RUN"
A. Preparation for a Stoppage
a. Change the fuel to a diesel fuel oil 30 minutes "STOP"
before a stoppage in the case that a heavy fuel
oil is used.
b. Start the lubricating oil priming pump just
Control Lever
before a stoppage.
c. Make certain that air pressure of 2.0 MPa or
more is left in the reservoir for re-starting.
(for preparation for the next starting)

B. Procedure for a Stoppage

a. A stoppage shall be effected according to the Stoppage Operation
following procedure.
[In case of an operation by local control] C. After a Stoppage
Shift the control lever to the "STOP" position. a. Operate the lubricating oil priming pump and
Fuel injection is to be stopped by means of the cooling fresh water pump for 20 minutes to
movement of the common rod to stop the let the engine and the turbocharger cool.
engine.
[In case of an operation by remote control]
(1) Push the "STOP" button on the control panel. The turbocharger continues rotating at high
speed even after a stoppage of an engine.
The magnetic valve to shut the fuel is activat- Since the turbocharger of the engine is lubricat-
ed to operate the fuel cut device to stop the ed by the system oil, the bearings may be dam-
engine. aged if supply of the lubricating oil should be
(2) Shift the control lever to the "STOP" position. stopped immediately after the stoppage of the
engine.
b. After the procedure for a stoppage is effected,
be attentive to sound of the engine and the tur-
bocharger to make certain that no abnormal b. Fully open the indicator valve to effect the air
noise is not heard. run for 3 to 4 seconds in order to purge exhaust
gas in the cylinders.
c. Close the valves of each system.
If the engine should not be stopped instead
of the stoppage operation, stop the engine by
the following procedure.
(1) Force the rack of the fuel injection pump to
be shifted to "0".
(2) Fully "close" the valve at the fuel oil inlet
main pipe.

DC-32 Z 05-12
 CHAPTER
Operation of the Engine
4
ITEM
Stoppage of the Engine : Emergency Stoppage
DC-32 6.2

4-6.2 Emergency Stoppage b. In case that the engine is operated with a

heavy fuel oil, immediately change the fuel to a
A. Cases Where an Emergency Stoppage is
diesel fuel oil and operate the fuel delivery pump
Required
to flush the fuel system (except when the fuel
Stop the engine immediately when any of the piping is broken).
following abnormalities is found.
And also effect the turning to discharge the
1) When an emergency "alarm" is issued. remaining heavy fuel oil left in the fuel injection
( a protective device is activated automatic pumps and the fuel valves.
stoppage)
Overspeed
Lowering of the lubricating oil pressure
If the engine should be stopped and left to
Suspension of water supply/Increasing in
cool without taking any measure when a heavy
the cooling water temperature
fuel oil is used, the heavy fuel oil left in the
Increasing in the exhaust gas temperature
devices of the fuel system and in the piping will
Other alarms (depending on specifications
be solidified not only to make the engine re-
of the engine)
start impossible but to require much work for
2) Abnormal noise/vibration
cleaning and washing afterwards.
3) Heating-up or smoking of the bearing or other
moving parts or sudden increase in the mist c. The load shall be cut off and return the control
4) Loosening or falling-off of a lever, a link pin, lever, the valves and devices concerned to the
or a bolt of the governor, the common rod
linkage or the fuel injection system
5) Breakage of the piping for the fuel oil, the
"STOP" position.
4
lubricating oil and the cooling water.
6) Too quick increase or decrease in the engine In case that the engine stopped in an emer-
speed. gency, do not restart the engine until the cause
7) Quick increase in the lubricating oil temperature is found and the countermeasure is effected to
8) A stoppage of the cooling water supply and complete restoration of the engine.
alternative supply source not available If the engine should be restarted without
eliminating the causes of the trouble, the trou-
ble may be worsened and cause a serious
Do not fill the cooling water when the engine accident.
is overheated due to suspension of cooling
water supply.
It may cause distortion of some parts of the
engine system due to too quick cooling possi-
bly resulting in a failure of the engine or in an Do not open the crankcase for at least 10
accident. minutes until it cools after a stoppage of an
engine.
9) Water is mixed in the lubricating oil. There is a risk that inflammable mist in the
10) Too quick increase in the exhaust gas tem- crankcase may be ignited to explosion. Be
perature. attentive especially when much mist has been
11) quick decrease in rotation speed of the tur- generated due to engine overheating or
bocharger or pressure of the charged air. seizure.
12) Breakage or loosening of a bolt Do not bring a naked fire near the crankcase
even after the opening of it.
B. Measures to be taken after an Emergency
Stoppage of the Engine
When an automatic stoppage due to activation
of a protective device or a manual emergency
stoppage happens, take the following procedures.
a. In case of a stoppage by remote control or of
an automatic stoppage, shift the control lever to
the "STOP" position.

DC-32 Z 05-12
CHAPTER
Operation of the Engine
4
ITEM
6.3 DC-32 Stoppage of the Engine : Long Suspension of Operation

4-6.3 Long Suspension of Operation

In case that the engine has not been operated
for a long time (one month or longer), take meas-
ures for preservation (mainly for rust prevention).

A. Suspension of Operation Within Three

Months Spraying
a. Rotate the crankshaft a few turns once a week (a rust
preventive oil)
priming the lubricating oil with the indicator valve
fully opened.
For this operation, stop the crankshaft at the
different position each time and assuredly close
the indicator valve.
b. Discharge the cooling water when icing is
expected in a cold weather.
Spraying
B. Suspension of Operation Over Three (a rust
Months Measures for Long Time preventive oil)
Preservation
In case that the engine operation is expected to Silica gel
be suspended for three months or longer, the fol- (a desiccant)
lowing measure are required to be effected.
a. Discharge the cooling water.
Lid
b. Add a rust preventive oil in the lubricating oil
and rotate the crankshaft a few turns priming the Sheet cover
lubricating oil with the indicator valve opened.
Close the indicator valve assuredly after the
turning.
c. Open the covers of the crankcase, the cam
case and the cylinder head, and spray a rust
preventive oil on the parts inside the case.
d. Put a desiccant such as silica gel in the
crankcase when the atmospheric condition
(weather, humidity, etc.) requires it.
e. Cover each of the openings of the exhaust
manifold and the mist pipe with a sheet.
f. Carefully cover an engine, especially for its Measures for Long Time Preservation
electric devices, with a sheet to prevent dust
from penetrating.

DC-32 Z 05-12
 CHAPTER
Operation of the Engine
4
ITEM
MEMO DC-32

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
1.1 DC-32 Matters to be Attended in Inspection and Maintenance

5. Maintenance and Inspection

5-1 Matters to be Attended in Inspection and Maintenance

For inspection and maintenance of the engine, start the work after careful reading of this manu-
al to understand the structure of the appropriate part of the engine, the work procedure, enough
investigation of the work procedure and preparation of necessary consumables and tools.
If the work is started without enough preparation, an engine failure or damage to the engine
due to incorrect assembling may happen to induce an accident resulting in human injury or death
as well as the efforts may be wasted. Replace such a part as is found damaged or has reached
the replacement limit in the inspection without fail.
If a trouble can not be solved on the spot, or a necessary replacement part is not available,
contact with DAIHATSU Diesel Spare Parts Service Co., Ltd., Service Division of DAIHATSU
MOTOR CO., LTD. or a Branch of DAIHATSU to take an appropriate measure.

5-1.1 Matters to be Attended in Relation to Safety

A. Do not open the crankcase side cover for at least 10 minutes until the engine cools enough after
its stoppage. There is a risk that oil mist in the crankcase may be ignited to explode when fresh air
flows into the crankcase of an overheated engine.

B. Rotation of the engine during inspection or maintenance presents such a very dangerous situation
as an accident that something is caught between some parts of the engine.
Start the work after returning the control lever to the "STOP" position, assuredly closing the starting
air valve and finally making certain that the engine would not rotate.
When the turning of an engine is effected, make certain that nothing will touch the rotating part and
the co-worker will not be exposed to any danger due to the engine rotation and finally send a sig-
nal to that person to warn of start of the turning. Take a measure to prevent idle rotation of the
crankshaft.

C. Wear protective gears such as safety gloves, a safety helmet, safety shoes and safety glasses as
appropriate during the work.
Part of the engine, especially the exhaust manifold, the turbocharger, the cylinders and the sur-
rounding of them become hot during operation or immediately after stoppage. Wear safety gloves
to prevent a burn during the work.
Since oil sticks to the floor of the engine room or surroundings of the engine making them slippery,
wipe well the floor and the soles of the shoes before starting the work. Especially for work at a high
place, e.g. on a step, watch for your feet with enough attention to prevent a fall.

D. When disassembling each of the piping systems, "close" all the valves that open to the outside and
gradually loosen the air bleed plug to eliminate the residual pressure before starting the disassem-
bling work.
If a joint of each filter or a piping system is disassembled immediately after stoppage of the engine,
hot oil or water spouted out by the residual pressure may cause a burn.
And since scattered fuel oil or lubricating oil may cause a fire when it touches a hot part of the
engine, pay enough attention to scattered oil.

E. Since an ejected spring may injure the person working with a device such as a control valve in
which a spring is assembled when such a device is disassembled, carry out such work with care.

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
ITEM
Matters to be Attended in Inspection and Maintenance DC-32 1.1,1.2

F. Do not lift a heavy part or a device by human power but do it by means of wire ropes and a chain
block. And do not let any person go under a lifted load.
G. Switch off the power supply when handling an electric device.

H. When handling a liquid, strictly follow the following instructions.

Fuel oil/Lubricating oil = Inflammable material No fire shall be brought in.
Rust preventive for fresh water /Antifreeze for fresh water/Mercury (thermometer) = Poisonous
Do not drink any of them. Wash it out when stained by any of them.
Battery electrolyte = Poisonous/Generating inflammable gas Do not drink. Wash it out when
stained by it. No fire shall be brought in.
◎ Entrust disposal of waste oil and waste water to a subcontractor specialized in waste treatment
to prevent pollution to environment.

5-1.2 Matters to be Attended at the End of Maintenance or Inspection

A. Be sure to restore the lagging, the heat insulating cover, the material used to prevent inflammable
oil from scattering (FN tape) and other protective covers to the original places that were detached
for maintenance or inspection.

B. Effect the turning and the priming of each fluid after assembling of the engine, and make certain
that no abnormalities have been detected. Close the indicator valve after inspection by the turning
operation.

C. Return devices for the turning and the turning bar to the "detached" or "disengaged" position after
completion of the work. 5
D. Record on the engine control log book work contents of the maintenance and/or inspection and
parts replaced.

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
ITEM
2 DC-32 List of Items for Maintenance and Inspection

5-2 List of Items for Maintenance and Inspection

This table shows items for routine inspection and maintenance (every six months is the longest interval in
principle) that shall be carried out by a person(s) in charge of the engine. For items of the full-scale mainte-
nance involving opening of the engine that shall be carried out after a prolonged engine operation, effect it in
accordance with a "Maintenance Manual" separately provided.
( : To be effected regularly : To be effected before the initial run of an engine in the maintenance interval and
the first run after opening of the engine : To be effected before the first run of an engine after its installation and
after maintenance involving opening of the engine, : To be effected after replacement of the part or the unit)
Interval of Inspection/Maintenance (Hours) Section
Pre-operation
to be
Inspection

months 2,000-3,000
Once a month

months 1.000-1,500
Once a week
Part to be referred

Once every three

Once a day

Once every six

Task Note

300-500
Inspected to

Appearance of Engine Checking of loosening/leakage ٤ ٤

Piping Checking of loosening/leakage ٤ ٤
Cylinder Head Cover Inspection of the inside (valve clearance, valve rotator) ً ٤ 5-4.1
Cylinder Head Inspection/additional tightening of cylinder head bolts ً Including also when opening
Fuel Injection Valve Pulling out/inspecting/cleaning/adjusting of the valves ً ٤ 5-4.2
Connecting Rod Inspection/ additional tightening of the connecting rod bolts ً Including also when opening
Cylinder Liner Visual inspection of the inside ٨ ً ٤
Crankshaft Measurement/adjustment of deflection ً ٤ 5-4.5
Camshaft Inspection of cam and roller ً ٤
Governor Checking/replenishing of working oil level ٤ ٤ ٧ 4-2.1 ٧Replace the working oil with new one
Fuel Control Linkage Checking of movement/Lubricating ٤ ٤ 4-2.1

Washing of filter ٨ ‫ڏ‬٤ 4-2.2 ‫ڏ‬150䌾200 hours

Turbocharger Washing of blower ‫ڏ‬٤ 5-4.4 ‫ڏ‬150䌾200 hours
Washing of turbine ‫ڏ‬٤ 5-4.5 ‫ڏ‬200䌾250 hours
Starting Air Rotary Valve Discharging of drain ٨ ٤ 4-2.1
Checking of pressure ٤ ٤ 4-2.1
Starting Air Reservoir
Discharging of drain ٨ ٤
Lubricating of pump rack ٨ ٤
Fuel Injection Pump
Inspection of rack scale position ٤
Discharging of drain ٤ ٤ 4-2.1
Fuel Oil Filter Blow-off cleaning ٤ 5-3.1
Opening/inspecting/cleaning ٨ ً ٤ 4-4.3
Refer to the "Filter Maintenance Manual"
Reverse-flow Cleaning Filter Opening/inspecting/cleaning 5-4.3
Lubricating Oil Filter

separately provided.
Discharging of drain ٤ ٤
Sludge Collector
Opening/inspecting/cleaning ٨ ً ٤
Gracier Filter Opening/inspecting/cleaning ٨ ٤
Fuel Injection Pump Filter Opening/inspecting/cleaning ٨ ً ٤
Checking of the lubricating oil level/Replenishing ٤ ٤ 4-2.1
Lubricating Oil Tank
Analysis of the lubricating oil ٨ ٤ 6-2

Lubricating Oil Thermostat Valve Opening/inspecting/cleaning ٤ 5-3.2

Fresh Water Filter Opening/inspecting/cleaning ٨ ٤

Checking of the water level/replenishing ٨ ٤ 4-2.1
Cooling Fresh Water Tank
Analysis of water quality ٨ ٤ 6-3
Measurement Instrument Checking of the thermometer and the pressure gauge ٤
Control/Protective Device Checking of movement ٨ ٤

Note) Intervals of the inspection and maintenance shown in this table represent standard figures under normal operational condition when a heavy fuel oil
is used. For each actual case, establish an appropriate interval of the maintenance and inspection based on actual conditions of the engine
operation and the experience of inspections carried out.

