Bergen C25 33 L8PY Engine No.13190 91

RoIIs-Royce
Parti
Operating manual
Part2
Servíce and maíntenance

manual
Engíne type: Bergen C25:33-L8PY

Engine no.: 13190-91
L Rolls-Royce Marine AS
P.O Box 924 Sentrum, N-5$08 Bergen, Norway
Boktype
May 2010
Tel: + 47 5553 6000 fax: + 47 5519 0405 English
n n o
RoIIs-Royce
INTRODUCTION 0020
CR
0105
Notification The bottom code is a revision date (month year)

-
This manual has been compiied to assist person which shows when the instruction was last
nei responsibie for the operation and maintenance changed.
of Bergen engines, and it should therefore always
be available for the technical staff. It is assumed In addition to being on the front page, the instruc
that the technical staff is well acquainted with tion code is shown in the heading on ali pages of
operation and maintenance of diesel engines. the instructions.
Technicai data and information in this manual NOTES, CAUTIONS and WARNINGS
shouid be considered as confidential. NOTES, CAUTIONS and WARNINGS are used
in this manual to emphasize important and critical
This manual is made to present the operational instructions. They are used for the following con
and maintenance tasks on the engine as thor ditions:
oughiy as possibie. Developments and progress
in design may however make alterations of
detaiis necessary. NOTE:
An operating procedure, condition, etc.,
For some applications speciai adaptions of the
which is essential to highlight.
engine could be carried out. In these cases, it is
not certain that ali the equipment described in this A CAUTION
manual is delivered. Operating procedures, practices, etc., which
if not strictly observed, will resuit in damage
General alterations in design on the engine may to or destruction of engine.
be carried out as the engine manufacturer finds it
advisable. These alterations can not be regarded
as retrospective. WARNING
c The engine manufacturer aiso reserves the right

to make alterations in this manual.
Operating procedures, practices, etc., which
if not correctly followed, will result in personal
injury or Ioss of life.
Safety of personnei is paramount. Before operat

ing or maintaining the engine, ali personnei shali
About the manual
be thoroughiy familiar with the safety summary
This manual consists of 2 parts; the operating on the following pages.
instructions (instructions number 1000 1999 in
-
chapter 1), and the service and maintenance man

ual (instructions number 2000 7999 in chapter 2
-
A CAUTION
to 7). In otderto obtain maximum performance and
safe operation ofthe engine under ali
The instruction name is found on the top of the running conditions, proper cate and
front page of each instruction. To the right of the maintenance ate required. Should, however,
name, there are three document codes: a fault occur during operation, it must be
The topmost code shows the instruction number. corrected immediately, even if the fault
The code in the middie is a document code show seems minor.
ing which engine this manual is valid for.
Page 1: 1
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1
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RoIIs-Royce
SAFETY SUMMARY 0021
CR
0310
systems may cause burns or loss of

A CAUTION consciousness. This may cause secondary
In orderto obtain maximum performance and
injuries due to a resulting fali or dropping of
safe operation of the engine under ali
toois or other equipment.
running conditíons, proper care and
(1300-2).
maintenance are required. Should, however,
a fault occur during operation, it must be
corrected immediateiy, even if the fauit AWARNING
seems minor. Large and heavy parts ate moving at great
(Introduction page 1). speed inside the cyiinder biock. If an
accident shouId occur, these may be thrown
A CAUTION out of the engine, causing risk for loss of life
As the 011 companies may change their or health. Therefore, do not spend time
product specifications without previous unneccesary around the engine!
notice, and without changing the products (1300-3).
name, the information given in the lubricant
guide is vaiid from the stated date and until
further notice. AWARNING
The additives to the cooling water may
This Iist is given as a guide, and Rolis-Royce
invoive a health risk, especialiy when highiy
takes no responsibility for difficuities that
concentrated. Pay attention to how the
may be caused by the Iubricating oU.
additives are stored, and keep updated of
(1134-1).
the producers warnings on the containers or
data sheets.
WARNING (1300-3).
An 011 mist alarm should never be
c
disregarded! The cause must be found and
rectified before continuing engine operation. A
Engine operators and anyone that are going
to enter he engine room whiie the engine is
A crankcase explosion may result in serious
running should protect their hearing with the
damage to the engine and its nearby
means available.
surroundings. The possibility of personnel
(1300-3).
injury wiiI be high if there is anyone present
in the engine room at the time of the
explosion. Therefore, if an ou mist aiarm A CAUTION
must be disregarded (e.g. if it is necessary to Be aware that a loose pin or a nontightened
get the vessel out of a critical situation), keep boit, screw or nut, may cause serious
as few persons in the engine room as damage, especially if not accessible during
possibie. operation.
(1300-1). (1400-1) (7300-3).
WARNING A CAUTION
An electrical shock from a high voitage Before fiiling up with Iubricating cii, the
— system may be lethai! iubricating ou sump shouid be carefuHy
But even shocks from medium or Iow voitage inspected. Contaminations and corrosion (if
Page 1:4
CR-0021
RoIIs-Royce
any) are removeU. Use rags, not cotton
waste, when wiping off.
tool is in correct position on the bearing shell
before starting the removal. Use a mirror if
(
(1400-1). necessary.
(3120-4).
A CAUTION
lfthe !ubr.oil applied is not approved by A CAUTION
Rolls-Royce, our warranty responsibility will When removing and installing the upper
be excluded. bearing shells, ensure that the guide tabs on
(1400-1). the backs are not damaged as a
consequence of rotating the crankshaft in the
wrong direction.
A CAUTION (3120-4).
The engine must not be run on fuil load
before normal working temperatures are
reached. A CAUTION
(1400-2). Do not attempt to adjust used bearing shells.
Bearing shells supplied by RolIs-Royce must
be employed. These do not require any
(
A CAUTION adjustment.
The engine must not be loaded higher than
70% of nominal output before the intake air
Before installing the new bearing shells
temperature (engine room temperature) has
check that the new and used bearing have
exceeded + 10 deg.C.
identical part-number.
(1400-3).
Failure at this point might probably cause
WARNING break-down.
Protecting glasses and gloves should be (3120-4).
used in order to prevent injuries in case of
high pressure pipe failure, etc. AcAuTI0N
(2550-2). When installing the bearing, the housing and
the steel backs of the bearing shells must be
A CAUTION
Normally the cap should slide down easily,
when the jack handie is turned.
absolutely clean and free of grease in order
to obtain intimate metallic contact. Any oil
deposits are removeU by emery screen.
c
Do not apply force!
ln case the cap is stuck or hardly slides lt is important to attain metallic contact in
down, use of force may cause seizing ofthe order to prevent the bearing from rotating in
guide faces and/or deformation of the jack. the housing, and such that heat can be
Check that the cross bolts are free from the conducted away from the bearing suríace
caps and that the “neighbouring” cross bolts and into the housing.
are loose. (3120-4).
Also make sure that the cap is not in a skew
pos ition. A CAUTION
(3120-2). One must also ensure that the guide tabs
have entered the grooves in the bearing
A CAUTION housings, such that they are not being forced
When removing the bearing shell the against the journal when the bolts are
crankshaft is turned counterclockwise,
viewed from the flywheel end. Check that the
tightened.
(3120-5). c
Page 2 4
CR-0091
RoIIs-Royce
WARNING A CAUTION
When the engine is overheated, crankcase Before instaliation, the vaive, the valve seat
doors and other hand hole covers must and the vaive guide must be weH cleaned
remam closed for a minimum of 10 minutes and coated with lubr. cii.
after the engine is shut down. Do not start (5110-3).
the engine before the cause of overheating
has been found and corrected. A CAUTION
(3130-2). lo avoid coilision between the inlet- and
exhaust vaives and the piston when rotating
the crankshaft, it is recommended to
WARNING
dismantie ali vaive gears during fitting of
A ioose counterweight can cause serious
camshaft sections.
damage, and the tightening procedure for the
(6100-4).
counterweight boits must be foiiowed in
d etai 1.
(3300-2). A CAUTION
Any deviation must not exceed ± 2° crank
angle.
A CAUTION ifthe deviation is more, there is a risk of
We recommend inspection of the cyiinder
coilision between piston top and the vaives.
liner after each piston withdrawai. lf it is
(6100-5).
found that the honing marks from earlier
honing operations have disappeared on
larger parts of the iiner surface, the whoie WARNING
surface must be roughened by means of Empioy ciean watet only when washing. Use
honing. of diesei ou, thin iub.oii or other solvents
(4100-3). might cause danger of expiosion.
(7110-1).
AcAuTI0N
if rings are marked with “Top” on one side,
WARNING
ensure that these rings are fiffed with the
Any fuei ou ieakage in the high pressure fuei
“Top” side pointing upward.
( (4210-1).
system could be dangerous. in addition to
the fite hazard, opetators must be aware of
the high ptessute in the system. It is
A CAUTION thetefote important that the correct
When replacing the piston rings, any wear procedutes ate foliowed carefuily!
edge at the upper part of the cyiinder liner Observe that ali fuel cii pipes on the engine
must be removed; otherwise the upper piston ate compietely enciosed, and these covers
-
ring wiii be damaged. must always be in piace before the engine is

(4210-1). started.
(7200-2).
A CAUTION
Do not attempt to adjust big end bearing WARNiNG
sheils. The sheiis should easiiy fit into the Take cate to ditect the nozzie spray holes
bearing cap, and if adjustment seems away from people during the testing routines,
necessary, the bearing sheli must be as the high velocity spray can penetrate the
changed! skin.
(43 00-4). (7220-4).
Page 3 4
CR- 0021
RoIIs-Royce
AcAuTI0N (
WARNING When mounting the governor, make sure that
A leaking fuel hose increases the risk of an the drive shaft enters easily the splines in
engine room fite! In less dramatic cases, part bevel gear. Do not apply force.
of the inner elastomer tubes might fali off, (7620-1).
follow the fuel flow and ciog the fuel system.
(7250-2).
WARN1NG
lo protect against possible personal injury,
A CAUTION ioss of life, and/or property.
Be awate that a loose pin, or a non-tightened (7730-2).
bolt, screw or nut might cause serious
damage, especially if not accessibie during
operation. WARNING
(7300-3). The overspeed trip should be tested
according to the routine maintenance
WARNING
scheduie, in connection with a large overhaui
or upon request by representatives from the
E
Before dismantiing or removing any part of classification society or inspection authority.
the starting air system, the air pressute must A properly functioning overspeed trip
be bled off. Eye protection should aiways be protects against runaway or overspeed if the
worn when dismantling or repairing the mechanical-hydraulic governor(s), eiectric
staring air system. control(s), actuator(s), fuel control(s), dríving
(7500-1) (7510-2). mechanism(s), Iínkage(s) or control device(s)
fail.
(7730-2).
WARN1NG
When the engine is starting, the noise levei 1
meter from the start motor may be up to 90 WARNING
dB(A). Hearing protections should always be Before starting the overspeed test, ensure
worn when testing or using the starter. that the fuel pump rack is moving smoothiy.
(75 10-1). Aiways be careful when testing the setpoint
for the overspeed stop.
(7730-2). E
WARNING
Always wear eye protection when operating
or performing any maintenance on this
starter. The air pressure system must be
turned off and bled before any maintenance
on the start motor begins. The air suppiy
hose should be disconnected for safety.
(7510-2).
A CAUT1ON
Make sute that the pickups are properiy
secured after adjustment. Finaiiy, rotate the
engine one fuli turn and check that the
pickups are not touching the flywheel.
(7605-1).
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Page 4 : 4
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jJ RoIIs-Royce
PARTI: OPERATING MANUAL 1210
LONGTITUDINAL SECTION OF THE
0020 ENGINE
INTRODUCTION
1220
0021 CROSS SFC’I’ION Of lHE ENGINE
SAFETY SUMMARY
1300
0100 1IAZARDS AND SAFETY
TABLE Of CONTENTS
1400
10 Operating instructions and engine data OPERATING TNSTRUCTIONS
1100 1405
‘FECHNICAL DATA BREAKDOWNS AND INTERRUPTIONS,
CAUSES AND REMEDIES
1110
MAIN TECHNICAL DATA AND MANU- 1410
FACTURE DATA START- AND STOP PROCEDURES
1112
CRANKSHAFT DEFLECTION CONTROL PART 2: SERVICE AND
MAINTENANCE MANUAL
1113
20 Routine maintenance in general
TESTBED REPORf
2000
1120
ROUTINE MAINTENANCE IN
CLEARANCES
GENERAL
1121
2100
TABLE OF TIGHTENING $PECIFICATIONS
ROUTINE MAINTENANCE SCHEDULE
1130
2300
FUEL OIL, LUBRICATING OIL AND
ORDERING 0F $PARE PARIS
COOLING WATER
2400
1132
DAMAGE REPORT
FUEL OIL GRADES
2500
1134
SPECIAL TOOLS
LUBRICATING GUIDE FOR DIESEL
ENGINES
2550
HYDRÀULIC POWER TOOLS
1136
COOLING WATER QUALITY AND
2700
ADDITIVES
SERVICE, GUARANTEE AND RETURNING
Of PARTS
1200
ENGINE DESIGN NOTES
Page 1:4
RoIIs-Royce
30 Engine block and crankshaft 4210
PISTON fflNGS
3100
ENGINE BLOCK AND ENGINE FOUNDA- 4300
TION BIG END BEARLNG ASSEMBLY AND BIG
END BEARNG SHELLS
3110
ENGINE FRONT MODULE
50 Cylinder head
3120
MAIN BEARINGS, THRU$T WA$HER$ AND
5100
FLYWHFEL BEARING
CYLNDER FIEAD
3130
5110
COVERS
INLET- AND EXHAUST VALVES
3140
5115
FLEXIBLE SUSPENSION (OPTIONAL)
DATA FOR VALVE GRINDING
3300
5200
CRANKSHAFT
INDICATOR VALVE
3310
5200
FLYWHEEL AND CRANKSHAFT $EALING
SAFETY- AND INDICATOR VALVE
TURNING GEAR
60 Camshaft, valve drive and governor
3320 drive
CRANKSHAFT TORSIONAL VIBRATION
DAMPING ARRANGEMENT 6100
CAMSHAFT
3321
POWERTAKE-OFF SHAFTFORAUXILIARY 6110
MACHINERY, PROPULSION ENGINE - CAMSHAFT DRIVE
FOR C25:33LP ONLY
6200
3330 INLET- AND EXHAUST VALVE DRIVE
FLEXIBLE GEAR WFIEEL FOR PUMP DifiVE
6300
GOVERNOR DRIVE
40 Cylinder liner, piston and connecting
rod
70 Auxiliary systems
4100 710 Charge air and exhaust system
CYLINDER LINER
7100
4200 CHARGE AIR AND EXHAUST SYSTEM
PI$TON AND CONNECTING ROD
Page 2 : 4
RoIIs-Royce
7110 730 Lubricating oH system
TURBO CHARGER
7300
7115 LUBRICATING OIL $YSTEM
ARR. OF PICKUP TURBO CHARGER
7310
7120 MAIN LUBRICATINO OIL PUMP
CHARGE AIR COOLER
7330
7130 CENTRIFUGAL LUBRICATING OIL FILTER
EXHAUST MANIFOLD
7350
LUBRICATING OIL IIEAT EXCHANGER
720 Fuel systems
7360
7200 LUBR. OIL PRE$SURE REG. VALVE
HIGH PRESSURE FUEL OIL $YSTEM
7370
7205 INJECTION NOZZLE TEMP. CONTROL
FUEL OIL INJECTION PUMP DRIVE $YSTEM
MECHANISM
7210 740 Cooling water systems

FUEL OIL INJECTION PUMP
7400
7212 COOLING WATER SY$TEM$
REGULATING THE FUEL OIL INJECTION
PUMP$ 7410
COOLING WATER PUMP
7215
HIGII PRESSURE FUEL INJECTION PIPE
750 Engíne starting system
7220
FUEL OIL INJECTION VALVES
7500
7230 ENGINE STARTFNG SYSTEM
HIGH PRESSURE FUEL PIPE LEAKAGE
ALARM 7510
$TART MOTOR
7250
LOW PRESSURE FUEL OIL SYSTEM
760 Engíne governing and control sys
7260 tems
FUEL OIL BOOSTER PUMP
($ee instruction book ifHFO-module) 7600
ENGINE CONTROL SY$TEM
7270
FUEL OIL FILTER 7605
‘ (See instruction book ifHfO-module) PICKUP ARRANGEMENT ON fLYWHEEL
Page3 :4
RoIIs-Royce
7610
CONTROL PLC
ENGINE START/STOP
7620
ENGINE GOVERNOR
7621
STARTING BOOSTER FOR ACTUATOR
7625
REGULATING THE FUEL INJECTION
PUMP$
7626
ARRANGEMENT FUEL RACK INDICATION,
PROPULSION ENGINE -
FOR C25:33LP ONLY
7630
ENGINE PANEL
7640
CONTROL SYSTEM FOR TWO-STAGE
CHARGE AIR COOLER
7710
CONTROL PLC
ENGINE SAFETY
7730
ENGINE OVER$PEED TRIP
Page 4 : 4
RoNs-Royce
lo
CR
0602
OPERATING INSTRUCTIONS AND ENGINE DATA
Page 1: 1
Technfcal data: C25:33 L8P
fuel type: MDO
Drawing No.: L1037/25
Project No.: 308810 - 20
RoIIs-Royce
&pplication: Marine Propulsion Engine No.: 13 1900-93
YardlPower plant: Alianca S.A ALO1O, ALO11/ U1715L
Engine data: Cooling water data:
Number of cylinders 8 Two-stage charge air cooler:
Cylinder bore mm 250 -Low temp. stage:
Piston stroke mm 330 -temp. at inlet, max CC 37
Rated power (MCR), engine kW 2320 -water flowrate, normal m3/h 70
Mean effective pressure bar 23,9 -water flowrate, max m3/h 84
Rated speed RPM 900 -High temp. stage:
Mean piston speed m/s 10 -water flowrate, normal m3/h 61
Displacement 130 Jacket water system:
-pump capacity m3/h 61
Fuel ou data: -normal stop/shut-down barg 1.0
Specific fuei consumption gfkWh 185 -water quantity, eneine block i 150
Fuel consumption at MCR 11h 520 -Temp. at engine outlet
fuel feed pump capacÍty 1/li 2100 -normal CC 90
Daytank, 24hrs operation m3 12 -alarm, temp. high CC 95
-shut-down, temp. high CC 98
Nozzle ou data: -temp. rise in engine, max CC 5,2
Nozzle ou - SAE4O -ind. high temp. ca-cooler CC 10,1
Pressure normal (+- 0,2) barg 2.0 -Expansion tank:
Alarm, pressure low barg 1.0 -volum, single-engined 1 300
Temp, normal (+- 5) °C 90 -volum, multi-engined 1 500
-height above engine m 3-10
Start air data:
Start air pressure, max./min. barg 30/18 Air data:
Air consumption per. start m3n 0,9 Turbocharger type ABB TPS-57F33
No of starts, 5001 receiver - 7 Charge air cooler type RR32-48
No of starts, 2501 receiver - 4 Air consumption m3n/h 12000
Air consumption kgíh 15500
Lubrication data: Charge air pressure barg 3,2
Lubrication ou - SAE4O Charge air temperature:
Main pump capacity m3fh 78 -normal CC 55
Priming pump capacity m3/h 10 -alarm, temp high CC 65
Lub. ou pressure Turbocharger speed alarm rpm 40565
-normal barg 4-5
-alarm, pressure low barg 2,5 Exhaust data:
-start, stand-by pump barg O Mass flow kg/h 15900
-shut-down, pressure low barg 1,7 Volume flow, after turbin m3/h 27900
Lub. ou temp engine inlet Temp, after cyhnder CC 405
-normal CC 60 Temp, after turbine CC 340
-alarm, temp high CC 70 Back pressure, max mmWG 300
Spec. lub. ou consumption gfkWh 0,7 Part load data:
Lub. oil consumption kg/h 1,6 -Mass flow, 90% load kgfh 14400
Crankcase, lub. oil volume -Temp, after turbine CC 345
-high levei 1665 -Mass flow, 80% load kg/h i2700
4 -low levei 1 1390 -Temp, after turbine CC 355
-dry sump, system tank 1 O -Mass flow 50% load kg/h 7900
-Temp, after turbine CC 385
Jacket water waste heat recovery:
Waste heat, 100% load MJ/h 2570 Heat dissipation:
Waste heat, 80% load MJ/h 1935 Lubrication data:
Waste heat, 50% load MJ/h 1060 Lub. oil .cooler MJ/h 1320
Cooling water data:
Low temp. stage MJ/h 1435
High temp. stage MJ/h 1245
Jacket water cooler:
-Heat dissipation, engine MJ/h 1325
-ind. high temp. ca-cooler MJ/h 2570
Ventilation data:
Radíation engine MJIh 285
Engine power definition is according to ISO 3046-1 Specific fuel ou consumption is measured on testbed according lo ISO 3046-1,
However the engine ratings are valid for the following reference conditions: using diesel-oil with a nel heating value of 42.7 MJIkg and no engine-driven pumps.
Air inlet temperature max. 45 CC With engine-driven pumps, add lg/kWh for each pump.
Air inlet temperature mm. OCC Spec. lub. ou consumption is for guidance only.
Charge air Iow temp. fresh water inlet temp. max. +37CC
Relative humidity 60% NOTE! Due to continuous development, some data may change.
X according to Annex VI of MARPOL 73/78 KDT - 07.01.2008

(
E
RoIIs-Royce
c MAIN TECHNICAL DATA AND MANUFACTURE 1110
DATA CRM
0904
Main data ance is adjusted after the check is finished. See

Engine number 13190 “Clearances”.
Engine type C25:33-L8PY
Bore 250 mm Check values
Stroke 330 mm
Inlet valve in opening phase:
Swept volume pr. cylinder 16,19 dm3 22° before T.D.C. by 1,8 mm cam lifi
Compression ratio 16: 1 Inlet valve in closing phase:
Number of cylinders $ 23,8° before B.D.C. by 1,8 mm cam lift
Exhaust valve in opening phase
Pre-injection angle and A-dimension see “Manu 37° before B.D.C. by 1,8 mm cam lift
facture data” and instr. 7205. Exhaust valve in closing phase
‘.‘-.
Tolerances ofthe highest/lowest max. firing pres 21° afier l.D.C. by 1,8 mm cam lifi
sures on engine (see Testbed results”) ± 3 bar
Fuel ou injection valve

Power output opening pressure 450 bar
Information on power output is related to extemal
working conditions as engine room temperature,
barometric pressure, sea water temperature etc., Main Iubricating ou system data
and will be supplied in agreement between buyer Reliefvalve on lubricating ou pump 7 bar
and Rolls-Royce.
Lubricating oil pressure,
Maximum continuous power output and speed, inlet engine at fuli speed 4-5 bar
based on the actual running conditions, are
printed with engine no. on the name plate, which Crankcase safety valve data
is attached to the engine. Otherwise, see the Opening pressure 0,1 bar
“Engine test report”.
c Dïrection of rotation
Flexible engine mounting
Buffer clearance (See instr. 3140) mm
Clockwise rotation, facing the engine flywheel
-
The clearance is given when buffers are ananged.
end.
Cooling water temperature rise
Firing order HT cooling water temperature rise over engine at
1-6-2-4-8-3-7-5 full load, see “Technical data” on the
The cylinders are numbered from pump end previous page.
towards the flywheel end.
Inlet- and exhaust valves

Check values for opening- and closing times of
valves.
lhe check is to be carried out with zero tappet
,—.
clearance, and the angles are read when the push
(%. rod has a lifi of 1,8 mm. Note that tappet clear
Page 1:2
CRM- 1110
RoIIs-Royce
c
Table 1: Manufacture data
MANUFACTURE DATA FOR ENGINE NUMBER: 13190
Adjustment of fuel ou pumps, cylinder bank A or in une
Cylinderno. 1 2 3 4 5 6 7 8 9
Pre-injection angle in 6,9° 7,1° 6,9° 6,7° 7,5° 7,1° 7,1° 7,5°
degrees before T.D.C.
Adjustment of fuel ou pumps, cylinder bank B (vee-engines only)
Cylinder number 1 2 3 4 5 6 7 8 9
Pre-injection angle in
c
Table 2: Thickness of gasket, cylinder block cylinder liner (mm)
-
Cylinderno. 1 2 3 4 5 6 7 8 9
Cylinder Bank A or 1,75 1,75 1,50 1,75 1,75 1,50 1,75 1,75
engine in me
Cylmnder Bank B
Adjustment of the impact screw for injection pump

Also see instr. 7205.
Pre-injection angle (degs. before T.D.C.) 7,1 c

*) Max. mean value for ali cylinders allowed
acc. to IMO NO Techuical File for the engine.
A-dimension, nominal 4 mm
c
Page 2 : 2 MAIN TECHNICAL DATA AND MANUFACTURE DATA
RoIIs-Royce
MAIN TECHNICAL DATA AND MANUFACTURE 1110
DATA CRM
0904
Main data ance is adjusted afler the check is finished. See

Engine number 13191 “Clearances”.
Engine type C25:33-L$PY
Bore 250 mm Check values
Stroke 330 mm
Inlet valve in opening phase:
Swept volume pr. cylinder 16,19 dm3 22° before T.D.C. by 1,8 mm cam lift
Compression ratio 16: 1 Inlet valve in closing phase:
Number of cylinders 8 23,8° before B.D.C. by 1,8 mm cam lift
Exhaust valve in opening phase
Pre-injection angle and A-dimension see “Manu 37° before B.D.C. by 1,8 mm cam lifi
facture data” and instr. 7205. Exhaust valve in closing phase
Tolerances ofthe highest/lowest max. firing pres 21° afier T.D.C. by 1,8 mm cam lifi
sures on engine (see “Testbed results”) ± 3 bar
Fuel ou injection valve

Power output opening pressure 450 bar
Information on power output is related to external
working conditions as engine room temperature,
barometric pressure, sea water temperature etc., Main Iubricating ou system data
and will be supplied in agreement between buyer Reliefvalve on lubricating oil pump 7 bar
and Rolls-Royce.
Lubricating ou pressure,
Maximum contínuous power output and speed, inlet engine at full speed 4-5 bar
based on the actual running conditions, are
printed with engine no. on the name plate, which Crankcase safety valve data
is attached to the engine. Otherwise, see the Opening pressure 0,1 bar
“Engine test report”.
c Direction of rotation
Flexïble engine mounting
Buffer clearance (See instr. 3140) mm
Anticlockwise rotation, - facing the engine fly lhe clearance is given when buffers are arranged.
wheel end.
Cooling water temperature rise
Firing order HT cooling water temperature rise over engine at
1-5-7-3-8-4-2-6 fuil load, see “Tecbnical data” on ffie
lhe cylinders are numbered from pump end previous page.
towards the flywheel end.
Inlet- and exhaust valves

Check values for opening- and closing times of
valves.
lhe check is to be carried out with zero tappet
clearance, and the angles are read when the push
rod has a lift of 1,8 mm. Note that tappet clear
Page 1:2
CRM- 1110
RoIIs-Royce
(
Table 1: Manufacture data
MANUFACTURE DATA FOR ENGINE NUMBER: 13191
Adjustment of fuel oh pumps, cylinder bank A or in une
Cylinderno. 1 2 3 4 5 6 7 8 9
Pre-injection angle in 7,1° 7,5° 7,1° 7,5° 6,7° 7,1° 6,7° 7,1°
Adjustment of fuel ou pumps, cylinder bank B (vee-engines only)
Cylinder number 1 2 3 4 5 6 7 8 9
Pre-injection angle in
c
Table 2: Thickness of gasket, cylinder block cyiinder liner (mm)

-
Cylinderno. 1 2 3 4 5 6 7 8 9
CylinderBankAor 1,75 1,75 1,50 1,75 1,75 1,50 1,75 1,75

engine in me
Cylinder Bank B
Adjustment of the impact screw for injection pump

Also see instr. 7205.
Pre-injection angle (degs. before T.D.C.) 7,1 O c

*) Max. mean value for ali cylinders allowed
acc. to IMO NO Technical File for the engine.
A-dimension, nominal 4 mm
c
Page2:2 MA1N TECRNICAL DATA AND MANUFACTURE DATA
RoIIs-Royce
CRANKSHAFT DEFLECTION CHECK 1112
CR
0602
Clockwise rotation: X Engineno.: 13190

Auticlockwise rotation: Engine type: C25:33L8PY
Indicates direction of rotation seen from the fly

wheel end.
Control measurement to be made in direction of

rotation. See also inst. no. 3300.
Table 1: CRANK POSITION

1
2 4
Crank BOTTOM TOP
CoId Warm CoId Warm CoId Warm CoId Warm
1 O O O O +1 ÷½ +1 1,4
2 O O +1 O +2 -% +1% O
3 O O +4 -% +1 -1½ +½ -1
4 O O +1 -1 +1½ -2 +1 -2
5 O O +1 +1 +2 +1 +1 +½
6 O O ÷1 +1 +2½ +1 +1 O
7 O O +1 +½ +2 O +1% -%
8 O O -½ -1½ -2 -5 -1 -2½
9
Positioning the dial indicator C-engine Measurement iii: 1/100 mm

Distance A = 210 mm Remarks:
,r. Test-bed.
-5. Measured Date Sign.

Cold 26.11.08 HRG
-0- Warm 28.11.08 EG
Page 1: 1
c
:C
c
RoIIs-Royce
CRANKSHAFT DEFLECTION CHECK 1112
CR
0602
Clochvise rotation: Engineno.: 13191

Anticlockwise rotation: X Engine type: C25:33L8PY
Indicates direction ofrotation seen from the fly

wheel end.
Control measurement to be made in direction of

rotation. See also inst. no. 3300.
c Table 1: CRANK POSITION
1
BOTIOM
2 4
Crank TOP
CoId Warm ColU Warm CoId Warm CoId Warm
1 O O +1% +1 +4 -2% +3 +2%
2 O O +2 O +3 O +2%
3 O O +1 -1 +1% -1% +1 -1
4 O O O -1 O -3 O -1
5 O O +% -% +% -1% +1 O
6 O O +1 O +1 -1% +1 -%
7 O O +% -% +1 -1 +1 -1
8 O O -1 -1% -2 -4% -1 -2
9
Positioning the dial indicator C-engine Measurement in: 1/100 mm

Distance A = 210 mm Remarks:
Test-bed.
5. Measured Date Sign.

CoId 03.12.08 SS
—0-
c,, Warm 05.12.08 HRG
Page 1: 1
c
ê
c
c
RoIIs-Royce
TEST BED RESULTS 1113
CR
0902
The following pages are the test bed results for Bergen engine nos: 13190-91
c
Page 1: 1
E
c
Engine no.13190 C25:3318P 900rpm.
Alianca SA Yard no.EB-1O
CBO. Brasil
Performance
Engine number - 13190 13190 13190 13190 13190 13190
Enginespeed rpm 899 898 899 899 900 898
Actual load % 25 50 75 100 100 110
Engineoutput kW 582 1156 1742 2316 2320 2547
Generator load kW
Effective mean pressure bar 5.99 11.91 17.95 23.86 23.86 26.26
Max.press average bar 74 O O 182 180 185
Fuelrack mm 11.0 16.0 20.5 25.5 25.5 28.0
Spec. fuelconsumption glkWh 238.2 205.6 196.3 196.6 196.5 199.4
Date ddmmyy 28-NOV-08 28-NOV-08 28-NOV-08 27-NOV-08 28-NOV-08 28-NOV-08
Time ofday hhmmss 02:00:21 01:37:46 01:21:14 22:08:53 00:07:35 01:01:44
Testbed no. - 2 2 2 2 2 2
Ambient
Barometric press. mbar 989.9 989.9 989.8 988.3 989.1 989.8
Temp. air inlet C 23.1 23.0 22.4 23.1 23.7 22.8
Relative humidity % 31.3 31.1 32.4 34.1 33.3 32.1
TurbochargerspeedA mm 20127 28455 34383 38814 38884 40732
Press. chargeair-B bar 0.52 1.32 2.26 3.13 3.11 3.30
Temp. chargeair-B C 35.2 41.1 47.8 55.7 54.9 55.9
Temp. exhaust average C 293 325 355 393 398 432
Lub.oil_Water_Systemair
Ptess. fueloil engine in bar 7.43 6.90 6.38 5.87 5.87 5.43
Temp. fueloil in C 23.2 23.6 23.7 22.9 22.9 24.9
Temp. HT-water in C 76.0 80.6 77.1 72.3 71.6 69.7
Temp. HT-water out C 79.0 85.9 86.1 86.0 86.0 85.8
Press. HT-waterenginei bar 3.10 2.90 2.80 2.50 2.30 2.30
Temp. lub.oil in C 58.7 58.9 58.8 58.7 58.8 58.7
Temp. lub.oil out C 67.3 68.8 70.5 72.1 71.9 72.6
Press. lub.oH engine in bar 4.70 4.70 4.70 4.70 4.70 4.70
Press. lub.oil rocker ar bar 1.2 1.0 0.9 0.9 0.9 0.9
Press. lub.oil nozzle co bar 4.4 4.3 4.3 4.4 4.3 4.3
Temp. LT-water system in O 30.8 31.5 31.9 35.7 33.3 32.3
E
E
Engine no.13190 C25:33L$P 900rpm.
Exhaust_gas_tem p.
Enginenumber - 13190 13190 13190 13190 13190 13190
Actual load % 25 50 75 100 100 110
Temp.exhaustcyl.1 C 280 315 346 388 390 423
Temp. exhaust cyl.2 C 298 335 365 413 418 453
Temp.exhaustcyl.4 C 310 340 369 403 411 446
Temp.exhaustturb.inl C 393 451 481 528 532 575
Temp.exhaustturb.in2 C 403 457 489 519 537 580
Temp. exhaust turb. out C 347 355 342 353 357 385
CyLpress._max.
-
Enginenumber 13190 13190 13190 13190 13190 13190
Actual load % 25 50 75 100 100 110
Max.press. cyl.1 bar 72.0 0.0 0.0 179.0 176.0 181.0
Max.press. cyl.2 bar 74.0 0.0 0.0 183.0 181.0 187.0
Max.press. cyl.3 bar 75.0 0.0 0.0 183.0 181.0 185.0
Max.press. cyl.4 bar 74.0 0.0 0.0 181.0 179.0 185.0
Max.press. cyl.5 bar 74.0 0.0 0.0 185.0 179.0 184.0
Max.press. cyl.6 bar 73.0 0.0 0.0 184.0 161.0 188.0
Max.press. cyl.7 bar 73.0 0.0 0.0 182.0 180.0 186.0
Max.press. cyl.8 bar 73.0 0.0 0.0 180.0 179.0 186.0
Max.press. cyl.9 bar
r
c
Engine no.13190 C25:3318P 900rpm.
Alianca SA Yard no.EB-1O
CBO. Brasil
DnV
30-
::
10- -40
E
280-
°
----- -4.0
240 -
----- ---------------------------H----- -------------H---» -0.0
230 -- -2000
220 -1600
210 -1200
200 -800
190 -----. 400 O
180— —0
600 800 1000 1200 1400 1600 1800 2000 2200 2400
POWER_F [kWJ
RoIIs-Royce Engines Bergen

E
c
Engine no. 13190 C25:3318P 450-900 rpm.
Alianca SA Yaed no. EB-10
CBO. Brasil
Performance
Enginenumber - 13190 13190 13190 13190 13190
Engine speed rpm 449 600 721 798 901
Actual load 18 36 54 77 100
Engineoutput kW 427 829 1246 1782 2321
Generator Ioad kW
Effective mean pressure bar 8.80 12.79 16.00 20.66 23.87
Max.press average bar O O O O 180
Fuelrack mm 12.5 15.5 18.0 21.5 25.5
Spec. fuelconsumption g/kWh 217.4 209.5 197.7 191.6 196.5
Date ddmmyy 28-NOV-08 28-NOV-08 28-NOV-O8 28-NOV-08 28-NOV-08
Time ofday hhmmss 03:31 :08 03:14:44 02:57:11 02:43:30 02:33:32
Testbed no. - 2 2 2 2 2
Ambient
Barometric press. mbar 990.8 990.7 990.6 990.5 990.3
Temp. airinlet C 19.0 19.7 20.3 21.0 22.1
Relative humidity % 31.0 32.4 33.7 35.1 34.6
TurbochargerspeedA rpm 12212 21253 27786 33866 38867
Press. chargeair-B bar 0.20 0.69 1.32 2.26 3.11
Temp. chargeair-B C 33.9 35.5 38.9 45.2 53.0
Temp. exhaust average C 335 343 340 348 394
Lub.oil_Water_Systemair
Press. fueloil engine in bar 2.52 3.70 4.71 5.20 5.88
Temp. fueloil in C 15.9 17.5 19.7 21.4 22.5
Temp. HT-water in C 81.8 80.8 79.7 77.2 72.3
Temp. HT-water out C 85.7 86.1 85.9 85.9 86.0
Press. HT-water engine i bar 1.40 1.90 2.40 2.60 2.40
Temp. lub.oil in C 58.6 58.7 58.7 58.7 59.0
Temp. ub.oil out C 64.5 65.6 67.6 69.7 71.7
Press. lub.oil engine in bar 3.00 4.40 4.70 4.70 4.70
Press. Iub.oil rocker ar bar 0.7 0.9 0.9 0.8 0.9
Press. Iub.oil nozzle co bar 2.8 4.0 4.3 4.3 4.4
Temp. LT-watersystem in C 31.6 31.8 31.1 30.9 31.2
c
c
n
Engine no. 13190 C25:33L$P 450-900 rpm.
Exhaust_gas_temp.
-
Enginenumber 13190 13190 13190 13190 13190
Actual load % 18 36 54 77 100
Temp. exhaust cyl.1 C 315 332 337 346 387
Temp.exhaustcyl.5 C 298 313 315 326 370
Temp. exhaust cyL8 C 331 350 345 354 398
Temp. exhaust turb.in 1 C 539 564 521 502 529
Temp. exhaustturb.in 2 C 532 563 529 512 533
Temp. exhaust turb. out C 492 495 425 366 354
.
CyI press .max.
-
Enginenumber 13190 13190 13190 13190 13190
Actual load % 18 36 54 77 100
Max.press. cyl.1 bar 0.0 0.0 0.0 0.0 176.0
Max.press. cyl.2 bar 0.0 0.0 0.0 0.0 181.0
Max.press. cyl.3 bar 0.0 0.0 0.0 0.0 181.0
Max.press. cyl.4 bar 0.0 0.0 0.0 0.0 180.0
Max.press. cyl.5 bar 0.0 0.0 0.0 0.0 179.0
Max.press. cyl.6 bar 0.0 0.0 0.0 0.0 181.0
Max.press. cyl.7 bar 0.0 0.0 0.0 0.0 180.0
Max.press. cyl.8 bar 0.0 0.0 0.0 0.0 179.0
**
c
c
Engine no. 13190 C25:3318P 450-900 rpm.
Alianca SA Yaed no. EB-1O
CBO. Brasil
DnV
360
320
1 1
280----- --------- ------
--- —4.0
w : : 1 1
240 ------------------------ --------------

------
L-- -0.0
! :::
480 520 560 600 640 680 720 760 800 840 880
SPEEDF [rpmJ

c
c
Engine no: 13191 C25:33L8P 900 Rpm
Alianca SA Yard no. EB-010
CBO, Brasil
Performance
Engine number - 13191 13191 13191 13191 13191 13191
Engine speed rpm 901 901 901 899 903 899
Actual Ioad % 25 50 75 100 100 110
Engineoutput kW 580 1163 1749 2314 2325 2548
** ** **
Generator load kW
Effective mean pressure bar 596 11,95 17,98 23,84 23,84 26,25
Fuelrack mm 10,5 15,5 20,0 25,0 25,0 27,0
Spec. fuelconsumption g/kWh 238,6 205,0 195,5 194,4 195,0 196,9
Date ddmmyy 05-DEC-08 D5-DEC-08 05-DEC-08 05-DEC-08 05-DEC-08 05-DEC-08
Time ofday hhmmss 19:41:06 19:20:26 19:05:30 7 7:59:24 16:53:38 18:51:23
Testbed no. - 3 3 3 3 3 3
Ambïent
Barometric press. mbar 994,1 993,9 993,7 993,0 992,1 993,6
Temp. air inlet C 22,0 22,0 22,5 21,8 21,4 22,4
Relative humidity % 21,8 22,4 22,6 23,5 23,8 23,7
Turbocharger speed A rpm 20003 28452 34309 38596 38754 40336
Press. chargeair-B bar 0,53 1,35 2,32 3,15 3,17 337
Temp. chargeair-B C 41,9 45,5 51,0 55,7 56,1 57,6
Lu b.oil_Water_Systemair
Presa. fueloil engine in bar 7,40 710 6,60 6,20 6,20 6,00
Temp. fueloil in C 15,3 15,4 15,3 15,6 16,0 15,7
Temp. HT-waterin C 84,2 81,9 79,0 75,6 75,8 72,9
Temp. HT-water out C 86,0 86,0 86,0 86,0 85,9 85,4
Press. HT-waterengine i bar 3,60 3,60 3,50 3,30 3,40 3,10
Temp. luboil in C 58,3 58,2 58,2 56,2 58,2 58,2
Temp. lub.oil out C 66,8 68,2 69,7 70,8 70,8 71,5
Press. lub.oil engine in bar 4,70 4,70 4,70 4,70 4,70 4,60
Press. lub.oil rocker ar bar 1,0 1,0 0,9 0,9 0,9 0,9
Press. lub.oil nozzle co bar 4,4 4,3 4,3 4,3 4,3 4,3
Temp. LT-water system in C 38,2 38,0 37,5 35,9 36,4 36,6
c
c
n
Engine no: 13191 C25 :33L8P 900 Rpm
Exhaust_gas_temp.
Enginenumber - 13191 13191 13191 13191 13191 13191
Actual load % 25 50 75 100 100 110
Temp. exhaust cyl.l C 286 326 357 401 402 437
Temp. exhaust turb.in 1 C **
**
Temp. exhaust turb.in 2 C
**
Temp. exhaust turb. out C
CyI.press._max.
Engine number - 13191 13191 13191 13191 13191 13191

Actual load % 25 50 75 100 100 110
Max.press. cyLl bar 71,0 0,0 0,0 180,0 181,0 189,0
Max.press. cyl.2 bar 72,0 0,0 0,0 182,0 183,0 191,0
Max.press. cyl.3 bar 73,0 0,0 0,0 182,0 182,0 191,0
Max.press. cyl.4 bar 75,0 0,0 0,0 184,0 184,0 192,0
Max.press. cyl.5 bar 71,0 0,0 0,0 180,0 180,0 188,0
Max.press. cyl.6 bar 73,0 0,0 0,0 182,0 182,0 190,0
Max.press. cyl.7 bar 73,0 0,0 0,0 182,0 183,0 191,0
Max.press. cyl.8 bar 74,0 0,0 0,0 181,0 182,0 189,0
** **
Max.press. cyL9 bar