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
ITEM
Measurement and Adjustment : Maximum Explosion Pressure DC-32 3.1

5-3 Measurement and Adjustment

5-3.1 Maximum Explosion Pressure
and Exhaust Temperature Indicator (A)

The maximum explosion pressure and the Safety Valve

Exhaust Valve (E)
exhaust temperature are important indexes of
combustion state and ageing of an engine. Lock Nut (D)

Deterioration of engine performance is usually Indicator Joint (C)

represented by the following symptoms.
Lowered maximum explosion pressure
Increased exhaust temperature
Measure and record them once a day to know
the tendency of changes as one of the information
to be used to decide intervals of the maintenance.
A. Maximum Explosion Pressure
a. Adjustment of the Maximum Explosion
Pressure
The angle of the plunger of the fuel injection
pump at which fuel delivery begins decides the
maximum explosion pressure that also varies cor-
responding to the load. And it is to be set to the
optimum value at the shipment from the factory.
Since this value is one of the engine parame-
ters to be checked in accordance with the NOx
technical code, don't change it to a value out-
side the specified range.
( : 0-3 "Engines Conforming to the NOx
Technical Code")
The maximum explosion pressure may vary
depending on property of the fuel oil, the intake
air pressure, the intake air temperature, etc.,
however, any adjustment of the maximum explo-
sion pressure is not usually required.
b. Measurement of the Maximum Explosion
Pressure
Measure it when the warming-up is completed
and the load is stabilized.
The measured values may be fluctuated due
to fluctuation of the load.
In such case, try again the measurement.
( : The final document "Table of the Trial
Run Results")
Since the indicator valve becomes hot during
operation, touching it with a bare hand may
cause a burn.
Wear safety gloves during the work.
"OPEN"
"CLOSE" Spanner for
Indicator Indicator Valve
Valve (B)
Measurement of Maximum Explosion Pressure
<Measurement Procedure>
(1) Open the indicator valve (B) by means of the
spanner for the indicator valve before mount-
ing the indicator (A). Close the indicator
valve after lightly blowing a few times by rac-
ing of the engine. 5
(2) Mount the indicator on the indicator joint (C)
and firmly lock them by tightening the lock
nut (D).
(3) Close the exhaust valve (E) of the indicator.
(4) Open the indicator valve.
(5) Read the pressure indicated on the indicator
dial.
(6) Close the indicator valve.
(7) Open the exhaust valve (D) of the indicator
and detach the indicator after the indicated
pressure goes down to 0 (zero).
Maximum value (at the full load) : 17.7 MPa
Variation between the cylinders : 0.6 MPa or
less
The indicator valve and the exhaust valve of
the indicator valve shall be "fully opened" or
"fully closed". If it is used with "partially
opened" position, the screw may be stuck with
hot gas penetrated into the screw.

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
3.1 DC-32 Measurement and Adjustment : Exhaust Gas Temperature

B. Exhaust Gas Temperature

Exhaust gas temperature measured at the
exhaust port of a cylinder may be different to a
certain extent from those measured at the
exhaust ports of other cylinders due to influence
of other cylinders, different distance from the inlet
of the turbocharger, etc. Though the exhaust tem-
perature can be adjusted by rack value of the fuel
injection pump, usually the adjustment will not be
required when the variation between the cylinders
is within the following value.

Variation between the cylinders : 40 or less

<<Adjustment of the Rack at the Fuel Injection Pump>>

Adjust the value on the rack scale at the fuel Fuel Injection Pump
injection pump to adjust the amount of fuel to be
injected in case that difference in the exhaust Rack Link
temperature of the cylinder from that of other Rack Lever
cylinders exceeds the figure shown above when
the plunger of the fuel injection pump or the noz- Lock Nut (B)
zle of the fuel injection valve is replaced. Rack Adjusting
Screw (A)
<Procedure for the Adjustment> Anticlockwise
Adjust the value on the rack scale by means "Decrease"
of the adjusting screw (A) on the fuel injection
Clockwise
pump rack lever. "Increase"
(1) Loosen the lock nut (B).
(2) Adjust the value on the rack scale by turning
the adjusting screw (A). Adjustment of Rack
Clockwise Increasing the rack value
Increasing the exhaust temperature
Anticlockwise Decreasing the rack value
Decreasing the exhaust temperature

(3) Make certain that the exhaust temperature is

within the specified value.
(4) Firmly tighten the lock nut.

Variation in the rack values between the

cylinders : 1.5 mm

DC-32 Z 05-12

Maintenance and Inspection
Measurement and Adjustment : Pressure and Temperature
5-3.2 Pressure and Temperature
Pressure and temperature of the lubricating oil,
the fuel oil, the cooling water and some others are
regulated by means of the relief valve and the ther-
mostat valve respectively so that their values may
be appropriate during operation of the engine.
However, since operational conditions such as
ambient conditions, a fuel oil used and some oth-
ers that may be experienced during some actual
operations may be different from those experi-
enced during the test run, it is possible that one or
more values of such pressure or temperature go
beyond the appropriate range.
When it happens, readjust the setting of the
appropriate valve so that the engine may be operat-
ed with the appropriate pressure and temperature.
A. Pressure of the Intake Air
Since it varies according to a load imposed on
the engine, those data measured at various loads
<Procedure to Adjust the Bypass Valve>
with a new engine or an engine just after its main-
tenance are to be the reference values.
The more the blower of the supercharger
becomes fouled, the more the intake air pressure
is lowered resulting in deterioration of the engine
performance (increase in the exhaust tempera-
ture, fuel consumption and some others).
Therefore, periodically wash the blower to pre-
vent fouling of the blower from worsening.
( : 5-4.4 "Washing of the Blower of the
Turbocharger")
The turbocharger becomes hot during operation
or immediately after a stoppage of the engine,
touching it with a bare hand may cause a burn.
Wear safety gloves during handling of them.
Even washing of the blower can not com-
pletely remove the fouling. It means that deteri-
oration of engine performance can not be avoid-
ed in terms of operational economy. However, if
the washing is neglected, fouling will be acceler-
ated resulting in deterioration of engine perform-
ance and finally necessitating disassembling
and washing of the turbocharger in less operat-
ing hours than usual.
B. Intake Air Temperature
Since inappropriate intake air temperature, either
too high or too low, affects an engine durability,
make as much efforts as possible to adjust the tem-
perature so that it may fall in the appropriate range.
Too low temperature of the intake air forms
CHAPTER
5
ITEM
3.2
DC-32
dew causing unusual wear of the cylinder liners
and the intake valves. Too high temperature of
the intake air increases the exhaust temperature
resulting in damage to the parts near the combus-
tion chambers such as the exhaust valves. (The
exhaust temperature varies in proportion to varia-
tion of the intake air temperature and in propor-
tion to twice as much as variation of the intake air
temperature of the turbocharger.)
Appropriate range of the temperature :
45-55 (at the rated output)
In case that the intake air temperature drops
out of the appropriate range due to low ambient
temperature for example, or the intake air tem-
perature is not automatically regulated due to a
certain reason, adjust the cooling water bypass
valve of the intercooler to keep the intake air
temperature within the appropriate range in
accordance with the following procedure.
(1) Loosen the lock nut (B) of the adjusting
screw (A) of the cooling water bypass valve,
and turn the adjusting screw (A).
Clockwise Increasing the temperature
Anticlockwise Lowering the temperature
(2) Watch for the change in the intake air tem-
perature and adjust the screw so that the
temperature falls in the appropriate range. 5
Hold the adjusting screw (A) in the proper
adjustable range.
Adjustable range : =21~45 mm
(3) Tighten the lock nut.
Adjusting Screw (A)
Anticlockwise
"Lowering the Lock Nut (B)
Temperature"
Clockwise 㩷㩷㩷
"Increasing the
Temperature"
= 21~45 mm
Cooling Water Bypass Valve
The Proper Adjustable Range of Adjusting Screw (A)
When the adjusting screw (A) is turned anti-
clockwise beyond the proper adjustable range,
the cooling water exceeding the allowable
amount would flow into the intercooler resulting
in damage to the intercooler.
DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
3.2 DC-32 Measurement and Adjustment : Pressure and Temperature

<Procedure to Adjust Lubricating Oil Pressure>

Adjustment of lubricating oil pressure at the
In case that the intake air temperature can lubricating oil pressure relief valve shall be effect-
not be brought within the appropriate range ed by means of the pressure adjusting screw.
after adjusting the screw in such a manner that
(1) Detach the cap nut (C).
it is turned anticlockwise until the bypass valve
(2) Loosen the lock nut (B).
bottoms the seat and then returned by three
(3) Adjust the pressure by turning the adjusting
turns clockwise, the intercooler is possibly
screw (A).
fouled. Disassemble the intercooler and effect Clockwise (direction of tightening)
maintenance on it. Increasing the pressure
( : 12-3 Intercooler section of the Anticlockwise (direction of loosening)
"Maintenance Manual") Lowering the pressure
(4) Watch for change in the pressure and make
certain that the pressure falls in the blue range.
(5) Tighten the lock nut (B).
<Heating of the Intake Air for Light Load (6) Attach the cap nut (C).
Operation>
When a load detected by the intake air pres-
sure switch is light, the cooling water bypass
valve bypasses the cooler side cooling water to
be introduced into the intercooler to heat the
intake air by the jacket side cooling water.
The cooling water bypass valve operates in
such a manner that an actuated solenoid valve
lets oil pressure be generated in the case of the
bypass valve and the oil pressure works on the
piston and the valve to let cooling water be
bypassed.
The intake air temperature at this time is
around 60-70 though it varies with the ambient
condition. Lock Nut (B)
Adjusting Screw (A)
C. Lubricating Oil Pressure
Anticlockwise Clockwise 㩷
"Lowering the "Increasing the pressure"
Appropriate range (within the range indicated pressure"
Cap Nut (C)
on the pressure gauge dial in blue)
0.5-0.6 MPa Adjustment of Lubricating Oil Pressure
The lubricating oil temperature varies depending
on viscosity and temperature of the lubricating oil.
Though the pressure possibly exceeds the blue
range on the dial when temperature of the lubri- When the pressure does not change even
cating oil is so low as to increase viscosity of the after turning the adjusting screw, one or more
oil in a cold start of the engine, it does not cause problems such as stick of the pressure relief
a problem provided that it falls in the range when valve, undesired suction of air or failure of the
the engine is warmed up. pump possibly happen. Investigate the cause
of the phenomenon.
In case that the pressure is out of the range in the
steady operating mode of the engine, adjust the
pressure in accordance with the following procedure.

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
ITEM
Measurement and Adjustment : Pressure and Temperature 3.2
DC-32

D. Temperature of Lubricating Oil Valve (A) Rod (C) Guide (B)

Cap Nut (D)

Appropriate range : 55-65 (at the outlet of
the cooler)

Temperature of the lubricating oil is regulated

so that it may fall in the appropriate range by the
thermostat valve equipped at the outlet of the
lubricating oil cooler.
Plug (E) Lock Nut (H)
a. Lubricating Oil Thermostat Valve
The thermostat valve is an automatic bypass Bolt (G)
valve that regulates the flow rate of the lubricat- (M12x40)
ing oil passing through the cooler according to
the temperature of the oil. It functions in such a
25
manner that the lubricating oil is completely
bypassed in the cold start to increase tempera-
ture of the lubricating oil in a short time while Max 14.5 mm
temperature of the oil is kept in the intended Adjusting Screw (F)
range during the steady operation of the engine.
In case that temperature of the lubricating oil Max 17.5 mm
can not be adjusted to be in the appropriate
range due to the condition that temperature of
the cooling water (cold side) is different from the
designed one or some others, adjustment is
possible by means of the adjusting screw (F) of
the thermostat valve. However, in case that
adjustment is impossible because of deviation of
Procedure to Adjust Temperature of Lubricating Oil
temperature exceeding the adjustable magni-
tude (5 ), consult with DAIHATSU.
Also hold the adjusting screw (F) in the speci-
(in an emergency) 5
fied adjustable range.
<Procedure of Tentative Measure>
(1) Detach the cap nut (D).
Adjustable range : = 3 ~ 15 mm (2) Screw the hexagon nut (G) (M12 x 40) in the
plug (E), holding it at the height of 25 mm
Adjusting Screw (F) and firmly fix it by means of the lock nut (H).
Cap Nut (D) (3) Turn the adjusting screw (F) in (or out) with a
spanner fitted on the head of the hexagon
head bolt.
(4) Operate the engine, watching for change in
the oil temperature and adjust it with the
engine operated so that the temperature may
fall in the operable range as shown below.
Guide (B) = 3 ~ 14.5 mm Clockwise (direction of tightening)
Lowering the oil temperature
Anticlockwise (direction of loosening)
When the adjusting screw is turned clock- Increasing the oil temperature
wise (screwed in) beyond the specified
adjustable range, too much pressure would be
loaded on the pellet resulting in damage to the Adjustable range : 30-65
pellet.

b. Manual Adjustment - Tentative Measure
In case that the temperature adjustment is
impossible due to broken pellet or some others,
operation of the engine is possible by a tentative
measure of which procedure is described below.
Since the oil temperature varies depending on
the load, set it at lower temperature than expect-
ed so that it may not exceed the upper limit even
when the engine is operated with a heavy load.