E
E
Engine no: 13191 C25:3318P 900 Rpm
Alianca SA Yard no. EB-010
CBO, Brasil
DNV
30
280- « --------- --«--- ----------
240- 0,0
1;
600 800 1000 1200 1400 1600 1800 2000 2200 2400
POWER_F [kW]
1
E
E
Engine no. 13191 C25:3318P Variable speed
Alianca SA Yard no. EB-O1O
CBO, Brasil
Performa n ce
Engine number - 13191 13191 13191 13191 13191
Engine speed rpm 453 602 721 799 899
Actual Ioad % 19 36 54 76 100
Engine output kW 434 828 1244 1769 2317
**
Generator load kW
Effective mean ptessure bar 8,87 12,73 15,96 20,50 23,87
Fuelrack mm 12,0 15,0 17,5 21,0 25,0
Spec. fuelconsumption g/kWh 215,7 208,8 197,0 191,8 194,5
Date ddmmyy 05-DEC-08 05-DEC-08 05-DEC-08 05-DEC-08 05-DEC-08
Time ofday hhmmss 21:59:44 20:37:15 20:26:05 20:13:28 20:01 :07
Testbed no. - 3 3 3 3 3
Ambient Afr
Barometric press. mbar 996,0 995,0 994,8 994,7 994,5
Temp. airinlet C 21,8 21,9 22,2 22,3 22,2
Relative humidity % 26,0 24,0 22,7 22,9 22,8
TurbochargerspeedA mm 12024 20853 27498 33654 38611
Press. chargeair-B bar 0,19 0,67 1,30 2,27 3,17
Temp. chargeair-B C 40,8 43,4 46,1 50,8 56,6
Lu b.oil_Water_Systemafr
Press. fueloil engine in bar 3,78 4,60 5,29 5,70 6,20
Temp. fueloil in C 12,8 13,3 14,0 14,7 15,3
Temp. HT-waterin C 82,9 81,8 80,9 78,7 75,9
Temp. HT-water out C 86,1 86,0 86,1 86,0 86,2
Press. HT-water engine i bar 1,40 2,00 2,60 2,92 3,20
Temp. lub.oil in C 58,6 58,2 58,2 58,2 58,6
Temp. lub.oil out C 62,9 65,7 67,0 69,1 70,4
Press. lub.oil engine in bar 2,90 4,10 4,70 4,63 4,70
Press. lub.oil rocker ar bar 0,6 0,8 0,9 0,8 1,0
Press. lub.oil nozzle co bar 2,6 3,8 4,3 4,3 4,4
Temp. LT-water system in C 39,8 40,2 39,9 39,8 39,2
c
c
fl.
Engine no. 13191 C25:33L$P Varïable speed
Exhaust_gas_temp.
Engine number - 13191 13191 13191 13191 13191
Actual load % 19 36 54 76 100
Temp. exheust cyl.1 C 310 348 350 353 401
C 338 368 354 367 410
Temp. exhaust cyl.2
C 342 360 350 352 390
Temp. exhaust average ** **
Temp. exhaust turb.in 1 C ** ** **
**
Temp. exhaust turb.in 2 C ** **
Temp. exhaust turb. out C
.
CyI press._max.
- 13191 13191 13191 13191 13191

Engine number
% 19 36 54 76 100
Actual load
Max.press. cyl.1 bar 0,0 0,0 0,0 0,0 180,0
bar 0,0 0,0 0,0 0,0 182,0
Max.press. cyl.2
Max.press. cyl.3 bar 0,0 0,0 0,0 0,0 182,0
bar 0,0 0,0 0,0 0,0 184,0
Max.press. cyl.4
Max.press. cyl.5 bar 0,0 0,0 0,0 0,0 180,0
Max.press. cyl.6 bar 0,0 0,0 0,0 0,0 182,0
Max.press. cyl.7 bar 0,0 0,0 0,0 0,0 182,0
Max.press. cyl.8 bar 0,0 0,0 0,0 0,0 181,0
bar O O O O 182
Max.pressaverage
E
c
Engine no. 13191 C25:33L8P Variable speed
Alianca SA Yard no. EB-O1O
CBO, Brasil
DNV
30 -
‘‘ 26 -120
400
360
320- ••------
:1: :
><‘ 280- ------- ;
:
1 1
240 0,0
230 -3000
220- --
-2400
j
::
480 520 560 600 640 680 720 760 800 840 880
SPEED_F [rpmJ
RoIls-Royce Engines Bergen

E
c
RoIIs-Royce
CLEARANCES 1120
CR_Y
1108
Y Y
( Rg. 1120-1
Page 1 :4
CR_Y- 1120
RoIIs-Royce
Fig. 1120-2
Page 2 4 CLEARANCES
CR_Y- 1120
l RoNs-Royce
lhe clearance in bushíngs are rneasured with
feeler gauge, which will give approximately 0.02
- 0.03 mm less clearance than the real.
for split bearings measure thickness of used bear

ings with a micrometer, and measured value to be
compared with thickness of new bearing.
Table 1: Diametrical bearing clearances 011 cold engine
. Max. clearance (engine in

Clearance (new engine)
service)
A Main bearing 0180 0,281 - 0,40

B Big end bearing 0,180 0,278 - 0,35
C Camshaft drive intermediate gearwheel
- 0060- 0,125 0,17
( D
bearings
Gudgeon pin bushing 0,115 0,187

- 0,25
E Gudgeon pin 0,04 0,07 - 0,12
F Camshaft thrust bearing (flywheel end) 0,08 0,164
- 0,22
G Camshaft bushing 0,200 0,298 - 0,35
H Valve gear bushing 0,025 0,080 - 0,15
Table 2: Axial bearing clearances on cold engine

service)
c 1
J
Crankshaft thrust washers
Connecting rod / piston

0,80
0,4
-
-
1,235
1,0
1,35
K Camshaft thrust beanng 0,13 0,43 - 0,5

L Camshaft drive, intermediate gear wheel 0,4 - 1,0 1,2
bearing
M Cam follower lever 0,01 - 0,05

X Piston crown piston skirt
- 0,04 0,08 -
Y Rocker Arm/bracket 0,1 - 0,56
c
CLEARANCES Page3 :4
CR_Y- 1120
f RoNs-Royce
(
lable 3: Gear wheel tooth flank clearance on cold engine

serv ice)
N Lubricating ou pump drive 0,2 0,6

- 0,7
O Cooling water pump drive 0,2 0,6

- 0,7
P Camshaft drive gearwheel (on crankshaft) 0,15- 0,40 0,55

1 st intermediate gear wheel
-
Q 2nd intermediate gear wheel 0,044 0,335

- 0,5
camshaft gear wheel
-
R Governordrive 0,15-0,2 0,4
Cylinderwear *)
c
Table 4: Other clearances on cold engine
. Max. clearance (engine ïn

service)
S Piston / cylinder head 9 ± 0,2
T Piston ring groove:

Upperring 0,140-0,185
Middle ring 0,140 0,185
-
Lower nng 0,073 0,125

-
U Piston ring gap:

Upper ring 0,9- 1,2
Middle ring 0,9 1,2
-
Lowerring 0,8- 1,15
W
Inlet valve clearance
Exhaust valve clearance

0,35
0,5
c
Z Cylinder wear *) Sylinderforing, slitasje *)
*) Change of cylinder liner should be taken

into consideration when worn up to 0250.5
mm, or 0.25 mm oval.
Page4:4 CLEARANCES
RoIIs-Royce
TABLE OF TIGHTENING SPECIFICATIONS 1121
Issue: DR 1034/77 of 06 03 08 CR
0709
For connections not found iii table 1, see table 2

“Tightening ofbolts in general”.
Table 1: Specific tightening torques and pressures
Referance
Torquel
. Hydraulic +degs. of
Lubricant 1 Operating
pressure angular
BOLT CONNECTIONS 1 SCREW JOINTS locking manual -
. rotation
adhesive instr. no.
bar Nm
E 1
MAIN BEAR1NG B0LTS Seeprocedure
instr. no 2555
3120
CR055 BOLTS Seeprocedure 3120

2
instr. no 2555
3
CYLINDER HEAD BOLTS See procedure 5100
instr. no 2555
BIG END BEARING B0LTS See procedure 4300

4
instr. no 2555
C0NNECT1NG ROD B0LTS (MARINE See procedure 4300

5
HEAD BOLTS) instr. no 2555
E
COUNTERWEIGHT B0LTS See procedure 3300

6
instr. no 2555
CRANKSHAFT FLANGE AI PUMP END 3320

7 W1IH AND W1TH0UT POWER TAKE
0FF
7.1 Fitted boits M30 Lubricating cii 800

7.2 Cap head bolts with electro-gaivanized Lubricating ali 1200
seIf-iocking nuts M30
CRANKSHAFT FLANGE FLYWHEEL 3310

8
END
c 8.1
8.2
Fitted bolts
Boitswith self-Iocking nuts

M36
M36
Lubricating cii
Lubricating ali
1000
1700
Page 1: 5
CR-1121
RoIIs-Royce
Table 1: Specific tightening torques and pressures C
Referance
Torque!
. Hydraulic +Uegs. of
pressure angular
BOLT CONNECTIONS / SCREW JOINTS lockíng manual -
rotation
adhesive instr. no.
bar Nm
CAMSHAFT DRIVE GEAR WHEEL (ON 6110

9
CRANKSHAFT)
9.1 Cap screws on gear wheel, preliminary Loctite 2701 125

torque
9.2 Cap screws on gearwheel, final torque Loctite 2701 250

M18
9.3 Cap screws on flange M20 Loctite 2701 350 (

10 FLEXIBLE GEAR WHEEL, PUMP DRIVE 3330
10.1 Screws Lubricating ou 200
INTERMEDIATE GEAR WHEEL, 6110

11
CAMSHAFT DRIVE
11.1 Screws M20 Loctite 2701 330
12 CAMSHAFT 6110
12.1 Screws, camshaft gear wheel Lubricating ou 480

assembling M20
12.2 Screws, fitting camshaft gear wheel to

camshaft M14
Loctite 2701 210
E
12.3 Screws, normal camshaft sections M14 Loctite 2701 210
19 FUEL INJECTION PUMP 7210
19.1 lnner screws, top piece MiO Lubricating oil 80
19.2 Outer screws, top piece MiO Lubricating ou 60
FUEL GIL INJECTION PUMP,

20
MOUNTING
20.1 Selflocking nuts, pump mounting M14 Lubricating ou 140 7210
20.2 Screws for pipe flanges on pump Loctite 243 40 7250
(
Page 2 5 TABLE Of TIGHTEN[NG SPECIFICATIONS
CR- 1121
RoIIs-Royce
Table 1: Specific tightening torques and pressures
Referance
Torquel
pressure angular
. rotation
adhesive instr. no.
bar Nm
21 FUEL OIL INJECTION PUMP DRIVE 7205
21.1 Screws in clampring for Iocking the impact Lubricating ou 25

screw, nj. pump drive M8
21.2 Socket head screw on guide part MiO Loctite 243 45
22 FUEL DIL HIGH PRESSURE PIPE 7215
22.1 Hexagon on pipe to cylinder head Chesterton 70

ultra 785
22.2 Hexagon on pipe to injection pump Lubricating ou 70
23 FUEL OIL INJECTION VALVE 7220
23.1 Nut on clamp M16 Lubricating ou 200

23.2 Nozzle retaining nut Chesterton 250
Ultra 785
23.3 Guide screw for spring holder Loctite 566 8

23.4 Fuel injection valve sleeve in cylinder Copaslip 150
head
E 25
25.1
INDICATORVALVE
Shutoffvalve Lubricating ou 120

5200
25.2 Connecting pipe Lubricating ou 85

25.3 Safety valve Loctite 648 200
25.4 Nuts for fastening M12 Lubricating oll 90
27 MAIN LUBRICATING OIL PUMP 7310
27.1 Locking screws for gear wheel, Varley Loctite 243 13

M6
27.2 Lockíng screws for gear wheel, Rickmeier Lubricating ou 35

M8
TABLE OF TIGHTENING SPECIFICATIONS Page3 :5

CR- 1121
RoIIs-Royce
lable 1: Specific tightening torques and pressures
c
Referance
Torque!
Lubricantl Operating
pressure angular
. rotation
adhesive instr. no.
bar Nm
28 VALVEGEAR 5100
28,1 SeIf-Iocking nuts, valve gear brackets Lubricating ou 150

M16
28.2 Guide pin, valve yoke Loctite 243 100
29 COOLING WATER PUMPS 7410
29.1 Impelier nut, Matre-RR pump M20 Lubricating ou 300 c

29.2 mpeller nut, Terex-Pegson pump Loctite 243 60 Nm +
170°
Table 2 is applicable where no other torque is

specified, and is valid only for coarse threaded
screws and nuts of a specified strength grade.
Threads and surfaces are to be coated with lubri

cating ou.
When using screws and nuts with a special sur

face treatment like electrozinc covered or cad
mium covered, or when using special lubricating
compositions, lower tightening torques than these
specified must be used because of lower friction
on the threads and contact surface.
c
In these cases, the general rule is to use about
80% of the tightening torque given in the table
below.
Table 2: Tightening of bolts in general
Strength grade
. 8,8 10,9 12,9

Size 1
Dimension
Nm kpm Nm kpm Nm kpm
M8 25,0 2,5 34,0 3,4 39,0 4,0
MIO 49,0 5,0 68,0 7,0 83,0 8,5
M12 88,0 9,0 122,0 12,5 147,0 15,0
Page 4 5 TABLE OF TIGHTENII’JG SPECIFICATIONS

CR-1121
RoIIs-Royce
Table 2: Tightening ofbolts iii general
Strength grade
. 8,8 10,9 12,9

Size 1
Dimension
Nm kpm Nm kpm Nm kpm
M14 137,0 14,0 196,0 20,0 235,0 24,0
M16 215,0 22,0 304,0 31,0 372,0 38,0

M 18 304,0 31,0 421,0 43,0 510,0 52,0
M20 431,0 44,0 598,0 61,0 716,0 73,0
M22 578,0 59,0 784,0 80,0 990,0 101,0
M24 745,0 76,0 1039,0 106,0 1255,0 128,0
M 27 1088,0 111,0 1530,0 156,0 1854,0 189,0
M 30 1481,0 151,0 2079,0 212,0 2491,0 254,0
M 33 2020,0 206,0 2825,0 288,0 3394,0 346,0

M 36 2589,0 264,0 3639,0 371,0 4355,0 444,0
c
TABLE OF TIGHTEN1NG SPECIFICATIONS Page 5 : 5
E
c
RoIIs-Royce
LUBRICATING GUIDE FOR DIESEL ENGINES li 34
type C CR
1207
Descríption shows the approximate TBN value recommended

Selection of lubricant in general to meet different fuel qualities.
Selection of a suitable lubricant for engines may
at times prove complicated and difficult, as a NOTE:
number of different factors have to be taken into lt is inadvisable to use a lubricating cii of
consideration. This implies that only a general higher additive content (TBN) than
guidance can be given by the engine manufac required, as this may cause deposits in
turer, to which lubricating ou is suitable for their the combustion chamber (piston toplcyl
engines. inder head).
The ou companies are also marketing lubricants

( In engines burning fueis of various quaiity, the
combustion characteristics of the fiel to a great of considerably higher TBN value than listed by
extent dictates the necessary properties of the us. These may come into consideration where
lubricant. extremely poor fuels demand it.
Different fuel qualities contam a varying degree A CAUTION

of elements that will form acid compounds in the As the cii companies may change their
combustion process. product specifications without previous
An important function of the lubricating ou is to notice, and without changing the products
neutralize these acids in order to minimize corro name, the information given in the (ubricant
sive wear. This is done by adding alkalies to the guide is vaiid from the stated date and until
iubricant. The “Total Base Number’ (TBN) of an further notice.
ou is a measure ofthe alkalinity or basicity ofthe This Iist is given as a guide, and RolIs-Royce
ou and is expressed in milligrams of potassium takes no responsibility for difficulties that
hydroxide per gram of ou (mg KOH/g). may be caused by the iubricating 011.
The TBN wiil for different engines fali at a vary

‘s ing rate, determined by the consumption of alka
line additives combined with refihling of new ou.
Lubricant guide for diesei engines
Our list of recommende&approved lubricants
Table 1:
Gas-oil / Marine diesel 0- 0.5% Sulphur TBN 7-12
Marine diesel / Intermediate fuel 0.5 - 1.0% Sulphur TBN 10- 16
Intetmediate Fuel 1.0 2.0% Sulphur
- TBN 15-20
Intermediate Fuel 2.0 - 3% Sulphur TBN 30
Intermediate Fuel 3.0 - -% Sulphur TBN 40
Page 1:4
CR- 1134
RoIIs-Royce
(
Ou company Ou product TEN VISC.
AGIP AGIP CLADIUM 120 SAE 40 12 SAE 40

AGIP CLADIUM 300 SAE 40 30 SAE 40
BP ENERGOLDS3-154 15 SAE4O
ENERGOLHPDX40 12 SAE4O
ENERGOL IMPROVED IC-HFX2O4 20 SAE 40
CASTROL CASTROLHU(40 12 SAE4O
CASTROLMLC 12 SAE4O
CASTROL MXD 154 15,5 SAE 40
CASTROLMHP 154 15 SAE4O
CASTROL TLX PLUS 204 20 SAE 40
CENTURY CENTLUBESUPERB
CENTIMAR DX304
10,6
30
SAE4O
SAE 40
(
CEPSA TRONCOIL 6000 13 SAE4O
TRONCOIL 3000 30 SAE 40
TRONCOIL 4000 40 SAE 40
CHEVRON CHEVRONDELOSHP4O 12 SAE4O
CHEVRON DELO 1000 MARINE OIL 40 12 SAE 40
TOTAL LUBMARINE DISOLA MT4O 11 SAE 40
DISOLAM4O15 15 SAE4O
DISOLA M4020 20 SAE 40
AURELIA XL4030 30 SAE 40
AU RELIA XL4040 40 SAE 40
ENGEN GENMARINE EO 4015 15 SAE 40
GENMARINE EO 4030 30 SAE 40
EXXONMOBIL EXXMAR 30 TP 40
EXXMAR 40 TP 40
EXXMARCMSUPER4O
MOBIL DELVAC HP 40/ MOBIL DELVAC 1640
30
40
12
12
SAE 40
SAE 40
SAE4O
SAE 40
c
MOBILGARDADL 15 SAE4O
MOBILGARD M430 30 SAE 40
MOE ILGARD M440 40 SAE 40
FINA CAPRANOS412 12 SAE4O
STELLANO 5 420 20 SAE 40
STELLANO S 430 30 SAE 40
STELLANO 5 440 40 SAE 40
IRVINGOIL MARINEMLC4O 12 SAE4O
MARINEMXD154 15 SAE4O
MARINE 220 MXD 22 SAE 40
MARINE MXD 304 30 SAE 40
MAR INE MXD 404 40 SAE 40
PERTAMINA MEDRIPAL4J212SAE4O1 12 SAE4O
c
Page 2 4 LUBRICATING GUIDE FOR DIESEL ENGENES type C
CR- 1134
RoNs-Royce
c OH company Ou product TBN VISC.
PETROBRAS MARBRAXCCD-410 12 SAE4O
DISTRIBUIDORASA MARBRAXCCD-410-AP 12 SAE4O
MARBRAX CCD-420 20 SAE 40
REPSOL YPF- NEPTUNO NT 1500 15 SAE 40
NEPTUNO NT 2000 20 SAE 40
SHELL GADINIA4O*) 11 SAE4O
GADINIAAL4O 15 SAE4O
ARGINA S40 20 SAE 40
ARGINA T40 30 SAE 40
ARGINA X40 40 SAE 40
STATOIL STATOIL DieselWay DD 40 10 SAE 40
STATOIL MarWay 1040 10 SAE4O
( STATOIL
STATOIL
MarWay 1540
MarWay 3040
15
30
SAE 40
SAE 40
TEXACO Ursa Marine 40 11 SAE 40
TARO 16XD 40 16 SAE 40
TARO 2ODP 40 20 SAE 40
TARO 3ODP 40 30 SAE 40
TARO 4OXL 40 40 SAE 40
*) Not to be used on
propulsion engines prod. after 1992 (including diesel electric propulsion).
This list is given as a guide only, and Rolis-Royce It is strongly reconimended to send ou samples to
cannot accept responsibility for problerns that your lube.oil supplier at regular intervals for
may be caused by the lubricant. analysis, as this gives valuable information about
the performance both of the oil itself and the
Engines earlier specffied with SAE 30, may still engine.
use sarne viscosity. Ali inquiries should be addressed to Rolls-Royce.
- If using brands equivalent to those listed here, the Lubricant guide for governor
( relevant manufacturer should be consulted about
affinity between the products.
Table 2:
Ou company OiIs for governor *)
BHARAT PETROLIUM Turbol 68

Aactuma Ultra 011 30
BP Turbine / engine ou
CASTROL Engine ou or Perfecto T68
CHEVRON Engine oh or GST 011 68
TOTAL LUBMARINE Turbine / engine oh

EXXONMOBIL Tro Mar 68
-
Turbine / engine cii
c INDIAN OIL
PERTO CANADA
Turbine / engine cii
Turbine / engine ou
LUBRJCATING GUIDE FOR DIESEL ENGNES type C Page3 :4

CR-1134
RoIIs-Royce
TabIe2: C
011 com pany Oils for governor )
REPSOL Turbine / engine ou
SHELL Turbune / engine oh
STATOIL Statoil TurbWay 68, 77
TEXACO Turbine / Engine ou
CEPSA Turbine oh
*) for hydraulic governor with separate ou

system.
E
Page 4 :4 LUBRTCATfNG GUIDE FOR DIESEL ENGINES type C
RoIIs-Royce
FUEL OIL GRADES 1132
CR
0402
Descriptïon
Fuel ou grades
In case the result with a fuel ou is not satisfactory,
Marine Diesel ou can be used as fuel ou for the
i.e. causing smoke and high exhaust tempera
engine, provided that the ou is fairly homoge
tures, large deposits of carbon in the engine etc.,
neous, i.e. that it does not contam any large
it is advisable to send a detailed report to Rolis
amount of heavy residues, especially with respect
Royce with complete ou analysis data. Also it
to cracked and very bituminous residues. It is
should be stated where the ou was bunkered
ofien difficult to judge the quality of the ou from
together with place of origin (f.ex. Latin-Amer
the supplied analysis data.
ica, Persian Guif etc.).
The specific gravity will depend on the origin of
the ou, and also on the mixing ratio between
residual ou and distillate. An East Indian fuel ou
of a certain grade may therefore have a higlier
specific gravity than the conesponding Iranian
ou.
The oil viscosity is of importance for the injec

tion pressure, but generally, it is not significant
for the quality of the fiel.
If a fiel ou that is not a pure distiliate is used, i.e.

most grades of Marine Diesel Ou and some
grades of Light Marine Diesel Oil, it is absolutely
necessary to separate the ou, especially a heavy
fuel oil.
(. Engines equipped only for diesel ou operation,

can run on the fieis specified in ISO 8217, DMX,
DMA, DMB or DMC.
(See table next page).
Engines for runuing on heavy fuel ou must be

equipped accordingly. Also it is essential that the
ou is separated, filtered and heated to the correct
temperature.
c
Page 1:2
CR- 1132
RoIIs-Royce
c
MARINE DIESEL OIL
(Extract of 150 8217: 1996.)
Category ISO-F
Requirements Dim. Limft Gas ou MOO
DMX OMA 0MB DMC
Density at 15°C kg/m3 max. 1) 890.0 900.0 920.0

Kinematic viscosity at 40°C cSt 2) mm. 1.40 1.50 - -
max. 5.50 6.00 11.0 14.00

Flash point
Pour point (upper) 3)
°C mm. 43 60 60 60
(
Winter quality °C max. - - 6 O O
Summer quality °C max. - O 6 6
Cloud point °C max. - 164) - - -
Carbon residue (Micro method, 10% (VíV) %(m/m) max. 0.30 0.30 - -
destiliation bottoms)
Carbon residue (Micro method) %(mlm) max. - - 0.30 2.50
Ash %(m/m) max. 0.01 0.01 0.01 0.05
Sediment %(mlm) max. - - 0.07 -
Total existent sediment %(m/m) max. - - - 0.10

Water %(VJV) max. - - 0.30 0.30
Cetane number - mm. 45 40 35 -
Sulfur %(m/m) max. 1.0 1.5 2.0 2.0

Vanadium
Aluminium plus silicon
mg/kg
mg/kg
max.
max.
-
-
-
-
-
-
100
25
E
1. In some geographical areas there may be a
maximum limit.
2. lcSt=lmm2/s
3. Purchasers should ensure that this pour point
is suitable for the equipment on board,
especially if the vessel is operating in both
the Northern and Southern hemispheres.
4. This fuel is suitable for use at ambient
temperatures down to -15 °C without heating
the fttel.
c
Page 2 2 FUEL OLL GRADES
RoIIs-Royce
COOUNG WATER QUALITY AND ADDITIVES 1136
CR
0401
Descríption NOTE:
Coolíng water quality Ifjust starting the treatment of cooling
lo prevent corrosion, sediments and surface water, or after overhauls that might have
growth in the cooling system, the cooling water contaminated the cooling water system,
quality is very important. It is important to use empty and flush the cooling water system
inhibitors in the jacket water system both for before commencing treatment to remove
fresh (hard) water and for distilled water. as much rust as possible. Ifthe system is
lhe water quality must satisfy the following exceptionally rusty it is advisable to
requirements: repeat this procedure after the first week
of the treatment.
( When supplement substances are used, the ser-

vice instructions have to be followed exactly with Cooling water quality for the sea water
respect to the water quality, supplement volume, system
treatment and storage. In order to prevent excessive fouling in the heat
exchangers, algae growth inhibitors should be
introduced through the sea chest.
Table 1:
COOLING WATER QUALITY
Fresh Water
No
Item Unit Sea water
. Supply
A B,C
water
c 1. PH at 25° C 6 to 8.5 8.3 to 10.0 8.3 to 10.0 -
2. Conductanceat25° <400 <600 <600 -
Chemical oxygen demand (COD) ppm1 *(2)

3. - -
-
4. M alkalinity as CaCO3 ppm < 140 < 300 < 250 -
5 Total hardness as CaCO3 ppm < 180 20 - 100 < 120 -
6. Chloride íon (Cl-) ppm < 50 < 50 < 50 > 10000

(5Q42)
7. Sulfate ion ppm < 50 - - -
$. Ammonium ion (NH4+) ppm < 10 < 10 < 10 < 0.05
9. Sulfide ion (S2) ppm - - - < 0.05
10. Hydrogen sulfide (H25) ppm < 10 < 10 < 10 -
11. lron (Fe) ppm < 0.3 < 1 < 1 -
c 12. Silica (Si02) ppm < 30 < 60 < 60 -
Pagel :2
CR- 1136
RoIIs-Royce
Table 1:
COOLING WATER QUALITY
Fresh Water
No
Item Unit Sea water
. Supply
A B,C
water
13. Totalresidueonevaporation(Total ppm < 400 < 800 < 800 -
solid.)
14. Total residue on ignition ppm * * * -
15. Dissolved oxygen ppm * * * -
16. Nitrite (inhibitor) as NO2 ppm - 1000- 2400 1000- 2400 -
Notes:
A Jacket cooling water and closed circulating water system for radiators.
It is very important to use inhibitors in the cooling system.
See “Cooling water treatment”. (
B Open recirculating cooling water in the cooling tower or the pond.
(Raw water system).
C Straight through cooling water. (Raw water system).
(1) ppm = mglliter
(2) Asterisk (*) in place of a value indicates an analysis tem that must be considered in relation to ali other items in
water analysis.
Antïfreeze and cooling water treatment
Table 2:
ANTIFREEZE AND COOLING WATER TREATMENT: PRODUCT SELECTION GUIDE
PRODUCT MANUFACTURER
NALFLEET 9- 108
NALFLEET 9- 131
NALCOOL 2000
NALFLEET (NALFLOC LIMITED)
NALFLEET (NALFLOC LIMITED)
NALFLEET (NALFLOC LIM1TED)
c
MAXIGARD DREW AMEROD
DIESELGUARD NB UNITOR ASA

ROCOR NB LIQUID UNITOR ASA
DEARBORN 1160 UNITOR/DEARBORN
MARISOL CW MARITECH
HAVOLINE ANTI FREEZE XLC

- TEXACO
HAVOLINE INHIBITOR XLI
- TEXACO
GLACELF ANTIFREEZE
- ELE
COOLELF INHABITOR
- ELF
This list is given as a guide, and Rolls-Royce can facturer should be consulted about the affinity of
not accept responsibility for problems that may the products.
be caused by the inhibitors. If using a brand
equivalent to those Yisted here, the relevant manu c
Page 2 2 COOLNG WATER QUALITY AND ADDITIVES
RoIIs-Royce
ENGINE DESIGN NOTES 1200
CR
1209
General Horizontal bolts running across the crankcase

This description is in general related to standard clamp the main bearing caps against sideways
engine design and standard engine fitted auxiliaiy movement. Large doors on each side of the
equipment. crankcase give easy access for maintenance
In addition optional engine design and optional work. lhe engines are fitted with necessary relief
fitted equipment are described. for ancillary valves in the crankcase doors.
engine systems with equipment not fitted on
engine, see relevant parts in the manual.
Crankshaft
The Bergen C-type engine is a 4-stroke medium The crankshafi is a forging of chromium-molyb
( speed engine built in-line with 250 mm bore and denum steel. It has bolted-on counterweights to
330 mm stroke. The engines are turbocharged balance inertia forces. A torsional vibration
and are equipped with 2-stage intercoolers. The damper and / or rotating mass is mounted at the
engines are supplied as propulsion engines, type free end of the crankshafi when found necessary,
CRM-6, 8, 9, or as generator engines CRG-6, 8, and power take-off can also be ananged.
9. The engine may be operated on Diesel ou or
heavy fuel ou of viscosity up to 700 cSt at 50°C for maintenance work the crankshafi can be
(1f700), with a suitable fiel supply system. Ali tumed by a simple barring gear.
engines in the C-series have identical components
as far as this is possible and practical. Customers
using Bergen main engines and generator sets
have thereby the advantage of uniform machinery Main and big end bearings
with fewer spare parts to keep in stock. Main- and big end bearings are thin-wall steel
shells, lined with special tin-aluminium bearing
The construction of the C-engine is highiy modu material, lhe bearings are precision made and
lar, of assemblies with different integrated func require no special adjustment when fitting new
tions. This reduces the number ofparts, improves shells. Main bearing shells can be removed with
the reliability and makes servicing easier. out lowering the crankshaft. Big end bearing
shells can be removed without piston withdrawai,
and must not be opened when a piston is being
pulled.
Direction of engine rotation
Ali standard engines are rotating clockwise, as
seen towards the flywheel, but anticlockwise
rotation can also be provided. Cylinder unit
On the Bergen C-engine, the power-producing
components, i.e. the cylinder head, cylinder liner,
piston and connecting rod are held together by the
Engine block
water jacket as one unit, cailed the cylinder unit.
The crankcase / cylinder block is a monobloc lhe cylinder unit can be easily withdrawn as one
stmcture of nodular cast iron. The engines have assembly to facilitate quick and easy servicing of
underslung crankshafis. the main wearing components, which both
reduces down-time and improves quality and reli
Main bearing caps are retained by studs with ability by exchange of pre-assembled and con
C hydraulically tightened nuts. troiled units.
Page 1:4
CR- 1200
RoIIs-Royce
Ifpreferred, the engine can also be serviced, com
ponent by component, in the conventionai way.
Cylinder heads
The cyiinder heads are of aiioyed compacted cast
c
iron (CCI), and are secured to the engine block by
Connecting rod and big end bearing 4 studs with hydrauiicaily tightened nuts. The
The connecting rod is drop-forged of special bottom section of the cyiinder head is heaviiy
steel. It is of 3-piece design and of ample dirnen buiit to withstand high firing pressures, and it has
sions. The shank part is attached to the big end cooiing bores for good temperature control.
part with a stiff flange and 4 bolts, the big end
bearing cap is spiit horizontally and retained by 2 Each head has two inlet- and two exhaust vaives,
bolts. Ali boits are made of special steel, have an indicator valve and a fuel injection vaive.
roll-formed threads and are tightened hydrauli Valve seats and valve guides for inlet- and
caliy. exhaust valves are cast of special alloy cast iron,
and are shrink-fitted.
The exhaust vaive seats are cooied by the jacket

Pistons water and have special seat armouring. lhe iniet
The pistons are ofthe composite type, with nodu
lar cast iron skirts and forged steel crowns. They
valves are of SiCr ailoy vaive steei with “STEL
LITE 12” hard seat facing, whereas exhaust
(
are cooled by ou from the main lubricating ou vaives are of “NIMONIC” with “DELORO” seat
system, which is ied to the pistons through the armouring for best resistance against aggressive
connection rods. The gudgeon pin bearing has a attacks from heavy fuel deposits.
stepped design that gives a large bearing surface. All valves are equipped with low-mounted valve
rotators.
Each piston has two compression rings and one
spring-loaded ou control ring, all especialiy The fuei injection valve is iocated in a water
adapted for a controlled iubricating ou consump cooied tube in the center ofthe cyiinder head, and
tion. The piston rings are chromium plated, the the fuei nozzie is temperature controlled by
lst ring with a special chrome-ceramic coating means ofthe engine lube oil. One indicator vaive
for extra wear resistance. Ail piston rings are is fitted outside the cyiinder head cover.
iocated in the crown part, to ensure the best lubri There is a separate rocker cover for each cyiinder
cation ofthe piston skirt. head.
Cylinder Iiners Camshaft

E
The thick-walled cyiinder liners are centrifugaily The camshaft is driven by gear wheeis from the
cast in a speciai wear resistant iron alioy, and the flywheei end of the crankshaft. lhe camshaft is
ruiming surfaces are piateau honed. built up of two sections pr cylinder, boited
together, and which can be easiiy dismantled sec
tion by section. lhe fuei injection cam section is
common with the iarge bearing part, and is made
Carbon cutting ring of speciai case hardened steel to withstand veiy
Ali engines are equipped with a carbon-cutting high rolling pressure. The vaive cam section is of
ring in each cylinder liner. induction-hardened steei. The whoie camshaft
The carbon-cutting ring prevents build-up of car can be instalied and taken out in one piece
bon on the upper land of the piston crown. and tbrough the end of the engine block (tunriel-type
thereby reduces the polishing and wear ofthe cyi design).
inder iiner, which again reduces the lubricating
ou consumption.
E
Page 2 : 4 ENGÍNE DESIGN NOTES
CR- 1200
RoIIs-Royce
Fuelsystem lhe pneumatically operated cleaning pump with
The fuel system has separate injection pump for ou tank and control equipment is installed in the
each cylinder, connected to a common control engine room.
shafi.
lhe control arms are spring-loaded, SO that if the
control arm for one of the pumps gets stuck, the Cooling water system
control shaft can still move freely and control the lhe standard cooling water system is ofthe mix
remaining pumps. Each purnp has a built-in ing type, where part ofthe LT water is mixed into
emergency stop cylinder. the HT system and fed back into the LT system
lhe fuel injection equipment is developed for again before the central cooler.
heavy fuel operation. lhe pumps have through The jacket water pump is engine driven and of
flow passages for fuel ou re-circulation, also centrifugal type, not self-priming. lhe pump
when the engine has been stopped. housing is of nodular cast iron, impeiler of bronze
A standard engine for diesel ou duty has an and shaft of stainless steel.
engine driven fiel booster pump. Engine-driven seaJlow temp. fresh-water pump is
lhe injection pump plungers have special coating standard for propulsion engine, while electricaliy
for reduced wear and safety against seizure. driven is standard for auxiliary engine.
Fuel ou leaking along the pump plungers, is Option:
drained through a coilector pipe to waste ou tank Optionally, the engine can be equipped with sepa
together with overflow from the injectors. rate Hl (jacket water) and LI cooling water sys
lhe high-pressure pipes to the nozzles are shield tems. Separate HT and LT coolers and
ed, with drain to waste ou tank via an alarm sen thennostatic valves are then arranged in the
sor. Engine room
As an option, the injection pumps can be deliv In this case, the engine is equipped with one
ered with a two-step timing valve, which is con engine driven pump (jacket water-, HT) and can
trolled hydraulically and can change the injection either be equipped with engine-driven or electric
timing of the engine by signais from the engine LT water pump.
management system.
Large covers enclose the fuel injection system A module for heating the cooling water for hot
completely for safety reasons, in case of any leak stand-by can be delivered.
age and to keep the fiel temperature.
( For heavy ou duty, the booster pump as well as

the fuel ou filter are separately fitted. lhe fuel ou Main Iubricatïng ou system
inj ection valves are temperature controlled by The main lubricating ou system is as standard
means of lube ou from the engine system, and based on wet sump and is completely mounted on
which is heated by a heat exchanger connected to the engine. The lube ou pump is engine driven by
the j acket water system. a gear train from the crankshaft in the front end of
Standard engines are designed for start-stop on the engine. A manually adjustable pressure regu
heavy fiel ou. lating valve is placed just down-stream of the
pump, with a pressure feed-back from the afi end
The diesel oil/heavy fuel ou change-over valve is ofthe engine.
installed in the engine room. The valve gear is lubricated from the main lube
A Rolls-Royce developed cleaning/lubricating ou system via a pressure reduction valve.
system keeps the fuel injection pumps and control A duplex full-flow depth-type cartridge filter
racks free of heavy fuel residue, with the inten with manual change-over valve is fitted on the
tion to prevent them from sticking. Diesel ou is engine.
used as cleaning medium. A centrifugal filter is as standard fitted on ali
c engines.
ENGNE DESIGN NOTES Page3 :4

CR- 1200
RoNs-Royce
An eiectricaliy driven priming pump and a man
ual priming purnp are fitted on ali gen.set
lhe engines have one air cyiinder for over-speed
trip on each fuel injection pump.
(
engines.
Option: Instruments on engine

Dry surnp for propulsion engines, with drain to
As standard an instrument panei, resiliently
tank at lower levei.
mounted, is fitted on the engine.
Exhaust gas NOx emissions

Sequencing, monitoring and safety sys
The new annex VI to MARPOL 73/72 includes tem
reguiations to restrict the emissions of NOx
As standard the engine has a junction box for
(nitrogen oxides) in the exhaust gas from marine
connection of engine fitted sensors and actuators
diesel engine instailations.
to extemaiiy installed sequencing and safety con
These reguiations are intended to cover ali new
trol equipment.
engine instaliations, above 130 kW, instailed
from year 2000.
The engines are as standard presumed to be con
(
Rolls-Royce has qualified its C-type engines to
trolled by a sequencing and safety system PLC.
the requirements ofthe Annex VI.
Engine foundation
Governing
Gen.set engines:
Propuision engines:
Resiliently mounted as standard
CRM are equipped either with conventionai gov
Rigidiy mounted as option
emors (centrifugal flyweight type) with hydraulic
actuator and pneumatic speed seffing.
Or:
electronic governors with hydraulíc actuator and
eiectronic speed setting.
Generator set engines:

CRG are as standard equipped with electronic
govemors with hydrauiic actuators with own ou
suppiy
c
Option:
Automatic synchronizer type SPM-A.
Load limiter and overspeed trip

The engines are equipped with automatic load
iimiting during the starting sequence. Depending
on type of govemor the limiter is built into the
govemor, or arranged by means of a pneumatic
cylinder acting on the control shafi for fuel injec
tion pumps, and controlled by a time relay.
The engines are fttrther equipped with a pneumat

icaiiy operated overspeed trip, acting on the con
troi shafi for fuei injection pumps.
c
Page4:4 ENGINE DESIGN NOTES
RoIIs-Royce
LONGTITUDINAL SECTION OF THE ENGINE 1210
CR-Y
0309
LO
-J
t.)
1.,
(.)
ti,
o
é
O
o
o,
co
-O
o
o
O
-J
(
Page 1:2
CR-Y-1210
RoIIs-Royce
c
Page 2 :2 LONGTITUDNAL SECTION OF THE ENGNE
RoIIs-Royce
CROSS SECTION OF THE ENGINE 1220
CR
0301
Fig. 1220-1
Page 1: 1
E
c
RoIIs-Royce
HAZARDS AND SAFETY 1300
CR
0802
Description Hazard of ou mist explosion

General notes on safety Normally, the ou mist levei in the crankcase is
The Bergen diesel engines are designed to too low to represent any danger of explosion. In
achieve maximum safety for both equiprnent and addition, no parts in the crankcase area should be
personnel operating them. lhe risk of accidents hot enough for igniting an ou mist unless special
happening is small when the safety ruies given conditions caused by malfunction occur.
are followed, but they might nonetheiess occur.
The information in this chapter represents the To prevent explosions in that situation, the Ber
minimum levei of knowiedge about hazards and gen C25:33 engine is equipped with an ou mist
safety precautions operators of the diesei engines detector that triggers an aiarm and eventually mi
should acquire. tiating engine shutdown if the ou mist levei rises
over the danger lirnit.
In addition to the basic mies in this instruction,
the manuais for the Bergen C25 :33 engine have
WARN1NG
different ways of notifying the user about things An cii mist alarm should never be
that shouid be taken into consideration. disregarded! The cause must be found and
rectified before continuing engine operation.
NOTE: A crankcase explosion may result in serious

An operating procedure, condition, etc., damage to the engine and its nearby
which is essentiai te highlight. surroundings. The possibility of personnel
injury wiIi be high if there is anyone present
A CAUTiON in the engine room at the time of the
Operating procedures, practices, etc., which explosion. Therefore, if an cii mist alarm
if not strictly observed, will resuit in damage must be disregarded (e.g. if it is necessary te
te or destruction of engine. get the vessel out of a critical situation), keep
E as few persons in the engine room as
possible.
WARNING
Operating procedures, practices, etc., which If an oiimist expiosion should occur, explosion
if not correctly followed, wiIl result in personal safety vavles are fitted in the crankcase doors to
injury or Ioss of life. reduce the effect ofthe blast
Basic rules that should be noticed: Fire Hazard

1. Never ignore an aiarm!
There wiii always be a certain danger of fire
2. Never ignore signs on the engine or warnings
when operating a diesei engine, even though the
in the manuais!
engine producer is aiming te reduce the risk to a
3. Know the location of the safety equipment in
minimum. A combination of leaking / spraying
the engine room (for instance fire extinguisher
fuei ou and hot engine parts rnight start a fire that
and medical equipment).
has potential to be dangerous to the engine, vessel
and the engine crew.
Page 1:4
CR- 1300
RoIIs-Royce
Especially dangerous are leakages from the high - Coimector boxes for auxiliary equipment;
pressure fiel system, as they can create fuel ou motors and heaters
sprays that are highly flammable. To reduce the
consequences of leakages in this system, the Ber NOTE:
gen C25:33 engine has an enclosed high pressure Internai inspection and maintenance of
fuel system, leakage alarms and double high pres these components should only be per
sure fuel piping. formed by certified personnel.
NOTE:
Aiways be alert when inspecting parts in Thermal hazards
the fuel ou system. Check gaskets and O
rings, and repiace them at suspicion of NOTE:
any reduced functionaiity. Always be aware of what parts of the
engine you touch when working on ar by
An engine room fire might also be started when the engine.
sparks get in contact with flammable materiais
during welding etc. The engine operators shouid During operation orjust after the engine has been
always be aware of the risks involved in such stopped, most parts of the engine will be hot.
work in the engine room. Touching the engine parts might cause bums. Be
especiaiiy aware ofthe following parts:
NOTE: 1. The turbo charger and connected piping will
lo keep the risk of igniting a fite to a mmi
get extremely hot. (200°C)
mum, aiways keep the engmne room in a
2. The exhaust system will get extremeiy hot.
clean and orderly fashion. Remember to
Even though the exhaust manifold is weil insu
dose oíl tanks and remove ou spills.
lated, flanges (especialiy dose to the turbo
charger) may cause severe burns iftouched.
3. Cooiing water pipes may get up to 90°C. Spe
Electrical hazard ciai care should be taken when taking a cooling
water sample.
WARNING 4. The charge air receiver may reach 70°C
An electrical shock from a high voitage 5. Lubricating ou pipes may get up to 60°C. Spe
system may be Iethal! cial care should be taken when takíng a lubricat
But even shocks from medium or iow voltage
systems may cause burns ar loss of
ing ou sample. E
consciousness. This may cause secondary
injuries due to a resulting fali ar dropping of For engines on heavy fiei ou / intermediate ou
tools ar other equipment. operation:
fuel ou pipes may get very hot and should not be
Inspection of wire insuiation should therefore be touched, even though they are insulated. Be
performed reguiarly. aware that fuei ou pipes leading from the HFO
feeder/booster-module to the engine may be
The followíng components with more than 24V steam-traced.
voltage might be used:
-Generator
-High voltage switchgear
Mechanical Hazards
-Low voltage switchgear
-Auxiiiary voltage distribution There are few mechanical hazards involved dur
-Generator Control panei ing norrnai operation of the engine. Most of the
- Current and voltage signais to speed controiler
(Engíne Control Cabinet)
moving parts are inside the engine block, thus
screening the operator from danger. E
Page 2 : 4 HAZARDS AND SAFETY
CR- 1300
RoIIs-Royce
concentrated. Pay attention to how the
WARNING additives are stored, and keep updated of
Large and heavy parts are moving at great the producers’ warnings on the containers or
speed inside the cylinder block. If an data sheets.
accident should occur, these may be thrown
out of the engine, causing risk for Ioss of life
or health. Therefore, do not spend time
unneccesary around the engine! Hazards caused by substances: Fuel ou
Fuel oils are flammabie, and should be treated
A small area around generator / propelier shafts withcare.
and power take-off shafts might not be covered. Fuei ou also hiitates skin and can be damaging to
lhe operator should be aware ofthe risk ofwork sensitive parts of the body, so rinse off fuel ou as
ing in these areas whiie the engine is in opera soon as possible.
tion! Do not wear clothing that is soaked with ou.
In addition, the operator should be aware of that

( the centrifugal filter is rotating at 800 rpm.
fliter housing should never be removed uniess
Hazards Caused by Noise
Noise is usually defined as unwanted sound.
closed off. Around an operating diesel engine there will
always be a certain noise levei which can be dis
lhere are also moving parts in the rocker arm mrbing, or in worst case, damaging. An excessive
system in the cyiinder heads. When the top cov noise levei may lead to permanent reduced hear
ers are removed during operation, notice shouid ing, buzzing in the ears, tiredness, stress or other
be taken to avoid crushing damages to fingers. effects as loss of balance, loss ofawareness, etc.
lhe noise levei wilI vary in the engine room, and

Hazards caused by substances: Lubricat it wiil be decided by:
ing oU 1. the design ofthe engine
There wiii always be a certain health risk con 2. the number of cylinders
ceming lubricating ou. Inhaling fumes over a 3. the speed of the engine
proionged time or swallowing will lead to intoxi 4. the design ofthe engine room
cation. Lubricating ou in eyes or on sensitive skin 5. the noise from other components in the room
( wiii be irritating.
Necessary protective measures wiii therefore
for specific hazards and countermeasures apply vary ftom plant to plant. There should aiways be
ing to iubricating ou, be sire to foilow the pro ear protection available for both engine operators
ducer’s information on the containers and data and visitors.
sheets.
WARNING
Engine operators and anyone that are going
Hazards caused by substances: Cooling to enter he engine room while the engine is
water running should protect their hearing with the
The operator should aiways be aware of the high means available.
temperature of the cooling water when working
with parts ofthe cooling water system
f WARNING
The additives to the cooling water may
involve a health risk, especially when highly
HAZARDS AND SAfETY Page3:4
CR-1300
RoIIs-Royce
L
Page 4:4 HAZARDS AND SAFETY
RoIIs-Royce
OPERATING INSTRUCTIONS 1400
CR
0301
OPERATING INSTRUCTIONS waste, when wiping off.

In order to obtain maximum performance and
safe operation of the engine during ali running AcAuTI0N
conditions, proper care and maintenance are ifthe iubr.oii applied is not approved by
required. Shouid, however, faults occur during Roiis-Royce, our warranty responsibiiity wiII
operation, it must be corrected immediately, even be exciuded.
if the fauit seems minor.
After a long period of standstiii, the ou sump and
lhe engine crew should specially keep in mmd iubricating ou tank must be drained for water and
the below given instructions regarding mainte sediments.
nance ofthe engine before start and during opera
tion. The engine is rotated siowiy as lubricating cii is
pumped through the system by the iubricating cii
priming pump. Ensure that cii reaches ali compo
1. Preparation for start after installation, nents that are to be iubricated or cooled.
after a Iong period of standstill or a large
overhaul Inspect the lubricating cii fiiters and ciean them if
lhe crankcase should be thoroughiy cieaned, and necessary.
ali intemal parts shouid be wiped off if necessary
(Use rags, not cotton waste). Fuel ou system
Ali internal boits and nuts shouid be tightened Before fihling up with fuei ci tanks and pipes
and secured. should be careftifly inspected. Remove corrosion
and deposits.
A CAUTION
Be aware that a loose pin or a nontightened Drain the fiel ou tanks for water and deposits.
boit, screw or nut, may cause serious Check the fuei ou levei.
( damage, especiaiiy if not accessibie
operation. Disccnnect the fuel cii pipe at the fuei cil priming
pump, and iet the cii flow until it is free from
impurities from the fuei ou tank and the pipes.
Starting system
Check the fuei ou fiiters and repiace the inserts if
Ali pipes from the starting air vesseis should be necessary.
blown free of dirt, deposits and condensed water
with compressed air. Remove ail trapped air in the fuel ou system by
bieeding the filter housing and the distributor
Check the air pressure in the starting air bottles. pipe from the fuei injection pumps.
Lubricating ou system
A CAUTION 2. Start of engine after a Iong period of
Before flhiing up with iubricating cii, the standstiil
iubricating ou sump should be carefuiiy The instructions given beiow are a general
inspected. Contaminations and corrosion (if description.
any) are removed. Use rags, not coifon
Lock the tuming gear in free position.
Pagel:4
CR-1400
RoIIs-Royce
Automatic start (generating set only)
Glose the indicator valves. In some engine plants the engine wiil start auto
matically as a consequence of either ‘black-out”
Open the fuel ou, lubricating ou, starting air, -and or need for increased power supply. The iubricat
cooling water valves. ing 011 priming pump wili stop when the engine
starts.
The pneumatic control system is supplied with air
and the alarrn system is put into function (Propui
sion piants oniy). 3. Preparation before start after shorter
periods ofstandstíll
Control responsibility is switched to engine room
If the engine has been out of operation for a short
(Propulsion plants oniy). .
per;od of time, it must be carefully inspected

before starting. Bleeding of the fuel ou system is
Start electricaily driven pumps for gear ou, servo
not required, uniess there is reason to beheve that
ofi and coohng water (if apphcable) (Propuisuon
air is trapped m the system.
plants only).
$et the propelier pitch to neutral and disengage

Lubricating ou is pumped tbrough the system as
.
the engine is rotated slowly to aliow ou to reach

(
the couphng. (Propuision plants only).
ali components that are to be lubricated.
Check and lubricate the controi shaft with trans
mission linkages to ensure good movability.
Set the speed setting on the govemor to minimum 4. CoId starting procedure
rpm. If the jacket cooling water, iubricating ou, sea or
fresh water, or the ambient air are cold due to
$tart the lubricating ou priming pump and check standstill of the engine piant in a cold environ
the lubricating ou pressure. ment, great care shouid be taken when starting
the engine.
Start the engine.
The foliowing starting procedure should be ap
Electrically powered pumps are put in stand-by plied:
position (Propuision plants oniy).
Preheat the j acket cooling water, using the built
Check ali gauge pressures. on eiectric heating elements, or by applying other
methods.
Check the starting air piping.
Preheat the iubricating ou, if a iubricating ou pre
heater is installed.
/\ CAUTION
The engine must not be run with fuil load
Stop sea or fresh water circulation.
before normal working temperatures are
reached.
Switch on battery power (for eiectronic gover
nors and automatic start oniy.)
If any ofthe main- or big end bearings have been
dismantled, the engine must be stopped afier
Manuaiiy attempt to start the engine in the foi
approximateiy 5 minutes to check for possubly
iowing sequence:
overheated bearings.
Prime the main lubricating ou system.
The startmg air valve to be closed (does not apply
for generating sets with automatic start/ stop). .
Hand-hold the fuei rack in zero fuei posituon.
Page 2 :4 OPERÀTING [NSTRUCTIONS

CR- 1400
RoIIs-Royce
Open ali indicator cocks, rotate engine some fuil
tums on starting air. Check the cooling water pressure.
Close the indicator cocks.
Start the engine with air. Check the cooling water temperature.
Manually ailow for up to 10 marks of fiel rack.
When the engine fires, release the start button and The engine’s normal exhaust temperatures are
let the engine gain speed tili the governor takes given in “Sea Irial Record” (not in the manual).
control. These temperatures may vary from cylinder to
cylinder, depending on the exhaust pipe layout
$tart the jacket cooling water circulation pump (if and therefore also with the number of cylinders.
it is electrically driven).
for a new engine:
Start the sea or the fresh water circulation pump Record the exhaust temperatures of the different
(if it is electrically driven). cylinders at various stages of loading. With refer
ence to these recordings, it is easier at a later
Load the engine carefiuly observing pressures stage to state any change in engine performance.
and temperatures.
Check the charge air temperature at fuli load.
A CAUTION An increase in the charge air temperature will
The engine must not be loaded higher than cause an increase in the exhaust temperature.
70% of nominal output before the intake air
temperatute (engine room temperature) has See separate instruction manuais for maintenance
exceeded + 10 deg.C. of charge air cooler and turbocharger.
Special equipment is necessary on engines op $ee separate instruction manual for maintenance
erating under arctic conditions. of governor.
Neighbour-engines connected to the sarne jacket Measuring of cylinder pressures.

cooling water system should not be started, lhe cylinder pressures should be measured peri
before they have been pre-heated by circulating odically in order to detect any faults in the fiel ou
water from the running engine. injection, or in the combustion process.
(.) Measure the cylinder pressures every time the

camshaft, the camshaft drive, or the injection
5. Attention during operation purnps have been disrnantled or adjusted.
lhe engine speed, pressures and temperatures
must be checked frequently.
6. Stop of engine for a short penoU of
The starting air pressure must be checked afier
time
eveiy start. If the pressure is too low, the starting
air bottles have to be recharged to the prescribed Run the engine without load until the tempera
pressure. This rnay also be done automatically. tures have stabilized. If the engine is suddeniy
stopped, the cooling water will be overheated.
lhe startíng air botties must periodically be
drained for condensed water. If danger of frost, the cooling water systern
should be drained. $ee also the instruction below
Check the lubricating ou pressure for the main regarding the fresh water system.
system and the rocker arm system.
c Check the lubricating ou temperature.
OPERATING INSTRUCTIONS Page3 :4

CR- 1400
RoIIs-Royce
7. Stop of engine for a Iong period of time
The foliowing instructions should be considered Fui up the lubricating ou sump to the normal
as a recomrnendation based on experience. Rolis levei.
Royce cannot however, take any responsibility
for damages caused by non-anticipated situations, The fresh water system will be best protected
like contaminated cooling water etc. against corrosion if it is kept absolutely fihied up.
fresh water additives based on chromates,
The engine is stopped as stated in section 6. In organic inhibitors or soluble oiis, etc., should not
addition, the indicator valves should be opened. be applied.
Blow through the starting air pipes with com Ifthere is any danger of frost, the fresh water sys
pressed air, and drain the starting air botties for tem must be drained.
condensed water.
The sea water system in the air cooler(s) and the
If standard procedure ofmaintenance is followed, lubr.oil cooler is drained and weli flushed with
if the temperature in the engine room is normal, fresh water. Then diy out with compressed air.
and the engine is started periodically, there
should be no need for any speciai protection of
the engine.
If the coolers have been in service for a long
period of time, the tube stacks should be removed
(
and cieaned. A suitabie joint paste is applied dur
We recommend, however, that lubricating ou is ing reassembly
pumped through the system by the priming pump
for about 30 minutes every 24 hours. Generators
(The iubr.oii priming pump may also be run con If the generator is equipped with a heater ele
tinuously). ment, this shouid be energized during ali the lay
up period.
The exhaust piping in the funnel outlet shouid be
welI covered up. The generator shaft and coupiing should be
sprayed with protective ou (we recommend
“DINITROL 40”).
8. Preparation of engine for a Iong stand
sti II It is very important that the temperature in the
engine room is kept a few degrees above the out
In addition to what is said in sections 6. and 7.,
the following must be carried out: side temperature.
If the temperature falis below the outside temper
c
Cover up the air filter on the turbocharger. ature, condensation wili occur and this wili cause
corrosive attacks.
Remove crankcase doors, camshaft covers and ali The temperature should never drop beiow 0°C. If
injection valves. this occurs the engine must be drained for cooling
water as stated under the fresh water system.
A suitable protecting ou (we recommend “DINI
TROL 40”) is sprayed over the crankshafi, the
bearings, up into the cylinders, over camshaft
and ali machined surfaces. This is done while the
crankshafi is tumed slowly.
Also spray into the cylinders through the holes

for the injection valves while the respective pis
tons are at B.D.C. (If “DINITROL 40” is used, it
is not necessary to wash the engine before a new
start.)
Page4:4 OPERATING ll’JSTRUCTIONS
RoIIs-Royce
BREAKDOWNS AND INTERRUPTIONS, 1405
CAUSES AND REMEDIES CR
0301
lhe reasons for breakdown and trouble are often

so obvious that there are no difficulties involved Incorrect adjustment ofthe fuel injection pumps.
in finding them. However, ifthe cause of a failure Adjust the fuel injection pumps
is not obvious, a systematic inspection has to be
performed in order to detect the trouble. This is Poor fuel ou nozzles.
applicable to troubles that occur, during and just See fuel ou injection valve
afier start of the engine.
Water in the fuel ou system.
first, make sure that directions given in the oper Drain the fuel ou tank and the fuel ou system
ating instructions are cosely followed. Possible until free of water.
operating difficulties that may occur, their causes
and remedies are as follows:
1.3 The compression pressure is too 10w
because of:
Wom or broken piston rings.
1. Starting problems Replace the piston rings.
1.1 The engine does not turn when start
ing air is applied Leaking valves in the cylinder head.
Must be repaired.
Release blocking fiinction in remote starting sys
tem. The govemor is out of function, i.e. it does not
tum the regulating shafi towards increased fuel
$tarting air pressure is too low. supply.
Check that ali valves are open. Check ifthe govemor lias received stop signal.
f iii up the air boifies to correct pressure. Check the govemor
See separate instruction manual.
lhe solenoid valve (emergency start) is sticking.
Check that the solenoid valve operates when the The control shafi sticks.
remote start button is pressed, and that control air Check the control shafi bearings and the move
reaches the starting air release valve when emer ment of the control rods in the fuel injection
gency start is operated. pumps.
The starting air release valve is sticking 2. lhe engine stops

Dismantie the release valve from starting air dis Air in the fuel ou system.
tributor and check the slide and the function of Leakage to be repaired.
the valve. Vent the system.
1.2 lhe engíne does notstart Faulty fuel ou supply.

Air in the fuel ou system. Check the supply pipes and the primer pump.
Vent the fuel system.
Water in the fuel oil.
lhe fuel ou fflters or pipes are clogged. Drain the fuel ou tank and the fuel ou system
Blow through the pipes with compressed air and until ftee of water.
clean the filter inserts carefully, or replace them if
necessary.
Page 1:4
CR- 1405
RoIIs-Royce
Fuei ou pipes or fiiters are ciogged. Adjust the fuel ou injection pump drive mecha
Clean the pipes and the filters carefuliy, or nism
repiace the inserts if necessaiy.
Defect fuei injection valves.
The overspeed trip has caused the engine to stop. $ee “fuel ou injection valve”
lhe cause of overspeed has to be determined
before restarting the engine. A piston is overheated and seizes.
Stop the engine immediately.
The governor has received stop impuise. Determine the cause and the extent of any dam
The cause must be determined and any fault age.
repaired.
The gudgeon pin, big end-, or main bearing ciear
faulty govemor. ances are too large.
Must be repaired. Replace wom parts.
The piston clearance is too iarge. Wom piston or
3. Engine speed drops
cylinder liners.
Replace wom parts. (
3.1 The engine is overloaded
Fauity governor.
Must be repaired. 5. Abnormal exhaust gas
See separate instruction book.
5.1 Too high exhaust gas temperature in
The injection pumps are working irregularly. Air one cylinder
in the fuel ou system. Faulty fuei injection pump.
Vent the fiei ou system. Must be repaired.
A piston or a bearing has a breakdown due to Too high admission on fuel injection pump.
insufficient lubrication or deposits in the iubr.oii Adjust the injection pump.
system.
Stop the engine inmiediately. Injection is too late.
Determine the cause and the extent of any dam Adjust the injection pump.
ages.
Injection vaive opening pressure is too low. (
One cyiinder fails. Adjust to correct pressure.
Check the fuei ou nozzle and the injection pump.
See “Starting problems’ Partiy clogged or ieaky fuei ou nozzle.
See “Fuel ou injection valves”
Fuel ou pipes of filters are ciogged.
The iniet- and exhaust valve tappet clearance is
Clean the pipes and the fiiters carefully, or off adjustment.
replace the inserts if necessaiy. Adjust the clearances.
Clogged turbocharger filters. 5.2 Too 10w exhaust temperature in one

Ciean the filter. See separate instruction. manual cy Ii n der
Fauity fuel injection pump.
4 The engine knocks Must be repaired.
fuei injection advanced too far due to incorrect
Too low admission on fiel injection pump.
pre-injection angle.
Adjust the fiel injection pump. E
Page2:4 BREAKDOWNS AND TNTERRUPTIONS, CAUSES AND REM
CR-1405
RoIIs-Royce
The piston rings are stuck.
Injection advanced too far. Dismantie the piston and connecting ring assem
Adjust. bly for inspection and cleaning.
Injection valve opening pressure is too high. Injection is too late.

Adjust to correct pressure. Adjust. Check max. cyl.pressure.
Clogged nozzle holes. Exhaust manifold or exhaust pipes are highly

See “Fuel ou injection valve”. clogged.
Clean the exhaust system.
Water leakage in a cylinder.
Check the cylinder head and the cylinder liner.
5.5 Light, smoky exhaust gas
Check the gasket and replace it ifnecessary.
Too much lubr.oil 111 one or several cyhnders.
Dismantle the piston and connecting ring assem
5.3 lhe exhaust gas temperature too high bly for inspection and cleaning. Worn piston
in ali cyiinders rings are replaced. Check that scraper ring is cor
lhe engine is overloaded. rectly mounted.
Injection is too late. lhe engine is rumiing too cold.

Adjust. Check the cooling water temperature and the
thermostatic valve.
Charge air temperature is too high.
Clean the intercooler air- and water side. Water in a cylinder.
Check the cylinder head and cylinder liner for
Charge air pressure is too low. leakages.Check the gaskets and replace them if
Overhaul of turbocharger should be considered. necessary.
See separate instruction manual for turbocharger.
6. Abnormal iubricating oi pressure
Clogged exhaust gas system.
Faulty lubr.oil pump or drive.
Clean the exhaust system.
Must be repaired.
Clogged charge air filter. . .
f Too little lubr.oil rn circulation.
Clean the filter.
The lubr.oil pump sucks air.
5.4 Dark exhaust gas Check the ou level.

The engine is overloaded: Fui up to normal level.
Some cylinders are overloaded.
Adjust the fuel injection pumps. Clogged lubr.oil filters.
Replace the filter elements.
Inlet or exhaust vaives are leaking.
Grind the valves. Clogged lubr.oil pipes.
Clean the pipes.
Faulty fuel injection pumps or valves.
Adjust the pumps and valves. A bearing is damaged.
Change the bearing.
Worn nozzles.
Replace nozzles. The lubr.oil temperature is too high.
Check main data.
5.5 Poor fuel ou
BREAKDOWNS AND INTERRUPTIONS, CAUSES AND REMEDJES Page 3:4

CR- 1405
RoNs-Royce
Dirty lubr.oil cooler. Too little cooling water in the system.
Clean the lubr.oil cooler. fiii up with coolant.
The ou relief valve on the cylinder block or the

safety valve in the ou pump is sticking. 9. Faulty turbocharger
Detach for inspection, clean if necessaiy
faulty pressure gauge.
10. Faufty governor
7. Overheated bearings
If the bearings show signs of overheating, they
should be replaced.
Faulty lubr.oil supply.

Check the lubr.oil pump with drive.
Pipes, bores and channels must be cleaned.
fill up with coolant
The lubr.oil pressure is too low.

See Main techuical data
Bearing shells inconectly installed.

Must be repaired.
Wrong size ofbearing shells.

Always check new bearing shells before fitting.
Lubr.oil temperature is too high.

See Main technical data.
Dirty lubr.oil cooler.

Clean the lubr.oil cooler. (
8. Insufficíent cooling
The engine is overloaded
The water cooler is clogged or filled with dirt.

Clean the cooler.
Air in the cooling water system

Vent the cooling water system.
faulty water pump or drive.

Must be repaired.
Fouled cooling water system.

Clean the cooling water system.
Page 4:4 BREAKDOWNS AND INTERRUPTIONS, CAUSES AND REM

RoIIs-Royce
START- AND STOP PROCEDURES 1410
CR
0301
Functional analysís overview
STDMAR!LAa L907182 -1
FUNC11ONAL ANALYSIS
OVERVIEW
INTERLOCK
START PAGE 2
NO
ENGINE STARTING
PAGE 31 PAGE 4
STOP ENGNE 1 E-STOP OR AUTOSTOP

PAGE5 PAGE6
Fíg. 1410-1
Pagel:6
CR- 1410
RoNs-Royce
Functional analysís interlock start (
STDMARILAa L907182 -2
FUNCTIONAL ANALYSIS
NTERLOCK START
Fig. 1410-2 c
Page 2 6
CR- 1410
RoIIs-Royce
C Functional analysis engine starting, sín
gle engÏne plant
STDMAR!LAa L9071$2 -3
FUNCTIONAL ANALYSIS
ENGINE STARflNG
SINGLE ENGINE PLANT
Yes
1’
STOPSTHE
1’
STOPSTHE STARTING AIR

JACKET WATER SETSRUNTO
NOZZEL OIL SOLENOID
( MODULE
L
GOVERNOR
OPENS
NDCATI ENGINE
Rev. O: 27.03.2000 LUB. OIL
ENGINE RUNNING
PRIMINGPUMP
Checked:
Approved: ij
1
1 1
RUNNING
L NOR1ALLY
c Page 3
Fig. 1410-3
?age3 :6
CR- 1410
RoIIs-Royce
Functional analysis engine starting multi
engine plant
STDMARILAa L907182 -4
FUNCTIONAL ANALYSIS
ENGINE STARflNG
MULT1 ENGINE PLANT
No
DICATING ENGINE
sjos LUB. OIL RUNNING
ENGINE
PRMINGPUMP NORMALLY
RUNNING
Fig. 141 0-4

Page 4 : 6
CR- 1410
RoIIs-Royce
Functional analysis stop of engine
STDMARILAa L907182-5
FUNCTIONAL ANALYSIS
STOP OF ENGINE
-e
c Fig. 1410-5
Page 5 6
CR- 1410
RoIIs-Royce
Functional analysis emergency stop or
autostop E
1. AUTOSTOP LUB.OIL PRESSURE

STDMARILAa L907182-6 AUIOSTOP JACKET WATER TEMPERATURE
AUTOSTOP GEAR.
FUNCTJONAL ANALYSIS AUTOSTOP GEAR O(L PRESSURE STEPP UP GEAR
E-STOP OR AUTOSTOP 2. E-STOP
AUTOSTOP OVERSPEED
AUTOSTOP OIL MIST CONCENTRATION
Fig. 1410-6
Page 6: 6
RoIIs-Royce
20
CR
0602
GENERAL MAINTENANCE NFORMATION
Page 1: 1
RoIIs-Royce
ROUTINE MAINTENANCE IN GENERAL 2000
CR
0301
In order to keep the engine in continuous good

operating condition different components require
regular maintenance and cleaning.
$ee “Routine Maintenance”, 2100.
Don’t wait until the operating troubles occur. lhe

ftequency of routine maintenance and overhaul is
primarily dependent on the operating conditions
of the engine, though the quaiity of the fuei ou
and lubr.oil is of great importance.
lhe number of operating hours given in the table

is approximate and valid for normal running con
ditions. We do remind of the verification societ
ies’ mies for periodícal inspections on
“classified” ships.
lhe engineer might, through experience, deter

mine appropriate number of running hours before
cleaning and adjustment of the different compo
nents ofthe engine.
NOTE!
As soon as possibe after Ieaving the ship
yard, the foIIowng must be done:
Clean the charge air-, Iubr.oiI- and freshwater
coolers.
( Wash the compressor side of the turbo
charger with water.
c
Pagel:1
c
E
Draw.no:528/66 Routine maintenance schedule 40.000
Instruction no: 2100
Revision date: Dec. 2004
ValiU for Bergen C25:33-engines for marine diesel operation, marine application I1 RoIIs—Royce
(une 703 removeU)
S=SPOT CHECK, C=CHECK ALL, L=LUBRICATE, A=ADJUST, o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o
tem lnstr. o o o o o o o o o o o o o o o o o e o o o o o o o o o o o o e o o o o o o o o o o o o o
W=CLEAN, O=OVERHAUL, R=REPLACE o o o o o o o o o o o o e o o e o o o o
OOLC)e In OoOOOOOOCLflCD
o o o o o o o e o o o o o e o o o O o o o o o o
No. No. a) u, i- - c’J cJ c U D P- O .- .- ,- CJ C.1 Ci CI C%I fJ C’J CJ C.J C’J C) C C C1 C C C C C C - - - ,- ,- i- -
CYUNDERHEADS
a) L__ i.Ç_ Cylinderheadbolts:retightenapprox.lOOhoursafterremovalofcyl.head C O 101
See service 102 100 Uylinderhead:Pressuretestandmax.firingpressure(ignitiontiming) c c c c C C C e o c c c c c c C C c c e c C e C C c c c C e c o c c o C c
manual — i2P_ nletandexhaustvalveclearance.Alsoapprox.lOOh.afterrefittingofcyl.head e c e c c c c c E
C C c c e e e C C c c O c o E c c c c c c c c c c cio
instruction 2±__ lOOnlet-andexhaustvalverotocaps SSSSCSSSSC ssssc ss ssc sssc SssCSssSCssssc104
05 1 00 Valve gear system for inlet- and exhaust valves S S 5 O 5 S S O 1 0S
b) 110 nlet-andexhaustvalveseats o o10
See separata 7_ ii_ç___ nlet-andexhaustvalves/valveguides C 107
instructions 200 Safety and indicator valves
O 108
200 Exhaust- and inlet valve drive mechanism/seals c
—
— — c 109
7FueIinjectionvalves —— ——— — —— ãno
c) 7220 Fuelnozzles R R
See engine
alarm List
:z:z
72o5Fuelinjevtionpumpdrive
II ii:i::z::::: ::::: :: : :: :::z:
R R R R R R 111
IS O S S10201
Fuelinjectionpump — — — — — — — — — — - — — — — - — — — —
0202
The schedule is Fuelinjectionpump:erosionplug S O S C S 0203
only valid for Dieseloilfilter-checkdiff.pressuro(Changeelementsandcleanatpressuredrop) e c c c o c o c o o c c c o c c o c c e c o c o o c c c c c c c o c o
‘—
£ 204
normal operatina 5 7250 ËueI oH pulsation dampers in Iow pressure tuel system C C C C C C C C 2t)S
conditions as 6725oFlexibletuelconnections C R C RC R
defined in the 7 7630 Fuel injection pump: Fuel rack flubricate weekly and before start) 207
contracts,
seMce
agreernents ar 01
:::4100
YUNQEIfl!LNS
Honing
1 1 1 1 1 .
O
T .
o 301
relevant O24looRemoveliner/checkwaterjacket/replaceseallng O 0302
technical 03 4110 Carboncuttin rin C
; 1 i 1 C 303
documentation 4 PISTO . ‘ ECTINGRODS .
. .
. 7 . .., 4
from RolIs 401 4200
Gudgeon in bushin C
Royce. 402 4200
Piston
1 C 401
403
1 c 1 1 c 402
4210
Piston rings (also replace alter honing of cyl. liner) i ! R lI R
404 Bi and bearin shells
4300 S S S R 404
405 Ei and bearin assembl ovalit control and surtace check
4300 S C S
-
C 405
5 CRANKSHAFT .‘
l 5
[he intervais in 501 31 20 Main bearings and thrust washers S R 501
lhis schedule ar 502 3300 Crankshaft deflection C C e o c a c c 502
lar guidance 503 3300 Flexible cou Iing. Rubber elements and dam er Iates C c c c e c c c c 503
jnlyl 504 3310 Flywheel rin gearteeth insert 1oI cote aste before use a a c c c c c c 504
505 3320 Torsional vibration dam ar : FluiU sam e 1
506 3 Flexible gear wheel, gear wheel drive. (Pump end)
1 C C i C 505
1 a o 506
6 CAMSHAFr s
... 6
601 6100 Camshaftbushingsandthrustwashers 1 C a 601
This sebedule 602 6100 Fuel cams S S S C S S S C 602
rnay only be 603 6100 lnlet- and exhaust cams S S S O S S S C 603
hanged by a 604 61 1 O Camshaft drive with idle gear S S S O S S S O 604
service Ietter 605 6 Governor drive C O C O 60
rom Rolls
Royce. 7 LUBRICATINGOIL 7
701 7300 Clean Iubr.oil tank/sum when chan in lubr.oil. W W 701
702 7300 Lubr.oilanalsis C C CI CI ccjcccccccciccccccccccccccccccicclccclclcic7o2
703 1 i 1; 1
704 7310 Main Iubricating 011 um
1
1 1 i 1
C 1 c O C 704
705 7320 Lub.oil filter, b ass valves and tilter elements (Re lace at ressure Um R 1 W R
-
1 w 705
706 7330 Centritu ai se ration fiiter iubr.ail. Clean eva 500 h. R R R R R R 1 IR R R R R R R R t R R R F R R R Ft R R R R 13 R R R R R R R R R R IR R R Fi R R 706
707 b) Lubricatin oH rimin um (electrical) C C C C C C C c 707
708 3 O Lubr.oii cooler with corrosive protection (Clean when necessary) W W W W W W W W 70
8 C R AND EXHAUST SYSTEM 5.
801 71 10 Turbo char er : Bearin s See aiso si n on turbo charger housin 1C C C C 801
802 71 1 O Turbo charger : Rotor C C C C 80
803 7110 Turbocharer:AirfiitersCleanwhendirt) S S S S S S S S SIS S S S S S S S S S S S 5 S S S 5 S S S S S S S S S S S S S S803
804 71 1 O Turbo ch er: Waterwashin of com ressor fDail ) 1 1
805 71 20 Charge alr cooler with corrosive protection 1 1 804
W W 1 W W W W W 1 W 805
806 7130 Exhaust manifold insuiation 1 1
9
1 C 1 1 ! ‘ C 806
. :., ., 9
901 7400 Coou wateruaii C C C C CCCCCCCCCCCCCCCCCCCCCCCCCCCÇCCCCCC’CC901
902 741 O Cooiin water um s with drive (Hi h and iow tem rature S O S O 902
903 741 O Sea wator pump with drive (optionai) s o s o S O S O 03
904 b Jacket water cooier with corrosive rotection o tionai
904
o
1001 7220 Overs eed rotection and automatic sto S S S S S S S S S O S S S 1001
1002 7605 Picku s A A A A A A A A 1002
1003 7620 Govemorwlth ilnkage and cou lings (Checl Weekiy) L L L L L L L L LO L L L i L L L L L L O L L L L L L L L L O L L L L L L.L L L O 1003
1 004 7740 Cii mist detector C=functionai test, O=chan e filter, CLEAN measurin head+bores C O C O C O C O C O C O C O C O C O C O C O C O C O C O C O C C O C O 1 C O 1004
O C
1 005 7800 Tem rature- and ressure switches C : c c O C C c c 1005
1 006 7800 Thermocou ias in exhaust s tem before turbochar er 1 1 ! 1 R 1006
EOUS ,
i):;- : • ‘
. : 11
1107 3140 Flexibiesus nsionofengineTobecheckedforcracks/damages c C e C a c O O 1101
1 1 02 Screw and pipe connections outside and inside on engine S S S S 3 S 5 S S S S S 5 8 S S 1102
-
S S S S S
1103
1 03 751
7510O Start air motor overhaul after 6 - 8.000 start attempts - replace strainer each year
Startairmotor-overhaulafter6-8.000startattempts-replacestrainereachyear R R R R R R R
-
R 1103
- -— -- — -
RoNs-Royce
ORDERING OF SPARE PARTS 2300
CR
0804
ORDERING OF SPARE PARTS

See the spare parts catalogue.
When ordering a component, look up the drawing
and the corresponding instruction in which the
component is described, and state the following:
1. Engine no. according to name plate on the

engine
2. Drawingno.
3. Item no. according to drawing
( 4. Name of component according to service
manual and spare parts catalogue
5. Quantity
Example:
For engine no. 12022 (900 rpm) is to be ordered 1
nozzle for the fuel injection valve.
lhe injection valve is instruction no. 9608. Draw
ing no. is 95 0/03, where the nozzle is item no. 3.
State in the order:

Engine no. 12022, 900 rpm.
1 off nozzle, drawing no. 950/03, item no. 3.
When ordering spare parts according to this pro

cedure, our service department will ensure that
your engine is supplied with the proper parts.
Parts that can not be identified according to the
above, have to be described. State name of the
part and where on the engine it is located.
A clear description accompanied by a sketch or a

photo will facilitate the work of the service
department, and misunderstandings will be
avoided.
Always state the engine serial no. when

ordering spare parts.
We are interested to know how many hours the

replaced part has been in operation, and ifthere is
any spesffic cause for replacement.
Page 1: 1
(H
c
RoIIs-Royce
DAMAGE REPORT 2400
CR
0301
Customer File: Rolls-Royce File:

Vessel/Instailation: Engine type: Engine no.:
1. Damageoccurred
Place: Date:
2. Component, system damaged
(
Location
Ref. “Service Manual”
Component serial no.
Total running hours :
Hours since last overhaul
Lubr. ou used
Lubr. oil consurnption kg!h
Fuelused
c 3. Description of damage
Pagel:3
CR-2400
RoIIs-Royce
(
4. Observed condition prior to damage
5. Assumed cause of damage
6. Additional information
7. For internal use, RoIIs-Royce:
filled in by:
Titie: Date:
This report has to be sent to Rolls-Royce Marine AS, Engines Bergen, P.O. box 924, N-5808 Ber
-
gen, NORWAY when damage occurs on components inciuded in Engines Bergen’s deiivery.
-
Damage report must foliow ali guarantee-claims.
c
Page 2: 3 DAMAGE REPORT
CR-2400
RoNs-Royce
Damage report by e-mau
This information has to be sent to:
service.bcrgenroIIs-royce.com
when damage occurs on components included in
Engines-Bergen’ s delivery.
Damage report must follow ali guarantee
ciaims.
0.1 Customer No. or narne and address

0.2 Engine no.
0.3 Vessel name / Instaliation
0.4 Engine type
1. Damage occurred
1.1 Place
1.2 Date
2. Component, system damage

2.1 Location
2.2 Ref “Service Manual”
2.3 Component serial no.
2.4 Total running hours
2.5 Hours since last overhaul
2.6 Lubr. ou used
2.7 Lubr. oil consumption kj/h
2.8 Fuel used
3. Descrïption of damage
4. Observed condition prior to damage
5. Assumed cause of damage
6. Additional information
7.1 Fiiled iii by

7.2 Titie
7.3 Date
c
DAMAGE REPORT Page 3:3
E
c
RoIIs-Royce
SPECIAL TOOLS paraliel connected
- 2500
(Tools up to 599 are included in set 424700) CR
1109
Tool 20, part no. 704589 Tool 60, part no. 425581
Hïgh pressure hose, (L= 800) Hydraulïc power tool, main bearing bolts
( Tool 30, part no. 704588 Tool 70, part no. 704534
High pressure hose (L= 1500) Hydraulic power tool for flywheel bearng
bolts, bïg end bearing bolts and cross
bolts
IIII
Tool 40, part no. 425636

Distributíng block, cylinder head bolts
Hydraulíc power tool for cylínder head
( bolts

Distributing block for cross bolt, big end-,
counterweight- and main bearing bolts Hydraulíc power tool, counterweight bolts
c
Page 1: 8
CR-2500
RoIIs-Royce
Tool 100, part no. 704533 Tool 130, part no. 093708 E
Hydraulic power tool, connecting rod 1 big Tool for inserting of main bearing shells
end bearing assembly
----c-I 1
L Tool 140, part no. 420853

Lifting tool for cylinder head
E
(for engine no. 12002-09: part no. 423634)
Jack for supporting main bearing caps

Guiding tool for fitting of cylinder head
E
Tool for removal of main bearing shells

Lapping device for inlet- and exhaust
valves
c
Page 2 : 8
CR-2500
RoNs-Royce
Tool for fitting and dïsmantling of inlet Cylinder unit Iifting tool
and exhaust valves

Extractor for cylinder Iiners
E Tool 210, part no. 420807
BoIt for connecting cylinder head 1 coo!
ing water coilar

Tool for removal and fitting big end bear
ïng cap
Tool for connecting cylinder liner! con
necting rod shank

Support tool to hold connecting rod
c
Page3 :8
CR-2500
RoIIs-Royce
Tool 240, part no. 420390 Tool 280, part no. 409399 (
Support tool for removal big end bearing Guiding tool for fïtting of piston and con
assembly necting rod shank
boi 290, part no. 420286

Tool for screwing fuel inj. valve sleeve
Tool for fitting of intermed iate gear wheei
(
Lifting tool for piston and connecting rod Extractor for fuel injection valve
shank
E
H
Tool for piston ring
Spring holder, injectïon pump drive
c
Page 4: 8
CR-2500
RoIIs-Royce
Adapter for testing injection valve Holder for big end bearing assembly
when connecting rod shank is not fitted
boi 330, part no. 704673
c T-handle for indicator valve

Extractor, cooling water pump impelier
boi 340, part no. 420933

Extractor for camshaft bushing
boi 410, part no. 704815
( Socket set Luna 0539 - 0109
c
Page 5 : 8
CR-2500
RoIIs-Royce
Pressure calibrator for pressure
Open wrench 32 mm. Used together with
c
transmitterslswítches tool 450

Open wrench 27 mm. Used together with

tool 450
(-
Head with 1/2” square for tool no. 450,
used for assembling the camshaft
Tools with tool no. higher than 599 are

not included in the set
Tool 450, part no. 702966 Tool 600, Part no. 432699 c
Torque wrench 60-300 Nm Fuel Injector Test Rig - complete
c
Page 6: 8
CR-2500
RoIIs-Royce
c
Jack screw for flexibly mounted engíne
Nozzle tester, pressure accumulator
(o pti o na 1)
21
E
P GC-O1 003 ta0 Tool 630, part no. 422753 TPS 57
-
Tool 630, part no. 422422 TPS 61

-
Tool 610, part no. 018545 Blanking device turbo charger TPS
Hydraulic pump, (0-1500 bar)
c
Air driven (optional)
Hydraulic pump, (0-1725 bar)
c
Page7: $
RoIIs-Royce
c
c
Page 8 8
RoNs-Royce
HYDRAULIC POWER TOOLS 2550
CR
0709
Descrïption Table 1: Connections whicb use hydraulic

The hydraulic power tool sets tensioning
Instruction
Connection
number
3120 Crossbolts
3300 Counterweight bolts
4200 Connecting rod bolts
4300 Big end bearing bolts
5100 Cylinder head bolts
Fig. 2550-1
To obtain a safe and rational tightening of the The hydraulic pump

rnost important bolt connections, hydraulic power Several types of hydraulic pumps can be deliv
tool sets are used. ered. One ofthe most common pumps is our part
no. 018545.
A hydraulic power tool set consists of a hydraulic This is a two-stage pump giving high ou volume
pump (17), flexible hoses with quick couplings initiaily with a smaller piston corning into opera
and nonreturn valves (15) and (13), a coimection tion automaticaliy at 2,5 MPa to provide accurate
block (14), distance pieces (1$) and the hydraulic pressure levelling.
power tools (19).
The ou retumlpressure release valve is fitted to
Ali the hydraulic tool sets use the sarne hydraulic the purnp head. lhe pump is also equipped with a
,-- pump and hoses, while the connection biocks, the safety valve for protection against over-pressure.
hydraulic power tools and the distance pieces are
specific for each bolt connection. lhe pump has two outlets for double jacking and
an extra retum into the ou reservoir in the pump
lhe specific data of the hydraulic tool sets are body. The retum can also be used for connection
listed with the special tools in instruction 2500. to an extra ou reservoir (e.g. drum) when the
purnp reservoir capacity is insufficient.
The hydrauiic tools are used to following connec
tions:
Technical data for the hydraulic pump
Max. nominal pressure: 150 MPa
Table 1: Counections which use hydraulic Ou reservoir capacity : 2.300 em3
tensioning Ou deliveiy per stroke:
Instruction at less than 2,5 MPa: 17,5 em3
Connection at higher pressure: 1,25cm3
number
Weight (when reservoir fihled): 14,0 kg
c 3120
3120
Main bearing bolts
Flywheel bearing bolts
Pagel :2
CR 2550
-
RoIIs-Royce
The hydraulic power tools c
Fig. 2550-2
The hydraulic power tool consists of a cylinder

(4) and a piston (3). lhe O-rings (9) and (11) with
the supporting rings (8) and (12) form the sealing
between the cylinder and the piston.
for dearation purposes, the piston is equipped

with a bore, which during operation is sealed with
a bail (6) and a screw (7).
Also see instr. no. 2555, “Use ofhydraulic power
tool for tensioning ofbolts. c
c
Page 2 : 2 HYDRAULIC POWER TOOLS
0.0 General 0.0 Generelt
Test and practical experience has shown that Tester og praktisk erfaring har vist at nr nye
when new bolts are repeatedly tensioned, the bolter blir belastet gjentatte ganger, vil
prestress increases the first couple oftimes forspenningen øke de første gangene før det
before it stabilises itself. This is, among other stabiliserer seg. Ãrsaken til defte er utjevning
things, caused by a smoothening ofthe av gjengene, saint at i tilfelier hvor hydrauliske
threads, and in cases where a hydraulic power tiltreHdngsverktøy brukes blir gjengene tilført
tool is used, a gradual squirting ofthe noe smøremiddel.
lubricant from ffie treads.
When a hydraulic power tool is used, there Den samme effekten har ogsã blift obsewert
have been examples of similar effects as for ved bmk av hydraulisk verktøy nâr gjengene
new bolts also when the threads are re har bliff oljet pá nytt, eller nr bolter og mutrer
lubricated, or when bolts and nuts have har blitt byttet om.
changed places.
lo achieve the prescribed prestress, critical For á sikre den oppgitte forspenning mã
bolts have to be tensioned several times. kritiske bolter bli tilsatt flere ganger. Nr et
When a hydraulic power tool is applied the hydraulisk tiltrekkingsverktøy brukes skal
bolts are to be tensioned 3 times. boltene tiltrekkes 3 ganger.
Add engine-oil on to the bolt-ends and tighten Tilseil motoroije pá bolteendene og trekk
the bolts firmly by hand. Tightening torque boltene til med hndmakt. liltrelddngsmoment
and reference dimensions are given in the og referansemãl er oppgitt i instruksjonen for
ínstruction, for the actual bolt-type. den aldueile boltetype.
0.1 Procedure for mounting of hydraulic tool 0.1 Prosedyre for montering av hydraulisk
verktøy
lhe sleeve is placed over the nut and the Plasser hylsen over mutteren, og skru det
hydraulic tool is screwed on to the extended hydrauliske verktøyet pã de gjenvrende
threads ofthe bolt. By means ofthe handie, gjengene pá bolten. Bruk spaken, ved á sefte
which is put into one ofthe holes in the den inn i eU av huilene i stempelet, til ã skru
piston, this is screwed fully into the cylinder stempelet helt inn i bunnen av sylinderen
( bottom. (lhe air vent screw must be open (Avluffingsskruen má vre ápen under
during the compression). Then the piston kompresjonen). Stempelet (med sylinderen)
(with the cylinder) is tumed ¼ V2 revolution
- blir sã skrudd ¼ ,4 runde ut.
-
outwards.
It is important that the above instructions are Det er vildig at de overstãende instruksj oner er
followed, otherwise the parts may be forced fiulgt, ellers kan delene presses fra hverandre
apart and the gasket may burst, or it may og pakningen kan ryke, elier det kan bli umulig
become impossible to unscrew the tool afier ã demontere verktøyet etter at oljetrykket har
the pressure has been relieved. bliU fjemet.
Rev. E Rev. D Rev. C7 Rev. Rev. Issue: Original