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
3.2 DC-32 Measurement and Adjustment : Pressure and Temperature

E. Pressure of Cooling Water

Block Bush
Appropriate range : 0.15-0.35 MPa
Pellet
Stopper Bolt
Pressure of the jacket cooling water consider-
ably varies according to such external conditions
as head of the cooling water evaporation tank
and piping resistance.
Guide
Since too low cooling water pressure causes
pitting of the engine frame and the cylinder liners P
due to cavitation erosion, adjust the pressure by
the orifice at the outlet of the engine water jacket Shaft
to obtain the appropriate pressure during opera-
tion. Cushion Spring

F. Temperature of Cooling Water Main Spring

Appropriate range : 72-78 (at the outlet of Stopper

the engine)
Rod

Valve
a. Adjustment of the Temperature
Temperature of the jacket cooling water is
adjusted to the appropriate one by means of the
bypass valve equipped in parallel with the fresh
water cooler.
Or it is adjusted to the appropriate tempera-
ture by the cooling water thermostat valve (right
figure : optional part) installed on the engine.

b. Warming-up of The Engine

Since too low temperature of the cooling water
may cause poor combustion and corrosion or
wear of the parts around the combustion cham-
ber, operate the engine with a load after the
temperature of cooling water is raised by warm- View "P"
ing-up.

( : 4-4.2 "Warming-up")

Cooling Water Thermostat Valve (Optional)

DC-32 Z 05-12

Maintenance and Inspection
Measurement and Adjustment : Pressure and Temperature
G. Pressure of the Fuel Oil
a. Specifications for Use of Heavy Fuel Oil
When a heavy fuel oil is used, its pressure
shall be regulated to be within the range as indi-
cated below to prevent vapor lock due to heating
of the fuel oil from happening.
Appropriate range : 0.5-1.0 MPa
<Procedure to Regulate Pressure of Fuel Oil>
Adjustment of pressure of the fuel oil is effected
by means of the pressure adjusting screw of the
fuel oil relief valve.
(1) Detach the cap nut (A) of the relief valve and
loosen the lock nut (B).
(2) Turn the adjusting screw (C) to adjust the
pressure.
Clockwise (direction of tightening)
Increasing the pressure
Anticlockwise (direction of loosening)
Lowering the pressure
(3) Watch for change in the pressure and make
certain that the pressure falls in the appropri-
ate range.
(4) Tighten the lock nut (B) and attach the cap
nut (A).
When a diesel fuel oil is used for an engine for
which a heavy fuel oil is specified, the pressure
is lowered because the feeding system for the
heavy fuel oil is not pressurized, but adjustment
is not required provided that the pressure is
equal to the following value or higher.
Appropriate range : 0.2 MPa
b. In case that a diesel fuel oil is specified
When a diesel fuel oil is specified as the serv-
ice fuel oil, the fuel relief valve is the same as
that for a heavy fuel oil, and the procedure for
adjustment is also the same as for the heavy
fuel oil.
Appropriate range : 0.2-0.3 MPa
CHAPTER
5
ITEM
DC-32 3.2
Adjust Bolt (C)
Clockwise
"Increasing the pressure"
Anticlockwise
"Lowering the pressure" Cap Nut (A)
Lock Nut (B)
Adjustment of Fuel Oil Pressure
5
H. Fuel Oil Temperature When a heavy fuel
oil is used
A heavy fuel oil shall be fed to the engine after
heated so that its viscosity may be appropriate for
injection.
Appropriate range (at the inlet of the engine) :
Dynamic viscosity 14 1.5 mm2/s
The appropriate temperature of the heated fuel
oil corresponding to the appropriate viscosity may
vary depending on property of the heavy oil. So,
heat the fuel oil referring to the figure indicated
below to keep the appropriate viscosity.
( : Figure 6-1.1 "Fuel Oil/Temperature Curve")
When a Viscontroller (an automatic viscosity
control device) is equipped for the engine, cor-
rectly control the fuel oil temperature according to
its operation manual.
(For the details, refer to other sections indicat-
ed below.)
( : 4-4.4 "Operation with a Heavy fuel oil")
( : 6.1 "Control of Fuel Oil")
DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and maintenance : Checking of the Exhaust and
4.1 DC-32 Intake Valve System and the Valve Clearance

5-4. Inspection and Maintenance

5-4.1 Inspection of the Intake and
Adjusting Screw (A) T Valve Yoke
Exhaust Valve System and Intake/Exhaust
Adjustment of the Valve Valve
Rocker Arm
Clearance Adjusting
"C"

A. Consumable/Replacement Parts, Tools and Screw (B)

Measurement Instruments
a. Consumable/Replacement Parts
( : "Parts list")
"B"
1) Seal (Cylinder Head Cover) No. 3
b. Tools and Measurement Instruments
1) General Tools
( : "Tool List" in the final document)
Valve Rotator "A"
Spring
B. Inspection of the Intake and Exhaust Valve
System Procedure to Adjust Valve Clearance
The intake and the exhaust valves are the parts
that are exposed to the most severe condition.
Periodically check them to make certain that they
are properly functioning.
< Procedure to Adjust Valve Clearance>
a. Make certain that they do not make any abnor-
mal noise during operation. (1) Bring the appropriate cylinder to the combus-
tion stroke to close both of the intake and the
b. When the engine is stopped, detach the cylin-
exhaust valves.
der head cover and inspect the following things.
(2) Loosen the lock nuts of the adjusting screws
1) Condition of lubrication for the rocker arms (A) and (B), and turn back the adjusting
and push rods. screws (A) and (B).
2) Condition of lubrication for the cotters and the (3) Push the T valve yoke so that the clearance
valve rotators, and also of deposited sludge "A" may be zero (0) and then tighten the
3) Deposited sludge around the valve springs adjusting screw (A) with a dial gauge con-
4) Rotation of the valve rotators tacted with the T valve yoke until the pointer
5) Valve clearance of the dial gauge begins to move. Make cer-
tain that both of the clearance "A" and "B" is
C. Adjustment of The Valve Clearance
zero at the same time.
Since the valve clearance is decreased due to (4) Tighten the lock nut with a spanner fitted onto
wear of the valve seat, periodically check it and the square head of the adjusting screw (A)
adjust when necessary. with care not to let the adjusting screw turn.
Too small clearance cause incomplete seating (5) Insert a filler gauge with the same thickness
of the valve due to thermal expansion of the valve as the specified valve clearance in the clear-
stem and the push rod resulting in damage of the ance "C" at the top of the T valve yoke and
valve face due to overheating. adjust the clearance by means of the adjust-
This engine is an engine with four valves per ing screw (B).
cylinder in which a T valve yoke pushes a pair of
Specified clearance : 0.6 mm (for both of the
valves for intake or for exhaust at the same time.
intake and exhaust valves)
Uneven valve clearance of the pair of valves
causes imbalance in the pushing force between
the valves of the pair due to this structure result-
ing in unusual wear of or damage to the valves
and the guide of the T valve yoke.

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Inspection and Maintenance of the Fuel Injection Valve DC-32 4.2

5-4.2 Inspection and Maintenance of

The Fuel Injection Valve
Since the condition of the fuel injection valves High Pressure Block
has critical to engine performance, periodically Bolt (E)
inspect them and carry out maintenance when
necessary.
However, in case that any obvious change in the Fuel Oil Injection
exhaust temperature or the color of exhaust that Pump
represents a symptom of deterioration of engine
performance is detected, effect inspection and
maintenance regardless of those in accordance
with the standard periodical maintenance schedule. Tightening Nut (D)

Since the parameter settings related to the Inlet Connector (C)

fuel injection valve are to be checked in accor- Bolt (F)
dance with the NOx technical code, do not
effect a change that make a setting fall in a
range out of the specified value.
Fuel Oil Injection
( : 0-3 "Engines Conforming to the NOx Valve (A)
Technical Code")

A. Expendable/Replacement Parts, Tools and

Measurement Instruments Gasket (G)
a. Consumable Replacement Parts
5
Fuel Oil Injection Pump
Hanger Bolt
( : "Parts List")
Fixing Bolt
1) Gasket No.507
2) O-Ring No.503 Spacer
3) O-Ring No.504
4) O-Ring No.505 Base
5) O-Ring No.506
b. Tools and Measurement Instruments
1) General Tools and Measurement Instruments
( : The final document)
2) Puller for the Fuel Oil Injection Valve
3) Testing Equipment for Fuel Injection Testing
4) Tool for Nozzle Cleaning

B. Pulling Out of the Fuel Injection Valve

Pulling-out of the Fuel Injection Valve
Pulling-out of the fuel injection valve shall be
carried out according to the following procedure.

<Work Procedure>
(1) Detach the cylinder head cover and the heat
box cover.
(2) Loosen the bolts (E) and (F), and then
detach the fuel oil high pressure block (B).
(3) Detach the inlet connector (C)
(4) Detach the tightening nut (D) by means of a
box spanner.
(5) Pull out the fuel oil injection valve (A) by
means of the puller.
(6) Detach the gasket (G).
(1) Be attentive not to leave the gasket (G) in
the cylinder head.
(2) Install a blind lid on each of the joint ports of
the fuel oil injection pumps and on the hole
in which each of the fuel oil injection pumps
is installed so as to keep foreign matters out
after detaching the fuel high pressure block
and the fuel oil injection valve.

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
Inspection and Maintenance :
4.2 DC-32 Inspection and Maintenance of The Fuel Oil Injection Valve

C. Injection Test
Fuel Oil
Check by an injection test whether or not the Injection Test Pump (B) Injection Valve (A)
valve opening pressure and spraying are proper. Pressure Gauge (E)
Effect the injection test by means of an injec- High Pressure Hose (C)
tion testing device is to be provided for.
Lever (D)
a. Checking of the Valve Opening Pressure
(1) Remove carbon deposit on the nozzle tip of "Pushing down"

the fuel oil injection valve and clean the noz-

zle, and then attach the valve on the test
bench for the injection test.
(2) Connect the test pump (B) and the fuel oil
injection valve (A) by means of the high pres-
sure test hose (C).
(3) Quickly move the lever (D) of the test pump
to bleed air until the pointer of the pressure
gauge (E) begins to move and air is ejected. Checking of the Valve Opening Pressure
(4) Slowly move the lever (about once a second)
and read the pressure at which injection
starts (pressure at an instant when the pres- Cap Nut (H)
Screw Driver
sure that has been gradually increased sud-
denly starts dropping).

Normal value : 41-43.1 MPa Turn in Turn out

Increasing Lowering

b. Adjustment of the Valve Opening Pressure

Adjusting Screw (I)
Adjust the valve opening pressure according
to the following procedure when the injection Lock Nut (J)
valve is reinstalled after maintenance of the
valve pulled out or when the nozzle is replaced.

Since the parameter settings related to the

fuel injection valve are to be checked in accor-
dance with the NOx technical code, do not
effect a change that make a setting fall in a
range out of the specified value.
( : 0-3 "Engines Conforming to the NOx Adjustment of Injection Valve
Technical Code") Opening Pressure

<Procedure for Adjustment of the Valve

Pressure setting : 43.1 MPa
Opening Pressure>
However, for a new nozzle, set the pressure
(1) Detach the cap nut (H).
a little higher than the above value in consider-
(2) Loosen the lock nut (J) of the adjusting screw
ation of the initial adaptability.
(I)
(3) Turn the adjusting screw to adjust the pres- Pressure setting : 45 MPa
sure to the specified one while letting the fuel
injection valve inject in the same manner as
for the injection test.
Turn the screw in Increasing the pressure
Turn the screw out Lowering the pressure
(4) Tighten the lock nut (J)

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Inspection and Maintenance of the Fuel Injection Valve DC-32 4.2

C. Check of the Injection Characteristics

Check the injection characteristics according to Needle Valve
the following procedure.
(1) Quickly move (two or three times per sec- Fuel
ond) the lever of the test pump several times
to check characteristics of the injection as White
Nozzle
follows (it is recommended to receive inject- Paper
ed oil by a sheet of white paper).
Is interruption of the injection sharp?
sound of injection Normal Injection
Is the injection uniform and fine with no
cylindrical form nor drip?
(2) Is there any post-injection drip from the tip of
the nozzle after the test?

(A) Clogging of (B) Faulty (C) Drips of Fuel Oil

the Nozzle Movement of the
Do not allow the face or the hand to come Needle Valve
near the jet of the injected fuel oil. Improper Injection
If hit by the jet, that person will suffer from a
injury.

D. Disassembling and Inspection of the Nozzle Retaining Nut (M) Hammer

In case that the injection test reveals that
remarkably lowered injection valve opening pres- Nozzle
sure, poor characteristics of injection or post-
injection drips have happened, disassemble,
Pushing-out Tool
5
clean and inspect the nozzle according to the fol- Nozzle
lowing procedure. Holder
Body
a. Disassembling of the Nozzle
(1) Detach the cap nut (H).
(2) Loosen the adjusting screw (I).
(3) Hold the nozzle holder (K) between the jaws
of a vice and loosen the retaining nut (M).
Vice
(4) Pull out the needle valve of the nozzle (L). Pushing-out
(5) Use the in-between tool (a metal pipe) to of the Needle Valve
hammer the nozzle out from the retaining nut
so that the area near the injection hole may
not be damaged.
b. Inspection of the Nozzle
(1) Wash the nozzle and the needle valve with
light oil.
(2) Clean the nozzle hole with a special tool for
Nozzle Cleaning Tool
nozzle cleaning.
(3) Insert and pull out the needle valve by hand
to check its movement.
Is the movement smooth?
Is the movement not too free?