84
Engines Bergen
-
Type: C 25:33
HSIK5 RN0 GHO Sign.: RF KLS no.:
010908 200302 221101 Date: 220301 Scale Replaced by:
JHov KSF Check.: RN0 Replaces:
SGu SGu Appr.: LMN Ref:
Titie: Drawing no.:
{ Rol 1s Royce
O:\Fe11es\MonteringsprosedyrerDR 897_35_C7.doc
Instructions bolt tensioning
DR 897/35
Page 1 of 11
E
E
Connect the flexible hoses to the hydraulic Fest de fleksible siangene til det hydrauliske
tools, dose the air vent screw, and pressurize verktoyet, lukk lufteskruen og seU oljetrykket
the ou to specified value. til den spesifiserte verdi.
Note! Protecting gtasses, gloves and tong steeved NB! Pá grunn av hoyt oljetrykk má
Cl
jacket must be used ii; order lo prevent injuries iii oyebes!cyttetse, hansker og iangarmetjakke
case of high-pressure hosefailure, etc. brukesfor á unngâ skader i ti(felte siaitgebrudd
Preferabty atso aface shietd shoutd be used f e. L Et visirfor á dekke resteiz av ansiktet bar ogsá
avaiabte, but it does NOT reptace the protecting brukes Ivis det er tilgjengeiig, men det erstatter
gtasses which are mandatory in any case. IKKE vernebrilter som erpábudt uansett.
Note! Ali the hydraulicaily tensioned nuts iii a NB! Alie mutrene som btir iiltrukket i en
conuection should be tightened simtdtaneousty zf sammenkobling má trekkes til samtidig dersom
nothing etse is specifled! Use distribution btock. ikke aniiet er spesjfisert Benyttfordeierbiokk.
Note! Neverpressurise an un-connected mate NB! Trykksett atdri en ikke tilkobtet hann
connector! tilkobting!
Note! Beforepressurising the tool, make sure lhe N3! for trykksetting av verktayet, sjekk at
manometer is caiibrated and disptays lhe actual manometeret er katibrert og viser dei reette
pressure. Apptied oilpressure must be within a trykkel. Otjetrykket má vre innenfor +/- 5 bar av
range of+/_ 5 bar ofgiven pressurefor each boit dei oppgitte tlykk for hver botttype.
tvpe.
0.2 Procedure for tensioniug of bolts 0.2 Prosedyre for tiltrekldng av boltene
The bolts shall be re-tensioned by hydraulic Boltene skal tiltrekkes med hydraulisk
power tool 3 times before the tool is removed. tiltrekldngsverktøy 3 ganger før verktøyet
During the tightening procedure a control of fjemes. Under tiltrekkingen skal det spesielt
proper pipe attachment is required. At the end kontrolleres at sianger er skikkelig tillcoblet. før
of the tíghtening j oh a visual examination of jobben er ferdig skal det ved à visuelt kontrollere
the leading marks shall verif’ that the nuts overettmerkene verifiseres at mutrene har rotert.
have rotated. The following bolt tension følgende prosedyre skal overholdes:
procedure applies:
1. Mutrene skrues til anlegg for hând og det
1. Tighten the nuts by hand and put leading settes overettmerke mellom mutter og
marks between nut and foundation.
( 2. Mount the hydraulic tool as described in
underlag.
2. Verktøyet monteres som beskrevet i avsnitt
section 0.1. 0.1.
3. Pressurize hydrauhc tool to specified 3. Oljetrykket pumpes opp til spesifisert verdí.
pressure. 4. Mutteren dreies til anlegg ved hjelp av
4. Tighten the nuts by means ofthe handie. spaken.
5. Relieve the ou pressure. 5. Oljetiykket tas helt ned til nuil.
6. Puil at the pipes near the tools to verify 6. Dra i siangene for á kontrollere at de er
proper connection. When tightening the skikkelig tilkoblet. Ved tilseffing av
big end bearing bolts and counterweight veivlagerbolter og kontravektbolter skal som
bolts, disconnect the pipes from the tools en ekstra sikkerhet siangene demonteres fra
and remount them 011 the opposite tool as a de to verktøyene og monteres pá nytt, denne
special precaution. gang pá motsaft verktøy.
E 1 TIUe: 1 Revision: C7
RoIIs—Royce Instructions bolt tensioning
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7. Pressurise hydrauiic tool to specified 7. Oljetrykket pumpes opp til spesifisert verdi
pressure for the second time. for andre gang.
8. Additionally tighten the nut by means of 8. Mutteren settes ytteriigere til ved hjelp av
the handie spaken.
9. Relieve the ou pressure. 9. Oljetrykket tas helt ned til nuil.
10. Pressurise hydrauiic tool to specified 10. Oljetrykket pumpes opp til spesifisert verdi
pressure for the third time. for tredje gang.
11. Additionaiiy tighten the nut by means of 11. Mutteren settes ytterligere til ved hjelp av
the handie. spaken.
12. Relieve the ou pressure and remove the 12. Oij etrykket tas ned til nuil og verktøyet
hydraulic tool. demonteres.
13. Verify that ali nuts have tumed by 13. Ved hjelp av overettmerkene kontrolleres det
checking the leading marks. If one of the at samtiige mutre har rotert. Dersom en
nuts shows zero or small rotation, the bolt mutter har liten elier ingen rotasjon, har
has not been properly pretensioned. In that bolten ikke fàft den korrekte forspenning. 1
case the tool has to be controiled and sã fali má verktøy og montering av deile
remounted before the bolt tensioning kontroiieres før tilsettingsprosedyren i avsnitt
procedure in section 0.2 is repeted. 0.2 gjentas.
0.3 Procedure for disassembly of bolts 0.3 Prosedyre for demontering av bolter
1. Mount the hydraulic tool as described in 1. Verktøyet monteres som beskrevet i avsnift
section 0.1. 0.1.
2. Pressurize hydraulic tool to the specified 2. Oljetrykket pumpes opp til spesifisert
assembly pressure for this bolt. tilsettingsverdi for den aktueile bolten.
3. Untighten the nuts by means ofthe handie 3. Mutteren dreies ca. Y2-omdreining utover
by rotate them approx. Y2-revolution ved hjeip av spaken.
outwards. 4. Oijetrykket tas ned til nuli og verktøyet
4. Relieve the ou pressure and remove the demonteres.
hydraulic tool.
E t Titie: 1
3j RoIIs—Royce Instructions bolt
C25:33
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Drowing no.:
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CZ
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1.0 Main bearing bolts (normal) and 1.0 Rammelagerbolter (normal) og
cross bolts tverrbolter
31, B2: Main bearing studs Bi, B2: Rammelagerbolter

Si, S2: Crossbolts Si, $2: Tverrbolter
1 = Camshafi side 2= Exhaust side 1 = Kamakselside 2 = Eksos side
1.1 Tighten the main bearing bolts Bi and B2 1.1 $kru rammelagerboltene 31 og B2 helt inn i
firmly to the bottom of the threaded hole. motorblokken.
Torque: 100— i5ONm. Moment: 100— 150 Nm.
Verification: Bolt length above landing face Kontroller: Bolthøyden fra motorblokk etter
afier tightening shall be L = 385 +1- 1 mm. tiltrekking skal vre: L = 385 +1- 1 mm.
1.2 Afier the main bearing cap and nuts have been 1.2 Etter at rannnelagerdekselet og mutter er satt
placed in position, put on the hydraulic tooling pá plass, monteres det hydrauliske verktøyet
() (DR970/49) and hand tighten the nuts ofthe
main bearing bolts Bi and 32 with the pin.
c (DR970/49), og mutrene til rammelagerboltene
31 og B2 teites for hnd med verktøypinnen.
1.3 Tighten the cross bolts Si and 52 firmly 1.3 5km tverrboltene Si og $2 fast gjennom
tbrough the engine block and into the main motorblokken og inn i rammelagerdekselet.
bearing cover.
Torque: 100— 150 Nm. Moment: 100— 150 Nm.
Verification: Bolt-height above engine block Kontroller: Boltlengden fra motorbiokken skal
shall be L = 94,5 +1- 1 mm. vre L = 94,5 +1- 1 mm.
Put on one ofthe hydraulic tools 704534 Monter eft av det hydrauliske verktøyene
(F120/65) on the bolt $2 on the exhaust side, 704534 (f 120/65) pá bolten $2 pá avgass
and fasten the bolt with P = 250 bar. siden, og tilsett deune med P = 250 bar.
(Alternative tool:DR441/5 7 and P=200 bar) (Alternativt verktøy:DR441/57 og P=200 bar)
1.4 Tighten the bolts 31 and 32 simultaneously to 1.4 Tilsett boltene 31 og 32 samtidig til fui!
flui tensioning, P = 760 bar. Tighten the bolts forspenning, P 760 bar. Tilsett boltene som
as described in section 0.1 and 0.2. beskrevet i avsnitt 0.1 og 0.2.
1.5 Tighten the bolts $1 and $2 simultaneously to 1.5 Tilseil boltene Si og $2 samtidig til fui!
fuil tensioning, P 710 bar. Tighten the boits forspenning, P = 710 bar. Tilsett boltene som
as described in section 0.1 and 0.2. beskrevet i avsnitt 0.1 og 0.2. (Álternativt
(Alternative tool:DR44]/57 and P=580 bar) verktøy:DR441/57 ogP=580 bar)
Tilie:
Revison: CZ
1J Rol Is— Royce Instructions bolt tensioning

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2.0 Mt main bearing bolts (flywheel end) 2.0 Aktre rammelagerbolter
with cross bolts (svinghjulslager) og tverrbolter
B1, B2: Main bearing bolts B 1, B2: Rammelagerbolter

$1, $2: Cross bolts $1, $2: Tverrbolter
1 = Camshafi side 2 = Exhaust side 1 = Kamakselside 2 = Eksos side
2.1 Tighten the aft main bearing bolts Bi and B2 2.1 $kru de aktre rammelagerboltene 31 og B2
firmlyto the bottom ofthe threaded hole. helt inn i motorbloldcen.
Torque: lOONm. Moment: lOONm.
Verification: Bolt length above landing face Kontroller: Bolthøyden fra motorblokk etter
after tightening shall be L = 332 +1- 1 mm. tiltrekking skal vre: L = 332 +1- 1 mm.
2.2 Afier the main bearing cap and nuts have been 2.2 Etter at rammelagerdekselet og mutter er safl
placed in position, put on the hydraulic tooling pá plass, monteres det hydrauliske verktøyet
704534 (F 120/65), and hand tighten the nuts 704534 (f 120/65), og mutrene til
of the main bearing bolts B 1 and B2 with the rammelagerboltene B 1 og 32 teites for hánd
pin. med verktøypinnen.
2.3 Tighten the cross bolts Si and 52 fmnly 2.3 Skru tverrboltene Si og $2 fast gjennom
through the engine block and into the main motorblokken og inn i rammelagerdekselet.
bearing cover.
Torque: 100— 150 Nm. Moment: 100— l5ONm.
Verification: Bolt-height above engine block Kontroller: Boltlengden fra motorb1okken skal
shall be L 94,5 +1- 1 mm. vreLz 94,5 +1-1 mm.
Put on one ofthe hydraulic tools 704534 Monter ett av det hydrauliske verktøyene
(F120/65) on the bolt S2 on the exhaust side, 704534 (f 120/65) pá bolten S2 pá avgass
and fasten the bolt with P = 250 bar. siden, og tilsett denne med P = 250 bar.
(Álternative tool:DR441/57 and P=200 bar) (Atternativt verktoy:DR44]/57 og P=200 bar)
2.4 Tighten the bolts B 1 and B2 simultaneously to 2.4 Tilsett boltene 31 og 32 samtidíg til fuil
fuil tensioning, P 610 bar. Tighten ffie bolts forspenning, P 610 bar. Tilsett boltene som
as described in section 0.1 and 0.2. beskrevet i avsnitt 0.1 og 0.2. (Alternativt
(Alternative tool:DR441/57 and P=500 bar) verktøy:DR441/57 og P=500 bar)
(
2.5 Tighten the bolts $1 and $2 simulianeously to 2.5 Tilsett boltene $1 og $2 samtidig til fuil
fuli tensioning, P 710 bar. Tighten the bolts forspenning, P = 710 bar. Tilsett boltene som
as described in section 0.1 and 0.2. beskrevet i avsnift 0.1 og 0.2.(Alternativt
(Álternative tool:DR441/57 and P=580 bar) verktøy:441/57 og P=580 bar)
Titie: Revision: C7
RoIIs-Royce Instrucfions bolt tensioning
C25:33
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3.0 Countenveight bolts 3.0 Kontravektbolter
3.1 Tighten the bolts firmlyto the bottom ofthe 3.1 Trekk til boltene til bunnen av det oppgjengede
threaded bole. hullet.
Torque: 100— l5ONm. Moment: 100— 150 Nm.
Verification: Bolt length above landing face Verifikasjon: Boltlengde over plan efter
afier tightening shall be L = 202 mm. tiltrelddng skal vre L = 202 mm.
3.2 Instail the counterweight and screw the nuts 3.2 Monter kontravekten og skru mutrene lett til
slightly against it. mot den.
3.3 Instail the hydraulic power tool (DR9O1/35). 3.3 Monter det hydrauliske verktøyet (DR9O1/35).
Tighten the bolts as described in section 0.1 Trekk til boltene som beskrevet i seksjon 0.1
and0.2. og0.2.
NOTE! As an extra precaution afier the first NB! Som en ekstra sikkerhet etter første
tensioning, disconnect the pipes from ifie tools tilsetting skal siangene demonteres fra de to
and remount them 011 ffie opposite tool. This verktøyene og monteres pá nytt, denne gang pã
in order to reduce the possibility that the quick motsatt verktøy. Dette for à redusere faren for
coupling lias been closed and thereby not at man pumper mot en lukket hurtigkobling og
pressurised the tool. at det dermed ikke er trykk pá verktøyet.
Ou pressure P = 580 bar. Oljetrykk P = 580 bar.
4.0 Big end bearing bolts 4.0 Veiviager bolter
4.1 Tighten the bolts firmly to the bottom ofthe 4.1 Trekk til boltene til bunnen av det oppgjengede
tbreaded bole. Torque: 100 Nm. hullet.
Verification: Bolt length above the landing Moment: lOONm.
face afler tightening shall be: Verifikasjon: Boltlengden over delingsplanet
L250+/- lmm. skal efier tíltrekking vre: L = 250 +/- 1 mm.
4.2 Slide the bearing cap over the bolts until 4.2 La lagerdekselet gli langs boltene til det
landíng. Be sire that the cap slides easily in stopper. Følg med pá at dekselet glir lett pá
place without any restrictions. plass uten motstand.
E 4.3 Tighten the nuts by hand. 4.3 Trekk til mutrene for hánd.
4.4 Instail the hydraulic power tool 704534 4.4 Monter det hydrauliske tiltrekkingsverktøyet
(f 120/65). Tighten the bolts as described in 704534 (f 120/65). Trekk til boltene som
section 0.1 and 0.2. Ensure that the bearing beskrevet i seksjon 0.1 og 0.2. Kontrnller at
shells are correctly fitted before final lagerskálene ligger korrekt før endelig
tightening. tiltrekking.
NOTE! As an extra precaution afier the first NB! Som en ekstra sikkerhet etter første
tensioning, disconnect the pipes ftom the tools tilsetting skal siangene demonteres fra de to
and remount them on the opposite tool. This verktøyene og monteres pã nytt, denne gang pá
in order to reduce the possibility that the quick motsatt verktøy. Dette for à redusere faren for
coupling has been closed and thereby not at man pumper mot en lukket hurtigkobling og
pressurised the tool. at det dermed ikke er trykk pã verkteyet.
Ou pressure P = 1100 bar. OljetrykkP 1100 bar.
T1De. Revision: C7
RoIIs-Royce Instructíons bolt tensioning
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5.0 Upper bolts of connecting rod 5.0 Marinehode bolter (M22 x 1,5)
(M22x1 ,5)
5.1 Tighten the bolts firmly to the bottom ofthe 5.1 Treldc til boltene til bunnen av det oppgjengede
treaded hole. hullet.
Torque: 50 Nm Moment: 50 Nm
Verification: Bolt length above the landing Verifikasjon: Boitiengden over delingsplanet
face after tightening shall be L = 100,5 +1-0,5 skal etter tiltrekldng vre L = 100,5 +1- 0,5
5.2 Slide the shank carefiully over the bolts until 5.2 La skafiet gli langs boltene til det stopper.
landing. Be sure that the cap slides easily in Følg med at skaftet glir lett pá plass uten
place without any restrictions. motstand.
5.3 Tighten the nuts by hand. 5.3 Trekk til mutrene for hánd.
5.4 Instail 2 ofthe hydraulic power tool 704533 5.4 Monter 2 stk av det hydrauliske
(F125/29) as described in the attached tiltrelddngsverktøyet 704533 (F 125/29) som
operator procedure (Appendix 1) “MONO beskrevet i vedlagte operatørbeskrivelse
® BLOCK Twin Bolt Tensioner” from Tentec,
step 1 to 4. Use distributor block 704684 to
® (Appendix 1) “MONO BLOCK Twin Bolt
Tensioner” fra Tentec, step 1 til 4. Bruk
connect the hoses to the pump. Tighten the fordelerblokk 704684 for sammenkoblíng av
bolts as described in section 0.2. sianger til pumpe. Trekk til boltene som
NOTE! As an extra precaution afler the first beskrevet i seksjon 0.2.
tensioning, disconnect ifie pipes from the tools NB! Som en ekstra silckerhet efter første
and remount them on the opposite tool. This tilsetting skal siangene demonteres fra de to
in order to reduce the possibility that the quick Q verktøyene og monteres pá nytt, denne gang pá
coupling has been closed and thereby not motsatt verktøy. Dette for á redusere faren for
pressurised the tool. at man pumper mot en lukket hurtigkobling og
at det dermed ikke er trykk pá verktøyet.
Ou pressure P = 1200 bar.
Oljetrykk P = 1200 bar.
6.0 Cylinder head bolts 6.0 $ylinderdekselbolter

E
6.1 Tighten the bolts firmly into the engine block. 6.1 Trekk til boltene mot motorblokken.
Moment: 100 150 Nm.
- Moment: 100- l5ONm.
6.2 Instali the cylinder head and tighten the nuts 6.2 Monter sylinderdekselet og trekk til mutrene
firmly. skikkelig.
6.3 Instali the hydraulic power tool DR596/75 6.3 Monter det hydrauliske tiltrekkingsverktøyet
(418788). boi sieeve 302841. DR596175 (418788). Verktoyhyise: 302841.
Tighten the bolts as described in section 0.1 Trekk til boltene som beskrevet i seksjon 0.1
and0.2. og0.2.
Ou pressure P = $20 bar for C25:33L Oljetrykk P = 820 bar for C25:33L
Ou pressure P 900 bar for C25:33L-2. Oljetryldc P = 900 bar for C25:33L-2.
TiUe: Revision: C7
RoIIs-Royce Instructions bolt tensioning
C25:33
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Appendix 1
Prosedyre for montering av verktøy 704533 Procedure for fitting of power tool 704533
-
NE! Kun for tilsetting av marinehode bolter NB! Only applicable for Upper bolts of con. rods
Te nteC1 —
4 %u*
MONO BLOCK Twin BoIt Tensioner

and TENTEC Link Hose System.
lssüed March 1997
TQC-1O-lsebsuol
Safety Notes
Neveraftemptto use this High Pressure equipment if you are
in any doubt regarding the correct assembly and operation.
Always ensure the eguipment used is of TENTEC supply

and is in good working order
%11’1 pÁ
fiedorinaohined by anyone otherthan TENTEC.
Always Wear èye protection and gloves.
Always ensure that ali personnel Ín the immediate vicinity

are aware that pressucisation of High Pressure equipment is
aboüttotakeplaõe.
Always ensure there is a mimimurn of 1 Xflpft Diameter of

stud engagement between the Puiler and the Bolt
Only approach pressurised BoIt Tensioners when you are

certain pressue is ho!ding.
Never attempt to solve Ieaks in the system while there is

pressure.
Never exceed the maximum working pressure of the Bolt

Terision. fSee specíflcation Lab& on Tensioners).
Never exceed the maximum piston stroke of the Tooi

See speciflcation !abe on Tensioners).
t TWe: 1 Revision: C7
Rol Is— Royce Instructions bolt tensioning
C25:33
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Appendix 1
Prosedyre for montering av verktoy 704533 Procedure for fitfing of power tool 704533
NB! Kun for tilsetting av marinehode bolter NE! OnJy applicable for Upper bolts of con. rods
TentecM
HdrauIic Tensk,niri — SIEP 2
It IinoIog Ltci
EnsirethereissuffidentStiidprctruding fromthetopofthejointNuts.
Aminimum of 1 XStud Diarrieteciséssential. f+3mm -Omm)
Example :- Fora Boltsizeof M30. the required Stud protwsion is
3Cmm. to 33mm
-. 1 AIso ensure fuli engagement through the hexagon nut cri the
4
opposite end of the studs being Tensíoned.
Q
STEP 7
FuIly tlghten down the two rcund nuts by using the special
TomuTar suppeÕ nsureYne onaves oflie bo1tejoint
are pulled tlrmly together
Assembie the two Puiler Bars onto the protwding stud fully
assembie unbl there is a maximum of a 3mm gap between the
top nut face and flue PuUer Bar end face ‘“
‘- - ..
I,x* -
Use a spanner applled to the top Hexagon ddve.
Do not rotate the Pulier Bar by grlpping the threads
$TEP 3
Assembie the Hydraulic Body. ovêr the two
PuflerBars. Posftionthe Bridge windo*
ao that acceas to the round nut is
comfortably achieved.
Examine around the
circumferance of the bndge
base to ensure it is atfting flat
againsttheTensionlng surface.
Finafly assembie the Reaction
Nutontotheexpvsed PuilerBar
threads, ensure fuli thread en
gagementlsachlevedthrougout
the fuli Iength of the Reaction
nut
t 1 1 C7
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TiUe: Revision:
RoNs—Royce Instructions bolt tensioning

C25:33
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Appendix 1
Prosedyre for monterrng av verktoy 704533 Procedure for fitting of power tool 704533
NB! Kun for tilsefting av marinehode bolter NB! OnIy applicable for Upper bolts of con. rods
STEP 4 STEP 6
Remove lhe plastic protection capa fmm the male quick conned couplings. During pressurisation procedure, continually monitor
Connect a Lin Hose from the Pump Unit to the tensloner, connection is made both Piston Stroke and Pressure. Never exceed either.
by pulling backlliespring laded coflarontbefemaleconnaction, nsertthe male
connedor and retease lhe female coiLar. A gentie tug on lhe Unk Hose should Close stop valve on pump unit, then pressurise the
system lo the requíred pressure. When the required

be enough lo ensure lhe hose is connected correctly
pressure is reached, stop the Pump (HoLU Pressure).
At this stage the Bolte will be initially loaded, with the load
béing held by lhe Tensionera.

Tentec Link Hose
( SAFETY NOTE:
1 BlueLinkHose .Max. Pressure= 1500 bar
Red Unk Hose Max. Pressàre = 2275 bar
tEP 5
Never pressurise an un-connected male connector
iLflti!L IICEiURE
Thetenslonlngsystem lsnow readyto applya BoltLoadtotheJolnt
Before applylng Pressure to the system make sure you under
stand thefollowin9 polnts:- •
1 You are aware of lhe correct opération of lhe Pump Unit. (Soe
TENTEC Pump unit Operationmanuai)
1 You are aware of .the maximum working pressure of the
Tensioners. (Soe Technical labe! specifïcation on Tensioners).
1 You are aware 6f the maximum Piston movement of lhe
Tensioners. (Soe Techn!cal iab& specificatlon on Tensionors).
You are aware of the required working pressure that must be
applied to lhe Tensioners. (For guidance in calculating working
pressures and bott loads, soe TENTEC lechnlcal paper ‘Load
Transfer and Working Pmsswes”).
lt is recommended the next procedures are read and under
prior to starting the Tensioning.
ç.
( 1 Titie: Revision: C7 .
RoIIs—Royce Instructions bolt tensioning

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Appendix 1
Prosedyre for montering av verktoy 704533 Procedure for fitting of power tool 704533
NB! Kun for filsetting av marinehode bolter NB! OnIy applicable for Upper bolts of cou. rods
Step 8
TentecM -
Slow!y release lhe retum te Tank valve on lhe pump. The ioad is no
HvcIr,iuiic 1Cfliflh1in4 Ilnc)io’4v tici

1 transferred from lhe Tensioners te the nuts. Use a Tommy Bar
te in thE
Reaction Nut te return the Pistons te their fully ciosed
position.
Disconnect lhe hydraulic Unk hoses.
Step7
Check the Pump Gauge to ensure the pressuce is holding flrrn. When
you are satisfied the pressure is stable, appmach tr Tensioner and
by using lhe Tommy Bar, rotate the round nuts, thmugh the Bridge
access windows, back down towards the joint face. Seat lhe round
nuts firm!y agaínst lhe joint, by use of a rnallet and Tornmy Bar
Seal Replacement
ISolate Lhe fal!ed CoaU CeH, unscrewend remove thTydrauUc qulck
connect couplings. Remove Lhe piston from the Load Cal! body, this is
achleved by meens of the piston extraction holes.
jL Texii
tia recornmended thatboth seala are rpIaced atthis time. F!rm!yhold lhe
pistàn in a vice fitted with softjaws, ma)dng cure not to damp the feathec tgl Vice fifted with Soft J
f edge area of tho piston. You are wor$dng veiy dose lo thls delicate edge
at Lhe moment se take cate not te damage it. Using long nese p!ieta, flrmly
‘:riptiie seailng edgeof theouterseai and puil ftaway from Lhe seal housing
See fi 1). The sarne procedure can now b used on lhe inner seal.
PiSCd used seala.
l,oroughiy dean lhe seal housirig and the Hydrauilc chamber in Lhe Load
• -!LPIsce lhe piston, feather edge face up, on a cIan flat surface. Orfer
outerseal te lhe seal housing. lhe asa! has a dllp-in arrangement
o,1 base, this is a pish fit hito lhe seai houslng. Push the seal Tenon
.1nto lhe houslng by hand as far as possible thenby uslng a flat bottorned
Pin Punch, applya downward pressure atfourpàints at 9O to each other,
on thetop faceol titeseel fase FTg 3). EnsuretheTenonatthesefourpajnts
is compiete!y seated in lhe housing. fle careful whete you sppiy lhe • :::. . •. •
downward pressure se damage te Lhe seatlng edge wlii render Lhe seal
us&esa faõe figure 2). Now gradualty work your way eround lhe asa!
applying pressura, in betwedn lhe four inidal preasure points. Fhst, worlc
between points A and 8, dien between points C and O then 8 and C and
finaliy between Aand O. Ensumthesea! is fuliy seated around fts complete
penphery. lhe sarne procedure can now be eppi! d te fittlng lhe lnnerseal.
Batera refitting lhe sealipiston assernbly, back itito lhe ioad ceiI smear
lhe seaBng edges with eilher hydraulic ou or a !ight grease te facililale
pistoil assembiy. Placa lhe ioad cai! body on a fiat clean surface with Lhe
hydraulic chamber faclng upwards. Assemble the piston back into the ioad
celi, maklng sure that lhe p!ston is not tilted during assembiy. flnal!y refit
quick cennect coupllngs.
HYDRAUUC TENSIONING TECIINOLOGY LTD.
Titia:
Revision: C7
RoIIs-Royce Instructions bolt tensioning
C25:33
Drowing no.:
DR 897135
O:’Felles\Monteringsprosedyrer\DR $97_35_C7.doc Pago 11 of 11
c
E
RoIIs-Royce
SERVICE, GUARANTEE AND RETURNING OF 2700
PARTS CR
0301
Description lhe name ofthe part and the part number

Service The name ofthe ship and the order number
Our order number.
Our service departrnent will provide ali technical
information required afier deliveiy of the engine.
fhe parts are to be forwarded with fteight paid
This department will also later on be m contact
Of•
with the customer to prevent or correct any break-
The parts are to be properly packed and protected
downs which may occur.
against corrosion.
The service department or the Rolls-Royce Glo
The shipprng note must be enclosed with the
bal Support Network will also ensure that each
shipment and a copy forwarded
( engine is supphed with the necessaiy spare parts.
Rolls-Royce Marine AS; Engines Bergen
-
P.O. Box 924

NOTE: N-5$O$ BERGEN
lt is recommended to use oniy original NORWAY
spare parts provided by Rolls-Royce.
In order to improve our products it is of great

importance for us that our customers give us
feedback on any problems that may occur with
the machinery. lo help ensuring that ali essential
data is noted when an incident occurs, a speciai
form, the Damage report, has been made. lhe
Damage report is included in this manual, see
separate instruction, and we request that our cus
tomers use this form when reporting to us.
( lhe guarantee conditions are specified in the pur

chase contract.
Ali guarantees / claims must be followed by a
fiiled in Damage report to be handled by our
guarantee / claim department.
NOTE:
Ali parts delivered by us and replaced
during the guarantee period are Rolis
Royce property.
Returning of parts
When retuming parts in connection with a guar
antee claim, a repair or deiivery of wrong parts
the foliowing will have to be
( Reason for returning the parts
Page 1:2
CR-2700
RoNs-Royce
C
Page 2: 2 SERVICE, GUARANTEE AND RETURNNG OF PARTS
RoIIs-Royce
30
CR
1202
ENGINE BLOCK AND CRANKSHAFT
Page 1: 1
RoIIs-Royce
ENGINE BLOCK AND ENGINE FOUNDATION 3100
CR
1202
Fig. 3100-1
c Descrïptíon
pumps, vaives and filters are integrated in the
The engine b!ock engine front module.
lhe engine block consists of two pieces bolted
together, the cylinder block and the engine front
module. Both are made from alloy cast iron. The engine foundation
The cylinder block and the ftont end module are
lhe cylinder block is a monobloc structure, and is bolted oil-tight to the engine foundation, which
constructed with an underslung crankshafi. lhe also serves as an lubricating ou sump.
crankshafi is carried by hydraulically tensioned The suction pipe to the lubricating ou pump, the
main bearing caps. suction pipe to the priming pump, the suction
lhe distributor pipes for cooling water and lubri pipe to the separator and the iubricating drain ou
cating ou, as well as the charge air receiver are pipe from the altemator are iocated in the lubri
integrated in the cyiinder biock. cating oil sump.
Cooiing water and lubricating ou channels, as lhe dip rod for indication of the lubricating ou
well as the lubricating ou and cooling water levei is aiso iocated in the engine foundation.
Pagel :2
CR-3100
RoIIs-Royce
c
Page 2:2 ENGÍNE BLOCK AND ENGNE FOUEDATION
RoIIs-Royce
ENGINE FRONT MODULE 3110
CR-Y
1109
(
Fig. 3110-1
Descrïption
Engïne front module
The engine lias a front module at the pump end. The turbocharger is fitted on top of the engine
Cooling water and lubricating ou channels, as front module, and the charge air cooler and the
well as lubricating oil and cooling water pumps, optional water mist catcher is integrated in the
valves and filters are integrated in the module. module.
This saves space, reduces the amount of piping
and ensures quick and easy connections to the
c auxiliary systems.
Pagel :2
CR-Y-3110
RoIIs-Royce
Removal C
Removíng the engine front module
The engine front module should normally not be
removed.
Prior to removing the front end module, the

turbocharger has to be removed.
For details on how to remove the engine front

module, contact Rolls-Royce.
Refittï ng
Refitting the front end module
If the engine front module has been removed,
contact Rolls-Royce for a details regarding refit
ting procedures.
c
Page 2 2 ENGINE FRONT MODULE
RoIIs-Royce
c MAIN BEARINGS, THRUST WASHERS AND 3120
FLYWHEEL BEARING CR
1202
(.
Fig. 3120-1
Descri ption The flywheel bearing

Main bearing caps and seats lhe flywheel bearing is a smaller version of the
The upper halves of the main bearing caps, the main bearings fitted in the flywheel end of the
( engine.
‘- main bearing seats, are integrated in the engine
block.
Thrust washers
The main bearing caps are fitted to the seats by lhe crankshaft axial loads are absorbed by sepa
the hydraulically tensioned main bearing bolts rate thrust washers at the third main bearing from
and nuts. Guide pins in the bearing seats guide the flywheel end. A thrust washer is fitted to each
the caps axially. side of the upper half bearing. lhe two identical
thrust washers are housed in machined seatings in
The cross bolts are screwed into the bearing caps the crankcase, and are kept in position by the
tbrough drilled holes in the engine block. lhe main bearing cap.
function ofthe cross boits is to rigidly secure the
main bearing caps to the engine block and to pro lhe main bearing caps are carefully fitted to the
vide utmost rigidity and strength, ensuring per guide facings of the main bearing seats. lo ease
fect alignment of the bearings during ali loads. fitting of the main bearing caps, the guide facing
is stepped on one side.
c
Page 1: $
CR- 3120
RoIIs-Royce
Main bearing and flywheel bearïng shells
The main bearings and the flywheel bearing use
c
identical bearing shells.
NOTE:
The upper and Iower bearing shells are
not identical, and must be correctly fifted!
The bearing shells are thin walled steel shells,

lined with special tin-aluminium bearing mate
rial.
The upper shell lias an ou groove for the ou sup

ply, and also a guide tab on the back that fits into
a groove in the bearing seat.
The lower bearing shell has a guide tab on the (

back that fits into a groove in the bearing cap.
This will ensure that the upper and lower shells 11
are not interchanged as well as guide the position
Fig. 3120-2
ing oftlie shells.
Lubrication 4. Remove the main bearing bolt nuts.

Ou bores in the engine block lead from the main
lubricating ou distiibution duct to the main bear 5. Loosen and remove the cross bolts for the bear
ing seats. Lubricating ou is then distributed via ing that will be removed. See “Instruction for
bores in the crankshafi to the big end bearings. using the hydraulic power tool”.
6. Lower the main bearing cap to the wanted

Removal position by using the jack.
Removing the main bearing caps
NOTE:
A CAUTION
Normally the cap should side down easily,
(
lf the maín bearing caps are to be
when the jack handie is turned.
removed, no more than two adjacent
Do not apply force!
bearing caps should be removeU at the
same time. In case the cap is stuck or hardly sNdes
down, use of force may cause seizing ofthe
guide faces and/or deformation of the jack.
1. Loosen the cross bolts ofthe two adjacent main
bearings in order to ease the removal, see instruc
Check that the cross bolts are free from the
tion “Hydraulic power tools”.
caps and that the “neíghbouring” cross bolts
are oose.
2. Relieve the main bearing bolts by using the
Also make sure that the cap is not in a skew
position.
hydraulic tool, see instruction ‘Hydraulic power
tool”. Do not remove the nuts.
7. If a main bearing cap isto be removed from the
crankcase, the screws that hold the cap to the j ack
3. Attach the top flange of the jack to the main
must be removed as soon as the cap is free from
bearing cap, and the foot to the ou surnp frame as
shown in figure II.
the guide faces. The jack is then let down while
steadying the cap.
c
Page 2: $ MAIN 3EARINGS, THRUST WASHERS AND FLYWHEEL
CR-3120
RoNs-Royce
Removing the flywheel bearing cap
NOTE:
When removing the flywheel bearing, the
adjacent main bearing must be in place
(with Ioosened cross bolts) in order to
prevent deflection of the crankshaft due
to the weight of the flywheel and cou
pling, ar alternator rotor.
1. Loosen the cross bolt nuts ofthe adjacent main

bearing in order to ease the removal, see instruc
tion “Hydraulic power tools”.
2. Relieve the flywheel bearing bolts by using the

hydraulic tooL See instruction “Hydraulic power
tool”. Do not remove the nuts.
3. Aftach the top flange of the jack to the main

bearing cap, and the foot to the ou sump frame as
shown in figures III and IV.
Fig. 3120-4
5. lhe cross bolts are loosened and removed from

the bearing cap. See “Instruction for using the
hydraulic power tool”.
6. Lower the flywheel bearing cap to the wanted

position by using the jack. Normally the cap
E should slide down easily when the jack handie is
turned. If the cap is stuck, check that the cross
bolts are free of the caps and that the neighbour
ing cross bolts are loosened. Also make sure that
the cap is not in a skew position.
NOTE:
Do not apply force! In case the cap is
stuck, the use of force may cause seizíng
ofthe guide facings and / ar deformations
llf of the jack.
7. If the flywheel bearing cap is to be removed

Fig. 3120-3 from the crankcase, the screws that hold the cap
to the jack must be removed as soon as the cap is
4. Remove the flywheel bearing nuts. free from the guide faces. The flywheel bolts
must also be removed before the bearing cap is
taken offthejack.
MAIN BEARINGS, THRUST WASHERS AND FLYWHEEL BEARING Page 3 : $

CR-3120
RoIIs-Royce
Dismantling
Removing the upper main bearing shells
tool is in correct position on the bearing shell
before starting the removal. Use a mirror if
c
After each removal and instaliation, the bearings necessary.
require a running-in period due to the deforma
tion of the metal coating on the surface. for every A CAUTION
dismantling the running-in ability of a bearing When removing and instafling the upper
shell is drastically reduced, and it should there bearing shells, ensure that the guide tabs on
fore be avoided ifpossible. the backs are not damaged as a
consequence of rotating the crankshaft in the
NOTE: wrong direction.
Do not remove the main bearing shells
more often than absolutely necessary! Removing the thrust washers
lhe thrust washers are located at the third main
1. When removing the upper bearing shell the bearing from the flywheel end.
tool 120 is used.
Before removing the washers, the main bearing
2. Rotate the crankshaft until the ou bore in the cap has to be removed. (
journal is in a vertical position.
The removal of each thrust washer can be made
3. Press the tool into the bore ensuring that the easier by increasing the clearance by sliding the
tool flange is in contact with the joumal, see fig crankshafi in an axial direction.
ure V. The tool is equipped with an o-ring which
ensures that the tool is kept in place.
Assembling
Repacing the upper main bearing shells
A CAUTION
Do not attempt to adjust used bearing shells.
Bearing shel(s supplied by RoIIs-Royce must
be employed. These do not require any
adjustment.
Before installing the new bearing shells (

check that the new and used bearing have
identical part-number.
Failure at this point might probably cause

break-down.
A CAUTION
When installing the bearing, the housing and
the steel backs ofthe bearing shells must be
absolutely clean and free of grease in order
Fig. 3120-5 to obtain intimate metallic contact. Any ou
deposits are removed by emery screen.
A CAUTION It is important to attain metallic contact in
When removing the bearing shell the
crankshaft is turned counterclockwíse,
viewed from the flywheel end. Check thatthe
order to prevent the bearing from rotating in
the housing, and such that heat can be
c
Page4: 8 MAfN 3EAMNGS, THRUST WASHERS AND FLYWHEEL
CR- 3120
RoIIs-Royce
c conducted away from the bearing surface
and into the housing.
against the journal when the bolts are
tightened.
1. Check that the guide tab on the back of the 6. Turn the crankshaft clockwise (seen from the
upper shell is undamaged before installing the flywheel end).
shell.
2. Press the upper bearing shell undemeath the Refitting

journal.
Refifting the main bearing caps
3. $lide the shell partially into the split between NOTE:
the joumal and the bearing seat. The main bearing caps are marked
according to the main bearing seats, and
4. Check that the bearing shell is flush with the must not be interchanged!
surface ofthe bearing seat.
( NOTE:
5. fit the tool 130 into the ou bore in thejournal, Check that the upper main bearing shell
see drawing VI. Lock the tool in a position where is in place before refitting a main bearing
the locldng coilar on the tool presses the bearing cap!
shell against the joumal.
NOTE:
The guide facings of the main bearing
seat must not be scraped or filed in order
to ease the entering of the bearing caps.
1. Instali the main bearing bolts if they have been

removed. Ensure that they are tightened firmly to
the boilom of the threaded hole by hand within
the torque range specified in “Table of tightening
specifications”. for verification: the bolt length
c above the landing face should be L3$5*1 mm.
2. Refit the bearing cap to the jack if it has been

removed. This should be done before placing the
lower bearing shell.
3. Place the lower bearing shell in the bearing

cap, while ensuring that the guide tab enters its
groove.
4. Raise the bearing cap into position by using the

Fig. 3120-6 jack. Ensure that the cap is correctly positioned
by observing the guide pin.
5. Fit the nuts for the main bearing bolts.