Procedure for Nozzle Cleaning

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and Maintenance :
4.2 DC-32 Inspection and Maintenance of the Fuel Oil Injection Valve

(6) Attach the fuel oil injection valve on the test

If the retaining nut is turned with the adjust- bench and adjust the valve opening pres-
ing screw being tightened, the nozzle and/or sure.
the parts of the fuel oil injection valve may be
damaged. ( : 5-4.2 (2) "Injection Test")
When a heavy fuel oil is used, the retaining
nut and the nozzle may be stuck.
If the nut is forced to loosen, the nozzle also
turns. Since this may give damage to the dowel
pin or the surrounding parts, apply light oil and
carefully loosen the nut while hammering the
nozzle through a tool.

Since a nozzle and a needle valve are selec-

tively combined, do not replace either of the
pair by a part for the other pair.
Do not reuse a corrected bad nozzle by lap-
ping but replace by a new one.

Cap Nut (H)

E. Assembling of the Fuel Oil Injection Pump
Assembling shall be carried out in the reverse Lock Nut
sequence of that of disassembling.
(1) Wash disassembled components with clean
light oil and insert them in the nozzle holder Adjusting Screw (J)
body (K) as they were assembled.
(2) Attach the dowel pin (Q) aligning with the Nozzle Holder Body (K)
holes of the mating parts and assemble them.
(3) Coat the screw of the nozzle holder body, the
seat of the retaining nut (M) and the outside
surface of the nozzle body with an antifriction
Spring (N)
material (MOLYKOTE U Paste) and screw
the retaining nut on the nozzle body by hand.
(4) Loosen the adjusting screw (J) Push Rod (R)
(5) Tighten the retaining nut with the specified
torque.
Dowel Pin (Q)
Specified torque : 373-403 N m Coating this area with
Retaining Nut (M) an antifriction agent
(MOLYKOTE U Paste)
Nozzle(L)

If the retaining nut is tightened with too much

torque, the needle valve of the nozzle may be
stuck. Tighten it with care.

Assembling of the Fuel Oil Injection Valve

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Inspection and Maintenance of The Fuel Oil Injection Valve DC-32 4.2

F. Assembling of the Fuel Oil Injection Valve

(1) Make certain that the tightening of the nozzle
holder guide is correct by checking the tight- High Pressure Block (B)
ening torque (shall be 294 N m).
( : 3-1.7 "Nozzle Holder Guide" of the Bolt (E)
High Pressure Joint

Maintenance Manual) High Pressure Flange

(2) Apply the heat resistant coating on the o-
ring, and install it on the nozzle holder body Fuel Oil Injection Pump
(K).
(3) Apply the heat resistant coating on the gas-
ket (G), and install it on the nozzle holder
body.
(4) Insert the fuel oil injection valve in the nozzle Tightening Nut (D)
holder guide hole after making certain that no Inlet Connector (C)
old gasket is left there.
(5) Attach the tightening nuts (D) and uniformly Bolt (F)
tighten them with the specified torque.
O-Ring

Specified torque : 88.3 N m Fuel Oil Injection

Valve (A)
(6) Insert the inlet connector (C) in the cylinder
head.
(7) Install the fuel high pressure flange on the
fuel oil injection pump with an o-ring fitted Gasket (G)
between them.
(8) Fit an o-ring between the fuel high pressure
Fuel Oil Injection Pump

Installation of the Fuel Oil Injection Valve

5
block (B) and the fuel high pressure flange
and insert the fuel high pressure joint in the
fuel high pressure flange.
(9) Install the fuel high pressure block (B) and an
o-ring for the cylinder head side, apply the
antifriction coat (spraying MOLYKOTE 1000)
to the seat surfaces and the screws of the
fuel high pressure block tightening bolts (E)
and (F), and tighten the bolts with the speci-
fied torque.

Specified torque
: Pump side 196N m
: Cylinder Head side 147N m

DC-32 Z 05-12
 F

CHAPTER
Maintenance and Inspection
5
ITEM
4.3 DC-32 Inspection and Maintenance : Cleaning of the Filters

5-4.3 Cleaning of the Filters

The fuel oil filter and the lubrication oil filter are
important parts that remove sludge and other for-
eign matters in the oil to keep the oil clean so that
each of the engine parts may properly work.
Therefore, it is important to periodically open and
clean the filters in order to keep their filtering ability.

A. Fuel Oil Filters

A dual type gauze-wire filter is equipped in the
fuel oil piping.
And a cylindrical sponge filter is fitted for flush-
ing in order to remove foreign matters and sludge
in the external fuel piping and also during the
period of the initial operation of the engine.
And a filter to filtrate fine particles (a Y-shape
filter) is equipped in the fuel pump inlet piping.
(I) Gauze-wire Type Filter
A dual gauze-wire type filter has two sets of
filters. They are alternately used and one that is
not currently used can be opened and cleaned
even during operation of the engine.

For the dual gauze-wire type filter, a filter to

which the cock handle is directed is the filter
currently used. Filter
currently
Since the direction of the cock handle of a used
dual notched wire type filter is opposite to that
of a dual type gauze-wire type filter, especially 60 ゜
be attentive not to mistake the filter currently ゜ 60
used when the engine is operated.
If the filter currently used should be acciden-
tally opened, oil can gush out and scatter Cock Handle (a)
resulting in a serious accident.

a. Consumable/Replacement Parts
( : "Parts List")
1) Gaskets 3-2.5 No.23, 24 Air Bleed Plug (b)
2) O-Rings 3-2.5 No.19, 20, 21
Filter Body (h)

Drain Plug (c)

Gauze-wire Filter

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
ITEM
Inspection and Maintenance : Cleaning of the Filters
DC-32 4.3

b. Opening and Cleaning

(1) Shift the cock lever to the opposite side.
In case that a switchover of the element is
Push down the cock handle to reduce friction
effected with the filter body emptied, it takes
and shift it to the side of a filter to be used
time to fill it with oil resulting in low oil pressure
until it hits the stopper.
that may activate the safety device.
(2) Loosen the air bleed plug (b) to bleed air
relieve the remaining pressure.
(3) Loosen the drain plug (c) to discharge drain (5) Attach the cover (e) on the filter body and
in the filter body (h). tighten the filter cover fixing nut (d).
(4) Loosen the filter cover fixing nut (d) and
detach it.
(5) Detach the cover (e).
Assuredly tighten the filter cover fixing nut.
(6) Take out the element (g).
Too weak tightening may cause oil leakage
(7) Wash the element and the filter body (h) with
while too much tightening may cause break of
washing oil or light oil.
the cover and the bolt.

(6) Turn the cock handle (a) to introduce oil to

1) Inspect sludge deposited to the element. the element to which oil passage is opened.
Especially for a filter for lubricating oil, inves- (7) Let oil overflow through the air bleed plug (b)
tigate the cause and take a measure when until bubbles in the oil disappear.
metal powder is found. (8) Make certain that no oil leakage is happening
2) Replace the element when the element is from the gaskets at parts such as the cover,
damaged or fouling is so bad that clogging the cock and the plug.
can not been removed.
3) Since gaskets and o-rings are liable to be Filter Cover
damaged, handle them with care.
Especially for them installed in the filter,
Fixing Nut (d)
5
Filter Cover (e)
since they are liable to deteriorate due to hot
temperature, replace them whenever the fil-
ter is opened if possible. Filter Cover O-Ring (j)

c. Assembling and Reinstallation

Filter Element (g)
(1) Tighten the drain plug (c).
(2) Attach the gasket (i) on the cover (e).
(3) Fit the element (g) in the filter body (h).
(4) Fill the filter with new oil to the upper face of
the element.

Cock Handle (a)

Air Vent
Plug (b)

Filter Body (h)

Filter Drain
Plug (c)

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
4.3 DC-32 Inspection and Maintenance : Cleaning of the Filters

(II) Fuel Oil Flushing Filters

Since these filters are used exclusively for
Filter
flushing to be effected at the early time of engine Cover (e)
operation, detach them without fail before start-
ing the service operation of the engine. Element (g)

Since the filters will be clogged quickly mak- Element

ing the operation impossible especially for Flushing
engine operation with a heavy fuel oil, strictly Filter (k)
avoid an operation of the engine with the flush-
ing filters.
<Detachment of The Flushing Filters> Spring (l)

Detachment of the flushing filters shall be

effected for both sides and only when the engine Supporting
is stopped. plate (m)

a. Opening of The Filter

Nut (n)
Detach the filter cover (e) and take out the fil-
ter elements (g).
Filter Body (h)
b. Detachment of the Flushing Filter
(1) Detach the nut (n) on the underside of the fil- Detachment of the Flushing Filter
ter element (g) and the supporting plate (m).
(2) Detach the spring (l) inside the filter element. 3) Install the plug with care so that the strainer
(3) Take out the flushing filter (k). may not be damaged.
(4) Wash the inside of the filter body (h) and the
In case that the assembly is replaced, install
elements with washing oil or light oil.
the filter with the plug positioned downward so
c. Reassembling of the Filter
that sludge may accumulate inside the strainer.
(1) Assemble the filter element (g) and related
components as they were. (Install the sup-
porting plate with the flushing filter and the Inlet Outlet
spring detached.)
(2) Insert the filter element (g) in the filter body
(h) and complete the reassembling of the fil-
ter by attaching the filter cover (e).

(III) Fuel Injection Pump Inlet Filter (Y-shape

Filter)
Plug
a. Disassembling and Washing Strainer

1) Detach the plug.

2) Take out the strainer from the plug.
3) Wash the strainer with washing oil or light oil.
B. Lubricating Oil Filter
b. Reassembling
1) Detach the plug.
2) Insert the strainer in the plug.
6 Y-shape Filter
The lubrication oil filter is an automatic reverse
flow filter with a sludge collector and does not
require daily opening and cleaning. But, the sludge
collector requires daily opening and cleaning.
( : "Handling Manual of the Filters" separate-
ly provided)

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
ITEM
Inspection and Maintenance :
Cleaning of the Blower of the Turbocharger DC-32 4.4

5-4.4 Cleaning of the Blower of the (5) Insert the metal pipe fitted at the tip of the
Turbocharger vinyl hose (B) in the plug hole and operate
the syringe to inject the cleaner.
Worsened fouling of the blower of the tur- (6) Inject the same amount of fresh water when
bocharger lowers the efficiency of the blower 3~5 minutes have elapsed after the cleaner
resulting in deterioration of engine performance. was injected.
Especially in case that a heavy fuel oil is used, the
blower is liable to fouling. So periodically clean the Quantity and Duration of Injection
blower to suppress worsening the fouling.
Model of Quantity (L) Duration of
A. Interval of Cleaning Turbocharger Injection (sec.)
Effect the cleaning when the intake pressure at TPL 65, 69 0.5 8-10
a given load is lowered by about 10%. Especially
when using a heavy fuel oil, effect the cleaning
every 150-200 hours. MET 33 1.0 20-40

B. Load of the Engine During Cleaning MET 42 1.5 30-60

Operate the engine with a load shown in the
(7) In case that no change in the inlet air pres-
following table and continue the operation of the
sure happens after cleaning, clean the blow-
engine with the load one hour or more after
er again after 10 minutes.
cleaning.
In case that the repeated cleaning exerts no
effect, carry out disassembling and cleaning
Model of Turbocharger Load of the whole turbocharger.
: "Handling Manual of the Turbocharger"

5
TPL 65, 69 75 % or more separately provided)

MET 33, 42 30-40 %

C. Cleaner
Use the specified cleaner. When the specified
cleaner is not available, use fresh water.
(Effectiveness of washing is decreased.)
Since a turbocharger is heated to the high
temperature during operation or immediately
after a stoppage, touching it with a bare hand
may cause a burn. Wear safety gloves without
fail during handling it.

Plug in Plug
Syringe (A)
Use of inflammable liquid such as light oil is
strictly prohibited because of risk of a fire.

D. Method of Cleaning Socket

Clean the blower of the turbocharger by means Vinyl Hose (B)
of the cleaning device delivered together with the
engine.
(1) Fill the blower syringe (A) with cleaner.
(2) Connect the plug of the vinyl hose (B) to the Turbocharger
socket of the syringe.
(3) Fully open the drain cock on the intake duct.
(4) Detach the plug mounted on the front part of
the turbocharger silencer. Metal pipe

Procedure for Cleaning of the Turbocharger

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and Maintenance :
4.5 DC-32 Cleaning of the turbine of the Turbocharger

5-4.5 Cleaning of The Turbine of The

Turbocharger
Worsened fouling of the turbine of the tur-
bocharger lowers the efficiency of the blower
resulting in deterioration of engine performance in
the same manner as in the case of the blower. Cleaning Nozzle (A)
Especially in case that a heavy fuel oil is used,
the turbine is liable to fouling. So periodically clean
the turbine to suppress worsening the fouling.
A. Washing with Fresh Water (In Case of the
Drain Cock (F)
Turbocharger Model Series "TPL")
This method of turbine cleaning is effected in
such a manner that fresh water is injected before
the turbine and the exhaust gas is let to acceler-
ate water drops of which impact removes deposit Rubber Hose (E) Pressure Gauge (C)
on the turbine nozzle, the turbine blades and
other parts inside the turbine. P
( : "Handling Manual of the Turbocharger"
separately provided) Rubber Hose (D)
Valve (B) Pressure Gauge Unit
a. Timing and Interval of Cleaning
Since cleaning may not be effective if the Cleaning (by fresh water) of the Turbine of the Turbocharger
cleaning is effected after the deposit has
become thick, effect cleaning every 100 hours in d. Method of Cleaning
the early time of engine utilization. Afterwards,
(1) Connect the rubber hose (E) to the gauge
increase or decrease the interval of cleaning
unit.
depending on extent of deterioration of the
(2) Connect the rubber hose (D) to the water
engine performance represented by exhaust gas
injection pipe of the cleaning nozzle installed
temperature, intake air pressure, revolution
on the turbocharger exhaust gas inlet.
speed of the turbocharger and some others.
(3) Open the drain cock (F).
b. Inlet Air Temperature during Cleaning (load) (4) Open the stop valve (B) and close the valve
after filling the hose up to the washer nozzle
Exhaust gas temperature 430 or lower at
with water.
the intake of the turbine
(5) Loosen the lock nut of the cleaning nozzle
Operate the engine with a load corresponding (A) and loosen the screw of the nozzle
to exhaust gas temperature of 430 or lower for valve by means of a spanner to the full
20 minutes or longer to establish thermal equilib- open position.
rium in the turbocharger. (6) Slowly open the valve (B) so that water
Effect the cleaning when the load is not fluctu- pressure is settled at the given level while
ating (least fluctuation of the temperature). watching the pressure gauge feeding water
for 10 minutes.
(7) Close the stop valve (B) when 10 minutes
c. Condition of Water Cleaner have elapsed.
Fresh water (no additives not including rust (8) Close the valve of the nozzle (A).
prevention oil and others) (9) Disconnect the rubber hose (D).
Water pressure 0.18-0.22 MPa or less (head (10) Close the drain cock (F).
pressure is to be taken into consideration) (11) Operate the turbocharger for 10 minutes or
more until the turbocharger is completely
dried up.

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Cleaning of the Turbine of the Turbocharger DC-32 4.5

Do not continue water injection for 10 min-

utes or longer, or resulting in possible damage
to the parts.
Be attentive to change in color of discharged
drain to make certain of effectiveness of clean-
ing.
Since some heated parts are involved in the
cleaning operation, handle them with care not
to cause a burn.

e. Increase the Output of the Engine

Operate the engine with the same load for 10
minutes after water injection for cleaning and
return the engine output to the service load.

If the components have not been completely

dried up, corrosion may grow on some parts
such as casing.

f. Checking of the Engine Performance After

Cleaning
Measure the engine performance (exhaust
5
gas temperature, inlet air pressure and some
others) to make certain of effectiveness of the
cleaning.
When effectiveness is not enough, repeat the
cleaning a few times.
In case that the engine performance cannot
be restored, disassemble and clean the whole
turbocharger.

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
Inspection and Maintenance :
4.5 DC-32 Cleaning of the turbine of the Turbocharger

B. Cleaning by Means of Solid Bodies

This method to clean the turbine by means of
solid bodies is effected in such a manner that
vegetable solid particles are injected before the
turbine and the exhaust gas is let to accelerate Cleaner Tank
them of which impact removes deposit on the tur- Valve (A)
bine rotor blades and other parts in the turbine.

<In case of the Turbocharger Model Series "TPL"> Valve (B)

a. Timing and Interval of Cleaning Valve (C)
Since cleaning may not be effective if the
cleaning is effected after the deposit has
become thick, effect cleaning every 24-48 hours
at the early time of engine utilization. Afterwards,
increase or decrease the interval of cleaning
depending on extent of deterioration of the
engine performance represented by exhaust gas
temperature, intake air pressure, revolution
speed of the turbocharger and some others.

b. Exhaust Gas Temperature during Cleaning

(load)
Exhaust gas temperature 590 or lower at
the intake of the turbocharger
Effect the cleaning with a load as high as
about 75-85 % of the service load.
Lower the load when the exhaust gas temper-
ature at the inlet of the turbocharger exceeds
590 with a load as high as 75-85 % of the
service load.
c. Cleaner
Shells of walnuts Diameter of a particle :
1.2-2.0 mm
Grains (rice, wheat, etc.) Diameter of a parti-
cle : 1.2-2.0 mm
d. Method of Cleaning
(1) Make certain that the drain plug at the tur-
bocharger outlet casing is closed.
(2) Open the valves in the sequence of (B)
(C) (A), and let air flow through the tur-
bocharger for about 3 minutes to cool it.
(3) Put a given amount of solid cleaner in the
tank and assuredly close the lid.
Model of Turbocharger Quantity per Pour
Cleaning of the Turbine of the Turbocharger
(Solid cleaner - TPL)
(4) Open the valves in the sequence of (A)
(B) (C), and let air flow for 1-5 minutes to
transfer the cleaner.
(5) Close the valves in the sequence of (C)
(B) (A).
e. Repeated Cleaning
(1) In case that the engine shows such an
abrupt change in behavior as surging, try the
cleaning with about 1/2 of the specified quan-
tity of the solid cleaner per one time and
effect the cleaning again after making certain
that the engine does not show the same
behavior. And use this method as the stan-
dard one afterwards.
(2) In case that exhaust gas temperature, inlet
air pressure, revolution speed of the tur-
bocharger and some others representing
engine performance do not change after
cleaning, repeat the procedure described in
(1) above. In case that the engine perform-
ance cannot be restored, it becomes neces-
sary to disassemble and clean the whole tur-
bocharger.

TPL65 0.5-0.7 L

TPL69 0.8-1.0 L

DC-32 Z 05-12
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Cleaning of the turbine of the Turbocharger DC-32 4.5

<In case of the Turbocharger Model Series "MET"> Cleaner Tank

Valve (A)
a. Timing and Interval of Cleaning
Since cleaning may not be effective if the
cleaning is effected after the deposit has
become thick, effect cleaning every 200-250
Valve (B)
hours. Afterwards, increase or decrease the
interval of cleaning depending on the extent of
deterioration of the engine performance repre-
sented by exhaust gas temperature, intake air
pressure, revolution speed of the turbocharger
and some others.
b. Load on the Engine during Cleaning (load)
Effect the cleaning with a load as high as
about 75-85 % of the service load. Though the
cleaning can be carried out with a load as low as
around 50 % of the service load, this loading
Cleaning of the Turbine of the Turbocharger
condition should be avoided as much as possi-
ble since the cleaner may be accumulated in the (Solid cleaner  MET)
casing near the gas outlet in this condition.
Maximum permitted revolution speed and the (4) Put a specified amount of a solid vegetable
temperature of the turbocharger during the washer in the tank and assuredly close the lid.
cleaning are shown in the following table. (5) Open the valves in the sequence of (A) (B),
Lower the load when the revolution speed and and inject the cleaner by means of air pressure.
the exhaust gas temperature exceed the values
(6) Close the valves in the sequence of (B) (A).
shown in the table with a load as high as 75-85
% of the service load. e. Repeated Cleaning
<< Maximum Permitted Revolution Speed and (1) In case that the engine shows such an abrupt 5
Exhaust Gas Temperature of the change in behavior as surging, try cleaning
Turbocharger during Cleaning>> with about 1/2 of the specified quantity of the
solid cleaner per one time and effect the clean-
ing again after making certain that the engine
Exhaust Gas Temperature
Model of Maximum Permitted
at the Inlet of does not show the same behavior. And use
Turbocharger Revolution Speed this method as the standard one afterwards.
the Turbocharger

MET42 18,800 min-1 500 or less (2) In case that exhaust gas temperature, inlet air
pressure, revolution speed of the turbocharg-
MET33 23,300 min-1 500 or less er and some others representing engine per-
formance do not change after cleaning,
repeat the procedure described in (1) above.
c. Cleaner In case that the engine performance cannot
Use the specified cleaner. be restored, it becomes necessary to disas-
Shells of walnuts Diameter of a particle : 2.0- semble and clean the turbocharger.
2.8 mm (Marine grid No. 8)
Grains (rice, wheat, etc.) Diameter of a par- <<Specified Quantity of Cleaner to be Used>>
ticle : 3.0 mm max.
d. Method of Cleaning Model of Turbocharger Specified Quantity of Cleaner
(1) Make certain that the drain plug at the tur-
MET42 0.7 L one time
bocharger outlet casing is closed.
(2) Open the valve (A) and then valve (B), and let MET33 0. L one time
air flow through the turbocharger for 1-2 min-
utes to cool it.
(3) Close the valve (A) and the valve (B).

DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and Maintenance :
4.6 DC-32 Cleaning of the turbine of the Turbocharger

5-4.6 Measurement of the Crankshaft (5) Slowly turn the engine in the direction of the
Deflection forward engine revolution and read the values
indicated on the dial gauge at the positions of
Deflection of the crankshaft exceeding the allow- the crankpin B , C , D , E and
able limit gives so much stress on the crankshaft A .
that it may be broken in the extreme case.
Adjust it within the specified allowance when the
engine is installed, periodically measure it and rec-
tify errors if the allowance is exceeded.

A. Consumable/Replacement Parts, Tools and

Measurement Instruments
a. Expendable/Replacement Parts
( "Parts List")
(1) O-ring (for Engine Frame Side Cover) No.11

55
b. Tools and Measurement Instruments
(1) General Tools Deflection gauge
( : The final document "Tools List") Place where the dial gauge is to be attached.
(2) Deflection Gauge
(3) Mirror

B. Conditions for Measurement of the

Deflection
a. Since the deflection varies depending on tem-
perature, effect the measurement in cold state
30°
30
without fail. °
b. Make certain before the measurement that the
contact tip and the pointer of the dial gauge
return to the original position or zero respectively
when an action of pushing and releasing of the
contact tip is repeated a few times. B C D E A
c. Since the deflection varies according to loading (Top Dead Center (TDC))
condition of the freight in case of a marine
engine, record the conditions such as the freight, Top Dead Center (TDC)
the draught and the temperature at the same
time.
(viewed from the flywheel side)
C. Measurement of Deflection
<Procedure of Measurement> 30° 30°

(1) Open the indicator valve and effect the turn-

ing. A B
(2) Hold the crankshaft at such a position that the
crankpin is positioned at 30 ABDC (position E C
B ).
(3) Attach the deflection gauge at the place as
shown on the figure on the right.
D (Top Dead Center (TDC))
(4).Align the dial of the gauge with +20 with the
crankpin positioned at B (in order to clari-
Reading of the Dial Gauge
fy which direction is plus or minus).

DC-32 Z 05-12

Maintenance and Inspection
Inspection and Maintenance :
Measurement of Crankshaft Deflection
D. Calculation of Deflection (d)
Calculate the deflection based on the measured
values according to the formulas shown below.
A B
Vertical (V) direction : dV = D 2 cold state.
Horizontal (H) direction : dH = C E
Meaning of : (+) indicates that the deflec-
tion is larger when the crank pin is at the
upper side than that when the crank pin is at
the lower side, ( ) indicates the situation
opposite to the above in terms of the position
of the crank pin. Each of A, B, C, D, E repre-
sents each measured value at the each corre-
sponding position on the figure on the left.
E. Limit of Deflection that Can be Rectified
a. The limit is shown in the following table where
the larger value of the dV and dH shall be con-
sidered when comparing a calculated value of
deflection with a limit shown in the table.
(unit mm)
Adjustable Amount Maximum Rectifiable
of Deflection Deflection Direction
0.04 or less 0.11
In case
of direct
1 2.8
drive X Stroke X Stroke
10000 10000
In case
that a
0.12 or less 0.16
flexible
3 4
coupling X Stroke X Stroke
is used 10000 10000
b. Though tendency of deflection depends on the
type of coupling that connects the crankshaft
with the driven shaft (direct drive or flexible cou-
pling), the general tendency is that the deflection
is the largest at the crank throw nearest to the
flywheel. Adjust the deflection by means of
adjusting shims or chock liners for the driven
shaft so that the deflection may fall in the allow-
able range shown in the above table.
Deflection of a crankshaft is defined as that
measured in the cold state.
Since measurements in the hot state may
fluctuate very much depending on the condition
of measurement, use measurements in the
cold state as the value to be referenced.
CHAPTER
5
ITEM
DC-32 4.6
<Just for Information>
- Deflection in the Hot State -
Values of deflection measured in the hot state
is usually different from those measured in the
This is reasoned by the fact that temperature
increase of the engine bed is more than that of
the bearing housing of a generator that is directly
driven by the engine, and this raises the crank-
shaft more in relation to the driven shaft causing
change in deflection to (deflection is nar-
rower with the crank pin positioned at the upper
side than at the lower side). This makes differ-
ence in deflection between the hot state and the
cold state.
Since this difference in deflection between the
cold and the hot states is thus caused by differ-
ence in dimension of the bearing and in the tem-
perature between the engine and the generator,
its adjustment is not possible and this characteris-
tic of deflection is considered as the one unique
to the electric generator unit.
We try to adjust the deflection so that the
deflection may be as near to the positive (+) limit
5
(like /wider with the crank pin positioned at
the upper side) as possible in the cold state in
order to minimize the absolute value of deflection
in the hot state.
Deflection measured in the hot state varies with
temperature, and the value usually changes
measurement to measurement. However, to our
experience, they almost fall within a range of 3-
4/10000 x stroke and the direction of deflection is
(narrower with the crank pin positioned at
the upper side than at the lower side).
Beware of the fact that temperature of the
engine sometimes quickly increases after its stop-
page and measurements are different from the
proper value due to influence of thermal expan-
sion caused by temperature difference between
the measurement instrument and the crankshaft.
DC-32 Z 05-12
CHAPTER
Maintenance and Inspection
5
ITEM
4.6 DC-32 MEMO

DC-32 Z 05-12
CHAPTER
6 Fuel Oil/Lubricating Oil/Cooling Water
ITEM
1.1,1.2 DC-32 Control of Fuel Oil : Choice and Control of Fuel Oil

6. Fuel Oil/Lubricating Oil/Cooling Water

6-1 Control of Fuel Oil

A smooth operation of an engine, intervals of maintenance and lives of parts much depend on
properties and control of the fuel oil.
For replenishment of fuel oil, appropriate control suitable to properties of the fuel oil as well as
checking of the properties with the property analysis table is required.
Especially when a heavy fuel oil is used, assuredly effect a pre-treatment of the fuel oil, control
of viscosity (temperature), keeping of its cleanliness, control of the lubricating oil etc. to prevent
problems from happening due to the fuel oil.