A CAUTION
One must also ensure that the guide tabs 6. In case the lubricant has been washed off the
have entered the grooves in the bearing nuts and bolts, the threads and contact surfaces
housings, such that they are not being forced must be lubricated.
MAIN BEARrNGS, THRUST WASHERS AND FLYWHEEL BEARING Page 5 : 8

CR-3120
RoIIs-Royce
7. Fit the hydraulic tool to the main bearing bolt

NOTE:
The guide facings of the flywheei bearing
c
nuts. Hand tighten the nuts with the lever. seat must not be scraped or filed in order
to ease the entering of the bearing caps.
8. Remove thejack.
1. Instali the flywheel bearing bolts if they have
9. Tighten the cross bolts firmly against the been rernoved. Ensure that they are tightened
engine block with a torque within the range given firmly to the bottorn of the threaded hole to the
in “Table oftightening specifications”. For verifi torque given in “Table of tightening specifica
cation: the bolt length above the landing face tions”. For verification: the bolt length above the
should be 94.5+1 mm. landing face should be L=332+1 mm
10. Use the hydraulic tool to tighten the cross 2. Refit the bearing cap to the jack if it has been
bolts on the manifold side to an intermediate removed. This should be done before placing the
torque specified in “Table oftightening specifica lower bearing shell.
tions”.
3. Place the lower bearing shell in the bearing (
NOTE: cap, while ensuring that the guide tab enters its
lt is important that only the cross bolts on groove.
the manifold side are tensioned interme
diately! 4. Raise the bearing cap into position by using the
jack. Ensure that the cap is correctly positioned
11. Use the hydraulic power tool to tighten the by observing the guide pin.
main bearíng bolt nuts to the torque specified in
“Table of tightening specifications”. 5. Fit the nuts for the flywheel bearing bolts.
NOTE: 6. In case the lubricant has been washed off the

Ali hydraulic connections should be tigh nuts and bolts, the threads and contact surfaces
ened three times to ensure correct stress. must be lubricated.
See “Hydrauiic power tools”.
7. Fit the hydraulic tool to the flywheel bearing
12. Use the hydraulic power tool to simulta bolt nuts. Hand tighten the nuts with the lever.
neously tighten the cross bolts on both engine
8. Remove the jack.
E
sides to the final torque specified in “Table of
tightening specifications”.
9. Tighten the cross bolts firmly against the
13. If the cross bolts of the neighbouring main engine block within the torque range given in
bearings have been loosened to help removing a “Table oftightening specifications”. For verifica
main bearing cap, use the hydraulic power tool to tion: the bolt length above the landing face
sirnultaneously tighten to the sarne torque. should be 94.5+ 1 mm.
10. Use the hydraulic tool to tighten the cross

bolts on the manifold side to an intermediate
Refitting the flywheel bearing cap torque specified in “Table oftightening specifica
NOTE: tions”.
Check that the upper main bearing sheil
is in place before refitting the fiywheei NOTE:
bearing cap! lt is important that only the cross bolts on
the manifold side are tensioned interme-
di ately!
C
Page 6: $ MAIN BEARINGS, THRUST WASHERS AND fLYWHEEL
CR-3120
RoNs-Royce
Check the free spread of the bearing. If the dia
11. Use the hydraulic power tool to tighten the metrical difference is less than 0.5 mm, or greater
flywheel bearing bolt nuts to the torque specified than 5 mm, the bearing is probably distorted and
in “Table of tightening specifications”. Remem- must not be reinstalled in the engine.
ber to retighten the bolts at least twice, see
“Hydraulic power tools”.
NOTE:
Ali hydraulic connections should be tigh
ened three times to ensure correct ten
sion. See “Hydraulic power tools”.
12. Use the hydraulic power tool to simulta

neously tightening the cross bohs on both engine
sides to the final torque specified in “Table of
(
13. If the cross bolts of the neighbouring main
bearings have been loosened to help removing a
main bearing cap, use the hydraulic power t
Inspection and Maíntenance

Inspection of main bearing shells
NOTE:
inspections of shells that are not going to
be changed should be performed without
removing the sheils from the bearing cap.
NOTE:
lfthe inspected shells have been running
half of the estimated lifefíme, they shouid
be changed even though they look 0K.
Deposits between the bearing shells and the bear

ing cap will cause local deformation of the bear
ing shells, that appear as polished spots of wear
ou the surface metal coating. In case of signs of
heavy local wear or scoring of the metal coating,
the shells should be changed.
The bearing should possess a certain positive free

spread in order to stay tight in the bearing cap.
This means that the diameter of the bearing
across the split faces should be larger than the
corresponding diameter of the bearing cap when
they both are at the sarne temperature.
MAN BEAR1NGS, THRUST WASHERS AND FLYWHEEL BEARING Page 7: $

CR-3120
RoIIs-Royce
(
c
Page 8: 8 MAN BEARNGS, THRUST WASHERS AND FLYWHEEL
RoIIs-Royce
c COVERS 3130
CR-Y_1
1109
4
5
6
1
7
2 8
c
Fig. 31 30-1
c
F!g. 3130-2
Description
Top covers (4)
lhe top covers are fitted to the cylinder heads
with the wheel spindles.
Fuel injection pump housing covers (5)

The fiel injection pump housing covers are fitted
to the upper edge of the cylinder head with the
wheel spindles.
c
Pagel :2
CR-Y1 -3130
RoIIs-Royce
Camshaft covers
c
$tuds and cap screws are used to fasten the nor
mal camshaft covers (6).
This also applies for the camshaft gearwheel

cover (7), the camshaft drive cover for manoeu
vre side (8), the camshaft drive cover for the
manifold side (3) and the camshafi ftont cover
(1).
Fig. 31 30-3
Crankcase doors (2)

c
Studs and nuts are used to fasten the crankcase
doors. On the receiver side of the engine, all
crankcase doors are fitted with relief valves.
Fig. 3130-4
WARNING
When the engine is overheated, crankcase
doors and other hand hole covers must
remam closed for a minimum of 10 minutes
after the engine is shut down. Do not start
the engine before the cause of overheating
has been found and corrected.
c
Page 2 : 2 COVERS
RoIIs-Royce
FLEXIBLE SUSPENSION (OPTIONAL) 3140
CR
1202
Descri ption
Rexible suspension elements Refíttíng
Some engines are resiliently fitted to the founda Refifting flexïble suspensïon elements
tion. This is achieved by using rubber elements 1. fasten the rubber element with one fastening
between the engine block and the foundation. screw.
The rubber elements are screened by cover plates 2. Lower the jacks by tuming the jack nuts con
for protection. secutively 60° at a time.
The flexibly suspended engines will also be 3. When the engine is resting on the rubber ele
( equipped with two buifer elements against axial
movement. These buffer elements will be
ments, remove thejacks.
adjusted by Rolls-Royce service engineers when 4. Check the crankshaft deflection.

the engine is started. For buffer clearance see
“Main technical data” 1110. 4. fit the cover plates that have been removed.
If information about this buffer is needed, please
contact Rolls-Royce.
Inspection and Maintenance
Inspection of flexible suspension ele
Removal ments
Removïng flexible suspension elements The rubber elements should be inspected at least
1. Remove the cover plates from the elements once a year. See also routine maintenance sched
that are to be removed. ule.
2. Remove the fastening screws of the elements If the elements are damaged, they should be
that are to be replaced. One screw can be left in replaced to ensure maximum effect of the flexible
each element to prevent it from falling down suspension.
when the engine is lifted.
NOTE:
NOTE: Ensure that the rubber elements are
Grease contact surfaces on the jacks and heated as little as possible during weldíng
screw threads with “Molycote” before or similar work dose to the elements. The
use. elements should also be protected
against cii spills and welding sparks.
3. Fit the jacks (tool 390) to the fixed jack points
in the engine frame. Use the jacks to raise the
engine by tuming eachjack nut consecutively 60°
each time.
4. Remove the remaining fastening screw and

remove the rubber element.
E-
Pagel:1
(
c
RoIIs-Royce
CRANKSHAFT 3300
CR
1202
1 2 3 4 5
Fig. 3300-1
Descrí ptíon Torsional vibration damping arrangement

The crankshaft See separate instruction “Torsional vibration
The crankshafl is made of solid forged tempered damping arrangement”
steel.
lhe crank webs at the third main bearing j oumal Camshaft drive gear wheel (2)
from the flywheel end are equipped with thrust $ee separate instruction “Camshafi drive”.
surfaces for taking the crankshafi thrust loads.
Lubricating ou is transported from the main bear Flywheel (1)

ings to the big end bearings through drilled pas $ee separate instruction “Flywheel”.
sages in the crankshafi.
The counterweights Dismantling

In order to balance the mass forces, the crank Removing the counterweights
shaft is equipped with counterweights (3). These The counterweights are fitted to the crankshaft
are attached to the crank webs by nuts and bolts. with bolts and hydraulically tensioned nuts. The
hydraulic power tool must be used for the
removal of the counterweights, see instmctions
The flexible gear wheel “Hydraulic power tools”.
In order not to transfer torsional vibrations to the
pump drive, the crankshaft is equipped with a Each counterweight is fitted exactly to its crank
flexible gear wheel (5) in the pump end (see sepa web. lhe counterweight and the corresponding
c rate instruction “flexible gear wheel”). web must be marked for identification before dis
rnantling to ensure that they are correctly fitted
when re-installed.
Pagel :4
CR- 3300
RoIIs-Royce
Assembling The crankjournal is placed as dose to the bottom
position as possible, without the dial indicator
(
Refïtting the counterweights
touching the coirnecting rod. (see figure 1). lhe
Ensure that each counterweight is fitted to the
journal is now in position 1, and the dial indicator
co;iect corresponding crank web.
is set to 0.
The counterweights are fitted to the crankshaft

with bolts and hydraulically tensioned nuts. lhe NOTE:
hydraulic power tool must be used for assembling lo position the crank journal as dose as
the counterweights to the crankshaft, see instruc possible to the bottom position a dial mdi
tion “Hydraulic power tools”. cator wíth a thin extension has to be
applied.
WARNING The crankshafi is then turned in the direction of

A loose counterweght can cause serious rotation, and readings are taken with the crank
damage, and the tightening procedure for the journal in the following positions:
counterweight bolts must be followed in Position II: horizontal, left
detail. Position 111: in top position
Position IV: horizontal, right
(
for detailed information regarding refitting the
counterweights, please contact Rolls-Royce. Positive deflection indicates that the distance
between the webs has increased.
Negative deflection indicates that the distance
between the webs has decreased.
Inspection and maintenance
Measuring the deflection of the crank Vertical deflection is the difference between read
shaft ings with the crank journal in top and bottom
lhe crankshafi should be inspected and deflec positions, i.e. reading in position III minus read
tion indicated at every major overhaul, see table ing in position 1. Horizontal deflection is the dif
of routine maintenance. ference between readings with the crank joumal
in horizontal left and horizontal right positions,
The crankshaft is equipped with two counter i.e. reading in position II minus reading in posi
weights on each crank throw. To measure the tion IV.
deflection, a dial indicator is placed between the
two counterweights. lhe position is marked,
C
using a center punch on the inside of each coun
terweight.
Afier alignment of a cold engine, the crankshafi
deflection has to be checked again when the
engine is warm.
Alignment check, warm engine

lhe engine is warm when it has been operating at
the given temperatures for cooling water and
lubricating ou.
Prior to indicating a warm engine, the dia! indica

tor should be placed inside the crankcase for
approximately 10 minutes, to make sure the mdi
cator is at the sarne temperature as the engine.
Fig. 3300-2
c
Page 2 4 CRANKSHAfT
CR-3300
RoNs-Royce
c
1
(
Fig. 3300-3
Max allowed vertical deftectíon is: Max allowed horizontal deflection is:
(+ 0.035 mm / 0.070 mm)
-
(+ 0.035 mm / 0.035 mm).
-
Max allowed horizontal deflection is: When reporting indicated crankshaft deflections,
(+0.035 mm!- 0.035 mm) please quote the following:
- If reading is taken on warrn or cold engine
For the crank throw next to the flywheel end with - Serial number ofengine
the flywheel fitted: - Serial number of crankshafi (stamped on crank
shaft)
C Max allowed vertical deflection is: - Crank number where the readings have been
(+ 0.035 / -0.120) taken.
CRANKSHAFT Page 3 :4
CR-3300
RoIIs-Royce
- Manufacture of dial indicator Open the next plug on the crankshaft and repeat Ç
Example of crankshaft deflection calcula- the procedure until ali the ou flow drillings are
tion cleaned.
Pos 1: 0.00 (vertical)
Pos II: + 0.04 (horizontal lefi)
Pos III: 0.02 (top)
-
Pos IV: -0.01 (horizontal right)
Vertical deflection is then:

(-0.02) 0.00 = -0.02
-
Horizontal deflection:
(+0.04) (-0.0 1) = 0.04 + 0.01
- = 0.05
If the readings in position IV had been positive

(+0.0 1), then the horizontal deflection would be:
+0.04 (+0.0 1) = 0.04 0.01 = 0.03
- -
lnspection and cleaning of the crankshaft

ou flow drillings
At regular intervais (see routine maintenance
schedule) one of the plugs on the crank webs
must be removed to check if foreign material
deposits have started to clog the ou flow drilling.
If the oil flow drilling is free of foreign material
deposits, there is no reason to do anything.
If considerable amounts of foreign material

deposits are found in the ou drilling, proceed as
follows:
Turn the crankshafi until the open oil flow drili-

ing points downwards.
(
Start the lubricating ou priming pump.
Ensure that the oil flushes out the foreign material

deposits. Ifnecessary, use a small piece ofwire to
loosen the foreign material deposits.
NOTE:
Be careful to avold damaging the crank
shaft during ths procedure!
$top the lubricating ou pump.
Fit the plug and secure it with a center punch.

c
Page 4 :4 CRANKSHAfT
RoIIs-Royce
FLYWHEEL AND CRANKSHAFT SEALING 3310
CR
1202
Refitti n g
NOTE:
1 If the flywheel for some reason has been
removeU, RoIIs-Royce should be con
tacted before refftting for information
about clearances, tightening torques etc.
lhe alignment marks on the crankshaft and the

flywheel must be corresponding.

Inspection and removal of the ring gear
The ring gear will ultimately be worn out by the
starting motor pinion. It should therefore be
inspected for wear at regular intervais.
2 The ring gear is of a two-piece design for easy

dismantling when it is wom out.
3
Cleaning the ou Iock of the crankshaft
seal
If leaking ou can be observed from the flywheel
Fig. 3310-1 (2) area, the ou lock in the crankshafi seal rnay be
C clogged.
Descriptïon To remedy this, open the outer plug ofthe ou lock

The flywheel (1) is made of spheroidal graphite and blow through the ou lock with pressurized
iron. A two-piece ring gear (3) is screwed on for air. Remember to refit the plug.
use of turning gear and air start motor.
lop dead center marks (TDC i.e. the piston in

-
upper position) for each cylinder are punched

onto the outer edge of the flywheel.
lhe flywheel is fitted to the crankshaft by bolts

and nuts. To ease the removing and refitting, the
flywheel is also attached to the crankshafi with
screws.
c
Pagel:2
CR-3310
RoIIs-Royce
E
(.
c
Page 2 : 2 FLYWHEEL AND CRANKSHAFT SEAL1NG
RoIIs-Royce
TURNING GEAR 3315
CR
0603
Fig. 3315-1
Description
( lhe first engines were equipped with simple
‘-- manual barring gears.
During engine operation the gear will be in a dis Fig. 3315-2
engaged position and locked with a screw.
Electric supply for the motor is 3-phase 230V
When the barring gear is put in operating position AC.
and locked by the screw, an engine start ínterlock
switch will be activated, preventing the engine The worm gear drive gearbox is fiuied with syn
from being started. thetic lubricant like Mobil Giygoyie HE460,
Shell Tivela 011 SD or equivalent.
Our engine nos. 13008-09 and ali newer engines
are equipped with electric tuming motors. Together with the tuming motor is supplied a
junction box with cable connections to the motor
Complete worm gear drive with motor is supplied and to an operating tableau, as well as a connetc
as one unit that has to be screwed on to an engine tion for power supply.
bracket before use. Gear wheel tooth flank clear
ance between the flywheel gear rim and the driv When the tuming gear unit is removed from the
‘. ing gear wheel is 0,5 0,7 mm.
-
engine, a plate is always put down on its bracket
and boited fast. The plate has at one end a tongue
Pagel :2
CR-3315
RoIIs-Royce
that operates the start interYock switch, and the
engine can be started.
(
Turning the crankshaft

NOTE:
If one or more connecting rod shanks
have been removeU, the corresponding
big end bearing assembly should be
Iocked in upright position with a special
tool.
c
Page 2:2 TURNTNG GEAR
RoIIs-Royce
c CRANKSHAFT TORSIONAL VIBRATION 3320
DAMPING ARRANGEMENT CR
1202
end. This arrangement may contam a torsional

vibration damper, a rotating mass and/or distance
rings.
Torsional vibratíon damper

The vibration damper (1) consists of an outer,
closed housing bolted to the crankshafi. lhe
housing encloses a heavy ring, and the space
between the housing and the ring is fihled with a
viscous fluid (silicone) which will help in reduc
( ing the torsional vibrations in the shafi system.
Rotating mass
A rotating mass is included if the designated
operating speed of the engine is too dose to a
critical speed for the shaft system.
Removal
Removíng the torsional vibration damper
To remove the torsional vibration damper, the
engine front module will have to be removed.
Remove the fitted bolts (2) and the cap head bolts
Description (3).
( Torsional vibrations in the crankshaft
‘— At certain speeds, a shaft system may be exposed NOTE:
to considerable stresses in addition to the tor The bolt holes ate specifically adjusted to
sional stresses from the mean torque. In certain flt the bo(ts. lt is therefore important to
circumstances these stresses may result in large mark the bolts and the corresponding
ahernating torques which can cause damage to holes to ensure that the bolts wiIl be refit
the key connections, gear, flexible coupling, aux teU in their original positions!
iliary equipment and even crankshafi fracture.
Remove the distance piece (4).
lhe speeds at which these stresses occur, called
the critical speeds, are dependent upon the engine Remove the screws (5). Remove the distance
type, flywheel, auxiliary equipment, gear and piece (6) and the torsional vibration damper
propulsion system / altemator. Therefore, the crit
ical speeds and the resulting stresses have to be
determined specifically for each plant.
Refittïng
Based on these calculations, different arrange Refitting the torsional vibration damper
“.— ments are fitted to the crankshaft in the purnp Fit the torsional vibration damper and the dis
tance piece (6) with the screws (5).
Page 1:2
CR-3320
RoIIs-Royce
Place the fitted bolts into position until the mea

Afier taking the sample, check that the o-ring at
the plug is in the correct position.
c
surement above the outer face is A = 52±1 mm.
Refit the plug and secure it using a center punch.
NOTE!
Ensure that the bolts are refitted in their orig Label the sample correctly using the labeis
inal positions! included in the sampling ldt.
NOTE! Remember to include:

Be awate that the fitted bolts and the cap Engine type
head bolts have dfferent tightening torques, Engine number
see “Table oftightening speciflcations”: Serial number of damper
Operating hours for engine
Screw the inner lock nut on to the stud until con Name of vessel
tact is made with the crankshaft flange. Prevent
the stud from rotating by applying a wrench at the Send the sample to Rolls-Royce for laboratoiy
opposite end. testing. (
Refit the outer lock nut and tighten the fitted bolts Based on the laboratory report and numbers of
according to the instruction “Table of tightening hours in operation, it will be advised if the tor
specifications”. sional damper may continue operating, or if it
should be replaced/overhauled.
Fit the cap head bolts, and tighten to the torque
given in the “Table oftightening specifications”.

Inspection of torsional vibration damper
The molecular structure of the fluid will alter
afier being in service for a long time. first the
fluid will get thinner, which reduces the damping
effect, and then it will coagulate, which elimi
nates the damping effect. It is therefore important
to test the fluid at regular intervais.
c
for the purpose of testing the silicone fluid, the
damper is equipped with plugs.
Turn the crankshaft until the plug is in the lowest

position.
Let the vibration damper rest for minimum 3

hours at room temperature before loosening the
plug.
Extract the fluid sample with the special sampling

kit. Ensure that the sampling equipment is kept
clean in order to not contaminate the sample.
c
Page 2 2 CRANKSHAFT TORS TONAL VIBRATION DAMP1NG AR-
RoIIs-Royce
POWER TAKE-OFF SHAFT FOR AUXILIARY 3321
MACHINERY, PROPULSION ENGINE CRM
1202
2 10,11
5 13 17,18
3
(
7,8
10,12
Fig. 3321-1
c Descnption
When hydraulic pumps, generators, etc. are
importance that the bolts are located in the origi
nal holes.
driven across a higffly flexible coupling, the flex
ible coupling, masses, or the torsional stiffnesses
of the shafts should not be modified unless new NOTE:
torsional vibration data have been computed and The fitted bolts (11) and the hex. head
approved by the classification society. Thus pre screws (12) do not have the sarne tight
venting resonance and high altemating torques in ening torque. See “Table oftightening
the shaft system for auxiliary machinery and specifications”, (1121).
crankshafi, which can produce vibrations and
cause damage to key-connection, clutch or gear. The fitted bolts (11) are driven into position.
Screw the inner lock nut (10) on to the stud until
When assembling make sure that the correspond contact with the crankshafi flange. The stud is
ing marks on the crankshaft, the rotating mass prevented from rotating by applying a wrench at
(2), vibratíon damper (1) and the ftont shafi (3) the opposite end. Enter the outer lock nut and
are in the conect position. The bolts are fitted to tighten according to “Table of tightening specifi
the corresponding holes. It is therefore of great cations”, (1121).
Page 1:2
CRM-3321
RoIIs-Royce
lhe PIO shaft extension is rnounted in the split
bearing housing (13). The bearing ring is spheri
(
cally mounted in the bearing housing (13), and is
secured against rotation by the guide screw (5).
Inspection of the bearing is done by dismantling

the upper part of the bearing housing (13).
c
Page 2: 2 POWER TAKE-OFf SHAFT FOR AUXILIARY MACHINERY,
RoIIs-Royce
c FLEXIBLE GEAR WHEEL FOR PUMP DRIVE 3330
CR
1202
1
2
E 4
Fig. 3330-1
Descriptïon Removal
Flexible gear wheel Removïng the flexíble gear wheel
To reduce the transmission oftorsional vibrations lhe flexible gear wheel is removed by removing
from the crankshaft to the lubricating ou and the screws (5).
cooling water pumps, the engine is equipped with
a flexible gear wheel at the pump drive. Dismantling
Dismantlíng the flexíble gear wheel
lhe flexible gear wheel is fitted to the distance
Dismantie the cover (3).
piece (7) at free end of the crankshaft. The gear
wheel consists of an inner ring (2) and a ring gear
Puli out the springs and the spring retainers.
(1) with a resilient connection by the means of
the helical springs (4).
Tum the inner ring and the gear wheel until they
may be separated.
The gear wheel is lubricated from the main lubri
cating ou system. The lubricating ou is delivered
from the crankshaft through the bores (6).
Assemblíng
Assemblíng the flexible gear wheel
c fit the gear wheel to the inner ring.
Page 1:2
CR-3330
RoIIs-Royce
NOTE:
Ensure that the gear wheel is fiffed in the
correct position relative to the inner ring.
Fit the springs and the spring retainers.
Fit the cover.
Refitti ng
Refitting the flexible gear wheel
The flexible gear wheel is fitted to the distance
piece with the screws. The screws are tightened
to specified torque in “Table oftightening specifi
cations”.
(
Page 2 2 FLEXIBLE GEAR WHEEL FOR PUMP DRIVE

RoIIs-Royce
40
CR
1202
CYLINDER LINER, PISTON AND CONNECTING ROD
Page 1: 1
RoIIs-Royce
CYLINDER LINER 4100
CR
0905
A gasket (2) is fiffed on top of the cylinder liner

closest to the combustion chamber.
Two o-rings (6) are fitted in the lower part of the
liner.
Carbon cutting ring
The engine is equipped with a carbon cutting ring
(5) in each cylinder liner. lhe rings prevent build
up of carbon on the upper land of the piston
crowns, and thereby reduce the polishing and
wear ofthe cylinder liners. This reduces the lubri
4
E cating ou consumption.
1 Removal
Removing the complete cylinder unit
The cylinder liner could be removed as a part of
the removal of the complete cylinder unit, see
instruction “Cylinder head”
6 Removing the cylinder liner

lhe cylinder liner is resting on a recess in the
cooling water coliar. If removing the cooling
water coilar with straps and eye bolts, the liner
will follow.
Fig. 4100-1
for removal of the cylinder liner only, use the
c Description
special tool 180 “Extractor for cylinder liner”.
Cylínder liner
The thick-walled cylinder liners (1) are centrifu
gally cast in a special wear resistant alloy. The
running surfaces are plateau honed.
The upper part of the cylinder liner is water

cooled. HT cooling water is supplied from the
main distributor duct to each cylinder liner. The
water is led to the cylinder heads through bores
between the liners and the cooling water collars,
ensuring effective cooling of the upper part of the
cylinder liners.
O-rings, (3) and (4), are fitted on top of the liner
and beneath the cooling water section for sealing
c offthe cooling water room.
Page 1:4
CR-4100
RoIIs-Royce
NOTE: (
The cylinder líner material is exactly
matched to the material in the piston
rings and the carbon cutting rings. There
boi 180 fore, only cylinder liners, piston rings and
carbon cutting rings supplied by Rolls
Royce should be used.
NOTE:
Check the o-rings in the cylinder liner.
Replace the o-rings if they are worn or
old. Remember also to check the o-rings
on the coolíng water connecting piece on
the cylinder block before fiffing the liner
and cooling water collar.
1. Replace the gasket between engine block and (

cylinder liner. Ensure that the correct gasket
thickness is used by checking the instruction
“Main tecimical data and manufacture data”.
Fig. 4100-2 2. Place the cylinder liner in the cooling water

coilar, and ensure that it is fitted correctly by
checking that the guiding pin in the coliar fits to
Removing the carbon cufting ring the groove in the cylinder liner.
It is not necessary to replace the carbon cutting
ring ifthe ring is not scuffed or deformed. 3. Lifi the cylinder liner and the cooling water
When removing the carbon cufting ring, a piston coliar into the cylinder block. The cylinder liner
ring is put on top of the piston. It can be a used should slide easily into position, but if necessary
ring, but the ring can not be used as a piston ring give it a light push.
afterwards.
4. Ensure that the cooling water connection
The engine is turned manually to force out the pieces fit the channels in the cooling water coliar.
carbon cutting ring.

Refitti ng Inspection of cylinder liner outsíde
Refitting the carbon cutting ring Whenever the cylinder liner is removed from the
Clean and dry the carbon cutting ring and the engine, the cooling water space on the outside of
recess in the cylinder liner before fitting the ring. the cylinder liner should be inspected.
If signs of fouling is found, the cooling water sys

NOTE: tem has to be cleaned and the cooling water treat
Ensure that the ring is fitted with the cor
ment and operational parameters will have to be
rect side up.
reconsidered.
Refitting the cylinder liner and the cooling If there are signs of cavitation, the operating
water coilar parameters of the cooling water system wiIl need
adj ustment.
Page 2 : 4 CYLTNDER LNER

CR-4100
RoIIs-Royce
In general the cylinder liner ought to be replaced

when the diameter exceeds 250.5 mm, or if the
ovality is too big. $ee “Clearances”, (1120).
Inspection of cylïnder liner honing pattern

ACAUTION
We recommend inspection ofthe cylinder
liner after each piston withdrawal. If it is
found that the honing marks from earlier
honing operations have disappeared on
larger parts of the liner surface, the whole
surlace must be roughened by means of
honing.
Inspection of carbon cuftíng ring

Inspect the carbon cutting ring at every piston
withdrawal. Ifthe ring is not scuffed or deformed,
it can be assembled back into the liner.
c
CYL1NDER L1NER Page 3:4
CR-4100
RoIIs-Royce
E
c
Page 4 :4 CYLNDER LFNER
RoIIs-Royce
( PISTON AND CONNECTING ROD 4200
CR
1202
2
7
1
E 12
9
10
3.
4
11
5
Fig. 4200-1
Description
Pisto n Gudgeon pin
The engine is equipped with pistons (1) of the The gudgeon pin bushing (7) is of steel with a
composite type, with nodular cast iron skirts and bronze running layer.
forged steel crowns. The piston crowns and sldrts
are fitted together with bolts. lhe gudgeon pin bushings in the connecting rods
are stepped, which ensure maximum bearing sur
There are tbree pistons ring grooves located in the face in order to withstand the combustion forces.
piston crown. for a description of the piston The bushings are shrink-fitted unto the small end
(. rings, see separate instruction “Piston rings”. ofthe connecting rod.
Page 1: 5
CR-4200
RoIIs-Royce
Connecting rod
The connecting rod is of a tbree-piece design,
2. Fit the eye bolt, tool 260, to the holes in the
piston crown
(
consisting of the shank (2) and the upper and
lower bearing caps, (3) and (4). lhe shank is fit 3. Turn the crankshaft until the piston is in bottorn
ted to the upper big end bearing cap with the con dead center (B.D.C).
necting rod bolts (9) and nuts (8).
4. Dismantie the connecting rod shank from the
The upper and lower big end bearing caps consti big end bearing assembly, see separate procedure
tute the bíg end bearing assembly. for details in this instruction.
regarding the big end bearing assembly, see sepa
rate instruction “Big end bearing assembly and 5. Withdraw the piston and connecting rod shank.
big end bearing shetls”.
6. Remove the intermediate plate (12)
An intermediate plate (shim) (12) is fitted
between the connecting rod shank and the big end
bearing assembly. The plate is of a special mate Dismantling
rial, and reduces wear between the shank and the
big end assembly.
Dismantling the connecting rod shank
from the big end bearing assembly
(
Lubricating ou NOTE:
Lubricating ou is supplied from the main lubri lhe crankshaft must be at bottom dead
cating ou system to the big end bearings via the center for the cylinder in question before
ou flow drillings in the crankshafi. It is trans dismantling the connecting rod shank
ported through the ou flow drillings in the con from the big end bearing assembly.
necting rod to the gudgeon pin bushing (7).
Afterwards the ou goes through ou flow drillings 1. Use the two hydraulic power tools 100 to
in the gudgeon pin to the intemal cooling cham loosen the four nuts for dismantling the connect
bers in the piston crown. The ou is drained to the ing rod shank from the big end assembly, see
crankcase through a center bore in the piston. instruction “Hydraulic power tools”. Leave the
connecting rod bolts (9) in the big end bearing
assembly.
Removal
Removing the complete cylinder unit
2. If the big end bearing assembly is going to be
secured with tool 350, it is advisable to wait until
c
It is possible to remove a complete cylinder unit, the shank is removed.
including cylinder head, cooling water coilar, cyl
inder liner, piston and connecting rod shank. for
details, see instruction “Cylinder head”.
Removing the piston and connecting rod

shank
NOTE:
lhe cylinder head and the carbon cutting
ring have to be removed before withdraw
ing a piston.
1. Clean the threaded holes in the piston crown.
Page 2: 5 PISTON AND CONNECTTNG ROD

CR-4200
RoIIs-Royce
c Assembling
Assembling the connecting rod shank to
the bïg end bearing assembly
NOTE:
lhe cylinder in question must be at the
bottom dead center before assernbling
the connecting rod shank to the bíg end
bearing assembly.
NOTE:
Ensure that ali contact surfaces are clean
)O1 350
before fitting the connecting rod shank.
1. fit the connecting rod bolts (9) correctly to the

upper big end bearing cap if they have been
( removed, see “Refitting big end bearing assem
bly” in the instruction “Big end bearing assembly
and big end bearing shells” for details.
Fig. 4200-2 2. Ifthe big end bearing assembly is secured from

rotating with tool 350, remove the tool before
installing the connecting rod shank.
NOTE:
If the engine is going to be turned while 3. Fit a new intermediate plate to the big end
the connecting rod shank is not fitted, the bearing assembly.
big end bearing assembly must be
secured with tool 350! 4. Slide the shank carefully on to the cap.
NOTE:
Dismantling the piston from the connect lhe marking of both the conrod shank
ing rod and the big end bearing assembiy must
Remove the circlips holding the gudgeon pin in be against the sarne side, preferably the
position. Remove the gudgeon pin and separate camshaft side.
the connecting rod and the piston.
5. Tighten the connecting rod bolt nuts (8) by
hand.
Dísmantling the gudgeon pin bushing
lhe gudgeon pin bushing should not be disman 6. The hydraulic power tool 100 is used to tighten
tled from the connecting rod shank without the the shank to the big end assembly, to the pressure
correct equipment being available. For removal given in “Table oftightening specffications”.
ofthe gudgeon pin bushing, contact Rolls-Royce.
NOTE:
Dismantiing the piston crown and skirt Ali hydrauiic connections should be tigh
The piston crown and skirt are bolted together by ened three tirnes to ensure correct ten
four specially made bolts accurately tightened. sion. See “Hydrauiic power tool sets” for
These parts should normally never be loosened. If detaiis.
it is necessary to loosen the bolts, please send the
piston to Rolls-Royce, or contact Rolls-Royce for
c the necessary procedures. Refifting the gudgeon pïn bushing

For refitting of the gudgeon pin bushing, contact
Rolls-Royce for correct procedures.
PISTON AND CONNECTTNG ROD Page3 :5
CR-4200
RoIIs-Royce
Afier withdrawai of the piston:
1. Wash ali deposits offthe piston. Ifnecessaiy, it
E
NOTE:
Use of an acetylene burner or similar for will have to be scraped off lhis has to be done
heating the connecting rod small end carefully, so no damage is done to the piston sur
should be avoided, since it may cause face.
deformations due to heat stress.
2. Check the ou drain passages in the piston skirt.
These must be free of dirt and deposits, if neces
NOTE:
It is important that the instructions regard saiy clean them.
ing the fitting of the gudgeon pin bushing
is followed carefully. In case no facilities 3. Check the piston rings and the piston ring
for this are available, the work should be grooves. If the rings move freely and the grooves
carried out at a qualified workshop. are not damaged, the cleaning should be carried
out without removing the rings ftom the piston.
lhe upper piston ring must be dismantled for
cleaning of its inner face as well as the ring
Refittí ng
lnstalling the piston and connecting rod
groove.
(
shank Check face surface between connecting
1. Check that the piston and piston rings are not rod shank and assembly
damaged before installing the piston, see Inspec lhe connecting rod is equipped with an interme
tion routines in this instruction. diate plate between the connecting rod shank and
the big end assembly. lhe plate is fitted for
2. Cover the piston and cylinder liner with lubri reduction of possibility for ftetting. lhe plate
cating ou. should be replaced each time the connection is
dismantled.
3. Clean the contact surface between the shank
and the big end bearing assembly. Check for fretting on the surfaces between the
shank and the big end bearing assembly. If signs
4. Use the guiding tool 280 to ensure correct posi of fretting are present, the cause must be found
tioning during the refitting of the piston and con and rectified.
necting rod shank.
5. for assembling the connecting rod shank to the NOTE:

Fretting is a sign of relative movement
(
big end bearing assembly, see Assembling proce
dures in this instruction.
between the two components. If the
cause of the fretting is not found and rec
tified, it may eventually result in a con
necting rod breakdown!
Inspection of the piston Piston withdrawal
The piston crown should always be visually lhe frequency of piston overhauls must be mdi
inspected when a cylinder head is removed. vidually determined for each engine based on
operating conditions, lubricating and fuel ou
A more thorough inspection will require with qualities, piston inspections and previous engine
drawal of the piston. This kind of inspection history.
should not be done unnecessarily, since it disturbs
the running conditions between the piston, piston Afier a piston withdrawal, the lubricating ou con
rings and cylinder liner, see piston withdrawal. sumption will usually increase, but it will retum
to normal when running-in is completed.
Page 4: 5 PISTON AND COM\ECT1NG ROD

CR-4200
RoIIs-Royce
We recornrnend inspection of the liner afier each

piston withdrawal. If it is found that the honing
marks ftom earlier honing operations have disap
peared on larger parts of the liner surface, the
whole surface must be roughened by means of
honing.
c
PISTON AND CONNECTfl’JG ROD Page 5:5
E
c
RoIIs-Royce
( PISTON RINGS 4210
CR
1202
Descriptíon
lhe three piston rings are ali fitted in the piston NOTE:
head to ensure best possible lubrication ofthe pis Whenever the piston rings have been
ton skirt. The piston is equipped with two com changed, ar if the cyiinder liner has been
pression rings and one spring-loaded ou control rehoned ar changed, the engine wiil need
ring. a running-in penoU. The iubricating ali
and cooling water temperatures should
lhe piston rings are cbrornium plated, the upper be kept at normal leveis during this
ring with a special chrome-ceramic coating for penoU.
extra wear resistance.
( A CAUTION
Removal When replacing the piston rings, any wear
Removing piston rings edge at the upper part of the cyiinder liner
must be removed; otherwise the upper piston
NOTE:
Only the rings that are going to be ning wiil be damaged.
replaced ar thoroughly inspected should
be removeU from their grooves. However, Inspection and Maíntenance
it is usually necessary to remove the Inspection of piston rings
upper piston ring for cieaning of the The piston rings should be changed if:
groove and the ring. - they are excessively wom
- they have a wear edge
Removing the piston rings is done by the special - they have marks and wounds caused by bad sur
piston pliers, tool 270. Other means of removing face contact or blow-by.
the rings may damage them.
Refitti ng
E Refitting piston rings
Before installing new rings, check the ring gap
clearance in the cylinder liner.
A CAUTION
if rings are marked with “Top” on one side,
ensure that these rings are fitted with the
‘Top” síde pointing upward.
Ensure that the piston rings are refitted in the cor

rect order
lhe refitting of the piston rings is done by the

special tool pliers, DR 270. If other means are
used for installing the piston rings, this may dam
age the rings.
Page 1:2
CR-4210
RoIIs-Royce
c
Page 2 : 2 PISTON RJNGS
RoIIs-Royce
E BIG END BEARING ASSEMBLY AND BIG END 4300
BEARING SHELLS CR
0204
4 —- 8
( 9
5
6 -_
7 —-
Fig. 4300-1
Description
Big end bearing assembly shell in order to prevent interchanging the upper
( lhe big end bearing assembly consists of the
upper and lower big end bearing caps (4) and (5),
and lower shells.
which are bolted together with the big end bear

ing bolts (6) and nuts (7). The big end bearing
assembly is fitted to the connecting rod shank (2) Removal
with the connecting rod bolts (3) and nuts (1). Removal of bïg end bearing assembly
NOTE:
Big end bearing shells It is not necessary to remove the com
The big end bearing shells (8) and (9) are thin plete big end bearing assembly to inspect
walled steel shells, lined with special tin-alumin the bearing shells, see inspection proce
ium bearing material. The upper shell has a dures in this instruction!
groove for the ou supply and also a guide tab on
the back that fits into a groove in the upper bear NOTE:
ing cap. Also the lower shell has a guide tab on Each big end bearing assembly should
the back that fits into a groove in the lower bear be rega rded as a unit. Keep track of cor
ing cap. The location of this guide tab is different responding caps when removing more
from the location ofthe guide tab on the upper than one assembly!
Page 1:4
CR-4300
RoIIs-Royce
1. lhe connecting rod shank has to be removed
before removing the big end bearing assembly,
Dismantling
Removing the big end bearing shells
c
see instruction “Piston and connecting rod”. The lhe bearing shells require a running-in period
connecting rod bolts (3) must be left in the big after instailation due to the deformation of the
end bearing assembly. metal coating ou the surface. for every disman
tling, the running-in ability of a bearing shell is
2. Turn the crankshaft from TDC towards the drastically reduced, and it should therefore be
manoeuvre side, making the big end bearing bolts avoided ifpossible.
accessible for the hydraulic tool.
NOTE:
3. fit the special tool 240 to the connecting rod Do not dsmantIe the big end beating
studs, securing the upper part ofthe assembly. shells more often than absolutely neces
sary!
for inspection procedure, see Inspection and

Maintenance in this instruction.
(
Assembling
Installing the big end bearing shells
NOTE:
Do not interchange upper and Iower bg
end bearing shells!
1. Ensure that the big end bearing caps and the

steel backs of the bearing shells are absolutely
clean and free of grease. Any ou deposits must be
removed with an emery cloth. Metallic contact is
absolutely necessary to prevent the shells from
rotating, and to get the correct heat transfer from
Fig. 4300-2 the bearing surface and into the bearing cap.
2. Ensure that the guide tab on the back of the

4. Remove the big end bearing bolt nuts by using upper shell is undamaged before installing the
the hydraulic tool 70, see separate instruction shell.
3. Ensure that the guide tab on the upper bearing
5. Lifi out the lower big end bearing cap through shell enters the groove in the bearing cap to pre
the manoeuvre side crankcase door. vent the tab to be forced against the crankshaft
journal when the bolts are tightened.
6. Remove the big end bearing bolts from the
upper big end bearing cap using an alien key.
NOTE:
Ensure that only big end bearing shells
7. Puli out the upper big end bearing cap with the
that can be expected to Iast until next
tool 240 through the crankcase door on the mani
inspecton are installed. Therefore:
fold side.
Use only bearing shells supplied by Rolis
Royce.
Do not attempt to adjust used bearing
Page 2 4 BIG END BEARINO ASSEMBLY AND BIG END BEARNG

CR-4300
RoIIs-Royce
shells. If the shells have Iost their free NOTE:
spread, they must be changed. The big end bearing bolts should be easy
to fit by hand. If they are not, the bolt
threads and the mating threads wiII have
Refitti n g to be visually inspected and cleaned. If
Refitting the big end bearing assembly this does not help, the bolt wiII have to be
replaced.
NOTE:
Ensure that the surfaces between the big 6. Fit the lower big end bearing cap to the upper
end bearing caps are clean before big end bearing cap. The guide pins will help
assembling. ensure that the lower big end bearing assembly is
correctly fitted. Ensure that the cap slides easily
NOTE: into place without restrictions.
Ensure that the big end bearing bolts,
connecting rod studs and the threaded 7. Fasten the big end bearing bolt nuts by hand.
holes in the big end bearing caps are
( absolutely clean and flawless before
assembling.
8. Tighten the big end bearing bolt nuts by using
the hydraulic tool 70, see instruction “Hydraulic
power tools”. Tighten to the torque found in
NOTE: “Table of tightening specifications”.
When refitting the big end bearing
assembly, utmost care must be taken to 9. Remove the tools 70 and 240.
avoid damaging the crankshaft!
1. If the connecting rod studs (3) have been Inspection and maintenance
removed, tighten them firmly to the bottom ofthe
Inspection of the big end bearing shells
threaded holes of the upper big end bearing cap.
Tighten to the torque given in “Table of tighten NOTE:
ing specifications”. For verification: the bolt The connecting rod shank and pston
length above the landing surface afier tightening must be in place for performing this oper
should be 100.5 ±0.5 mm ation.
( 2. Tum the crankshafi until the web is positioned

towards the manoeuvre side for the cylinder in
1. Tum the crankshafi to TDC for the cylinder in
question.
question.
2. Loosen the big end bearing bolt nuts by using
3. fit the tool 240 to the crankcase door casing at the hydraulic tool, see instruction “Hydraulic
the manifold side. fasten the upper big end bear power tools”. Do not remove the nuts!
ing cap to the tool by using the connecting rod
studs and nuts. 3. fasten the two support tools 220 to each side of
the lower big end bearíng cap.
4. Push the upper big end bearing cap into posi
tion using tool 240. 4. Remove the connecting rod bolt nuts, and
move the lower big end bearing cap straight down
5. Tighten the big end bearing bolts firmly to the until the tools rest on the crankcase doorcase.
bottom ofthe threaded holes, tighten to the torque
given in “Table of tightening specifications”. For
verification: the bolt length above the landing
surface afier tightening should be 250±1 mm.
BIG ENO BEARING A$SEMBLY AND BIG END BEARING SHELLS Page 3 : 4
CR-4300
RoIIs-Royce
8. Continue turning the crankshafi until it is pos- Ç
sible to inspect the big end bearing shell in the
upper bearing cap.
NOTE:
SheHs that are not going to be changed
should be inspected without being remov
Tool 230 íng from the bearing caps.
NOTE:
Ifthe inspected shells have been running
half of the estLmated lifetime, they should
be changed even though they Iook 0K,
1
Tool 220
1
Tool 220
since the free spread may be gone.
9. Foreign material deposits between the bearing

Fig. 4300-3 shells and the bearing cap will cause local defor
mation of the bearing shells that appear as pol
(
ished spots of wear on the surface metal coating.
5. Remove the big end bearing bolts from the If this is discovered, the bearing shells should be
upper big end bearing cap. changed, and the bearing caps cleaned.
10. lhe bearing should possess a certain positive

free spread in order to stay tight in the bearing
cap. This means that the diameter of the bearing
across the split faces should be larger than the
corresponding diameter of the bearing cap when
Tool 230 they both are at the sarne temperature.
11. If a bearing shell is removed from the cap,

check the free spread of the bearing. If the dia
metrical difference is less than 0.5 mm, or greater
than 5 mm, the bearing is probably distorted and
must not be reinstalled in the engine.
c
Maintenance of big end bearing shells
A CAUTION
Fig. 4300-4 Do not attempt to adjust big end bearing
shells. lhe shells should easily fit into the
bearing cap, and if adjustment seems
6. fasten the tool 230 to the crankcase doorcase necessary, the bearing shell must be
on the manoeuvre side. changed!
7. Turn the crankshafi carefully towards the

manoeuvre side until the upper big end bearing
cap fastens in the tool, thereby securing the con
necting rod shaiik and the upper big end bearing
cap.
c
Page4:4 BIG END BEARFNG ASSEMBLY AND BIG END BEARING
J RoIIs-Royce
50
CR
1202
CYLINDER HEAD
Page 1: 1
RoIIs-Royce
CYLINDERHEAD 5100
CR-Y
1108
8
7
10 12
11
( 13
14
Fig. 51 00-1
Page 1:7
CR-Y -5100
RoIIs-Royce
Descri ption E
Cylinder head Lubrication of cylinder head
The cylinder heads (1) are made of alloyed com Lubricating ou is supplied through the coupling
pacted cast iron, and fitted to the engine block and the drilled boles in the cylinder head to the
with four bolts (5) with hydraulically tensioned valve gear bracket, from where it is distributed to
nuts. It is equipped with an indicator valve (13), a the lubrication points. lhe valve gear bearing, the
fuel injection valve (6), two inlet (7) and two impact bail heads, the adjusting screws on the
exhaust valves (8) driven by a valve gear (10). push rods, the sliding shoes and the yoke guide
If required a safety valve can be mounted beside rod are lubricated from the lubricating system, in
the indicator valve (13), and both valves are addition to the valves and valve rotators.
enclosed to lower the surface temperature.
The lubricating oil is drained back to the ou sump
A cooling water coilar (2) is located beneath the through the drain pipes which enclose the push
cylinder head, covering the upper part of the cyl rods and the drain channels in the cylinder head.
inder liner. It is fitted to the cylinder head with
four studs and nuts. One set ofthese are delivered
pr. engine. Not fitted on engine when delivered.
Fuel 011 injection valve
lhe fuel ou injection valve is fitted in a water
(
These studs should be fitted to the engine during
cooled tube in the center ofthe cylinder head. For
operation.
details, see separate instruction “Fuel oil injection
valve”.
The cooling water coilar surrounds the upper part
of the cylinder liner, and is thereby creating the
cooling water bores for the liner.
Removal
lhe cylinder heads are cooled by high-tempera Removíng the cyllnder head with ducting
ture cooling water. lhe water is supplied to the u n it
cylinder heads afier cooling the upper part of the Before the cylinder head is removed, the cooling
cylinder liners, and cooling bores in the cylinder water system must be drained. lhe cover over the
head ensure effective cooling ofthe parts dose to safety- and the indicator valve must be disman
the combustion chamber, the fuel injection valve tled ifthe engine has a safety valve.
and the exhaust ducts. Afier the cylinder head, the
cooling water enters the coilector pipe (3) on top 1. Disconnect the high pressure fuel pipe (14).
of the engine through the ducting unit. (
2. Disconnect the pipe connections on the cylin
Top cover der head front by removing the manifold block on
lhe cylinder heads have separate top covers (11). the front of the cylinder head. This is done by
Each cover has an O-ring which prevents lubri removing the screws.
cating ou leakage between the top cover and the
cylinder head. The indicator valve is located out NOTE:
side the top cover for easy accessibility. lt is not necessary to remove the pipes!
3. Loosen the two clamps on the cooling water

Valve gear and yoke
collector pipe (3), and push them aside.
The inlet and exhaust valves are operated by a
camshafi driven valve gear fitted on the cylinder 4. Loosen the v-clamp on the exhaust bend (4),
head. For operation ofthe valve gear, see separate thereby loosening the ducting unit from the v
instruction “Inlet- and exhaust valve drive”. The flange on the exhaust manifold back plate.
valve gear is connected to two valve yokes (12)
which operate the inlet- and exhaust valves
respectively.
c
Page 2: 7 CYLINDER HEAD
CR-Y 5100
-
RoNs-Royce
5. Remove the top cover (11), and the enclosures NOTE:
over the indicator valve (13) and the safety valve. It is not necessary to remove the pipes!
6. fit the liffing tool 140 to the cylinder head. 3. Loosen the two clamps on the cooling water
coilector pipe (3), and push them aside.
4. Loosen the v-clamp on the exhaust bend (4).
boi 140 5. Dismantle the connecting rod shank from the

big end assembly, see instruction “Piston and
connecting rod”. Do not remove the connecting
rod stud nuts!
6. Rotate the crankshaft until the piston is in top

dead center (T.D.C) for the cylinder which is to
be withdrawn.
E;
7. Remove the connecting rod stud nuts.
Tool 200
Tool 210
Fig. 5100-2
7. Remove the nuts on the cylinder head bolts (5)

with the hydraulic power tool, see instruction
8. Lifi the cylinder head offthe engine.
E Removing the complete cylinder unit

It is possible to remove the complete cylinder
unit in one operation. This will include the cylin
Tool 190
der head with the ducting unit, the cooling water
collar, the cylinder liner, the piston and the con
necting rod shank.
Fig. 5100-3
Before the cylinder unit is removed, the cooling
water must be drained. 8. Fasten the connecting rod shank to the cylinder
liner, by fitting special tool 190 to the shank with
1. Disconnect the high pressure fuel pipe (14). the screw. Make sure that the tool is correctly
positioned in the groove 011 the lower part of the
2. Disconnect the pipe connections on the cylin cylinder liner.
der head front by removing the manifold block on
the front of the cylinder head by loosening the 9. Remove the nuts on the cylinder head bolts (5)
two screws. with the hydraulic power tool $0, see instruction
c “Hydraulic power tools”.
CYLTNDER HEAD Page3 :7

CR-Y -5100
RoIIs-Royce
10. fit the liffing tool 200 to the cylinder head 5. Lubricate the sliding surface ofthe yoke guides (
the studs, tool 210. on the cylinder head, and fit the valve yokes.
11. Lifi the complete cylinder unit out of the 6. To refit the valve gear assembly to the cylinder
engine. head, tighten the valve gear bolts with the torque
given in “Table oftightening specifications”.
Dismantling
Dismantlíng the valve gear assembly NOTE:
1. Remove the valve gear by loosening the four The valve clearance must be adjusted for
screws on the valve gear bracket, and remove the the inlet and exhaust valves after assem
complete valve gear assembly. bling the valve gear, see Inspection and
Maintenance procedure in this instruc
2. Remove the valve yokes from the cylinder tion.
head. lhe valve yoke guide pins should normally
not be removed.
Refitting
3. Remove the slide shoes from the impact bolts Refitting the cylinder head with ducting
(
by removing the circlips. u n it
1. Clean ali surfaces within the enclosure thor
4. Remove the circlips that secures the vaive gear
oughly to avoid getting dirt or other contaminant
bracket shaft and push the valve gear bracket
to follow the lubricating ou to the ou sump.
shaft out.
2. Clean the seaiing surfaces between the head
NOTE: and the cylinder liner, as well as the surfaces
The valve gear bushing should only be between the ducting unit and the exhaust v
dismantled by specialist workshops with flange.
the correct tools.
3. Renew the top gasket and the o-ring between
Assembling the cylinder head and the liner.
Assembling the valve gear assembly
4. Check and renew the c-ring fitted in the
1. Before assembling the valve gear, check that
ali the lubricating channels in the valve gear are
open and clean. Check the impact bolts, slide
exhaust v-flange.
c
5. Fit the cylinder head bolts to the cylinder block
shoes and adjustment screws for wear, and
if they have been removed, and tighten to torque
replace if necessary.
specified in “Table oftightening specifications”.
2. If the vaive yoke guide pins have been
6. Use lifiing tool 140 and guide the cyiinder
removed from the cylinder head, fit them and
head over the cylinder head bolts. Take care not
tighten to a torque as given in “Tabie of tíghten
to damage the bolt threads.
ing specifications”.
7. fasten and tighten the cylinder head bolt nuts
3. Use Moiycote on the bushing in valve gear
by using the hydrauiic tool $0, see instruction
before fitting. Lock the valve gear bracket shaft
“Hydraulic tools”. Tighten to the torque given in
in position with the circiips.
“Table of tightening specifications”.
4. Fit the slide shoes to the impact bolt and secure
8. Connect the ducting unit to the cooling water
them with the circlips.
and exhaust pipes with the clamps.
Page 4 : 7 CYLTNDER HEAD

CR-Y -5100
RoIIs-Royce
NOTE:
The flexible coupling on the cooling water
pipe should be covered with an anti-seize
compound, for instance Chesterton Ultra
785.
9. fit the manifold block to the front ofthe cylin

der head.
10. Refit the high pressure fuel pipe. Tool 350
Refitting of the complete cylinder unit
C 200
Tool 210 Fig. 5100-5
2. Ifthe big end bearing assembly for the cylinder

is secured, the securing tool 350 should be
removed before installing the cylinder unit.
3. If the cylinder head bolts have been removed,

fit the them to the cylinder block, and tighten to
the torque specified in “Table oftightening speci
fications”.
Tool 190 4. Guide the cylinder unit over the cylinder head
bolts, and take care not to damage the bolt
( Fig. 51 00-4
threads. Guide the connecting rod shank on to the
connecting rod studs in the big end bearing
assembly.
NOTE: 5. Fasten the connecting rod stud nuts by hand.

lf several connecting rod shanks are
removeU from the engine, the big end 6. Fit the connecting rod shank to the big end
bearing assemblies have to be secured bearing assembly, see instruction “Piston and
before turning the engine! connecting rod” for details.
NOTE: 7. Tighten the cylinder head bolt nuts by using the

Before refitting the complete cylinder unit, hydraulic tool 80, see instruction “Hydraulic
check the o-rings on the cooling water tools”. Tighten to the torque given in “Table of
ducts on top of the cylinder block, and tightening specifications”.
replace these if necessary.
8. Connect the ducting unit to the cooling water
( 1. Tum the crankshaft until it is in TDC for the and exhaust pipes with the clamps.
“— cylinder in question.
CYLTNDER HEAD Page5 :7

CR-Y-5100
RoIIs-Royce
NOTE: 1. Turn the engine until the push rod is in the low
est position.
C
The flexíble coupHng on the coolíng water
pipe should be covered with an anti-seize
compound, for ínstance Chesterton Ultra 2. Loosen thejam nut (16) on the valve yoke.
785.
3. Push the impact tap (17) on to the valve spin
9. Fit the manifold block to the front ofthe cylin die, while simultaneously turning the adjustrnent
der head. screw (15) on the valve yoke to contact with the
other valve spindle. This ensures that the yoke
10. Refit the high pressure fiel pipe, see separate makes contact with the valve spindles simultane
instruction “High pressure fuel pipe” for details. ously.
NOTE:
Inspection and Maintenance Ensure that the valves are not preloaded
by this adjustment!
Inspection of teu tale holes in cylínder
h ead
In the lower part of the cylinder head there are a
4. Tighten the iam nut (16) on the valve yoke to
about 50 Nm.
(
number oftell tale holes.
If water is observed coming from one of the 5. Loosen thejam nut (19) on the push rod.
holes, the o-ring at the top of the cylinder liner is
leaking and needs to be changed. 6. Tum the adjustment screw (1$) until the tappet
Ifexhaust gas is observed coming from one ofthe clearance between the impact plate on the valve
holes, the top gasket is leaking and needs to be yoke and the sliding shoe on the valve gear is cor
changed. rect, see “Clearances”.
Inspection of the teu tale holes ín the 7. Tighten the jam nut (19) on the push rod to
cooling water coilar about 75 Nm.
The water coliar should be fitted to the cylinder
head during operation of the engine. If the lower
o-ring in the cylinder liner is leaking, water will
be observed coming out beneath the coliar.
E
Adjustment of valve clearance
15,16 17 18,19
Fig. 5100-6 C
Page 6 7 CYLfNDER HEAD
CR-Y -5100
RoIIs-Royce
Sladrehull:
(E Vann / eksos
O-ring Toppring
lekkasje nedre o-ring

vaimkappe
vanu / eksos
vann
CYLNDER HEAD Page 7 : 7

E
c
RoIIs-Royce
INLET- AND EXHAUST VALVES 5110
CR
1202
lo
Fig. 5110-1
Descriptíon
Inet- and exhaust valves Valve guídes
There are two inlet valves (6) and two exhaust lhe valve guides (5) are made of a special alloy
valves (7) in a cylinder head. They are operated cast iron, and they are shrink fitted into the cylin
in pairs by the two valve yokes, see instruction der head.
/
Ç “Cylinder head”.
The valve rotators
The sealing faces of the inlet- and exhaust valves lo prolong the service life of the valves they are
are of different steel qualities, and to prevent equipped with valve rotators (4). These cause the
interchanging of the valves the valve sterns are of valves to rotate in jerks, which contribute to an
different diameters. The steel quality of both even temperature distribution on the valve seats.
valve types can only be worked by grinding. In addition, the rotation prevents build-ups of
heavy ou deposits on the valve seat, thus reduc
Inlet- and exhaust valve seats ing the probability of leaking valves.
The inlet- and exhaust valve seats (8) and (9) are
made of a special alloy cast iron. The seats are lo secure ample supply of lubricating ou, the
shrink-fitted in the cylinder head. valve rotators are fitted low in the cylinder head.
lhe exhaust valve seats are cooled by high tem

perature cooling water.
c
Page 1:4
CR- 5110
RoIIs-Royce
Removal Asse m b Ii n g E
Removing the inlet- and exhaust valves Assembling the inlet- and exhaust valve
1. Dismantie the valve gear bracket with the guides
valve gear and the valve yoke, see instruction 1. Ensure that the valve guide clearances are
“Cylinder head”. within specifications before installing, see
instruction “Data for valve grinding”. Also
2. Ifthe fuel injection valve is rernoved, tool 170 ensure that the valve guides are clean and free of
should be screwed on to the cylinder head. burrs before installing the valves.
3. Press down the valve spring cap (1) with the 2. Instail the guiding circlips on the valve guides.
tool 170, and remove the taper seat lock (2). The
taper seat lock is in two halves. 3. Cool down the valve guides in carbonic acid
for 3-4 minutes.
4. Unload the valve spring (3), and remove the
spring cap, the spring and the valve rotator. 4. Press the valve guides completely into posi
tion, guided by the circlips.
5. Remove the locking ring (10). (
5. Refit the o-rings in the valve guides.
6. Remove the valve
NOTE: Assembling the inlet- and exhaust valve

Mark the valves, so that they can be seats
instailed in the sarne valve guide if they 1. Ensure that the contact surfaces are well
ate in good condtion. cleaned and ftee of burrs before installing the
valve seats. This is necessary to get the seats in
correct position and to obtain a good metallic
Dismantling contact for sufficient heat transfer.
Dismantling the inlet- and exhaust valve
seats 2. For the inlet valve seats only:
Cool down the valve seats in carbonic acid for 5-
NOTE:
Removal ofthe valve seats must be done 6 minutes, before pressing the seats rapidly com
with great cate to avoid darnaging the cyl pletely into position.
inder head. This should be performed by
a specialized workshop. Contact Rolis 3. for the exhaust valve seats:
Royce for information. Since the exhaust valve seats are water cooled,
they are equipped with o-rings. These o-rings
would not resist the cooling in carbonic acid,
Dismantling the inlet- and exhaust valve even if fitted after the cooling process.
guides
4. fit the upper o-ring in the cylinder head
NOTE: groove.
Removal of the valve guides must be
done with great cate to avoid darnaging
5. fiii the o-ring grooves in the exhaust valve seat
the cylindet head.
with grease / Molycote M55
Use a round steel bar to punch out the valve
6. fit the o-ring in the lower valve seat groove,
guides from the cylinder head.
and wipe off any surpius grease / Molycote.
Page 2 4 INLET- AND EXHAUST VALVES

CR-5110
f RoIIs-Royce
7. Cool the exhaust valve seats down to -10 to - Inspecting the inlet- and exhaust valves
15°C for easier assernbling. and valve seats before installing
1. Ensure that the valves are ground to the speci
8. Press the exhaust valve seats into the cylinder fications, see “Data for valve grinding”. The
head. valves must be fifted correctly in order to work
satisfactory.
Refitti n g 2. Clean the valve, the valve seat and the valve
Refifting the inlet- and exhaust valves guide thoroughly.
A CAUTION 3. Colour the seat of the valve and put into the
Before instailation, the vaive, the valve seat cylinder head.
and the valve guide must be weil cleaned
and coated with lubr. cii.
1. Clean the valve, the valve seat and the valve

guide. Tool 160
2. Coat the valve, the valve seat and the valve

guide with lubricating ou.
3. Instail the valves in the cylinder head.
4. Fit the locking ring in the groove in the valve

spindle.
5. fit ffie valve rotator, the valve spring and the

valve spring seat.
6. Press down the valve seat with the tool 170 and Fig. 5110-2
refit the taper seat lock.
( 7. Unload the valve spring. 4. Use the tool 160 to rotate the valve a quarter of
a revolution. Since the weight of the tool and the
valve will give satisfactory pressure, it is not rec
Inspection and Maïntenance ommended to apply further pressure on the tool.
Inspection of vaive rotators
The function of the valve rotators should be 5. Check the colour on the valve seat. If the
checked at regular intervais. To simplify this colour shows an even contact around the outer
inspection, paint a mark on the rotators that can seat diameter, it is 0K.
be observed while the engine is operating. If the colour check shows unsatisfactory contact,
Ifthe rotators are broken, they should be replaced the seat has to be fiirther ground by machine, see
as soon as possible. “Data for valve grinding”.
7. After regrinding, repeat the procedure until the

Maintenance of vaive rotators contact is 0K.
No maintenance is needed on the valve rotators.
é
INLET- AND EXHAUST VALVES Page3 :4
CR-5110
RoIIs-Royce
NOTE:
Lapping of the valve seat with grinding
paste must only be done as an emer
gency solution.
Maintenance of valve seats

The tool 160 is only meant for lapping ofseats.
Special tool for grinding the valve seats is not

included in Rolls-Royce’s standard supply of
tools, but it can be supplied on request.
See “Data for valve grinding”.
Adjustment of valve clearance

For procedure for adjusting valve clearance, see
instruction “Cylinder head”.
(
c
Page 4 :4 ll’LET- AND EXHAUST VALVES
RoIIs-Royce
DATA FOR VALVE GRINDING 5115
CR
1108
C)
NLET EXHAUST
c Fig. 5115-1
Page 1:2
CR- 5115
RoIIs-Royce
Descri ption E
Table 1: Data for valve grinding
Item Description Inlet valves Exhaust valves
A Valve spindle diameter [mm] 16 -0,09 16 -0,140

-0,11 -0,160
B Valveguidediameter[mm] 16 +0,018 16 +0,018

O o
A-B ClearanceA-B, new engine [mm] Max. 0,128 Max. 0,178
Mm. 0,009 Mm. 0,140
A B - Clearance A-B, maximum permissible [mm] 0,180 0,250
C Length, valve guide [mm] 174 174
D Distance valve guide valve seat [mm]

- 85,5 88,5
E Inner diameter, face, valve seat [mm] 82,31 80,07
F Outer diameter, face, valve crown [mm] 84 82

(
G Angle, valve crown 300 5 300
-10’ -10’
H Top angle, valve seat 15° 15°
J Angle, valve seat 30° +10’ 30° +10’

+5’ +5’
K Distance, new engine [mm) 7,2 ±0,15’ 7,0 ±0,15’
K Distance, minimum permissible [mm] 6,5 6,5

Inspection of valve crown height Except from this, there is no particular wear limit
The distance K should be measured whenever the on the valve seat face, as wear is minimal. The
valves are removed from the cylinder head. valve seats are usually scrapped because of sur
face damages rather than wear, and thus the deci
c
Inspection of valve guide clearance fA-B) sion is taken by visual judgement.
Check the valve guide clearance when possible.
Ifthe clearance is more than permissable or there
are signs of gas leakage along the valve spindle,
the guide and/or the valve will have to be
changed.
Inspection of valve seats

The seat face outer diameter E must in no case be
larger than outer crown face diameter F. If it is,
the valve seat has to be replaced, or the height
sufficiently reduced by grinding of the face
marked by the angle H.
Page 2 : 2 DATA FOR VALVE GRINDTNG

RoIIs-Royce
INDICATOR VALVE 5200
CLASSIFICATION OTHER THAN ABS CR
0903
1. Open the indicator valve by using the T-handle.

To prevent leakage along the spindle, unscrew the
valve spindie ali the way until the coliar is dos
ing against the valve seat on the spindle nut.
NOTE:
It is not necessary to use force to tighten
the valve in open position when opening
the ind icator valve.
2. Fit the rneasuring equipment to the indicator

vaive connecting pipe (1).
3. Afier measuring the cyiinder pressure, the mdi

cator valve is closed by the T-handle (9).
Fig. 5200-1
E
Descrï ptïon
Description indicator valve
Each cyiinder head is equipped with an indicator
valve, consisting of a connecting piece (6), shut
off valve (3) and connecting pipe (1). The vaive
is bolted to the cylinder liead by the studs (7). The
T-handie (9) lias a 17 mm socket.
Inspectíon and Maintenance

Measuring maximum firing pressure
The upper part ofthe indicator valve is connected
to the atrnosphere by a groove in tlie valve spin
C
Pagel:2
CR-5200
RoNs-Royce
E
c
Page 2 2 INDICATOR VALVE
RoIIs-Royce
60
CR
1202
CAMSHAFT, VALVE DRIVE AND GOVERNOR DRIVE
Page 1: 1
RoIIs-Royce
CAMSHAFT 6100
CR
1208
Fig. 6100-1
Descriptíon
connected to the camshafi extension, which again
Camshaft
is fitted in the camshaft tbrust sleeves.
lhe engine is equipped with a gear wheel driven The gear wheel may be rotated on the camshaft
camshafi, with the camshaft drive in the flywheel when the flange bolts are loosened.
end, see instruction “Camshafi drive”.
The camshafi has two sections for each cylinder,

where the inlet- and exhaust cam are on one sec Camshaft thrust sleeves
tion, and the fuel cam and the bearing journal 011 The camshafi is guided axially by the thrust
another. The sections are bolted together. sleeves ffiat are located in the governor drive
cover at the flywheel end. lhe thrust sleeves also
( serve as an additional support bearing for the
camshafi.
Lubricating ou is supplied to the thrust sleeves

through ou drillings in the engine block.
Camshaft bushings
The camshafi bushing housings are integrated in
the engine block, and the camshafi bushings are
press-fitted into them. Lubricating ou is supplied
Fig. 6100-2 to the bushings tbrough drillings in the engine
block.
Camshaft gear wheel The bushings are coated with tin-aluminium bear
( On the section of the camshafi at the flywheel ing material.
‘— end, a flange is bolted. lhe camshafi gear wheel
is clamped between this flange and the flange
Page 1: 8
CR-6100
RoIIs-Royce
Removal
Removing one section of the camshaft 5. Loosen the cylinder screws on both sides ofthe
camshafi section.
NOTE:
When removing several sections, it is 6. Move the neighbouring camshaft section to the
preferable to begin with the section near lefi to free the guide pins.
est the engine pump end.
7. Remove the carnshaft section.
1. Remove the valve gear, see instruction “Cylin
der head”.
Removing the camshaft section at fly
2. Puli out the push rods. wheel end
The camshafi section closest to the flywheel end
3. Remove the inlet- and exhaust cam follower (3) is connected to the camshaft gear wheel
assemblies on the section which is to be removed, flange with screws. Prior to removing this sec
see instruction “Inlet- and exhaust valve drive”. tion, the camshaft gear wheel will have to be
removed, see dismantling procedure in this
4. Lifi and fasten the fuel cam follower by using a instruction. (
screw in the fiel cam follower housing.
E
10
11
Fig. 6100-3
E
Page2: $ CAMSHAFT
CR-6100
RoIIs-Royce
Dismantling clean and free ofgrease in order to obtain a good
Dismantling the camshaft gear wheel metallic contact.
1. Remove the govemor and the govemor drive. 2. Check that the lubricating ou channels to the
camshaft bushings are clean.
2. Loosen and remove the center screw (9) in the
claw coupling (8). Remove the claw coupling 3. The camshaft bushings are sbrink-fifted on.
cover (10). Cool the bushing in carbonic acid for 4-5 minutes
before fiuing.
3. Remove the camshafi gear wheel cover (11).
lhe camshaft thrust sleeves (7) will follow. 4. Use a pin through the lubricating ou duct to
guide the camshaft in correct position, ensuring
that the lubricating ou channels are open.
NOTE
Secure the camshaft gear wheel against
falling when removing the clamp screws.
Assembling camshaft gear wheel
( 4. Remove the clamp screws (6). 1. Fit the gear wheel (5) to the camshafi flange
(2) with four fitting screws (not shown on draw
5. Remove the flange with the camshaft extension ing) before fitting the unit into the engine.
(4).
2. Fasten the flange and the gear wheel to the
6. Remove the gear wheel (5). camshaft section at ftywheel end with the screws
(1), and tighten to the torque given in “Table of
7. Remove the screws (1) and remove the flange tightening specifications”.
on the camshaft section (2) at ftywheel end.
3. fit the flange with the camshaft extension (4)
with the clamp screws (6), and tighten to torque
Dismantling camshaft bushings specified in “Table oftightening specifications”.
When the camshafi section to the lefi of the bear
ing housing is removed, the bushing can be dis- 4. Remove the four fitting screws.
mantled by using special tool 340. Normally, the
tool is not delivered with the engine.
NOTE
( NOTE:
Check the camshaft extension for
tricity before installing the fuel ou injection
The bushings should only be removeU pumps.
when they are going to be replaced by
new ones. 5. Fit the tbrust sleeves (7) in the camshaft gear
wheel cover (11).
Assembling 6. Refit the camshaft gear wheel cover to the

engine block with the screws.
Assembling camshaft bushíng
NOTE: 7. Refit the claw coupling (8) and the claw cou
UseU bushings can not be repaired or pling cover (10) with the center screw (9).
adjusted. Ony new bushings suppNed by
RoIIs-Royce may be employed.
1. Before installing a new bushing, make sure that

the back sude of the bushing and the correspond
“.-_-
ung surface on the bearing housing are absolutely
CAMSRAFT Page 3 8
CR-6100
RoIIs-Royce
Refitting Inspectíon and Maintenance (
Refitting the camshaft Inspection of the cams
The cams should be visually inspected for wear
A CAUTION on regular basis.
To avoid collision between the inlet- and
exhaust valves and the piston when rotating
the crankshaft, it is recommended to Inspecting the camshaft bushings
dismantie ali valve gears during fitting of The camshaft bushings should be checked for
camshaft sections. wear without being removed from the bushing
housings whenever a camshaft section is disman
NOTE: tled.
The camshaft sections with inlet,
exhaust- and fuel cam are similar for ali Local deformations of the bushings that afier a
cyiinders. When refitting a section, short period of operation appear as polished spots
ensure that the corresponding shaft ends of wear n the bushing surfaces, are the results of
are in right position by using the guide dirt particles between the bushing and the bearing
pin, see drawing(s) at the end of this
instruction.
housing. (
The bushing should be replaced in case of dam
1. Start installing the camshafi section closest to aged bushing material.
the ftywheel end.
2. Adjust the camshaft section until the mark “O” Inlet and exhaust cam
on the camshaft section is aligned with the mark Inlet, exhaust and fuel cam are not possible to
011 the bearing cap. adjust individual. The whole shaft must be
tumed. To check or ad] ust the inlet and exhaust
3. Instali the camshafi gear wheel, see assembling cam the following procedure must be followed.
procedure in this instruction.
4. If the “O” mark on the camshaft section is not Control

aligned with the mark 011 the bearing cap, tighten Remove the cylinder cover to access the pushrods
the camshaft gear wheel temporarily and rotate and rocker arms.
the crankshaft section until the “O”-mark is in the
conect position.
Tum the engine until the roiler follower of the
chosen cam surely is on the base circle ofthe cam E
(i.e. zero lifi). Mount a dial indicator to measure
5. Loosen the camshaft gear wheel by untighten the lifi of the pushrod.
ing the gear wheel flange screws, and rotate the Tum the engine until the dial indicator shows 1.8
crankshaft (without rotating the camshafi) until mm pushrod lift. Read the position of the actual
the TDC-mark for cylinder 1 On the flywheel is cylinder on the marking on the flywheel. The
aligned with the pointer on the engine block. timing should correspond to the values given in
Lock the camshafi gear wheel by tightening the Tecbnical Data.
screws to the torque given in “Table oftightening
specifications” Adjustment
If the camshaft has to be adjusted, the exhaust
6. Instail the remaining camshafi sections as open timing value should be used for adjustment.
described in the drawings at the end of this Choose one cylinder for reference for adjustment
instruction and “Table of tightening specifica (ali cylinders will automatically be adjusted).
tions”. Tum the engine until the exhaust roller follower
7. Check that the camshaft rotates freely.

of the chosen cylinder surely is on the base circie
of the cam (i.e. zero lifi). Mount a dial indicator
c
Page 4: 8 CAMSHAFT
CR-6100
RoIIs-Royce
to measure the lifi of the corTesponding pushrod.
Turn the engine until the dial indicator shows 1.8
mm pushrod lifi. Untighten the bolts in order to
allow the gearwheel to rotate freely on the cam
shaft. Rotate the engine until the position of the
actual cylinder on the marking on the flywheel
correspond to the values given in Technical Data.
NB! Make sire to turn the engine correct direc

tion. The engine must not be turned more than a
few degrees, because the inlet and exhaust valves
will coilide with the piston crown.
Tighten the bolts according to Operating manual

instr. 1121, “Table of tightening specifications.”
c
CAMSHAFT Page 5 8
CR- 6100
RoIIs-Royce
(
gg
(.
Fig. 61 00-4 Camshaft arrangement 6-cylinder

-
Page 6 : 8 CAMSHAFT
CR- 6100
RoIIs-Royce
Et
4:!
tu
Fig. 6100-5 Camshaft arrangement 9-cylinder

-
CAMSHAFT Page7:8
CR-6100
RoIIs-Royce
c
Page 8: 8 CAMSHAFT
RoIIs-Royce
CAMSHAFT DRIVE 6110
CR
1202
(
2
(
Fig. 6110-1
Descrïption Camshaft drive intermediate gear wheel

Camshaft drïve unit
The camshaft drive consists ofthe camshafi drive The intermediate gear wheel unit consists of two
gear wheel (1) on the crankshafi and the camshaft gear wheels fitted together by screws. They are
drive intermediate gear wheel unit (2). lhe inter supported on a common shafi, again supported in
mediate gear wheel unit drives the camshaft gear the engine block. The shaft is press-fitted in the
wheel. outer end and connected to the flange, which is
connected to the engine block with the screws.
Camshaft dríve gear wheel lhe two bearings in the intennediate gear wheel
( lhe split camshafl drive gear wheel is clamped to unit are press-fitted into the gear wheel.
“— the coilar flange on the crankshafi with screws.
Page 1:4
CR-6110
RoIIs-Royce
Lubrication of camshaft drive in the engine block and can be removed from the (
The gear wheels are lubricated from the main inside.
lubricating ou system, through the pipes and noz
zies fitted in the camshaft drive space. 7. Lifi out the intermediate wheel unit through the
camshaft drive cover by using the straps.
The journal bearings for the intermediate gear
wheel are lubricated through bores in the shafi. Removing the camshaft drive gear wheel
NOTE:
When removing the camshaft drive gear
Remova! wheel, utmost cate must be taken to
Removing the intermediate gear wheel avoid damaging the crankshaft. Even sur
u n it face damages that appear insignificant
1. Prior to rernoving the intermediate gear wheel may inWate crankshaft breakdowns!
unit, the camshaft extension with the camshaft
gear wheel has to be removed, see separate 1. Prior to removing the camshafi drive gear
instruction “Camshaft”. wheel, the intermediate gear wheel unit has to be
removed, see removal procedure in this instruc
(
2. Remove the lubricating ou nozzles and pipes, tion.
also the pipes to the shaft of the intermediate
wheel. 1
6
4
7
10
$
$
(
9
Fig. 6110-3
Fig. 6110-2
2. Lower the flywheel bearing cap (5), see
instruction “Main bearings, thrust washers and
3. Secure the intermediate gear wheel unit with ftywheel bearings”.
straps.
3. Remove the cap screws (6) connecting the gear
4. Remove the flange (3) outside the gear wheel wheel to the flange (10).
shafi (4), and fasten it again with the outside fac
ing the engine. 4. Untighten and remove the cap screws on the
split gear wheel (7).
5. Use a standard screw M16x95 in the centre
hole of the flange to press in the intermediate 5. Remove the gear wheel (1).
gear wheel shaft until it is free from the press fit
Page 2 : 4 CAMSHAfT DRIVE
CR-6110
RoIIs-Royce
Dismantling Refitting the intermediate wheel unit
Dismantling the intermedïate gear wheel 1. Lift in the intermediate gear wheel unit by
1. Remove the bearings (8) from the gear wheel using straps. Secure the gear wheel to enable the
unit. fitting ofthe shaft.
2. The intermediate gear wheel is dismantled by 2. Fit the intermediate gear wheel shafi (4) from
removing the screws (9). the inside of the engine until the shaft reaches the
press fit.
Assembling 3. Fasten the three studs, special tool 280, to the

shaft from the outside.
Assembie the intermed iate gear wheel
The intermediate gear wheel is assembled by fit 4. fit the flange (3) over the studs, and fit it to the
ting ffie screws (9) to torque given in “Table of engine block with the screws. Ensure that it is
tightening specffications”. positioned correctly relative to the holes in the
shafi.
( Refit the bearings.
5. Puli the shafi into the press fit by successively
tightening the nuts on the studs. The shaft should
Refitting be pulled in as far as possible.
Refitting the camshaft drive gear wheel
6. Remove the special tools, and fasten the nor
1. Check the guide pins on the gear wheel halves
mal screws in the shaft and flange.
for damages. Ifthey are damaged, they have to be
replaced.
7. Refit the lubricating ou pipes to the shaft from
the inside ofthe engine block.
2. Tighten the cap screws (7) on the gear wheel to
the preliminary tightening torque given in “Table
of tightening specifications”.
3. Check that the split gear wheel halves are in Inspection of camshaft drive
dose contact. Inspect the gear wheel teeth at regular intervais.
c 4. fit the first and last cap screw (6) in the hole
pattem on the flange spaced 90°, and puli the gear
If gear wheels are worn, they will have to be
changed.
wheel carefully against the flange (10) on the Regularly inspect the lubricating ou pipes and
crankshaft. nozzles, to ensure that the camshafi drive has suf
ficient lubrication.
5. Fit the rest of the cap screws (6) to the flange,
but do not tighten.
Inspection of clearances
6. Tighten the cap screws (7) on the gear wheel to When the camshaft drive is dismantled, the clear
the torque given in “Table oftightening specifica ances in the camshafi drive should be checked.
tions”. See “Clearances”.
7. Cross-tighten the cap screws (6) on the flange

to the torque given in “Table of tightening speci
fications”.
c
CAMSHAFT DRIVE Page 3 : 4
CR-6110
RoNs-Royce
E
c
Page 4 :4 CAMSHAFT DRIVE
RoIIs-Royce
INLET- AND EXHAUST VALVE DRIVE 6200
CR
1202
which is supported in the hardened steel cup in

the cam follower lever (4).
Each push rod is covered with a drain pipe (3),

which has o-ring seals in both ends. The lubricat
ing ou from the cylinder head is drained trough
the pipe. The ou flows along the push rod and
into the camshaft compartment, from where it is
guided to the lubricating ou sump through bores
in the engine block.
C Cam follower assembly and cam

The main parts in the cam follower assembly are
the cam follower lever (4) and the roiler (5). The
roiler is fitted in the cam follower lever, which in
turn is fitted to the engine block in the camshaft
cover casing.
Lubricating ou to the cam lever pivot bearing and

the cam rolier bearing is supplied through drili
5 ings in the engine block, and through the lever.
Removal
Removing the push rods and cam foi
Iower assembly
E 1. Remove the valve gear from the cylinder head,
see separate instruction “Cylinder head”.
2. Puli out the push rod.
3. If the drain pipe is going to be removed, it

should be pulled out.
Fig. 6200-1
4. Remove the two screws in the camshafi cover
Descri ptíon casing, and remove the cam follower assembly.
Push rods
The valve gear (1) is operated via the push rods
(2). The push rods are made of steel pipes and are Dismantlíng
at the upper end cup-shaped and supporting the Dismantling the cam roiler
impact screw 011 the valve gear. On the lower end The cam rolier is removed from the cam follower
c they have a press-fitted hardened steel head, lever by removing the circlips, and pushing out
the rolier.
Pagel:2
CR-6700
RoIIs-Royce
c
Assembling
Assembling the cam roiler
The cam rolier is fitted in the cam follower lever
by using circlips.
Refitting
Refitting the push rods and the cam foi
Iower assembly
1. Fasten the cam follower assembly to the cam
shafi cover casing with the two screws. Push the
assembly upwards when tightening the screws, to
ensure correct alignment for the rolier.
(
2. If the drain pipe has been removed, instail it.
Check the o-rings on the pipe, and renew them if
necessary.
3. Fit the push rod in the hardened steel cup in the

cam follower lever.
4. Fit the valve gear, see ínstruction “Cylinder

head”.

Inspecton of the inIet- and exhaust valve
drive
The cam rollers should regularly be visually
inspected for wear.
C
When the push rods are removed, their ends
should be checked for wear.
Page 2 : 2 LNLET- AND EXHAUST VALVE DRJVE

RoIIs-Royce
GOVERNOR DRIVE 6300
CR
1202
2
1
3
E 12
11
e 8
9
5
10
Fig. 6300-1
Descríption
camshafi extension through a flexible coupling
Governor drive
(11) and agearwheel (9).
Depending on the application and operating con
ditions, various types of governors may be
employed. See separate instruction manual for NOTE:
The drawing shows a governor drive
details on the governor.
which includes an overspeed trip (2). This
c The govemor drive is located at the flywheel end

ofthe engine. lhe govemor (1) is driven from the
is not fitted on standard Bergen C25:33
engines.
Page 1:4
CR-6300
j RoIIs-Royce
Lubrication of governor drive
The govemor drive is lubricated from the main
2. Remove the screws (12) and the distance piece
with the governor drive pinion (4). To dismantie
c
lubricating ou system. A drain plug (10) is the gear wheel and the roiler bearing assembly (3)
located in the lowest part of the reservoir. from the distance piece, remove the circlip.
3. Remove the govemor drive housing (8) from

the engine by removing the nuts, and pull the
Removal
housing off the engine block. The gear wheel
Removing the governor dríve shaft, the gear wheel (9) and the gear side of the
The govemor and the overspeed trip must be flexible claw coupling (11) will follow the hous
removed from the govemor drive housing before ing.
starting this procedure.
4. Remove the camshafi side ofthe claw coupling
1. Drain tlie lubricating ou from the ou reservoir and the gear wheel by removing the circlip and
by opening the drain plug (10). the center screw (14).
17
13
18
19
20
14
22
15
21
16
E
Fig. 6300-2
Dismantling
Dismantling the governor drive
3. Remove the gear wheel shafi from the gover
The governor drive housing must be dismantled
nor drive housing by opening the cover (19) and
before starting on the procedure.
remove the circlip on the shaft.
1. Remove the circlip and the centre screw (14) in
4. To remove the rolier bearings (17) and (18),
the gear side claw coupling (13).
and the distance sleeve (20), first remove the cir
clips and distance piece (22).
2. Puil the gear wheel (16) and the gear side claw
coupling from the housing. Dismantie the gear
wheel from the gear wheel bracket (15) by loos
ening the screws (21).
c
Page 2 4 GOVERNOR DPJVE
CR-6300
RoIIs-Royce
Asse m b Ii n g
Assembling the governor drive.
1. fit the gear wheel (16) to the gear wheel
bracket (15) with the cylinder screws (21).
2. fit the distance pieces (20) and (22) and the

roiler bearings (17) and (18) in the housing. Fas
ten them with the circlips.
3. Place the gear wheel shaft in the housing, and

fasten it with the circlip.
4. fit the gear wheel to the gear wheel shaft, and

fasten it and the gear síde of the claw coupling
with the centre screw (14).
5. Measure the distance A with a depth gauge.

The distance should be 65+0,lmm. Adjust the
distance with shims between the gear wheel and
the gear wheel shafi.
7. Secure the centre screw (14) with the circlip.
Refitti n g
Refitting the governor drive
1. fit the camshafi side of the claw coupling to
the camshafi extension, and secure it with the cir
clip.
2. Refit the o-ring (5). If it is wom or old, it

should be replaced.
3. Fit the govemor housing to the engine block

with the studs and nuts. Remember the spring
washers.
4. Fit the mechanical overspeed trip housing to

the govemor drive housing.
5. Assembie the distance piece with the roiler

bearings (3) and the govemor drive pinion (4).

Inspection of the governor dríve
When the governor drive is dismantled, the rolier
( bearings and the gear wheel teeth should be
inspected for wear.
GOVERNOR DRIVE Page 3:4

CR-6300
RoIIs-Royce
E
Page 4:4 GOVERNOR DMVE
RoIIs-Royce
710
CR
1202
CHARGE AIR AND EXHAUST SYSTEM
Page 1: 1
RoIIs-Royce
CHARGE AIR AND EXHAUST SYSTEM 7100
CR
1202
1 2
Fig. 7100-1
Descri ptíon Inspection and Maintenance

Charge air and exhaust system Inspection of the (optional) water mist
The main components in the charge air system catcher
(
are the compression side of a turbocharger, the For inspection of the (optional) water mist
two-stage charge air cooler (5) and the charge air catcher, see instruction “Charge air cooler”.
receiver.
The turbocharger (2) is of the axial turbine type.

It is fitted on top of the engine front module and
is connected to the charge air cooler (5) via the
expansion bellows and the air duct. lhe charge
air cooler is integrated in the engine front mod
ule, in front of a (optional) water mist catcher (4).
lhe charge air receiver (3) is integrated in the
cylinder block.
The standard exhaust system consists of the tur

bine part of the turbocharger and a modular pulse
converting system for the exhaust manifold (1).
Pagel:2
CR-7100
RoIIs-Royce
c
Page 2: 2 CHARGE AIR AND EXHAUST SYSTEM
RoIIs-Royce
TURBOCHARGER 7110
CR
0909
Description
WARNING
Turbocharger Employ clean water only when washing. Use
The engine is equipped with a turbocharger ofthe of diesel ou, thin Iub.oil or other solvents
axial turbine type. for detailed description, might cause danger of explosion.
inspections and maintenance procedures of the
turbocharger, see separate ABB manual.
The turbocharger is cooled and lubricated with

lubricating ou from the main lubricating ou sys
tem. See instruction “Main lubricating ou sys
tem” for details.
The turbocharger’s compressor side is to be

cleaned with water at regular intervais. Because
of this, a water injection system for the compres
sor side of the turbo charger has been installed.
See maintenance procedure for details.
For engines operating on heavy fuel oil or inter

mediate fuel, it is also required to clean the tur
bine side of the turbocharger at regular intervals.
Because ofthis, these engines will have a special
turbine cleaning system installed. See mainte
nance procedure for details.