6-1.1 Choice of a Fuel Oil

Properties of a fuel oil that can be used for the
engine are shown in the attached table.
( : Table 6-1.1 "Standard Properties of Fuel
Oil")
Properties of fuel oils available in the market
may much fluctuate and even properties of a fuel
oil of the same type of the same brand may fluctu-
ate depending on the oil station and the season
when replenishment is effected.
Check the property analysis of the supplied oil
and avoid using an oil of which properties are out
of the specified standards.
1) Which model variation of the engine is
appropriate depends on the fuel oil to be
used. Check the type of fuel oil with the
engine specifications and avoid using a fuel
oil of which grade is lower than specified in
the table.
When a fuel oil of which grade is lower than
specified is used, operation of the engine
may be affected due to poor combustion, a
failure of a device in the fuel oil system,
quick wear of the parts, etc.
2) Avoid using a mixture of oils of which coun-
tries of origin are different each other as
much as possible. When using a mixture of
oils that have poor affinity each other, opera-
tion of the engine may be affected due to
quantities of sludge produced.
Recently quantities of residual oil produced
by the FCC method (catalytic cracking) have
been added to a fuel oil. Since the fuel oil con-
tains hard alumina and silica (catalytic particle),
abnormal wear of some parts of the engine,
especially for parts of the fuel oil injection sys-
tem may be caused.
Remove the solid particles making use of
the pre-treatment facility and strengthening
decontamination of fuel oil.
Strengthening of the decontamination facility
is required when ability of the existing pre-treat-
ment facility for fuel oil is not enough to remove
such particles. And if it should be impossible,
changing of the fuel oil to a fuel oil with a higher
grade may be required.
6-1.2 Control of Fuel Oil
A. Heavy Fuel Oil
A heavy fuel oil can not be used for a diesel
engine if it is an untreated bunker oil because the
heavy oil contains more residual carbon and
impurities than a diesel fuel oil does and its vis-
cosity is higher than that of a diesel fuel oil.
Therefore, a proper pre-treatment (removal of
impurities by decontamination and assured ade-
quate viscosity by heating) of the oil that is to be
effected before it is fed to the engine is prerequi-
site for utilization of a heavy fuel oil.

DC-32 Z 05-12

Fuel Oil/Lubricating Oil/Cooling Water
Control of Fuel Oil : Choice and Control of Fuel Oil
a. Decontamination of a Fuel Oil
Moisture and such solid constituents as vanadi-
um, sodium, alumina and silica contained in a
heavy oil accelerate corrosion and wear of the
parts in the fuel injection system and those
around the cylinder head much shortening their
lives.
Pre-treatment facilities to remove impurities
such as centrifugal separator, and a fine particle
filter are equipped. Handle them properly in
accordance with their handling manuals since
only their proper handling can let them exert their
effectiveness.
( : "Operation Manual (for each device)")
Do not dispose wastes of fuel oil and sludge
as untreated since they cause pollutions to the
environment but entrust the treatment to a con-
tractor who is specialized in waste treatment.
b. Heating up of a Fuel Oil
A heavy fuel oil is so viscous that it is neces-
sary to heat it up to such temperature that its vis-
cosity is appropriate to be injected by the fuel
injection system. Since the temperature depends
on viscosity of the fuel oil, heat up the fuel oil
referring to the attached Figure to keep the vis-
cosity at the appropriate level.
When a Viscontroller (device automatically con-
trolling viscosity) is equipped, properly control the
viscosity according to the operation manual.
( : Figure 6-1.1 "Fuel Oil/Temperature
Curve")
Appropriate viscosity of the fuel oil (at the
inlet of the engine)
Kinematic viscosity : 14 1.5 mm2/s
If a fuel oil should be fed to the engine with
high viscosity due to improper control of fuel oil
temperature, it causes not only faulty combus-
tion but also clogging or breakage of the fuel oil
filter or breakage of parts in the fuel injection
system.
CHAPTER
6
ITEM
DC-32 1.2
B. Diesel Fuel Oil
a. A diesel fuel oil is liable to precipitate mois-
ture and may produce much sludge when the
oil mixture consists of oils each of which is
composed of a base oil different from others.
Discharge every day the drain in the precipi-
tation tank or settling tank so that moisture
and sludge may be prevented from flowing in
the engine.
A centrifugal separator is effective to remove
moisture and sludge.
b. A diesel fuel oil that is produced by the FCC
method and cut back with a light oil, especial-
ly for low sulfur heavy oil for land engine use,
has low cetane number, causing a problem
such as difficult starting or ignition failure in
the unfavorable case of environmental condi-
tions such as ambient temperature and water
temperature.
In such a case, a special measure is required
to be taken to improve easiness of starting
and combustion. Please consult with DAI-
HATSU.
C. Light Oil
Though light oil scarcely contains impurities, a
light oil produced by the FCC method may cause
a problem of ignition as a diesel fuel oil does. Be
attentive especially to cetane number of a fuel oil.
Also, since light oil has poor lubricity due to its
low viscosity, unusual wear may be caused on
6
the sliding part of the parts in the fuel oil system.
Therefore, effect inspection of the fuel oil injection
pump and the fuel oil injection valve at a time ear-
lier than usual.
D. Kerosene
Kerosene is sometime used as a measure to
improve air pollution.
Since cetane number and viscosity of kerosene
is much lower than those of light oil, the engine
requires some special measures. When kerosene
is used, consult with DAIHATSU in advance.
DC-32 Z 05-12
CHAPTER
6 Fuel Oil/Lubricating Oil/Cooling Water
ITEM
Control of Fuel Oil :
1.2 DC-32 Standard Properties of Fuel Oil/Control Standards

Table 6-1.1 Standard Properties of Fuel Oils

1) 2)
General Appellation Diesel Fuel Oil Heavy Fuel Oil
J I S K2205 Type 1 K2205 Type 3
Type of Fuel Oil
ISO-F (DMA) RMA10 RME25 RMG35 RMH55
CIMAC A10 E25 G35 H55
Density (at 15°C) g/cm3 max 0.890 0.975 0.991 0.991 0.991
Kinematic Viscosity 100/50°C mm2/s max 3.0 ~ (50°C) 10 40 25 180 35 380 55 700
Flash Point °C max 60 60 60 60 60
Pour Point °C max 0 6 30 30 30
Carbon Residue Wt % max 0.2 10 15 18 22
Ash Wt % max 0.01 0.10 0.10 0.15 0.20

Moisture Vol % max 0.1 0.5 1.0 1.0 1.0

Sulfur Wt % max 1.5 3.5 5.0 5.0 5.0

Vanadium mg/kg max 150 200 300 600

Sodium mg/kg max 50 50 50 50

Aluminum + Silica gel mg/kg max 80 80 80 80

3)
Cetane Number min 40 (45)
4)
CCAI max 850 850 850 850

Note 1) The range of specifications for properties of diesel fuel oil is so wide that only the recommended ones can be
indicated in the table.
2) Properties of heavy fuel oils indicated in the table are those of "Residual marine oil" proposed in the CIMAC
(1990).
3) The cetane numbers indicated in the table are those calculated in accordance with JISK2280-1996. Values in
the parentheses are those calculated in accordance with the old standard JISK2204-1994.
4) The CCAI (Calculated Carbon Aromaticity Index) is calculated in accordance with the following formula and is
an index representing startability.
CCAI = 1000D − 141 log log(VK + C) − 81
D : Density g/cm3 (15°C), VK : Viscosity mm2/s (50°C), C : Constant (0.85 for heavy oils)

Table 6-2.1 Control Standards of the Fuel Oil Vanadium combines with sodium to make
Constituents the oxidation catalyst accelerating corrosion by
Standard Value
sulfuric acid (vanadium attack).
Moisture vol % 0.2 or less Moisture also accelerates corrosion of parts
Content mg/kg 5 0 or less in the fuel injection system. Especially when
Solid
Particles sea water mixes in the system, it accelerates
Size m 5 or less corrosion including that by sulfuric acid as
described above. Therefore, remove moisture
as well as solid particles as much as possible
by means of the fuel oil decontamination
device.

DC-32 Z 05-12
 CHAPTER
Fuel Oil/Lubricating Oil/Cooling Water 6
ITEM
Control of Fuel Oil :
Curves of Viscosity vs. Temperature of Fuel Oils DC-32 1.2

Light
Curve Oil
Kinematic Viscosity (mm /s)
2

5
2

6
Temperature (°C)

Fig. 6-1.1 "Fuel Oil/Temperature Curve"

(quoted from Fig. 3-7 of "Fuel Oils" published by SANKAIDO Publishing Co., Ltd.)

Example) To find the heated temperature at which viscosity of the heavy fuel oil drops to the appropriate one
as 14 mm2/s from 380 mm2/s at 50°C
Number of the appropriate oil that has viscosity of 380 mm2/s at 50°C shall be found at first. It is
found that the appropriate curve is No. 9. Coming down along the curve to a point where the
kinematic viscosity is 14 mm2/s (on the vertical axis) and find the value of the point on the horizontal
axis (temperature). It is found as 130°C.

Note 1) Since characteristics of a fuel oil in terms of relation between viscosity and temperature may
depend to a certain extent on the country of origin and the refining method of the oil, the appropriate
temperature for the actual operation shall be decided based on viscosity measured by a viscometer.
2) 1 mm2/s of kinematic viscosity = 1 cSt

DC-32 Z 05-12
CHAPTER
6 Fuel Oil/Lubricating Oil/Cooling Water
ITEM
Control of Lubricating Oil :
2.1,2.2 DC-32 Choice and Control of a Lubricating Oil

6-2 Control of Lubricating Oil

Lubricating oil plays very important roles for an engine such as cooling, sealing, cleaning and
dispersing and neutralization of acid as well as lubricating of sliding parts. Proper choice and
appropriate control of the lubricating oil taking utilization of the engine, type of fuel oil to be used
and service load and other important factors into consideration are indispensable to keep the
engine in a good condition and to operate the engine without any problem.

6-2.1 Choice of a Lubricating Oil 6-2.2 Control of Lubricating Oil

A. Oil for the Engine System
Use a high grade lubricating oil for diesel
engines (API service CD grade or higher) for the
engine system.
Choose an appropriate grade of oil suitable for
the fuel oil to be used.
( : Table 6-2.1 "Recommended Brands of
Lubricating Oils")
A. Cleaning of a Lubricating Oil
Since fine dust and residuals in the combustion
chamber can penetrate in the lubricating oil, a
centrifugal separator and/or a cleaner is provided
separately from the filters equipped on an engine.
Properly use the equipment in accordance with
the operation manual provided for by the manu-
facturer.

Do not clean lubricating oil with water.

Use the same brand of oil and do not mix an
oil with another of a different brand. Moisture mixed into lubricating oil causes
emulsification of oil, lowering of total base num-
If oils of different brands are mixed, a chemi-
ber, increase in insoluble contents resulting in
cal reaction may happen between the additives
deterioration of quality of the lubricating oil.
of both oils to deteriorate quality of the lubricat-
ing oil.

B. Control of Properties of a Lubricating Oil

Periodically (every 500 hours) effect sampling
B. Lubricating Oils for Other Machinery or
and an analysis of lubricating oil. Immediately
Devices consult with the oil supplier and replace or make
In case that the lubricating systems for the gov- up the oil when any of the analyses reaches its
ernor, the turbocharger, the generator, the speed control limit.
reducing device and some others are different
( : Table 6-2.2 "Control Standards of
from that for the engine system, follow an opera-
Lubricating Oil")
tion manual of each machinery or device.
( : "Operation Manual (of each machinery
or device")

DC-32 Z 05-12
 CHAPTER
Fuel Oil/Lubricating Oil/Cooling Water 6
ITEM
Control of Lubricating Oil : Control of Lubricating Oil DC-32 2.2

a. Procedure of Sampling b. Control Standards of Lubricating Oil

(1) Oil shall be sampled through the air bleed The control standards for properties of lubricat-
pipe of the filter during operation of the ing oil are shown in Table 6-2.2. Among the val-
engine. ues of the standards, the total base number and
Oil sampled through the drain cock may pres- n-pentane insoluble content are especially impor-
ent improper values on properties due to tant to check extent of deterioration of lubricating
sludge and solid deposit mixed in the oil. oil.
(2) Quantity of oil sampled shall be 500 cm3 at
Table 6-2.2 Control Standards of Lubricating Oil
least. (System Oil)
(3) Enter the following items in a label and attach
Fuel Oil Used Diesel Fuel Oil Heavy Fuel Oil
the label on the vessel of the sample.
Total base number mg KOH/g 3 or more 10 or more

30 % or less of the virgin oil's

Viscosity mm2/s
<<Items to be Filled in the Label for the - 20 % or more
Vessel of a Sample>> Flash Point 180 or more
1) Customer's Name
Moisture vol % 0.3 or less
2) Engine Model n-Pentane
Insoluble wt % 2.5 or less
3) Engine Serial Number Content
4) Date and Place of Sampling
Note 1) The TBN (Total Base Number) represents the number
5) Accumulated Hours of Engine Operation measured in accordance with ASTM D664. JISk2501
(Hydrochloric acid method).
6) Brand Name of the Lubricating Oil 2) The insoluble content represents the content
measured in accordance with ASTM D8938. When a
7) Accumulated Hours of Operation with the measured value suddenly increases or exceeds 1.5,
Lubricating Oil and Total Quantity of the Oil measure toluene insoluble content and replace the
lubricating oil according to the ASTM D893-B when the
8) History of Replenishment (Date and Quantity) value of the n-pentane insoluble content extracted by
toluene insoluble content has become to 0.5 or more.