Water washing of turbocharger, compres
sor side
for further information, see Sundry manual,
chapter 8.3 and 8.4 in ABB manual.
Water washíng of turbocharger, turbine

side
Engines which will operate on intermediate fuel
or heavy fuel ou will be equipped for water wash
ing of the turbine side of the turbocharger.
For ftirther information, see $undry manual,
chapter 2.3 and 2.4 in ABB manual.
c
Pagel:2
cEm CR-7110
RoIIs-Royce
E
c
Page 2 :2 TURBOCHARGER
RoIts-Royce
ARRANGMENT OF PICKUP, 7115
TURBOCHARGER CR
1202
Description Inspection and maintenance

A magnetic pickup (1) is installed on the turbo Adjusting pickup clearance
charger. The clearance A to the compressor (2) is to be
adjusted to 1,0 ± 0,1 mm. (One turn of the pickup
The pickup is fitted to the compressor housing is 1,25 mm).
cover (3) and is connected to the junction box on
engine by the cable (4).
from the junction box on engine the pickup sig

nal can be connected to a local or remote tachom
eter, for reading ofthe turbocharger speed.
E
(
—.-- -
Fig. 7115-1
c
Page 1: 1
(
c
RoIIs-Royce
CHARGE AIR COOLER 7120
CR
0607
Description Refitti ng
Charge aïr cooler Refifting the charge air cooler
lo ensure optimal control of the engine operating 1. The charge air bend will have to be dismantled
parameters, the engine is equipped with a two to refit the charge air cooler.
stage charge air cooler, which is integrated in the
engine front module. 2. Ensure that the cooling water channels and
connections are clean before refitting the cooler.
A two-stage charge air cooler is especially impor
tant for engines operating on heavy fuel ou or 3. Check the o-rings at the cooling water connec
intermediate fiel, or for engines operating at low tions of the charge air coo ler. Ensure that they are
E in place when refitting the charge air cooler.
lhe two-stage charge air cooler has one high tem 4. fit the cooler end plate to the engine ftont
perature section (stage 1) and one low tempera module.
ture section (stage 2). Stage one is connected to
the engine’s high temperature cooling water cir
cuit, whereas stage two is connected to the low Inspection and Maintenance
temperature circuit.
Inspectïon of the charge aïr cooler
At low load, cylinder compression pressure and A teil-tale hole is located in the end plate of the
combustion temperature will decrease. lhis may water mist catcher, on the manifold side in the
lead to increased ignition delay, and thereby poor engine front module. lhrough this hole con
combustion and formation ofresidue. To counter densed water from the charge air cooler and the
act this, the second stage of the two-stage charge water mist catcher will be drained. Check at regu
air cooler will pre-heat the charge air at low lar intervals that the passage is open.
loads, ensuring better operating conditions for the
Ifwater is steadily coming from the teil-tale hole,
( engine.
it indicates that there is a water leakage in the
charge air cooler. The cooler will have to be
for information about the control system of the
two-stage charge air cooler, see instruction “Con inspected.
trol ofthe two-stage charge air cooler”. NOTE:
If the engine is operating in areas with
very high humidity, the water drained may
Removal be condensate.
Removing the charge air cooler
The charge air cooler is removed by removing the
Cleaning the charge aïr cooler
screws, and pulling the cooler out of the engine Both the water side and the air side of the charge
ftont module. air cooler should be cleaned at regular intervais.
lhe complete transition block with water bends It is important to have a clean charge air cooler to
and 3-way valve for 2nd stage of charge air keep the operating conditions for the engine at
cooler, has to be removed first. optimal levels.
See separate manual for details regarding clean
ing procedures.
Pagel:2
CR-7120
RoIIs-Royce
c
Page 2 : 2 CHARGE AIR COOLER
RoIIs-Royce
c EXHAUST MANIFOLD 7130
CR
1202
3 5 6 7
c Fig. 7130-1
Descriptíon
Exhaust manífold interconnected with expansion bellows. The bel
lhe engine is equipped with an impulse exhaust lows are fitted to absorb the heat expansion ofthe
system. pipes. lhere are also bellows between the exhaust
manifold and the turbocharger joints.
From the ducting unit (1) on the cylinder head,
the exhaust is led through a V-flange (2) connect
ing the ducting unit to the exhaust manifold back
plate (3). lhe ducting unit is fastened to the V Removal
flange with a V-clamp (4) for easy removal ofthe Removing the exhaust manifold
ducting unit. The V-flange is screwed to the The complete exhaust manifold with the back
exhaust manifold back plate. plate and the V-flange may be removed as one
unit if necessary. By loosening the V-clamp on
The exhaust manifold is fitted to the V-flange the ducting unit and loosening the screws on the
through the manifold back plate with screws. lhe connection towards the turbocharger, the mani
manifold consists of a number of pipe modules
Pagel:2
CR-7130
RoIIs-Royce
fold is fitted to the engine block only with the
brackets and screws (7).
NOTE:
Ali screws, washers and nuts used in the
c
flange connections for the exhaust pipes
Contact Rolis-Royce for details regarding this are made of heat resistant material. If
procedure. renewing these components, this must be
taken into consideration when acquiring
new ones.
Dismantling
Dismantling an expansion bellows in the 3. Tighten the screws eveniy.
exhaust manfiold
Remove ali the screws in both flanges and push
out the expansion bellows with gaskets. Refítti n g
Refitting the v-flange
Dismantling the exhaust V-flange
Use a new gasket and fasten the V-flange to the
NOTE: back plate. Tighten ali the screws evenly. Con
Removal of the V-flange is normaliy not
necessary, unless the gasket between
the flange and the back plate needs to be
nect the V-flange to the cyiinder head multiduct
by fitting the ciamp, after a new C-seal has been
put into place on the flange.
c
replaced.
The exhaust V-flange is connected to the cylinder

head multiduct with a ciamp and to the exhaust
manifoid back plate with the screws. It is not nec Inspecting the exhaust manifold
essaiy to remove the exhaust piping to remove The manifold should be manualiy inspected for
the V-flange. Remove the clamp. Untighten the leakages at regular intervais. To increase the ser-
screws and remove the V-flange. vice life of the expansion beiiows gaskets, the
screws shouid be retightened regularly.
Assembling
Refitting an expansion bellows in the Replacing a defect gasket in the expan
exhaust manifold sïon bellows
NOTE:
When fitting a new expansion joint it is
1. When replacing a defect gasket, the screw con-
nection must be removed. (
important to ensure that it is fitted cor
rectly according to the exhaust gas flow 2. Compress the expansion beliows by inserting a
direction. The arrows on the bellows screw driver between flanges.
should always point towards the turbo
ch arger. 3. Ensure that ali of the defect gasket is removed
before instaiiing the new one.
1. Ensure that the old gaskets are removed from
the grooves. Repiace ali gaskets ofthejoint.
2. To prevent corrosion ofthe screwjoints in con

tact with the exhaust manifold, a protective com
position (for instance Copaslip) should be applied
to the screw threads.
c
Page 2 : 2 EXHAUST MANIFOLD
RoIIs-Royce
720
CR
1202
FUEL OIL SYSTEM
Page 1: 1
RoIIs-Royce
c HIGH PRESSURE FUEL OIL SYSTEM 7200
CR
0806
Fig. 7200-1
Descrïption
E High pressure fuel ou system
The high pressure pipes are shielded to reduce the
The high pressure fuel ou system is enclosed by consequences of leakage. Any leaking ou from
large covers. This ensures minirnum heat loss the pipes will be drained to the waste tank via an
from the system, as well as it provides extra alarm sensor, see instruction “High pressure fuel
safety in case ofleakage. injection pipe”.
lhe engine is equipped with individual injection

pumps adjacent to each cylinder. Each pump has Lubrication system for the fuel ou injec
a short high pressure fuel pipe to the fuel injec tion pump
tion valve, which is centrally located in the cylin lhe engine is equipped with a system for lubri
der head. cating the fiel pump tappets.
Any fuel ou overflow from the injection valves, Lubricating ou for this purpose is supplied from
as well as any fuel ou leaking along the pump the valve gear lubricating ou system’ s supply
plungers will be drained through coilector pipes une. A solenoid valve supplies the lubricating ou
to the waste tank, see instruction “High pressure to the distributor pipe fitted behind the fuel injec
fuel injection pipes”. tion pumps. In the brackets the lubricating ou is
Page 1 :2
RoIIs-Royce
distributed to the coimection in the lower part of
each pump housing.
(
lhe lubricating ou is drained through the distance
piece undemeath the pump, into the drilled pas
sage for fuel ou leakage.
lhe solenoid valve is controlled by an adjustable

time relay, normally situated on the control con
sole, from where the lubrication quantity may be
adjusted with the working frequency and the time
constant of the relay. Normally the relay is
adjusted to cycle 4 seconds on 20 minutes off.
-

Fuel ou Ieakage
WARNING
Any fuei 011 Ieakage in the high pressure fuei
system could be dangerous. In addition to
the fite hazard, operators must be aware of
the high pressute in the system. lt is
therefore important that the correct
procedures are foilowed carefully!
Observe that ali fuel cii pipes on the engine
are completely enclosed, and these covers
-
must aiways be in place before the engine is

started.
c
Page 2 :2 HIGH PRESSURE FUEL OIL SYSTEM
RoNs-Royce
FUEL OIL INJECTION PUMP DRIVE 7205
MECHANISM CR
0904
1 5
6
2
7
3
8
9
10
Fig. 7205-1
Description
The cam follower plunger is secured in correct
lhe injection pump (1) is fitted to the distance
position in the cam follower housing by the guide
piece (2) with the studs and nuts.
key (10).
The cam follower assembly (3) is fitted beneath
Any fuel ou leakage along the pump plunger is
the distance piece. It consists ofthe cam follower
drained from the distance piece through drillings
housing (5), the cam roiler (9), the cam follower
in the engine block to a drain passage, and then
plunger (8), the cam follower push rod (7), the
through pipes to the waste ou tank.
impact screw (4) and the spring (6).
Page 1:4
CR- 7205
RoIIs-Royce
Removal Assembling
Removíng the fuel cam follower assembly Assembling the cam follower assembly
1. Remove the fiel ou injection pump, see 1. Instali the rolier and fasten it with the circlips.
instruction “fuel ou injection pump”.
2. fit the push rod and the irnpact screw in the
2. lhe distance piece (2) and the pump drive housing.
mechanism are now held in position by screws
(not shown on drawing). Remove the screws and 3. Fasten the guide key (10) to the torque speci
the distance piece. fied in “Table oftightening specifications”.
3. Remove the fuel cam follower assembly from 4. fit the spring in the housing.
the engine block.
5. Fit the tool 310 to the flange on the cam foi
lower housing, and cornpress the spring.
Dismantling
6. fasten the locking ring, and release the spring
Dismantling the cam follower assembly
force.
Make first a note ofthe measurement “A”.
7. fasten the clarnp ring and the shield to the cam
NOTE: follower assembiy.
lhe spring in the cam follower assembly
is heavily prestressed, so the retaining
ring must not be released before the
spring is secured by using the tool 310. Refitting
Refitting the fuel cam follower assembly
1. Remove the clamp ring and the shield ftorn the 1. Put the fuel cam follower assembiy into the
cam follower assembly. correct position
2. $crew the impact screw (4) into the push rod 2. Refit the distance piece, and fasten it and the
(7) as far as possible. fuel cam follower assernbly with the screws.
3. Fit the tool 310 to the flange on the cam foi 3. If nothing has been replaced and the sarne
lower housing. pump drive is remounted, adjusting the pre-injec
tion angle can be avoided by adjusting the impact
E
4. Use the clamp screw on the tool to compress screw (4) to the sarne “A” rneasurernent as noted
the spring. before dismantling. Then just instali the injection
pump.
5. Remove the locking ring.
7. Release the spring force with the clamp screw. Inspection and Maíntenance
8. Remove the guide key (10). Checking the pre-injection angle
The pre-injection angle is the point when the fiel
9. It is now possible to remove the sleeve with the ou injection pump starts delivering fiei, given in
impact screw from the housing. degrees before top dead center (TDC) for each
cylinder. It is very important that this timing is
10. To dismantie the rolier, remove the circlips correct, since just a small offset in the pre-injec
and push out the rolier. tion angle leads to a noticeable increase /
decrease in maximum combustion pressure.
c
Page 2 : 4 FUEL OIL INJECTION PUMP DRIVE MECHANISM
CR-7205
RoIIs-Royce
The flywheel is marked with TDC for the piston NOTE:
at top dead center for each cylinder. A pointer is It is important that the pre-injection angle
fitted to the engine block and serves as a refer is correct. 1/6 turn (600) ofthe impact
ence for the TDC-rnarking. screw corresponds to a difference in max
pressure of approximateiy 5 bar.
The pre-injection angle should be checked if the
maximum combustion pressure deviates more 6. Compare the new pre-injection value to the
than stated in “Main teclinical data” or if the fuel original value.
ou injection pump element / plunger has been
replaced. The original pre-injection angles for the 7. Check the pre-injection angle again by tuming
engine were adjusted by the engine manufacturer, the flywheel 10 degrees backwards, and repeat
see “Manufactures data”. In due course, the value the procedure. If the pre-inj ection angle differs
may have to be corrected for wear in the pump from the first result, adjust it once more.
drive mechanism.
8. Before reinstalling the erosion plugs iii the
1. Remove the erosion plugs from the pump. purnp, check if the gaskets need to be changed.
( Remove the cover on the distance piece to get
access to the impact screw (4).
NOTE:
lt is important that the erosion plugs are
2. Set the fiel admission to zero marks. correctiy tightened to prevent fuei Ieak
age!
3. Tum the flywheel in the direction of rotation
until the correct pre-injection angle is shown on
the pointer on the flywheel. Locking the cam follower assembly
The cam follower assembly can easily be locked
4. Use a flashlight to direct light into the hole for in upper position. This may be used when chang
one ofthe erosion plugs. At the sarne time, screw ing a carnshaft section, or in emergency situa
the impact screw on the cam follower upwards tions during operation ofthe engine.
and the plunger’s height adjustment is observed
in the hole on the other side ofthe pump. NOTE:
When a cam foliower assembly is iocked,
5. When the light disappears, the impact screw is it always must be in the absolute upper
E in the correct position. Lock the impact screw in
this position using the clamp ring.
position! Failure to follow this may dam
age the pump drive mechanism if the
camshaft is turned.
NOTE:
Observe that max./min. “A”-measurement 1. Tum the camshaft until the cam follower
is 5,5/2 mm respectively in order to avoid assembly is in its upper position on the cam, see
damage to the pump drive. separate instruction “Carnshafi”.
2. Enter a screw in the cam follower housing that

NOTE: pushes the guide key. Ensure that the guide key
Ensure that the fuei admission is zero!
and thereby the caiu follower assembly is locked
There is a groove ín the top of the fuel
in its absiute upper position.
injection pump plunger that ensures cor
rect pre-injection angle. lfthe admission
is at any other levei than zero, the Iight NOTE:
wili disappear too early. Remem ber to unlock the cam foliower
assembly after the maintenance is com
c pieted.
FUEL OIL INJECTION PUM? DRIVE MECHANISM Page3 :4

CR-7205
RoIIs-Royce
NOTE:
If a cam follower assembly is Iocked in its
(
upper position, the engine should only be
started for emergency reasons. An
engine operating without one fuel pump
wiII be unbalanced. To Iimitthe damaging
effect if this becomes necessary, the
engine should be operated for as short
time, and at as 10w load as possible.
c
Page 4 : 4 FUEL OIL 1NJECTION PUMP DRJVE MECHANISM
RoIIs-Royce
c FUEL OIL INJECTION PUMP 7210
CR
1202
( 3
4 10
5 ii
12
(
Fig. 7210-1
Descriptíon
Fuel oH ïnjection pump
valve (6), which ensures a stable residual pres
Each cyiinder has a separate fuei ou injection sure in the high pressure system independent of
pump operated by the fitei cam tbrough the fuei engine speed, ioad or fuei type. From the top
cam foilower. The pumps are equipped with piece the short high pressure fuei pipe leads to the
flow-through passages for fuel ou recirculation, fiel ou injection vaive.
also when the engine has been stopped.
lhe pump housing (2) contains the pump eiement Fuel oíl injection pump control
(7), the piunger unit (8) and tappet (12), the ero The pumps are regulated via a common control
sion plugs (3), the connection for the fuei suppiy shaft with spring-ioaded control arms (5), ensur
and fitei retum ou and the control mechanism. ing that shouid one fuei rack get stuck, the other
( pumps are stili controliable.
‘— lhe top piece (1) contains the constant pressure
Page 1:4
CR 7210
-
RoIIs-Royce
The fuel rack rotates the pump plunger by turning NOTE:
the control sleeve (10). lhe plunger has a helix The top piece contains small spring
on top, so when it is rotated, the purnp’s effec Ioaded components. Therefore, the top
tive stroke, and thereby the amount of injected piece should never be dismantled unless
fuel, will change. on a clean and tidy workbench.
Each pump is equipped with a built-in control air 1. Remove the lower circlip and the tappet.
operated emergency stop cylinder (4) which work
on the fuel rack, see “Overspeed trips” for details. 2. Remove the piunger element unit.
Lubrication of the fuel ou injection pump 3. Carefuliy unscrew the top piece from the pump
tappets housing by removing the outer screws.
The engine is equipped with a system for lubri
cating the tappets in the fuel pumps, see “High 4. Remove the top piece and the pump element.
pressure fuei system”.
5. Dismantie the top piece from the pump plunger
Lubrication and cleaning of the injection

by removing the inner screws. (
pump control sleeve
NOTE:
Engines running on intermediate fuel or heavy The cylinder and the plunger in the fue ou
fuel ou have injection pumps equipped with a pump element are matched. They must
system for cleaning and lubricating the control never be interchanged or replaced sepa
sleeve and the rack, see “High pressure fuel sys rately.
tem”.
Assembling
Remova!
Assembling the fuel 011 injection pump
Removing the complete fuel oh injection
1. Check that each seaiing surface is clean and
pump
undamaged, and that the springs and valves are
NOTE: clean and well lubricated with a thin fim of lubri
The top piece should never be disman cating ou.
tled from the pump element while the
pump is fitted to the engine, since the 2. Ensure that the gaskets are not wom. Replace
(
spring Ioaded components in the top if necessary.
piece may be lost.
3. Assembie the top piece and the pump element.
Disconnect ali pipes from the injection pump, Position the inner screws on the top piece and
remove the screws, and the pump may be gradually tighten crosswise to secure an even
removed from the engine. torque. See “Table of tightening specifications”
for correct torque settings.
Dismantling 4. Instali the spring sealing ring (9) in the pump

Dïsmantling the fuel ou injection pump housing. Ensure that it is fitted correctly in the
recess.
NOTE:
RoIIs-Royce recommend that only spe
5. Instail the pump element in the housing with a
cialists are used for ínjection pump over
continuous movement.
hauls.
c
Page 2 4 FUEL OIL INJECTION PUMP
CR- 7210
RoNs-Royce
NOTE: NOTE:
lf the contínuos fitting movement is inter Fuel rack adjustment should never be
rupted during fitting ofthe injection pump used to achieve uniform exhaust temper
element, the element should be with atures, as this wiII not only hide the symp
drawn, and the spring sealing ring should toms ínstead of rectifyíng the problems,
be refitted correctly! and additionally result in an unevenly
adjusted engine. This may cause serlous
6. Gradually tighten the outer screws on the top problems in the engine or connected sys
piece crosswise to the torque given in “Table of tems!
Inspection of fuel ou ínjection pump parts
7. Refit the plunger element unit.
Ifthe pump has been dismantled, check the pump
parts for wear. It is recommended that ali gaskets
8. Refit the tappet and fasten it with the circlip.
are replaced when the pump has been dismantled.
( Refitting
Sometimes the pump piungers are wom on the
slide surface due to cavitation or erosion. This
Refltting the fuel ou injection pump appears as a result of the temperature- and pres
1. Assembie the fuel ou injection pump com sure conditions in the fuel system andfor the ffiel
pletely before refitting. quality and treatment. The marks on the slide sur
face do not affect the plunger’s performance
2. Gradually tighten the cap screws crosswise to unless the wear is on the helix. lhe plunger does
fasten the pump to the distance piece. See “Table not need to be replaced because of wear until this
of tightening specifications” for use of lubricant happens.
and torque seftings.
Maintenance of the fuel ou injection pump
NOTE: Rolls-Royce recommend that only specialist
The control sleeve and the control rack workshops are used for injection pump overhauls.
have posítional marks for correct tooth
meshing.
( 3. fit ali pipe connections to the pump.
Inspection and Maíntenance

lnspectíon of the fuel injection pump
The fuel ou injection pump should be visually
inspected for leakage at regular intervais.
NOTE:
The best way of keeping an eye on the
condition of a fuel 011 injection pump is to
monitor the exhaust gas temperature. As
long as the temperature is normal, the
pump should not be dismantled!
c
FUEL OIL INJECTION PUMP Page3 :4
CR-7210
RoIIs-Royce
c
Page 4 :4 FUEL OIL 1NJECTION PUMP
RoIIs-Royce
REGULATING THE FUEL OIL INJECTION 7212
PUMPS CR
1202
View 1
1
E
c
Hg. 72121
Descri ption
Regulating equipment for the fuel oU
injectíon pumps The fuel injection pump lever is spring-loaded to
The fuel ou pump admission is controlled ensure that even if one pump gets stuck, it will be
mechanically by the engine govemor via the arm, possible to regulate the others with the control
linkages, control shafi, fuel ou injection pump shafi.
levers and fuel racks. The motion initiated by the
governor is transmitted to the control shafi via the The governor actuator arni has a built-in spring,
arm, and again to the fiel injection pump levers which makes it possible to manually tum the
and linkages. pump admission towards zero by turning the arm
on the control shaft even if the actuator tries to
Page 1: 2
-7212
RoIIs-Royce
achieve fuil admission. The pointer and the screw for generator engines, and 100% for propulsion
also serve as a fuel admission limiter for the con- engines.
trol shaft.
6. Check that the adjustment is correct by follow
ing the procedure “Inspection of the fuel ou
Inspection and Maíntenance admission”.
Inspection of Iinkages
The linkages between the fuel ou pump lever and
the pump should be inspected for wear regularly,
and changed if they are wom.
Inspection of the fuel ou admission

When the pointer on the control shafi is zero, and
the fuel admission reads 3 marks, check that the
govemor is in zero position.
Check that the govemor maximum position cor

responds with the maximum fuel position on the
pump racks.
Adjustment of the fuel oH admission

NOTE:
Never adjust fuel oH aUmisson on one
purnp in order to compensate for varying
exhaust temperatures, as this only wiiI
hide the symptorns instead of rernedying
the causes for the varying temperatures.
1. Position the fuel ou pumps to zero delivery by

adjusting the fuel ou rack to 3 marks.
(
2. Position the pointer on the control shafi to
zero.
3. Position the governor to zero admission.
4. fasten the connections.
NOTE:
On ali diesei engines in parailei operation
the fuel regulating parts must be adjusted
in the sarne way to obtain satisfactory
load sharing.
5. The arm with the pointer serves as a fuel

admission limiter for the control shafl. The limit
is set by adjusting the screw to 110% admission
C
Page 2:2 REGULATING lHE FUEL OIL INJECTION PUMPS
RoIIs-Royce
HIGH PRESSURE FUEL INJECTION PIPE 7215
CR
0603
1
2
C 3
7
Fig. 721 5-1
Description
High pressure fuel ou injectíon pipe
The short high pressure injection pipe leads from inspection of the pipes is necessary.
the top piece of the fuel ou injection pump to the Remove the pipes (5) temporarely for
fuel injection valve centrally located in the cylin Ieakage detection.
der head. The inner pipe (1) is of a single piece lt is important that the Ieak ou alarm sys
design. It is shielded between the pump and the tem must be connected during regular
cylinder head by one pipe (2) and through the operation of the engine.
‘— cylinder head by another (3), which has a hexa
gon end. The pipe is screwed into the fuel ou
injection valve. Fuel ou nozzle drain ou
Drain ou from the fuel ou nozzle is led through
bores in the nozzle holder to the bore for the high
High pressure fuel leakage alarm system pressure fiel pipe, and then drained along the
Any leakage from the inner pipe will be trans pipe to the drain bores (7). The leak ou is then led
ported back tbrough the shielding pipes to the back to the waste tank via the coliector pipe. (8).
drain pipe (5). The lealdng ou is drained to a col
lector pipe (6) fitted behind the fuel ou injection
pumps, and drained to the waste tank via an alarm
sensor. The alarm is triggered by the ou pressure
in the system.
NOTE:
lt is not possible to see which high pres
c sure pipe is Ieaking from the alarm sys
tem. To determine that, a closer
Pagel :3
CR- 7215
RoIIs-Royce
NOTE:
Before fitting a high pressure pipe,
c
ensure that the end faces on the high
pressure pump and the fuel injection
valve are clean and without damages.
9 1. If fitting a new pipe, remove ali the plugs in the

5 pipe by hand. If using tools, the end surfaces may
be damaged.
2. Ensure that the end faces of the pipe are with

6 out dirt particles or damages.
8
3. fit the pipe simultaneously in the injection
valve and to the fuel injection pump. lhe pipe
should fit exactly to the coordinates of the pump
and the valve. Tighten the pipe by hand by using
the hexagon on the pipe (3) and the nut on the
(
pump simultaneously. If there seems to be resis
tance, adjust the valve and the pump to avoid
introducing extra stresses in the fuel pipe.
Fig. 7215-2
4. fasten the purnp and the fiei injection valve
with their correct torques found in “Table of
Removal tightening specifications”, (1121).
Removing the high pressure fuel pipe
1. Remove the drain pipe (5). NOTE:
Remem ber to tighten the clamp on the
2. Unscrew the nut on the pump (9). fuel oíl injection valve and the screws for
the pump to fuil torque when the high
3. Unscrew the pipe from the fuel injection valve pressure pipe is fitted to avoid Ieakages!
and the cylinder head.
4. Remove the pipe. Ifit is going to be reused, the

5. Tighten the pipe into the injection valve and on
the pump by using the hexagon on the pipe (3)
E
pipe should be temporarily stored in such a fash and the nut on the pump alternately, to the torques
ion that the end faces wiil not be damaged. given in “Tabie of tightening specifications”,
(1121).
Refitti ng NOTE:
Refitting the high pressure fuel pipe lake special care to use the given
torques on the high pressure pipes! Over
NOTE: tightening of the nuts may damage the
It is important that the high pressure fuel pipes and Iead to high pressure fuel Ieak
pipes are fitted in a sttess-free condition. age!
lo reduce the possibility for stress, the
fuel injection valve (and if necessary, the 6. Refit the drain pipe (5).
fuel ou injection pump) should only be
fastened by hand when fiuing the high
pressure pipe, see ‘Fuel unjection valves”.
c
Page2:3 HIGH PRESSURE FUEL INJECTION PIPE
CR-7215
RoIIs-Royce
Inspecting for Ieak ou along the outside
shield
If leak ou is emerging from the cylinder head
bore, the outer o-ring on the outside pipe needs to
be replaced.
Inspection for ou Ieakage from the seat

ing cones
If the leak ou alarm from the high pressure pipes
is triggered
or
if small leaks are suspected ftom the high pres
sure pipes, follow this procedure:
Maintenance of the high pressure fuel

pipe
1. Stop the engine and remove the leaking high
pressure pipe.
2. Clean the pipe. Inspect the end facings of the
pipe and ensure that no dirt particles are lefi in
the seating surfaces of the pipe.
3. Ifthe seating cones on the pipe have grooves or
marks, carefully try to polish it off
4. Inspect the contact surfaces on the pump and
fiel injection valve. If dirt particles are observed,
clean the surfaces.
5. Refit the pipe. If the pipe is still leaking, it
should be replaced.
c
HIGH PRESSURE FUEL INJECTION PIPE Page 3:3
(
c
RoIIs-Royce
( FUEL OIL INJECTION VALVES 7220
CR
0803
E 1
Fig. 7220-1
Description
( Fuel ou injection valve
Temperature control of the nozzle is being pro
The fiel injection valve is fitted in a water-cooled vided by using lubricating ou from the main
sleeve in the centre of the cylinder heads. A gas lubricating ou system. The lubricating ou is sup
ket (4) with a yielding edge is fitted between the plied tbrough bores in the cylinder head, and led
injection valve and the water-cooled sleeve. to the nozzle. Afierwards the lubricating ou is
drained to the top of cylinder head.
The main components in a fuel ou injection valve
are the nozzYe holder (1), the nozzle retaining nut The nozzles are interchangeable.
(2), the nozzle (3), the valve spindle (9), the
spring (8), the spring retainer (7) and the adjust
ment screw (5).
Removal
fuel ou is injected in the nozzle holder from the Removing a fuel oíl injection valve
high pressure pipe, and led to the nozzle via bores NOTE:
in the nozzle holder. The prime reason for removing a fuel ou
injection valve from the engine is that the
exhaust temperature of that particular cyl
Page 1: 5
CR-7220
RoIIs-Royce
inder deviates considerably from the oth
ers. Sufficient checking and correct
2. Place the injection valve in a vice or bench
plate.
(
assembling of a used fuel oti injection
valve requires specialized tools and 3. Remove the locking screw for the spring spin
knowledge. As there are dangers of dis die (6)
turbing the operating conditions of the
high pressure fuel system unnecessary, it 4. Relieve the spring pressure by unscrewing the
should never be done as long as the locking nut and the adjustment screw (5).
engines operating parameters are nor
mal. 5. Remove the spring (8) and spindle assembly
(7).
1. Before removal of the fuel ou ínjection valve,
the high pressure pipe must be removed, see 6. Unscrew the retaining nut (2) and remove the
instruction “High pressure fuel pipe”. nozzle (3). Take care not to drop the nozzle nee
die (10).
2. Remove the clamp in the cylinder head.
3. Use special tool 300 “Extractor for fuel injec

NOTE:
The nozzles and nozzle needies are
(
tion valve” to remove the valve. matched in pairs and rnust not be inter
changed or replaced separately. It is
therefore preferable to work on one injec
Tool 300 tion valve at the time.
NOTE:
lt may be necessary to push the nozzle
out of the nozzle nut by means of a cop
per or brass pipe drift.
NOTE:
The nozzle must not be driven out by
striking the nozzle end face or tip.
E
Fig. 7220-2 Assembling
Assembling the fuel ou injectïon valve
1. Wash the components in clean, light fuel ou
NOTE: prior to assembly. Wet the nozzle needie and noz
Ensure that the nozzle gasket (4) is zie with clean diesel ou before fltting.
removeU at the sarne time as the injection
valve! 2. Check that the needie moves easily in the noz
zie.
Dismantling 3. Change the o-ring in the spring guide.

Dismantling the fuel ou injection valve
1. Clean the fuel ou injection valve and remove NOTE:
carbon deposits from the nozzle, taking care not To prevent the nozzle from seizing within
to damage the nozzle tip or end face. the retaining nut, it is very important that
this is coated with Chesterton Ultra 785
or alternatively Molycote, on the insíde.
c
Page 2 : 5 FUEL OIL 1NJECTION VALVES
CR-7220
RoIIs-Royce
This is particularly important on the shoul NOTE:
der whích clamp the nozzle. It is important that each injection valve is
fitted with the correct thickness of gasket
4. Use the retaining nut to fasten the nozzle to the to ensure that the nozzle protrudes the
nozzle holder. Tighten to the torque given in correct distance into the combustion
“Table of tightening specificatíons”. cham ber.
5. Refit the spring and the spindle assembly. 6. fit the injection valve in the cylinder head.
fasten the screw on the clamp loosely by hand.
6. Refit the Iocking screw for the spring retainer
to torque given in “Table of tightening specifica 7. fit the high pressure pipe. See instruction
tions”. “High Pressure fiel injection pipe” for complet
ing the procedure.
7. Refit the adjustment screw to the nozzle holder.
NOTE: Inspectïon and Maintenance

The fuel ou injection valve opening pres
sure wiII have to be adjusted before refit Inspection of the fuel injection nozzles
ting the valve! The best test for a fuel injection nozzie is the
operation in the engine. The nozzles should not
be removed for testing without a suspicion of
malfunctioning.
Refltting
Refifting the fuel ou injection vaive If there are indications that a nozzle is not work
NOTE: ing properly (usuaily by deviateing exhaust tem
Before fitting the fuel injection valve, peratures), try to change fuel injection valves
ensute that the cylinder head is thorougly between two of the cylinders on the engine. If the
cleaned. Ensure that the old gasket (4) is problem follows the nozzle, it should be replaced
not eft on the seating in the cylinder with a new one.
head.
Cleaning the nozzle and nozzle needie
1. Clean the sealing surfaces.
NOTE:
( 2. Repiace any damaged or oid o-rings.
The nozzles and nozzle needies are
matched in pairs and must not be inter
changed or replaced separately. It is
3. Cover the lower part ofthe injection valve and
therefore preferable to work on one injec
the outside surface of the nozzie with Chesterton
tion vave at the time.
Ultra 785, or altematively Molycote.
2. Always use a new gasket (4) when refitting the NOTE:

fuei injection valve. The gasket should be fitted The nozzles should be removed from the
with the yielding edge upwards. The Chesterton engine only as a result of confirmed
on the injection valve should prevent that the gas changed operational data for the cylinder.
ket falis off during refitting. At that time it is recommended to change
the nozzle and nozzle needie instead of
overhauling, since every dismantling /
assembly of the fuel ou injection valve wiII
increase the chance of changing the
c Fig. 7220-3
operating conditions in the high pressure
fuel system.
FUEL OIL INJECTION VALVES Page3 :5

CR- 7220
RoNs-Royce
1. Check the sealing faces between the nozzie
holder and nozzie. These surfaces must be per
this is the case on several nozzles, be aware that
worn nozzie holes often is the resuit of operating
(
fectiy clean and smooth. If the nozzle holder is the engine with too iow charge air- and cooling
worn at the interface with the nozzle needie, the water temperatures.
nozzie holder should be repiaced or recondi
tioned. Be aware that this is usuaily a sign of pre 8. Check that the grooves for cooling ou are
vious overtightening ofthe adjustment screw. open.
NOTE: 9. Ensure that ali parts are free from wear and
Reconditioning ofthe nozzle holder damages.
should be performed in a specialist work
shop. Contact RolIs-Royce for informa NOTE:
tion. After overhaul or replacement, the valves
have to be adjusted until cortect opening
2. Dismantie the nozzle needie from the nozzle. If pressure is obtained.
a nozzle needie is stuck as a result of lacquer
deposits inside the nozzie, it may be pressed out
by the means of the needie vaive removing tool
(
Adjusting the opening pressure func
-
and the test pump. tíonal test of fuel ou injection valve

NOTE:
NOTE: The adjustment and functional test with
When the nozzle needie is removeU from
the hand pump is adequate for fuel ou
the nozzle, never touch the polished sur
injection valves with new nozzles/nozzle
faces by hand.
needies only. For testing of an over
hauled fuel ou injection valve it is neces
3. Brush the nozzie needie’ s stem and seat lightly
sary with more specialized equipment,
with a brass wire brush. Wipe the nozzle needie
i.e. a pump (tool 401) with a ou volume
clean with a sofi cloth.
accumulator (tool 403).
4. Clean the fuel supply passages in the nozzle by
1. Pump fiel ou through the injection vaive by
pushing a steel wire probe down into the passage
means of the test pump and the holder.
until it reaches the fuel chamber. Take care not to
damage the contact face for the nozzle needie.
2. Continue pumping, and adjust the nozzle open
ing pressure with the ad] usting screw until the
c
5. Clean the fuel chamber for lacquer deposits by
correct value is obtained, see “Technical data”.
the special fuei chamber scraper.
6. Clean the contact face for the nozzle needie by WARNING

using the needie seat cleaning tool. Take care to direct the nozzle spray holes
away from people during the testing routines,
7. Clean the nozzle spray holes with the special as the high velocity spray can penetrate the
probing tool and cleaning wire. skin.
8. Rinse the nozzie (without the needie) by means 3. Discharge the pump and wipe the fuel ou injec
of the test pump and the needie valve removing tion vaive dry.
tool.
4. Increase the pressure to approximately 10 bar
9. Check the nozzle spray holes. If some of them
are wom, i.e. the hole diameters are increased, the
nozzle and nozzle needie should be replaced. If
beiow the opening pressure and wait for 10 sec
onds. c
Page 4 : 5 FUEL OIL NJECTION VALVES
CR-7220
RoIIs-Royce
5. Wipe a finger along the nozzle tip. lhe leakage
from the nozzle should be so small that there is
not sufficient ou on the finger tip to form a con
tinuos fim.
6. At the nozzie opening pressure and with the

gauge cock closed, the pump lever should be
operated at a slow rate, approximately 6-8 pump
ing strokes per 10 seconds. Under these condi
tions, the nozzle should generaily discharge with
a sharp and crisp barking sound. Keep in mmd
that some nozzle types do not bark.
Storage of fuel injection nozzles

It is recommended that the vacuum sealed nozzle
be retained in their boxes until required for use.
Ideaily the nozzles should be kept clean and dry.
After two years of storage, the nozzles should be

checked for surface deterioration. It should also
be ensured that the nozzle needie moves freely.
This can be done without breaking the vacuum
sealed bag and it should be repeated every six
months thereafter.
In the event that the nozzle needie does not move

freely, remove it from the vacuum pack, with
draw the needie and thoroughly wash in a clean
corrosive-preventive ou, for instance Rustilo 633.
Refit the needie to its original nozzle and reseal
in a polythene bag. Retum it to its box and
recheck every six months.
c
FUEL OIL INJECTION VALVES Page 5:5
c
c
RoIIs-Royce
HIGH PRESSURE FUEL PIPE LEAKAGE 7230
ALARM CR
1202
Descri ption
1. fuel ou H.P. pipe The fuel ou high-pressure pipe is shielded with an

2. Fuel ou injection valve outside pipe which collects fuel from possible
3. fuel ou H.P. pump leakage.
4. Relief valve
5. Separating chamber, (Running on HfO only) fuel leakage is led from the outside pipe to a
6. Test cock w/flange pressure switch (7) as shown below.
7. Pressure switch (Set point 0.5 bar)
8. fuel Pipe to drain tank (Overflow tank)
Fig. 7230-1
c
Page 1: 1
(
c
RoIIs-Royce
LOW PRESSURE FUEL OIL SYSTEM 7250
CR
0109
Description In order to obtain a steady temperature in the fiel

The iow pressure fitei ou system consists of the injection pumps, the fuel ou booster pump sup
fuei ou booster pump, the dupiex fuel ou filier, plies the engine with more fuei than necessary for
the safety valve, the shutoff valve, the pressure engine consumption. lhe excessive fuel ou
regulating valve and the ftiei ou puisation damp passes through the fuel ou injection pumps and
ers. retums to the suction side through the coilector
pipe. As an option, a heat exchanger connected to
As a standard, the fuel ou booster pump and the the iow temperature cooling water system may be
duplex ou filter are fitted to the engine, and they installed in the fuei retum une.
are covered separateiy by instructions 7260 and
7270. When the engine is running on Heavy Fuel lhe fuei ou pipes to and from the injection
-
Ou, the fuel ou booster pump is repiaced by a pumps are connected to the pumps by flanges
pump in engine room, for instr. see “SUNDRY (21) that are fastened to the pump housings by the
INSTRUCTION$”. Ailen screws (20), see instruction 1121 for tight
-
ening torque.
O-rings (22) are used to seal the fiel ou pipe con
nections.
Section A—A
c Fig. 7250-1
Page 1:2
CR-7250
RoIIs-Royce
Safety valve tubes reinforced with steel wire braids, and a sec
A safety valve is located between the fuel ou ond outer elastomer tube.
booster pump’s pressure and suction side in order
to prevent pressure build up in the system, for
instance due to clogged filter. Inspection and Maintenance
The safety valve opening pressure is given in Inspecting the fuei 011 pulsation dampers
“Technical data”.
The fuel ou pulsation dampers are equipped with
drainage pipes with drip pans and shutoff valves.
NOTE: These valves should always be kept in closed
lf the safety valve has been dismantled, position.
make sure that it is correctly instailed With an interval of 1000 running hours it should
regarding the direction of flow. be opened while the engine is running to check if
fuel has gathered in the pipe, thereby índicating
Bypass valve accumulator failure. lhis shall be done while the
The bypass valve is fitted by the side of the ther engine is running on fui! speed with a load
between 25 and 50 %.
mostatic valve. See instruction no. 7300, “A”.
During normal operation the bypass valve should lhe damper can not be overhauled, and has to be (
be closed. replaced by a new unit.
Ifthe fiel ou booster pump for some reason is not Inspecting the flexible fuel connections
functioning, the fuel ou can be directed through lhe flexible fuel connections should be visually
the bypass valve, provided the day tarik is located inspected regularly. It will usually be the inner
at a levei sufficiently high to gravity feed the sys elastomer tube that will be the reason for chang
tem. ing the tube.
Use 16 mm socket and extension to operate the
valve. See instruction no. 2500, tool 410. Ali fitei tubes should be dismantled, cleaned and
visually checked for cracks and damages. It is
Pressure regulating valve specifically important to check the surface of the
The pre-adjusted pressure regulating valve pro inner elastomer tube.
vides steady pressure in the system.
NOTE:
Puisation dampers Even though the outer elastomer tube
iooks 0K, the inner tube might have
(
lhe high-pressure pumps will always generate
cracks and damages that may Iead to fuei
pulsations in the low pressure fuel ou pipes. To
ou leakage!
restrict the amplitude of these pulsations, fuel ou
pulsation dampers are fitted in the fuei ou supply
and return pípes. WARNING
A ieaking fuei hose increases the risk of an
lhe dampers are fitted 011 the manoeuvre side of engine room fire! in less dramatic cases, part
the engine front module, at the end of the fuel of the inner elastomer tubes might fali off,
supply- and retum pipes respectively. follow the fuei fiow and ciog the fuel system.
Flexible fuel connections

An engine with flexible suspension will be
equipped with flexible fuel hoses for fuel ou sup
ply and return ou in the low pressure fuel ou sys
tem. lhe fuel hoses consist of inner elastomer
c
Page 2 2 LOW PRESSURE FUEL OIL SYSTEM
RoIIs-Royce
FUEL OIL BOOSTER PUMP 7260
CR
1202
Fig. 7260-1
Description Removal
lhe fuel ou booster pump is fitted to the engine Removing the fuel ou booster pump
front module, and it is driven from the crankshaft If a leakage is observed, the pump has to be
via the elastic gear wheel, see separate instruc removed so that the location ofthe leakage can be
( tion.
The pump (1) is ofthe gear wheel type.
determined. lhe pump can be pulled out after
removal ofthe cap screws (3).
The drive shafi (5) is connected to the pump shafi
by the claw coupling (2), and it is guided axially
by the bail bearings (7) and (8). The bearings are
lubricated by ou from the main lubricating sys Dismantlíng
tem, which is supplied from the crankshaft Dismantling the fuel 011 booster pump
through a hole in the bearing housing, - and
returned to the engine ou sump through another NOTE!
hole in the bearing housing. Before dismantling the booster pump, check
A sealing ring (13) in the bearing housing seals the orientation of the pump to ensure correct
the lubricating ou in the housing, which also has reassembly.
a teil-tale hole to inform about any leakage.
1. Remove the part of the claw coupling from
the key (1), and also remove the key from the
shaft.
c 2. Remove the rear cover (9) by loosening and

removing the cap screws (10).
Page 1:2
CR- 7260
RoIIs-Royce
Fig. 7260-2
(
Refitting
3. Puli the pump housing (7) with the two rear
Refitting the fuel ou booster pump
bearing bushings offthe gear wheei shafts.
4. Puli the gear wheels (5) and (6) out by grip 1. Put the key (1) back on the pump shaft and fit
ping the shafts. the part ofthe claw coupling on the shaft.
5. Remove the O-ring cords (8) from their 2. Slide the pump into position on the engine
grooves in the covers (4) and (9) by using ftont module until the claw coupiing is
heat at around 110 °C, or by scraping the engaged.
bond offthe metal surface with a sharp edged 3. fit the screws (3) and tighten them crosswise
tool, and finally clean up with acetone. to fuil torque.
Assembling
Assembling the fuel ou booster pump
1. Before assembly starts, ensure that ali parts
are free from oil, grease and oid liquid gasket. (
2. Repiace the seaiing ring (3), and the O-rings
(8) in the covers (4) and (9). Use Loctite
primer 770 on O-rings before fitting. Stretch
the O-ring cords into position in the grooves,
and fasten them with Loctite 406.
3. Siide the two shafis, with the gear wheeis (5)
and (6) meshed together, into the cover (4).
4. fit the pump housing (7) over the gear
wheeis, and locate it by the doweis on the
cover (4).
5. Put the cover (9) on the housing (7) and fit the
cap screws (10). Then tighten the screws
gradually and crosswise to fuli torque.
c.
Page2:2 FUEL OIL BOOSTER PUMP
RoIIs-Royce
FUEL OIL FILTER 7270
CR
0207
Hg. 7270-1
Descrïption
Description fuel ou fílter
The filter housing has a built-in two-way valve
The fuel ou filter is of the duplex type. As a stan
c dard it will be fitted to the engine.
(7). At normal running the capacity is such that
only one filter half is used. The valve handle’s
Page 1:2
CR-7270
Lil RoIIs-Royce
short end points towards the filter half in seiwice,
- see cast-on arrow on top of filter housing. The 5. Close the air vent screw (15) and open the
(
valve handie is iocked in each service position two-way valve (7) completely for the fliter half.
with a spring-Ioaded pin.
The fiher is emptied by unscrewing the plug (14). 6. Check the filter for possible leaks.
The filter bowl must be cleaned properly. Ali ou

sediment is washed out with diesel ou and the fil
ter bowl is blown clean with compressed air.
After fitting of the new fliter element(s), the fliter

housing has to be fihied with diesel ou and
vented.
This is done by turning the vent screw (15) one
revolution until pure ou flows out free of air.
Ensure that pipe couplings and plugs are tight-

ened and that there is no leakage from the fliter.
(
Remova!
Dismantling of filter half not in service
1. Open the air vent screw (15) on the filter
housing to get the pressure out of the filter half.
2. Unscrew the drain plug (14) under the

filter bowi (3), and let the diesel ou flow out.
3. Unscrew the filter bowi (3).
4. Lift out the fliter eiement(s) (1) from the fliter

bowi (3).
5. Clean ali parts.
Refitti ng
Assembling
1. Check the O-rings (5, 11) on the filter housing.
Repiace them with new ones if needed.
2. Install repiacement filter element(s) (1).
3. Assembie the filter in the opposite order of

dismantiing.
4. fiii the filter halfby tuming the two-way vaive

(7) a little to let the diesel ou flow slowly into
the housing.
Page 2 2 FUEL OIL FILTER
RoIIs-Royce
730
CR
1202
LUBRICATING OIL SYSTEM
Page 1: 1
J RoIIs-Royce
LUBRICATING OIL SYSTEM 7300
CR-Y
0209
See Control System Manual.
c
Page 1: 1
E
c
RoIIs-Royce
MAIN LUBRICATING OIL PUMP 7310
wlpressure control CR-Y
1108
c Fig. 7310-1
Pagel:4
CR-Y -7310
j RoIIs-Royce
(
Fig. 7310-2
Page 2 4 MAIN LUBRICATING OIL PUMP w/pressure control
CR-Y -7310
RoIIs-Royce
Description
Symbols and connections: The gear (5) is connected to the shaft end by an
annuiar spring iocidng assembly (4).
1 Pressure lirnitation (safety vaive)
II Pressure control (pilot vaive)
Oil on the contact surfaces between the gear (5)
B Return to suction side of pump
and the shafi end wiii destroy the prestressing
Z Pressure before engine
effect. It is therefore important to check that the
contact surfaces are free from ou when assem
lhe main lubr.oil pump is fitted to the pump end
bling.
cover on the engine, and is driven from the crank
shaft flexibie gear wheel. See “Crankshaft”. The
The screws (7) of the locking assembiy (4) are
lubr.oii purnp is a gear pump.
tiglitened according to “labie oftightening speci
fications”, instr. 1121.
lhe pump has a pressure control vaive (6) fitted
to the pump housing. lhe opening pressure is
See that the pump is correctiy instaiied with
given in “Technicai Data”, instr. 1110, and is con
respect to the engine’ s direction of rotation.
( trolied by the adjustment screw on the spindie
(32). At excessive ou pressure, the vaive opens
and pennits ou to escape back to the suction side General measures:
of the pump. lhe reguiating valve also has a
safety valve (24) that wili open if too high ou NOTE:
pressure occurs. Note: Large overhauls and repairs, or
replacement of important parts, must only
fig. 7310-1 shows the purnp for an engine rotat be carried out by authorized service per
ing clockwise (seen from the flywheel end). sonnel.
When ordering a new pump, the engine’s direc
tion of rotation must be given, as the position of Gear wheeis and shafts rnust aiways go with the
the pump housing on the cover is dependent upon sarne pump. Repiacement of such parts wiil not
the direction of rotation. give satisfactory performance and durability.
Afier vaiuation by qualified personnel it might be
for an engine rotating counterclockwise the necessary to repiace the whoie pump.
housing is rotated 1$00 in relation to the cover.
lhe pipe connections are equal, whether the Repiacernent of damaged bearing bushes is not
“- engine rotates ciockwise or counterclockwise. recomrnended, as normaiiy the shafi and other
pump parts wouid aiso be damaged.
Dismantling
At disrnantiing of pump parts unnecessary force The seaiing ring on the shafi lias to be repiaced
rnust not be used. If required, however, the pump by ieakage or iftlie shaft is replaced.
housing and drive cover (8) can be tapped lightiy
with a rubber maiiet. Be careflil to prevent ou
spiil when the pump is pulied out.
Assemblíng
At assembling ali sealing surfaces rnust be clean
and undamaged. Ali parts coming in contact with
ou must also be undamaged and completely free
of dust and dirt, which may cause severe darnage
to tlie purnp. No unnecessary force rnust be used
at assembiing. It is aiso important that ali seais
are correctiy fitted.
MAN LUBRICATNG OIL PUMP w/pressure control Page 3 :4

CR-Y-7310
RoIIs-Royce
c
Page 4 :4 MAN LUBMCATINO Offi PUMP w/pressure control
RoIIs-Royce
CENTRIFUGAL LUBRICATING OIL FILTER 7330
CR
0107
ROTOR ASSEMBLY
CO VER ASSEMBLY
OTOf cOVER
1—
1
ORING
z4
wz
>
iz
lx
w
>
O
o
ROTOR T’J
BANO C
SEPARAT1ON
RING
CIRCLP
ROTOR BASE
( NOZZW
BODY ASSEUBLY
EBARINO ASSENBLY
Hg. 7330-1
c Descri ption
The centrifugal ou filter is fitted to the engine
front module on the manifold side. The lubricat
ing ou is connected to the pressure side of the
main lubricating ou pump, and approximately
10% of the lubricating ou flow is filtrated
Page 1:2
II CR-7330
RoIIs-Royce
through the centrigal filter, before it is retumed 6. Replace the filter cover and fasten the filter (
to the ou sump cover nut by hand.
7. Replace the band clamp and tighten by hand.