<<For Information>>
6
1) TBN (Total Base Number)
It is represented by the quantity of calcium
hydroxide (KOH) corresponding to quantity of
the acid necessary to neutralize basic content
contained in 1 gram of the lubricating oil and is
expressed by an unit of mgKOH/g.
It also represents capability of the lubricating
oil to prevent corrosion caused by sulfuric acid
produced from sulfur content in the fuel oil and
some other acid and also capability to clean
and disperse contamination in the engine.
2) Insoluble Content ( = n-pentane insoluble
content)
The insoluble content is a contaminant that
mainly consists of "soot", a burnt product and
calcium sulfate, a neutralized product and is
insoluble in oil.
Since they are insoluble in a solvent of n-pen-
tane, n-pentane insoluble content can be used
as an index to represent deterioration of a oil.

DC-32 Z 05-12
CHAPTER
6 Fuel Oil/Lubricating Oil/Cooling Water
ITEM
Control of Fuel Oil :
2.1 DC-32 Recommended Brands of Lubricating Oils

Table 6-2.1 Recommended Lubricating Oil Brands

Kind of fuel oil Gas oil or Up to 200 Sec. Up to 1500 Sec. Up to 7000 Sec.
Diesel oil R.W. No.1 R.W. No.1 R.W. No.1

Class II Class III Class IV Class V

Supplying or Supplying or Supplying or Supplying or
Name of company
Replacing oil Replacing oil Replacing oil Replacing oil

BP ENERGOL BP ENERGOL BP ENERGOL BP ENERGOL

BP DL-MP40 IC-HF254 IC-HF304 IC-HF304
CASTROL MLC40 CASTROL TLX204 CASTROL TLX304 CASTROL TLX304

DELO 1000 Marine DELO 2000 Marine DELO 3000 Marine DELO 3000 Marine
CHEVRON Oil SAE40 Oil SAE40 Oil SAE40 Oil SAE40
TEXACO
TARO XD SAE40 TARO DP SAE40 TARO DP SAE40

EXXMAR 12TP40 EXXMAR 24TP40 EXXMAR 30TP40 EXXMAR 30TP40

EXXON MOBIL EXXMAR 40TP40
MOBILGARD 412 POWERGARD 2040 MOBILGARD 424 MOBILGARD 424

GULF GULF VERITAS GULF VERITAS GULF VERITAS

DPO40 SERECT40 SERECT40

PETROBRAS MARBRAX MARBRAX MARBRAX MARBRAX

CCD410 CCD420 CCD430 CCD430

SHELL GADINIA 40 ARGINA S40 ARGINA T40 ARGINA T40

TOTAL RUBIA S SAE40 RUBIA ST SAE40 HAM SAE40 HAM SAE40

FINA HAM SAE40
DISOLA M4015 AURELIA 4030 AURELIA 4030 AURELIA 4030

Note:(1) This table shows lubricating oils classified as SAE40. Be sure to use lubricating oils classified as
SAE30 only when the minimum ambient temperature is 20 or less.
We recommend that multigrade oil (SAE10W-30 or 5W-30) be used in extremely cold locations
(minimum ambient temperature: 5 or less).

(2) Be sure to consult with oil manufacturers before selecting the lubricating oil proper brand that
best suits the fuel oil and operating conditions.

DC-32 Z 05-12
 CHAPTER
Fuel Oil/Lubricating Oil/Cooling Water 6
ITEM
Control of Cooling Water :
Cooling Fresh Water (Raw Water) and Rust Preventive DC-32 3.1,3.2

6-3 Control of Cooling Water

Use only fresh water for the cooling system with rust preventive added and properly control the
cooling water to prevent deterioration of cooling effectiveness due to corrosion and deposit of
scale.
Insufficient control may cause abnormal wear or breakage due to partial overheating resulted
from accelerated corrosion or deposit of scale.

6-3.1 Cooling Water (Raw Water) 6-3.2 Rust Preventive

For the cooling water (raw water), use soft water
or water for which water softening has been per-
formed to conform to water quality standards as
indicated in Table 6-3.1.
A. For rust preventive, nitrous acid type that has
good effectiveness for rust prevention is recom-
mended.
B. Brands available in the Japanese market are
shown in Table 6-3.2.
For actual utilization, carefully read the instruc-
tion provided by the supplier and properly use in
accordance with the utilization standards and the
control standards.

Table 6-3.1 Quality Standards for Cooling Water (Raw Water)

Influence (for information)

Item Standard Value
Corrosion Scale

Ph at 25°C 6.5 ~ 8.5 Neutral 6

Total Hardness (CaCO3 PPM) mg/kg 100 or less

Chloric Ion (Cl-1 concentration) mg/kg 100 or less

M-Alkalinity (Ph 4.8) mg/kg 150 or less

Sulfuric acid ion

-2 mg/kg 100 or less
( SO 4 concentration)

Total Iron (Fe) mg/kg 0.3 or less

Silica (SiO2) mg/kg 50 or less

Ammonia Ion (NH concentration) mg/kg 0.05 or less

Evaporative Residuals mg/kg 400 or less

DC-32 Z 05-12
CHAPTER
6 Fuel Oil/Lubricating Oil/Cooling Water
ITEM
3.3 DC-32 Control of Cooling Water : Control of Cooling Water

6-3.3 Control of Cooling Water B. Controlling of Fresh Water by Ph Number

A. Use fresh water with a rust preventive added
from the earliest time of operation for the cool-
ing system without fail.
C. Totally replace the cooling water once every
A rust preventive is poisonous. Never drink
cooling water with a rust preventive added.
Wear such protective wear as safety gloves,
mask and some others when handling it to pre-
vent it from attaching to bare hands or skin.
If it should attach to bare skin or enter into
the eye or the mouth, wash it well with quanti-
ties of fresh water.
Measure the Ph number of the cooling water by
means of a Ph meter once every week. When
the measured number falls out of the supplier's
standard, discharge 10~20 % of the cooling
water and replenish it with fresh water.
one or two years.
Do not discharge the cooling water with rust
preventive added directly to a river or sea.
When discharging the cooling water, inspect
its quality and dilute it so that the COD concen-
tration may be within the regulated value before
discharging.

Table 6-3.2 Brands of Commercially Available Antirust

Brand Name Manufacturer Constituent Amount to added (ppm)

DEWT-NC 3,000~4,500
Drew Chemical Corp. (USA) Nitrite
MAXIGARD 20,000~22,000
COOLTREAT 101
Hauseman Marine Chemical (USA) Nitrite 1,250~5,000
COOLTREAT 102
CWT DIESEL 102 VECOM B.V. Nitrite 1,250~5,000

Note: Adjust the amount appropriately in the specified range depending on circumstances.

DC-32 Z 05-12
 CHAPTER
Fuel Oil/Lubricating Oil/Cooling Water 6
ITEM
MEMO DC-32

DC-32 Z 05-12
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Matters to be Attended when an Abnormality or a
1 DC-32 Failure Happens

7. Causes of Abnormalities and Failures and Their Countermeasures

There are various causes of an abnormality or a failure of an engine such as malfunction of an

auxiliary machine, a mistake in operation or maintenance and improper properties of the fuel oil
as well as a failure or improper adjustment of a part of the engine. However, since such an abnor-
mality or a failure happens due to a combination of the above mentioned factors in many cases, it
is impossible to describe all the causes of the abnormalities or failures and their countermea-
sures.
This chapter describes causes that are generally considered true of failures of which occur-
rence is relatively frequent in usual utilization of the engine and their countermeasures. When an
abnormality or a failure other than those described in this chapter happens or the cause can not
be found by inspection of the engine and investigation of the trouble, please contact the Service
Division of DAIHATSU to take the proper countermeasure.

7-1. Matters to be Attended when an Abnormality or a Failure Happens

A. When any abnormality or failure is found, do not leave it to chance but take a correct countermeasure.
Especially when the following abnormality or failure happens, stop the engine, inspect it and investigate
the problem. Never restart nor operate the engine until the cause is found, the countermeasure is taken
and finally the engine is restored. If the engine should be kept on running, the abnormality or the failure
may be worsened in a accelerative manner resulting in an accident or a hazard.

1. Activation of a protective device "Alarm" "Emergency Stop"

Overspeed, Loss of the lubricating oil pressure, Overheating of the cooling water, etc.
2. Abnormal noise (especially for mechanical noise), Abnormal vibration
3. Overheating of the engine
4. Too quick increase or abnormal down in the exhaust temperature
5. A failure of a protective system for the engine control devices (governor, control devices), Loosening
or falling off of the linkage
6. Breakage of a piping and a joint bolt (especially in the fuel or lubricating oil system)

B. Properly effect the inspection, disassembling and/or maintenance in accordance with the appropriate
operation manual. Especially be attentive to the "Matters to be Attended in Relation to Safety" so that no
accidents may happen.

C. Use DAIHATSU's genuine parts or designated ones for replacement. When a part other than genuine or
designated one is used, DAIHATSU can not assure quality of the engine on the time when such a part
should be used and thereafter.
When a spare part reserved at the user is used for inspection and/or maintenance, place an order to
DAIHATSU to replenish it.

A user may sometime judge by mistake a phenomenon as an abnormality or a failure happen-

ing in the engine even when the engine is normally operated because of incorrect indication of
instruments such as tachometer, thermometer and pressure gauge.
These instruments shall be daily checked about their accuracy of indication, and replace it by
another good one as soon as possible when it is found inaccurate in order to obtain correct
measurements.

DC-32 Z 05-12
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Troubles in Starting DC-32 2.1

7-2 Causes and Countermeasures of Abnormalities and Failures

7-2.1 Difficulties in Starting

Phenomenon [Causes] [Countermeasures]

Abnormality in the control system Effect maintenance/repair

Loss of power supply
Starting air Malfunction of the automatic control panel
does not flow. Failure of the control magnetic valve
Malfunction of the starting devices
Breakage of the push button Effect maintenance/replacement
Sticking of the main starting air valve Effect maintenance/repair
Faulty seat surface of the starting rotary valve Effect maintenance/repair
Turning device "engaged" "Disengage"
Rotation prevention device "engaged" "Disengage"
Flywheel
does not
Not enough pressure of the starting air Charge air
rotate at all. There is not Air leakage at the main air reservoir Effect maintenance/
sufficient valve or the safety valve replacement
Malfunction of the air charging device Repair
starting air.
(e.g. Compressor)
Failure of the pressure gauge Repair/Replace
Abnormality in the piping for starting air
"Closed" check valve in the piping Open the valve
Starting Clogging of the piping Clean
is difficult.
Too much drag in the moving parts (e.g. seizure) Effect maintenance/repair
Tuning is Cylinder Liner, Piston
dragging Crankshaft
Flywheel Too high viscosity of the lubricating oil Increase the cooling
rotates but water temperature
no ignition Change the oil to one
happens. with lower viscosity

Too low ambient temperature Increase the ambient temperature

7
Engine speed Too low cooling water temperature Increase the cooling
does not Improper quality of the fuel oil water temperature
increase to the Incorrect properties of the oil (difficulty in ignition) Use an oil with a higher grade
normal rpm.
Moisture mixed in the oil Separate and remove moisture
No ignition Air mixed in the oil Bleed air
happens at a Abnormality in the fuel injection valve
Faulty nozzle Effect maintenance/replacement
specific cylinder
Incorrect valve opening pressure Adjust
Abnormality in the fuel injection pump Effect maintenance/
Sticking of the rack replacement
Sticking of the plunger
Faulty discharging valve/constant pressure valve
Insufficient compression pressure
Faulty sealing of the piston rings Effect maintenance/
(Sticking/Wear/Breakage) replacement
Faulty sealing of the intake/exhaust valves Effect maintenance/replacement
Incorrect valve clearance (intake/exhaust) Adjust

DC-32 Z 05-12
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
2.2, 2.3 DC-32 Unstable Engine Revolution/Insufficient Engine Output

7-2.2 Unstable Engine Revolution

Phenomenon [Causes] [Countermeasures]

Abnormality in the fuel control system

Abnormality in the governor Effect maintenance/repair
Stiff movement or backlash of Effect maintenance/repair
the control linkage
Abnormality in the fuel feeding system
Insufficient fuel feeding pressure Effect maintenance/repair
(abnormality in the fuel oil relief valve or the pump)
Engine Clogging of the fuel oil filter Wash
revolution is
Improper viscosity of the fuel oil (heavy fuel oil) Adapt the heating temperature
unstable
Moisture mixed in the fuel oil Effect separation and removal
Air mixed in the fuel oil Bleed the air

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Combustion is not
uniform among Abnormality in the fuel injection pump Effect maintenance/replacement
the cylinders
Sticking of the rack
Sticking of the plunger
Exhaust temperature Faulty discharging valve/constant pressure valve
and combustion
pressure are uneven. Improper timing of the fuel injection Adjust

Insufficient compression pressure

Faulty airtightness of the piston rings Effect maintenance/replacement
(Sticking/Wear/Breakage)
Faulty airtightness of the intake/exhaust valves Effect maintenance/replacement
Improper valve clearance (intake/exhaust) Adjust

7-2.3 Insufficient Engine Output

Phenomenon [Causes] [Countermeasures]
The rack
does not go Abnormality in the fuel control system
forward. Abnormality in the governor Effect maintenance/repair
Stiff movement or backlash of Effect maintenance/repair
the control linkage
The exhaust Overload (torque rich) Relieve the load
temperature
is too high. Too much drag at the moving parts (e.g. seizure) Effect maintenance/repair
Engine Cylinder Liner, Piston
output is The rack
insufficient goes forward Crankshaft
too much
The engine Insufficient fuel feeding pressure
output does not Abnormality in the fuel oil relief valve Effect maintenance/repair
correspond to The exhaust Abnormality in the fuel delivery pump Effect maintenance/repair
the full load. temperature
RPM tends to is too low. Clogging of the fuel oil filter Wash
drop. Moisture mixed in the fuel oil Effect separation and removal

Air mixed in the fuel oil Bleed the air

Combustion is not
uniform among the ( :7-2.2)
cylinders

DC-32 Z 05-12
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
Abnormalities in The Exhaust Temperature/ ITEM
The Maximum Explosion Pressure DC-32 2.4

7-2.4 Abnormalities in The Exhaust Temperature (Te) and The Maximum

Explosion Pressure (Pmax)
Phenomenon [Causes] [Countermeasures]

Te/Pmax The pump rack

Overload (torque rich) Relieve the load
are too high goes forward
too much. Too much drag at the moving parts (e.g. seizure) Effect maintenance/repair
Cylinder Liner, Piston
Abnormality Crankshaft
is detected Use an oil with a higher grade
Improper property of the fuel oil
with all the Improper viscosity of the fuel oil (heavy fuel oil) Adapt the viscosity
cylinders.
Fouling of the turbocharger Wash
Te is too Clogging of the pre-filter
high / Pmax Intake Fouling of the blower
is too low pressure Fouling of the turbine
is too low.
Clogging of the fins of the intercooler Clean
Clogging of the exhaust manifold (too much resistance) Clean
Negative pressure of the engine room Improve the ventilation

Malfunction of the intercooler

Intake
Abnormalities Fouling and clogging of the fins Clean
temperature
Too high temperature of the cooling water Adjust
exists in Te is too high.
Insufficient flow of the cooling water Adjust
and Pmax.
Too high intake air temperature Improve the ventilation
The pump
Te/Pmax rack goes
Too much amount of the injected fuel
are too high forward
Incorrect adjustment of the injection pump rack Adjust
too much.
Sticking of the rack Effect maintenance/repair

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Te is too

7
high / Pmax Abnormality in the fuel injection pump Effect maintenance/replacement
is too low Sticking of the rack
Sticking of the plunger
Abnormality Faulty discharging valve/constant pressure valve
is detected
with a Insufficient compression pressure
Faulty airtightness of the piston rings Effect maintenance/replacement
specific (Sticking/Wear/Breakage)
cylinder. Faulty airtightness of the intake/exhaust valves Effect maintenance/replacement
Improper valve clearance (intake/exhaust) Adjust

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Te is too low /
Abnormality in the fuel injection pump Effect maintenance/replacement
Pmax is too low
Sticking of the rack
Sticking of the plunger
Note) Always make certain that there are
Faulty discharging valve/constant pressure valve
no malfunction of the thermometer nor
Leakage from the fuel injection system Repair
abnormality in the indicator valve.

DC-32 Z 05-12
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
2.5 DC-32 Undesirable Color of the Exhaust

7-2.5 Undesirable Color of the Exhaust

Phenomenon [Causes] [Countermeasures]

Engine is not warmed up Warm up the engine

Too low temperature of the cooling water Increase the water temperature
Too much oil loss via the piston ring
Wear or sticking of the piston Effect maintenance/repair
rings and/or the oil ring

Intake air Wear of the cylinder liner Effect maintenance/repair

temperature Too low temperature of the engine room Adjust flow of the cooling
is too low. Too low temperature of the cooling water water to the intercooler

Abnormality in the fuel injection valve

Blue or white Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Abnormality in the fuel injection pump Maintenance/Replacement
Sticking of the rack
Sticking of the plunger
Faulty discharging valve/constant pressure valve

Bad quality of the fuel oil

Incorrect properties (for ignition) of the oil Use an oil with a higher grade
Moisture mixed in the oil Separate and remove moisture
Color of
exhaust is Air mixed in the oil Bleed the air
undesirable. Insufficient compression pressure
Faulty airtightness of the piston rings Effect maintenance/
(Sticking/Wear/Breakage) replacement

Faulty airtightness of the intake/ Effect maintenance/

exhaust valves replacement
Improper valve clearance Adjust
(intake/exhaust)

Too long light load operation

Black or (fouling of the combustion Increase the load
chamber and the exhaust system)
dark gray
Fouling of the turbocharger
Clogging of the pre-filter Wash
Fouling of the blower Wash
Fouling of the turbine Clean

Malfunction of the intercooler

Fouling and clogging of the fins Clean
Too high temperature of the cooling water Adjust
Insufficient flow of the cooling water Adjust

Too high temperature of the intake air Improve the ventilation

Negative pressure of the engine room
Overload (torque rich) Relieve the load

DC-32 Z 05-12
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Abnormal Noise and Vibration DC-32 2.6

7-2.6 Abnormal Noise and Vibration

Phenomenon [Causes] [Countermeasures]

A knocking
Abnormal combustion
noise is heard.
Over cooling of the engine Warm up the engine
Abnormality in the fuel oil injection pump Effect maintenance/repair
A faulty fuel oil injection valve Effect maintenance/replacement
Air/gas Improper properties of the fuel oil Use an oil with better quality
blows-off
from the A faulty cylinder safety valve Effect maintenance/repair
cylinder Sticking of the valve
safety valve Permanent set in fatigue of the spring

An improper load Adjust the load

An abnormal
Overload (torque rich)
noise is
heard Too rapid change of the load
The load imposed is too heavy or suddenly cut-off.

Surging of the Abnormality in the turbocharger

turbocharger Fouling of the blower Wash
happens Fouling of the turbine Clean
Deformation or breakage of ; Replace the part
Diffuser, Turbine Nozzle,
Turbine Rotor
Clogging and/or fouling of the fins of the intercooler Clean

Clogging (too much resistance) of the outlet Clean

(the exhaust manifold)

Abnormality in the fuel oil injection pump Effect maintenance/replacement

A mechanical Sticking of the rack
noise is heard Sticking of the plunger
Faulty discharge valve and/or constant pressure valve

Loosening of the fixing bolt Retighten the bolt 7

Loosening of the moving part fastening bolt Retighten the bolt
An abnormal Abnormal wear (seizure) of the cylinder liner Effect maintenance/replacement
vibration is
perceived Too much valve (intake/exhaust) clearance Adjust the clearance

Increase in the backlash of the gear Effect maintenance/adjustment

DC-32 Z 05-12
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
2.7 DC-32 Sudden Stop of the Engine

7-2.7 Sudden Stop of the Engine

Phenomenon [Causes] [Countermeasures]

Overspeed ( :7-2.9)

A protective Dropping of the lubricating oil pressure ( :7-2.10)

device is Overheating of the cooling water ( :7-2.13)
activated
Abnormality in the power supply for the control system Repair
Abnormality in the fuel cut device Repair

Seizure or breakage of the moving parts

Piston Repair
Crankshaft Repair
Turning is
Timing gear Repair
dragging or
impossible Camshaft Repair

Abnormality in the driven machines Repair

The Engine
Generator
suddenly
stops. Others

Abnormality in the fuel feeding system

Fuel oil in the tank is run out Replenish
Clogging of the fuel oil filter Wash
Abnormality in the fuel relief valve Repair
Abnormality in the fuel delivery pump Repair
Air mixed in the fuel oil Bleed air
Turning is Improper viscosity of the fuel oil Adapt the heating
(heavy fuel oil) temperature
normally
effected Abnormality in the fuel control system
Abnormality in the governor Effect maintenance/repair
Stiff movement or backlash of the control linkage Effect maintenance/repair

Abnormality in the fuel injection pump Effect maintenance/replacement

Sticking of the rack
Sticking of the plunger
Faulty discharging valve/constant pressure valve

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust

Leakage at the high pressure fuel joint Effect maintenance/replacement

DC-32 Z 05-12
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Impossibility of Engine Stoppage/Overspeed DC-32 2.8, 2.9

7-2.8 Impossibility of Engine Stoppage/7-2.9 Overspeed

Phenomenon [Causes] [Countermeasures]

Abnormality in the fuel control system

Abnormality in the governor Effect maintenance/repair
Stoppage of
Stiff movement or backlash of the control linkage Effect maintenance/repair
the engine is
impossible. Fuel injection pump rack is stuck Effect maintenance/repair

Abnormality in the power supply for the control system Effect maintenance/replacement
Overspeed Abnormality of the automatic control panel
happens. Abnormality/disconnection of the contact point
Malfunction of the magnetic valve
The protective Abnormality in the speed sensor
device is activated
Abnormality in the fuel cut system
Abnormality in the fuel cut device Effect maintenance/repair
Abnormality in the speed sensor Effect maintenance/repair
Insufficient pressure of the controlling air Clean/Repair
Clogging of the piping/filter
Dropping of the pressure

DC-32 Z 05-12
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM Too Low Lubricating Oil Pressure/
2.10,2.11 DC-32 Too High Lubricating Oil Temperature

7-2.10Too Low Lubricating Oil Pressure

Phenomenon [Causes] [Countermeasures]

Insufficient quantity of the lubricating oil Replenish

in the oil pan

Improper viscosity of the lubricating oil Replace

Pressure does not
Clogging of the lubricating oil filter Wash
reach the specified
(intake side of the pump)
one when the
Suction of air at the inlet side Effect maintenance/repair
engine has started. Breakage of the piping
Faulty airtightness of the joint
Leakage or breakage of the piping Effect maintenance/repair
(discharge side)
Abnormality in the lubricating oil pump Effect maintenance/repair
Lubricating Sticking of the safety valve/Breakage of the spring
Wear of the pump gear
oil pressure
Wear of the bearings
is too low.
Abnormality in the relief valve Effect maintenance/repair
Fouling of the lubricating oil cooler Effect maintenance
Clogging of the lubricating oil filter Wash
(discharging side)

Lubricating Wear of the bearings Effect maintenance/repair

Pressure drops
during running oil ( : 7-2.11)
of the engine. temperature
is too high

7-2.11Too High Lubricating Oil Temperature

Phenomenon [Causes] [Countermeasures]

Fouling of the lubricating oil cooler Clean

Abnormality in the lubricating oil Effect maintenance/repair

thermostat valve
Breakage of the pellet
Sticking of the valve

Insufficient flow of the cooling water

Abnormality in the cooling water pump Effect maintenance/repair
(Wear of the impeller)
Lubricating
Clogging of the cooling water filter Clean
oil and the piping
temperature
Improper adjustment of the water flow Adjust
is too high

Overload Adjust the load

Deterioration of airtightness of the cylinders Effect maintenance/repair
Wear or sticking of the piston rings
Wear of the cylinder liners

Seizure of the bearings Effect maintenance/repair

DC-32 Z 05-12
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
Too Low Pressure (in the Jacket)/ ITEM
Too High or Low Temperature of the Cooling Water DC-32 2.12,2.13

7-2.12Too Low Pressure (in the Jacket) of the Cooling Water

Phenomenon [Causes] [Countermeasures]

Too much
difference in water Insufficient flow of the cooling water
pressure exists Abnormality in the cooling water pump Effect maintenance/repair
between the inlet (e.g. wear of the impeller)
and the outlet
Clogging of the cooling water filter/piping Clean
Clogging of the intercooler Clean
Improper adjustment of the water flow Adjust
Pressure of Abnormality in the cooling water thermostat valve Effect maintenance/repair
the cooling Abnormality in the cooling water check valve Effect maintenance/repair
water is too
low Too little difference Air mixed in the cooling water system Bleed air
in water pressure
Too much flow of the cooling water
exists between the
inlet and the outlet Improper adjustment of the water flow Adjust
Abnormality in the cooling water thermostat valve Effect maintenance/repair

7-2.13Too High or Low Temperature of the Cooling Water (in the Jacket)

Phenomenon [Causes] [Countermeasures]

Air mixed in the cooling water system Bleed air

Too high temperature of the cooling water Adjust
for the cooler system
Insufficient flow of the cooling water
Temperature at Abnormality in the cooling water pump Effect maintenance/
the outlet of the (e.g. wear of the impeller) repair
Temperatur cylinder
e of the Clogging of the cooling water filter/piping Clean
manifold is too
cooling Improper adjustment of the water flow Adjust
high

7
water is too
Abnormality in the cooling water Effect maintenance/
Temperature of high thermostat valve repair
the cooling water Overload Adjust the load
is too high or low
Overheating of the cylinders
Clogging of the cooling water passage Clean
Temperature Seizure of the piston and the cylinder liner Repair
at a specific
cylinder is too
high Exhaust
temperature :7-2.4
is too high
Temperatur
e of the Temperature
cooling in the jacket Abnormality in the cooling water Effect maintenance/
water is too does not rise thermostat valve replacement
low Too low temperature of the cooling water Adjust
for the cold water system
Too much flow of the water to the stand-by Adjust water flow
device during warming-up during warming-up
(Especially when the load is light)

DC-32 Z 05-12