Dismantling
Dismantling the centrifugal ou filter NOTE:
The band clamp must be securely fltted
NOTE: during operation of the filter.
Parts from centrífugal filters should never
be interchanged! It is therefore advicable
8. When the filter is running, check ali joints for
to dismantie one filter at the time.
leaks.
1. Stop the Iubricating ou flow through the fliter
closing the stop valve. Ensure that the centrifuge
has stopped completely before proceeding. Inspection and Maintenance
Inspection of centrifugal filter
2. Remove the band clamp (ii), unscrew the The condition of the centrifugal filter shouid be
cover nut and remove the centrifuge cover assem- checked reguiarly whuie the engine is in opera
bly (9). tion. This can be done by registering the develop
ment of vibrations, by holding a hand on the fliter
3. Allow the ou to drain out of the rotor assembiy cover.
(2). This may be assisted by raising the rotor
assembly vertically on the spindle.
Centrifuga! filter overhaul
1. Remove sludge deposits from both halves of
NOTE: the rotor, using a spatula.
Be careful not to damage the rotor bear
ings when dismantling the rotor.
2. Remove the stand tube from the bottom section
of the rotor. Ensure that ali rotor components,
including the two nozzies located in the rotor
Assembling body, are thoroughly cleaned and free from debris
Assembling the centrïfugal filter before reassembly.
1. fit a new paper insert into the rotor body
3. Repiace the stand tube. Rotate it to ensure that (
2. Replace the top half of the rotor onto the bot- it is properly fitted in the recess in the rotor base.
tom half while ensuring that the iocation dowels
in the base align with the holes in the cover. 4. Examine the rotor body o-ring for damage and
renew ifnecessary (part of seal kit).
NOTE:
Be careful not to damage the rotor bear
ings when assembling the rotor.
3. Tigliten the rotor cover nut carefiuly.
4. Replace the rotor on the spindle and check that

the rotor spins freeiy.
5. Examine the filter body o-ring for damage and

renew ifnecessary (part of seais kit).
c
Page 2 : 2 CENTRIFUGAL LUBPJCATING OIL FILTER
RoIIs-Royce
c LUBRICATING OIL HEAT EXCHANGER 7350
CR
0802
Description For details regarding assembling the lubricating

The lubricating ou heat exchanger is of the plate ou heat exchanger, see Sundry instructions.
type, as a standard fitted to the engine front mod
ule below the cooling water pumps. Optionally,
the heat exchanger may be fitted off the engine. Refitti n g
Refífting the Iubricating ou heat
The heat exchanger consists of stainless steel exchanger
plates with glued nitrile gaskets compressed in an
Before fitting the heat exchanger to the engine
edge-clamped frame. This enables the operator to
ftont module, check that the sealings for the con
remove the lubricating ou heat exchanger com
nectors are complete.
( plete as one unit from the engine, or to remove
the plates one by one. The lubricating ou cooler
should be cleaned at regular intervais, see “Rou
tine Maintenance $chedule”, 2100.
Removal
Removing the Iubricating ou heat
exchanger
The lubricating ou heat exchanger may be
removed as one unit from the engine. It is fitted to
the engine front module by screws.
Dísmantling
( Dismantling the Iubricating ou heat
exchanger
The heat exchanger may be dismantled while fit
ted to the engine as well as afier it has been
removed from the engine as one unit.
For details regarding the dismantling ofthe lubri

cating ou heat exchanger, see Sundry instruc
tions.
Assembling
Assembling the Iubricating ou heat
exchanger
Before assembling the heat exchanger, ensure
that the plates are clean and whole, and that the
c gaskets are complete.
Page 1: 1
()
c
RoIIs-Royce
LUBRICATING OIL PRESSURE REGULATING 7360
VALVE CR
1109
See ïnstruction 7310.
Page 1: 1
(7.
(7
RoIIs-Royce
INJECTION NOZZLE TEMPERATURE 7370
CONTROL SYSTEM CR
1202
Fig. 7370-1
Description
The nozzle cooling system is of the closed type.
Ali necessary components are fitted to the engine.
lhe circulating pump (7), i.e. the main lubricat

ing oil pump, sucks oil ftom the sump and sup
plies it after filter (5) to the heat exchanger (3),
via the flow control orifice (4). The ou is then led
to a distributor pipe in the pump room, and fur
ther through branch pipes to the injection valves
(li). The ou retums through branch pipes to a
coliector pipe, and thence back to the sump.
The heat exchanger is co;mected to the engine’s

j acket water system, and the nozzle oil is ffiereby
kept at a sufficiently high temperature.
Page 1 1
(
c
RoIIs-Royce
740
CR
1202
COOLING WATER SYSTEMS
Page 1 1
RoIIs-Royce
COOLING WATER SYSTEMS 7400
CR-Y
1208
See Control System Manual.
c
Pagel :2
CR-Y-7400
RoIIs-Royce
E
c
Page 2 :2 COOLING WATER SYSTEMS
RoIIs-Royce
COOLING WATER PUMP 7410
CR-Y
1108
Fig. 7410-1
Descri ption
Coohng water pump
The engine is equipped with two identical, engine
The pump housing consists ofthree separate parts
driven cooling water pumps of the centrifugal
bolted together: the pump housing (1), the inlet
type, one for circulating high temperature cooling
flange (5) and the bearing housing (2).
water and one for low temperature water. The
C pumps are mounted on the cover at the pump
ofthe engine.
Page 1:4
CR-Y -7410
RoIIs-Royce
The pumps are driven from the flexible gear
wheel on the crankshafi, see instruction ‘Crank
Removing the complete cooiing water
pump unit
(
shaft”.
NOTE:
Take care not to damage the o-rings dur
The pump shaft (4) is guided axially by the bali ing this operation!
bearing (15) and the rolier bearing (14). The bear
ings are lubricated by lubricating oil from the 1. Remove the screws from inlet and outiet
main system, which is supplied from the main flanges and the main flange screws.
lubr. ou pump through a bole in the bearing hous
ing. 2. Puil out the pump unit.
Any overftow ou is drained back to the engine ou

sump through holes in the bearing housing.
Dismantling
A sealing ring (16) in the bearing housing and a Dismantling the coolíng water pump
mechanical seal assembly (17) seal the lubricat lhe pump must be removed from the engine
before dismantling can take place.
ing ou in the bearing housing and the water in the
pump housing respectively. A teli-tale hole is
E
located between the seais. 1 .Uninstall inlet flange (5).
2. Remove nut for impeiler (19) and washer (8).

Removal
3. Puil the impeiler (3) off, using the special tog
Removing the impelier and mechanical gle 360b.
soai assembly on the cooling water pump
The impeiler and mechanical seal assembly can 4. Remove key for impeiler (3).
be removed without taldng the complete pump
unit from the engine. 5.Puli offthe mechanical seal (17), shaft part.
1. Drain off ali iiquid from the pump. 6.Disassembly the pump housing (1), and remove
intermediate plate (6).
2. Unscrew the bolts (1$) and remove the inlet
flange (5). 7.The house part ofmechanicai seal (17) can now
be pressed out ofthe intermediate plate (6). E
3. Remove the impeiler nut (19) and washer (8).
8.Remove screws (1$) securing the gear wheel,
4. fasten the studs in tool 360b to the impelier (7).
and extract the impeiler.
9.Puli off gear wheel (7) using a toggle. Remove
5. Remove the rotating mechanical seal assembly the key.
(17), and inspect the faces for wear. for removal
of the stationary seat of the seal, the pump unit 10.Remove bearing retainer (10) and push the
will have to be removed from the engine. shaft (4) out of the bearing house (2).
11 .Unscrew lock nut (23) and remove lock

NOTE: washer (20).
Be careful not to scratch the seahng
faces during disassembly of the mechani 12. Bearing (15), inner ring ofroller bearing (14)
cal sealing. and wearing ring (11) has to be puiled off the
shaft (4) using toggle. c
Page 2 : 4 COOLING WATER PUMP
CR-Y 7410
-
RoNs-Royce
13.Uninstall circlips (22), shafi seal (16) and 5.Install bearing retainer (10) using 6 screws (21)
roiler bearing (14) from the bearing house. M8x25 each to be tightened to a torque of 25 Nm.
6.Install the mechanical seal (17) housing part in

lnspecting the pump parts when the to intermediate plate (6). Contact surfaces must
pump is dismantled be clean and dry. Instail the intermediate plate to
the pump housing (1) using o-ring (27).
Examine ali parts for wear and replace if neces
sary.
7.Assemble the pump housing to the bearing
housing using 6 off Ml 0x3 O screws (18) each to
Inspect the running faces of the mechanical seal
be tighten to a torque of 5ONm. Make sure the
assembly. If one is scored, pifted or grooved, the
pump housing has the correct position with the
mechanical seai assembly must be replaced.
drain hole/teil-tale hole pointing straight down
wards when the outlet flange is pointing straight
Inspect bearings and ou seal and replace if neces
to the lefi viewed against inlet flange.
sary.
( 8. Instali the mechanical seal (17) shaft part. Con
tact surfaces must be clean and dry.
9.Insert the key on the shafis key groove. Instali

impeiler (3) with washer (8) and locknut (19)
tightening to a torque of 300 Nm.
10.Install inlet flange (5), o-ring (27) and 8

screws M10x30 (18), tighten each to a torque of
5ONm.
11 .Install gear wheel (7) and key.

Fig. 7410-2
12.Install gear wheel washer (9) and lock washer
(12) using 3 screws M10x30 (18), tighten each to
Assembling a torque of 50 Nm.
( Assembllng the cooling water pump
13.Make sure that o-rings (25) and (26) are
1.Ball bearing (15), inner ring of bearing (14)
enclosed with the pump.
must be preheated to 110 °C and wearing ring
(11) must be preheated to 125 °C at the time of
assembly on the shaft (4). Bearing induction
heater, ou bath or temperature controlied fumace Refitti ng
can be used. Refítting the complete cooling water
pump unit
2.Bearing (15) is to be secured using lock washer 1. Refit the pump unit. The shafi has to be turned
(20) and lock nut (23). to mesh the gear wheels carefuily.
3 .Instali in to the bearing house (2), outer ring of 2. Tighten the main flange screws and the inlet
rolier bearing (14) is secured using circiips (22) and outlet flange screws.
and the shafi seal (16) aiso using a circlip (22).
3. Check the gear wheel tooth flank clearance
4.Install the shaft in to the bearing house. (cold engine) for the cooling water pump drive,
see instruction “Clearances”, 1120.
COOLfNG WATER PUMP Page 3 :4

CR-Y 7410
-
RoIIs-Royce
4.Afier fihling the pump with fluid, and before
start-up, make sure that the pump is securely 1 .Drain the purnp.
c
vented by using the venting plug placed on top of
the pump. 2.Uninstall the complete cooling water pump
unit.
5.After start-up, please observe the running con
ditions, any abnormal behaviour like noise, vibra 3.Run the pump dry at 1500 - 3000 r/min for
tion and leakage should not occur. maximum 4-5 sec.
4.To dry run the pump, it is preferred that the

Inspection and Maintenance input shaft is used. If this is not possible, the nut
for locking of the impeiler can be used, provided
Inspecting the teli-tale hole
clockwise rotation, maximum torque applied 150
Leaking seals can be detected by the observation Nm.
of either lubricating ou or water coming from the
teil-tale hole. 5.Reinstall, flul up the system and vent the pump.
Experience has shown that it is difficult to obtain 6.Start up.

E
a satisfactory seal from ffie mechanical seal (17)
if only one part of the seal is replaced. It is there Due to this special dry run procedure, the carbon
fore recommended that both parts of the seal are seal-face of the mechanical seal (17) will be re
replaced ifthe seal leaks. polished which will give conect flatness.
After start-up, please observe the running condi During this dry run procedure, there will be direct
tions, any abnormal behaviour like noise, vibra mechanical contact between the sealing surfaces
tion and leakage should not occur. with increased temperature. It is important that
the given time limit above is kept, continuous
Ifany noise or vibrations occur, please control the dry-running will result in overheating and conse
flow and make sure that there are no flow restric quent failure ofthe mechanical seal (17).
tions and that the pump is correctly vented.
Especially when the engine has been long term
Also check the gear wheel tooth flank clearance stored in uncontrolled climatic conditions there
(cold engine) for the cooling water pump drive, always will be a risk for the mechanical seal (17)
see instruction “Clearances”. to be leaking.
If a small leakage after the first start-up should

occur, continue to run the pump and observe the
leakage. Normally the leakage will disappear
afier a short while.
The reason for this is the mechanical sealing (17)

construction. The sealing surfaces are carbon vs.
silicon carbide, spring-loaded. The carbon ring
may have picked up unevenness in the surface
from storing and transportations, this will nor
mally be polished by running and leakage will
disappear.
If the leakage is too high or it takes unacceptable

long time before it stops, a special dry run proce
dure can be executed;
Page4 :4 COOLING WATER PUMP
RoIIs-Royce
750
CR
1202
ENGINE STARTING SYSTEM
Page 1: 1
RoIIs-Royce
ENGINE STARTING SYSTEM 7500
CR
0508
5zLti,n-Cnitoc,n1(e
AIR SIARTINO SYSTEM
iT1h7 1 1teij1 bn
j
L!U -t::wch I
T
E%cr, swifth L
— _f
EFfrOdch 1
5t.ff .nrtur
Iureiqb 1
Reliel ae
(
J
Fig. 7500-1
Descriptíon Dismantling
C Starting air system Dismantling components in the starting
air system
The engine is equipped with an air driven starter
motor working on the flywheel ring gear.
lhe engine is started with starting air at maxi

WARNING
Before Uismantling or removing any part of
mum 30 bar, and more than 10 bar, depending on
the starting air system, the air pressure must
the application. The piping fitted to the engine is
be bled off. Eye protection should always be
equipped with a closing valve, a strainer and a
worn when dismantling or repairing the
pressure gauge in ftont ofthe main valve.
staring air system.
When the main valve in the starting air supply is
open, the starting air is driving the displacement
gear wheel in the starter motor. for details about Inspectíon and Maintenance
controlling the starter motor, see separate instruc Inspectíon of the start motor system if the
tion. motor wiII not run
1. If there is no air supply, or low air supply to the
starter:
Page 1:2
CR- 7500
RoIIs-Royce
- Ensure that the pressure in the starting air bottle
is sufficient. It should be between 10 and 30 bar.
(
- Ensure that the shutoff valves are open.
- Check for blockage, restrictions or damage to
air supply lines or tanks.
- Check filter element, and clean / replace if nec
essary.
2. If the starter gets supply air but the motor still

does not run, see instruction for motor starter.
Cleaning the strainer in the starting air

system
The strainer in the starting air system should be
replaced at regular intervals, see routine mainte
nance schedule.
c
Page 2 :2 ENGINE STARTING SYSTEM
RoIIs-Royce
START MOTOR 7510
CR
0109
(
SO/S36 Ait
control
sys tem
Rg. 7510-1
Descríption
WARNING
The start motor When the engine is starting, the noise levei 1
The starting air is driving the displacement gear meter from the start motor may be up to 90
wheel in the start motor (1), which is driving the UB(A). Hearing protections should always be
pinion (2) working 011 the flywheel ring gear. worn when testing or using the starter.
c
Page 1: 3
CR 7510
-
RoIIs-Royce
Control system for the start motor Inspection and Maintenance Ç
Air pressure of 30 bar is supplied to the S30/S3$ Inspection of the start motor if the motor
air control system and to the solenoid valve for wiII not run
start blocking Interlock start(3).
-
1. Inspect the air supply, see instmction “Starting

air system”.
When the blocking valve is open, control air (30
bar) is led to the emergency start valve with the 2. Check ifthe main valve is malfunctioning:
emergency start button (4), and to the solenoid - Lubricate main valve.
valve for start signa!. The blocking valve is - Replace the gaskets and sealings.
closed ifany start interlocks are activated: the key - Replace the complete main valve.
switch, an engaged turning gear, or Iow lubricat
íng ou pressure. 3. Check if the solenoid valve for start blocking,
or the starting air control valve is defective:
NOTE: - Replace the malfunctioning valve.
On stand-by engines the 10w Iubricating
ou pressure will only give an alarm 4. Check if the exhaust system of the start motor
instead of a start interlock. is biocked: (
- Remove the housing cover of the exhaust sys
Afier the blocking valve the control air enters the tem and check for blockage. Remove any block
clutch in the start motor, which connects the pin age.
ion to the flywheel ring gear.
5. Check for foreign material in motor:
The control air is then led from the start motor - Dismantie the motor and check for foreign
housing to the main valve in the starting air sup material. If such material is found, the source
ply, thus opening for starting air for driving the must be located and rectified.
displacement gearwheel. - Ali valves, piping and the motor assembly must
then be checked for damages.
Dïsmantling 6. Check for damaged motor assembly:

Dismantling the start motor - If the motor assembly or power train is dam
aged, repair or replace if necessary.
WARNING
Before dismantling or removing any part of
the starting air system, the air pressure must Checking the starting air pressure
c
be turned off and bled off. Eye protection Ensure that there is sufficient supply of air pres
should always be worn when dismantling or sure to the start motor.
repairing the staring air system.
Maintenance of start motor

NOTE:
As the start motor is designed mainte
WARNING
nance free, it should not be dismantled
Always wear eye protection when operating
unless repair is needed. OnIy the parts
or performing any maintenance on this
that needs to be removed for the mainte
starter. lhe air pressure system must be
nance should be dismantled.
turned off and bIed before any maintenance
on the start motor begins. lhe air supply
hose should be disconnected for safety.
lhe start motor and the $30/S3$ air starter assem

bly are designed to be maintenance free compo
c
Page 2 : 3 START MOTOR
CR-7510
RoIIs-Royce
nents. lhe start motor does not need regular
service.
For the estimated service life before overhaul for

the start motor, see the Routine Maintenance
$chedule.
NOTE:
If repairs on the start motor are needed, it
should be performed by authorized per
sonnel. Contact RoIIs-Royce for informa
tion.
c
START MOTOR Page 3:3
E
c
RoNs-Royce
760
CR
1202
ENGINE GOVERNING AND CONTROL SYSTEMS
Page 1: 1
RoIIs-Royce
( 7600
ENGINE CONTROL SYSTEM
CR
0105
Description The control PLC transmits these signais to the

Standard engine control system overview monitoring systern on engine. The information
• . wiii also be transmitted to any extemai monitor-
for detafis regardmg the control system, see sep
ing or aiarm system off engine.
arate manuais.
• . For detaiis regarding the electronic controlier,
The main components ofthe standard engine con
the electro-hydrauhc actuator or the mechamcal
trol system are the control PLC, the electromc
governor, see separate manuais.
controiler and the eiectro-hydrauhc regulator.
The electronic controiler and the eiectro-hydrau

( lic reguiator constitute the govemor. These com
ponents may for some plants be replaced by a
mechanical govemor driven by the camshaft
extension.
The control PLC and the eiectronic controiler are

fiffed in the control cabinet iocated on the mani
foid side of the engine, or in the Engine Controi
Room. The electro-hydraulic actuator, which is
driven via the camshafi extension, is fitted on the
flywheel end of the engine, see separate instruc
tion “Engine governor”.
The control PLC handies a number of functions,

including the start and stop sequences and provid
ing the set points during normal operation. For
( details, see separate instruction “Control PLC”,
“Engine Startl$top”.
The eiectronic controlier and the electro-hydrau

lic actuator govern the engine during operation,
including speed control and possible load sharing
fiinctionalities for multipie engine instaliations.
The electronic controiler compares actual engine
speed to the set point received from the controi
PLC, and sends electronic signais to the actuator,
which regulates the fuei injection pumps mechan
ically via the control shafi.
The engine is equipped with a number of onloff

and analogue sensors supplying the governor and
the control PLC with operating information via
hard wired connections or the connecting raiis fit
‘. ted to the engine.
Page 1:2
CR-7600
RoIIs-Royce
E
Page 2 2 ENG1NE CONTROL SYSTEM
RoIIs-Royce
( PICKUP ARRANGEMENT ON FLYWHEEL 7605
CR
0310
Fig. 7605-1
Description The pickup for the governor
Pickups on flywheel Two pickups transmit signais to the electronic
lhe engine is as a standard equipped with three speed govemor, see separate instruction.
pickups, which read a row of holes in the fly
r wheel. One ofthe pickups transmits signais to the
safety PLC, the other two to an electronic speed Inspection and Maintenance
governor. (If the engine is equipped with a Inspection of pickups
mechanical governor, there is only the PLC lhe clearance between the pickups and the fty
pickup on the flywheel). wheel should be checked at regular intervais.
lhe clearance to the flywheel should be:

The pickup for the PLC Proximity switch: A = 1±0,lmm
The safety PLC converts the pickup ftequency to or 0.4 0.6 rim-i if the “failed speed signal over
-
an analog signal for RPM indication and over ride” function is not used.
speed detection. Ensure that all dirt is removed from the gap
between the pickups and the ftywheel.
lhe safety PLC is programmed to 3 different set
points: A CAUTION
-Tacho failure, < 120 RPM Make sure that the pickups are properly
-“RUN” signal> 300 RPM secured after adjustment. Finaíly, rotate the
c -Shutdown overspeed> 115% ofrated speed. engine one fuli turn and check that the
pickups are not touching the flywheel.
Page 1:2
CR-7605
RoIIs-Royce
E
Page 2: 2 PICKUP ARRANGEMENI ON FLYWHEEL
RoIIs-Royce
CONTROL PLC 7610
ENGINE START/STOP CR
0310
Descri ption
Control PLC
There are two PLCs in the engine control cabinet,
the control PLC and the safety PLC.
The most common control PLC functions are as

follow:
- Start and stop procedures, including start inter
lock function.
- Start and stop ofpriming pump, lubrication.
( - Start and stop of standby pumps, lubrication ou,
fuel and cooling water.
- Start and stop ofjacket water heater module.
- Start and stop of nozzle ou heater module (for
heavy fiel ou engines).
- Clutch / breaker control, interface to determine
correct dynamic settings in electronic governor.
- Injection pump lubrication sequence.
- Injection pump cleaning sequence (for heavy
fuel oil engines).
- Interface to PTO equipment in front of engine
(for instance fire fighting pump).
- Air blow off control based on air inlet tempera
ture (only for Arctic specification).
- Two-stage charge aír cooler set point control
(controlling charge air temperature).
f - PID Temperature control
- Overload indication, hydraulic and
electronic governor.
- VVT control and monitoring.
- Alarm inhibitors (during start and stop).
NOTE:
Not ali functions wiil be found in ali appii
cations!
For more details regarding the PLC, refer to the

specific ECC test procedure for the current appli
cation.
c
Page 1:2
CR-7610
j RoIIs-Royce
E
c
Page2;2 CONTROLPLC
RoIIs-Royce
ENGINE GOVERNOR 7620
CR
1202
Description the actuator, which transforms the electronic sig

The engine governor nais to mechanical movement ofthe actuator arm.
The type of engine govemor can vary from
The hydraulic pump in the actuator is operated by
engine to engine, based on engine and application
the governor drive on the camshaft extension.
type. The standard govemor solutions for the
The hydraulic ou sump is integrated in the actua
Bergen C-engine are:
tor.
- digital electronic controiler and electro-hydrau
lic actuator, or
- analogue electronic controiler and electro A CAUTION
hydraulic actuator, or When mounting the governor, make sure that
( - mechanical govemor. the drive shaft enters easily the splines in
bevel gear. Do not apply force.
Digïtal or analogue electronic controiler
for details regarding the actuator, see separate
The electronic controiler is fitted in the engine
manual.
control cabinet. Receiving the set points from the
control PLC, it regulates the speed and possible
load sharing sequences in the control system of Mechanical governor (Europa)
the engine by sending electronic signals to the The mechanical governor is fitted on the flywheel
electro-hydraulic actuator. end ofthe engine.
The fuel limiting function during start is also reg See separate manual.
ulated by the electronic controlier.
for details regarding the electronic controiler, see

separate manual.
(
Electro-hydrau Iic actuator (Woodward
UG-20)
NOTE:
Dífferent actuators can be used depend
ing on engine type and appNcation.
The electro-hydraulic actuator is fitted on the fly

wheel end ofthe engine. The actuator controis the
fiel supply to the injection pumps via the
mechanical arm, linkages and fuel racks, see
instruction “Regulating the fiel ou inj ection
pumps”.
The actuator receives signais from the electronic

controlier fitted in the control cabinet. The sig
‘- nais regulate the valves in the hydraulic system in
Page 1: 1
(
c
RoIIs-Royce
STARTING BOOSTER FOR ACTUATOR 7621
CR
0403
7
E
8
Fig. 7621-1
Descrïption
The starting booster supplies the governor/actua During the start period, starting air is supplied to
tor (2) with pressure ou during the start period. the booster through pipe (9). The piston (7) in the
The govemor is then acting fast, moving the fuel booster is forcing ou through pipe (1) and
control shafi towards fiill admission. through a nonretum valve to the pressure ou side
in the govemor.
Without booster it takes time for the ou pump to
build up the servo ou pressure, and the engine When the starting air is cut, the spring (6) retums
c must than rotate longer on starting air. tlie piston and govemor sump ou is fihling the
bosster through pipe (5), which also is equipped
with nonretum valve.
Page 1: 1
c
c
RoIIs-Royce
REGULATING THE FUEL OIL INJECTION 7625
PUMPS c
0105
( View 1
.111’
Fig. 7625-1
Description
Regulating equipment for the fuel ou The fuel injection pump lever is spring-loaded to
injection pumps ensure that even if one pump gets stuck, it will be
possible to regulate the others with the control
The fuel ou pump admission is controlled
shafi.
mechanically by the engine govemor via the arm,
linkages, control shaft, fuel ou injection pump
The regulator arm has a built-in spring, which
levers and fuel racks. The motion initiated by the
makes it possible to manually tum the pump
govemor is transmitted to the control shafi via the
admission towards zero by turning the arm on the
arm, and again to the fuel injection pump levers
control shaft even if the actuator tries to achieve
C and linkages.
fuil admission. The pointer and the screw also
Page 1:2
C-7675
RoIIs-Royce
serve as a fuel admission lirniter for the control Check that the adjustment is conect by following
shaft. the procedure “Inspection of the fiel ou admis
sion,,.

Inspection of Iinkages
The linkages between the fuel ou purnp lever and
the pump should be inspected for wear regularly,
and changed ifthey are wom.
Inspection of the fuel ou admissíon

When the pointer on the control shafi is in 0-posi-
tion, and the fui admission reads 3 marks, check
that the governor is in zero position.
Check that the govemor maximum position cor

responds with the maximum fiel position on the
pump racks.
Adjustment of the fuel ou admission

NOTE:
Never adjust fuel ou admission on one
pump in order to compensate for varying
exhaust temperatures, as this only wiIl
hide the syrnptoms instead of remedying
the causes for the varying temperatures.
Position the fuel ou pumps to zero deliveiy by

adjusting the fuei ou rack to 3 marks.
Position the pointer on the control shaft to zero.

(
Position the regulator / governor to zero admis
sion.
Fasten the connections.
NOTE:
On ali diesel engines in paraliel operation
the fuei reguiating parts must be adjusted
in the sarne way to obtaín satisfactory
ioad sharing.
The arm with the pointer serves as a fuel admis

sion limiter for the control shafi. The limit is set
by adjusting the screw to 110% admission for
generator engines, and 100% for propulsion
engines. C
Page 2 : 2 REGULATING THE FUEL OIL INJECTION PUMPS
RoNs-Royce
ARRANGEMENT FUEL RACK INDICATION, 7626
PROPULSION ENGINE CRM
0203
Mcx. odmission
gj 8 7
4
ON 5i6
Engine block Fiywheel end

]
Fig. 7626-1
( Description
The gap between the magnetic pickup (4) and the
cam (7) on fuel control shafl, increases with the
ffiel admíssion up to 8 mm at fuli fuel rack. The
electric signal from the pickup (4) varies accord
ingly, and is used as input to the engine govemor
as well as to the remote control of the propeiler
pitch, thereby avoiding the rísk of overloading
the engine.
c
Page 1: 1
(
E
RoIIs-Royce
ENGINE PANEL 7630
CR
0105
2
(
1
c
Fig. 7630-1
Descriptíon
Engine panei
shutdown, increasing engine speed (rpm) and
The engine panei is fitted 011 top of the cylinder
decreasing engine speed (rpm).
biock at the flywheel end. The panei has a graph
icai display for rnonitoring of operating parame
In addition it includes the start interiock indicator,
ters (1), a tachometer (2), a pressure gauge for
the key swítch for start interiock and the switch
iubricating ou pressure (3) and a set ofcontrois.
for local / remote control.
The set of controis inciudes buttons for start,
Engine panei controis may vary if some are not
stop, emergency stop (4), resetting engine afler
needed.
Page 1:2
CR-7630
RoIIs-Royce
(
for details about the control and monitoring func
tions in the engine panei, see “Sundry Instruc
tions”.
c
Page 2 2 ENGII’JE PANEL
RoNs-Royce
CONTROL SYSTEM FOR TWO-STAGE 7640
CHARGE AIR COOLER CR
0310
Descrí ption
Control system for two-stage charge air
cooler
A three-way valve equipped with a pneumatic
actuator and an I/P positioner regulates the cool
ing water flow through the second (low tempera
ture) stage of the charge air cooler. lhe valve is
fitted to the engine front module.
lhe I/P positioner is controlled by a PID control

ler, integrated in Control PLC or separately sup
plied. lhe PID controis the 3-way valve
according to variable charge air temperature set
point, which is based on engine load and speed,
see figure below.
The PID controiler compares the current charge

air temperature with the set point and sends a sig
nal (4-20 mÁ) to the I/P positioner on the tbree
way valve. lhe I/P positioner will increase or
decrease the control air pressure to the actuator,
thereby varying the amount of water bypassing
the charge air cooler.
lhe actuator has a spring return, which ensures

that if control air or electric current fails, the
( three-way valve will open for fui! cooling of
charge air in the second stage of the charge air
cooler.
Adjustment of the control system

Air suppiy pressure to the I/P positioner should
be according to the specification given for the
particular li? positioner. Ref. Sundry Instruc
tions.
c
Pagel:2
CR-7640
RoIIs-Royce
(
Vaiues used in Values for ioad in lo
Operating manual for PID-controller in Control PLC.: PLC P1D controlier PLC PiO controler
+ +
CA-system:
• PV O8CA = Process vaiue, Charge air temperature in Degrease Ceisius.
1 Change P
• SP 9OEL = Process set point, Charge air temperature in Degrease Celsius.
• Out 73L1 = Output signai to charge air control vaive in %. Change i
• Out 73LT = Output signal to charge air control valve in mA.
• P = Proporfional temi (gain) 1 Change D
• 1 = Integral temi (rese
• D = Derivative temi 1 Change Man
• Man = Manuat mode( setng tue output lo contrai valve manual
(100= ciosed vaive, 0= fuiy open vaive) For changing
from manuai
mode to auto
mode
(
HT-system: T 1
• PV O8HT = Process value, High water temperature in Degrease Celsius.
TI LÇi
• SP = Process set point, High water temperature in Degrease Ceisius. .-o..i ;—o.o
• Out 65HT = Output signal to High water temperature contrai valve iii %. 1
•
•
Out 65HT = Output signa! to High water temperature controt valve in mA.
P = Proportionai temi (gain)
ic 1’ —0.0 —0.0
• 1 = integral term (reseO

-0.0 -0.0
For changing
e D = Dertvative temi
3? —0.0 —0.0 * Set point:
• Man = Manual mode( setting lhe output to controi vatve manual Minimum = 85
(100= ctosed valve, 0= fuiiy open vaive) flN ——0.0 Maksimum = 90
Trend off 65H1, SP and 08H1
LT-system: 1 PU 3P . .OUI PLC Loitd

•
•
•
PV O8LT = Process value, Low water temperature in Degrease Celsius.
SP = Process set point, Low water temperature in Degrease Celsius.
Out 65LT = Output signal to Low water temperature controi valve in %.

‘“ ‘-.. ir
P —0.0 —0.0
1 —0.0 —0.0
(
• Out 65LT = Output signai to Low water temperature contrai valve in mA.
• P = Proportionai temi (gain) pO.Ü -0.0
• 1 = Integral temi (reseO J SeI point:
• O = Derivative temi 3PO.0 —0.0 Minimum = 35
• Man = Manuai mode( setting lhe output to contrai vaive manual
(100= closed valve, 0= fuiy open valve) MAt1 ——0.0
1 Maksimum = 37
[AN;Aur 1
:00
joP1Dj
[•
‘-.-.- -
1 Trendoff65Ll,SPandO8LT
1
c
Page 2 : 2 CONTROL SYSTEM FOR TWO-STAGE CHARGE AIR COOL
RoNs-Royce
CONTROL PLC 7710
ENGNE SAfETY CR
0310
Descriptíon
Safety PLC
There are two PLCs in the engine control cabínet,
the control PLC and the safety PLC.
The most common safety PLC functíons are as

follow:
- Autostop engine overspeed
- Autostop high jacket water temperture after
engine. (This is not standard in single engine
1• applications).
- Autostop low lubrication ou pressure before
engine.
- Autostop high ou mist concentration in crank
case.
- Autostop low gear ou pressrue (extemal).
- Autostop low ou pressure step-up gear (exter
nal).
- Autostop due to activated emergency stop but
ton.
In case ofan autostop, the cause will be indicated

on the monitoring system.
NOTE:
Not ali functions wilI be found in ali appli
(
For more details regarding the safety PLC, refer
to the specific ECC test procedure for the current
application.
c
Page 1:2
CR-7710
jj RoNs-Royce
(
c
Page 2 : 2 CONTROL PLC
RoIIs-Royce
ENGINE OVERSPEED TRIP 7730
CR
0310
1 •
AUTOSTOP 761
fsAj / Ij 1 “—
TO CYL. NO.
-- -___
CONTROL
CABINET
uvyJ HvvI xSe note
93SÀÀtTINfiONFUEL
PUMPCONIROLRÃ[K
(.
Fig. 7730-1
For more detais, see Starting & Control Air System.
When removing parts from the engine, ensure that aH openings are blocked off with plugs
and/or masking tape to prevent dirt from geffing into the engine.
c
Page 1:3
CR- 7730
RoIIs-Royce
Introduction:
WARNING
c.
WARNING Before starting the overspeed test, ensure
To protect against possible personal injury, that the fuel pump rack is moving smoothly.
Ioss of life, and/or property. Always be careful when testing the setpoint
for the overspeed stop.
WARNING
The overspeed trip should be tested 1 .The engine should initially be operating at nor
according to the routíne maintenance mai speed with no load.
schedule, in connection with a large overhaul
or upon request by representatives from the 2.Carefully increase the speed to specified set
classification society or inspection authority. pointspeedbyincreasingthethrottlemanually.
A properly functioning overspeed trip
protects against runaway or overspeed ifthe Use the lever on the control shafi for this purpose
mechanical-hydraulic governor(s), electric on B and C engines!
control(s), actuator(s), fuel control(s), d riving
mechanism(s), Iinkage(s) or control device(s) It is very important that the person performing the
test is aiso monitoring the rpm at the engine con
(
fai 1.
sole to make sure that the overspeed protection is
Associated documents working correctly. This precaution ensures that
the engine is not exposed to more speed than the
Bergen Service Manual
engine is designed for.
$ervice letter for Bergen B32:36, B32:40 and
C 25:33
3 .If the (eiectro) pneumatic overspeed mecha
Site permit to work.
nism is not activated at the specified speed,
reduce the speed ofthe engine to normal and stop
Safety the engine. The fault must be found and rectified
Ali personnel involved must follow the safety before restarting the engine.
regulations according to Rolls-Royce Health,
Security and Environment (HSE). When testing the overspeed trip, it is ímportant to
Ali personnei involved must use appropriate per be prepared to manually stop the fuei supply to
sonal protection equipment (PPE). the fuel oil injection pumps in case of an emer
gency. The iever on the control shaft should be
used for this purpose.
E
Testing:
Testing of the overspeed trip should only be
We recommend to carry out this test eve;y
done according to the instruction for routine
month.
maintenance, in connection with a large over
To do this test, it requires two persons. One per
bani or when ordered by the classification
son is starting the engine while watching the
society or inspection authority.
engine main control shafi. The other person is
performing point 3.
According to classification requirements, the
overspeed trip must be brought ínto function
LBefore starting the engine check that all ftiel
when the engine speed increases to 15% above
pumps and likage connections are working prop
normai rpm for generator engines and main pro
erly.
pulsion engines driving shafi generators.
II. Start the engine in local mode in Start Position
on engine.
E
Page 2 : 3 ENGINE OVERSPEED TRIP
CR-7730
RoIIs-Royce
III. When engine is running in idie speed, switch
off fuse F5 in the Engine Control Cabinet (dis
ables normal stop of engine by control PLC).
IV. Press the emergency stop builon on engine.
V. lhe fiel pumps should go to zero.
VI. Engine Stops.
For more details regarding the PLC, refer to the

speific ECC test procedure for the current appli
cation.
(.
c
ENGfNE OVERSPEED TRIP Page 3:3
(

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What is the purpose of this manual?

What is the purpose of this manual?

What safety precautions should be taken when testing the overspeed trip?

What safety precautions should be taken when testing the overspeed trip?

RoIIs-Royce

Servíce and maíntenance

Engíne type: Bergen C25:33-L8PY

Notification The bottom code is a revision date (month year)

c The engine manufacturer aiso reserves the right

Safety of personnei is paramount. Before operat

chapter 1), and the service and maintenance man

systems may cause burns or loss of

ring wiii be damaged. must always be in piace before the engine is

7210 740 Cooling water systems

FOR C25:33LP ONLY

OPERATING INSTRUCTIONS AND ENGINE DATA

X according to Annex VI of MARPOL 73/78 KDT - 07.01.2008

Main data ance is adjusted after the check is finished. See

Fuel ou injection valve

Inlet- and exhaust valves

MANUFACTURE DATA FOR ENGINE NUMBER: 13190

Adjustment of fuel ou pumps, cylinder bank A or in une

Adjustment of fuel ou pumps, cylinder bank B (vee-engines only)

Adjustment of the impact screw for injection pump

Pre-injection angle (degs. before T.D.C.) 7,1 c

Main data ance is adjusted afler the check is finished. See

Fuel ou injection valve

Inlet- and exhaust valves

MANUFACTURE DATA FOR ENGINE NUMBER: 13191

Adjustment of fuel oh pumps, cylinder bank A or in une

Adjustment of fuel ou pumps, cylinder bank B (vee-engines only)

Table 2: Thickness of gasket, cylinder block cyiinder liner (mm)

CylinderBankAor 1,75 1,75 1,50 1,75 1,75 1,50 1,75 1,75

Adjustment of the impact screw for injection pump

Pre-injection angle (degs. before T.D.C.) 7,1 O c

Clockwise rotation: X Engineno.: 13190

Indicates direction of rotation seen from the fly

Control measurement to be made in direction of

Table 1: CRANK POSITION

Positioning the dial indicator C-engine Measurement iii: 1/100 mm

-5. Measured Date Sign.

Clochvise rotation: Engineno.: 13191

Indicates direction ofrotation seen from the fly

Control measurement to be made in direction of

Positioning the dial indicator C-engine Measurement in: 1/100 mm

5. Measured Date Sign.

190 -----. 400 O

RoIIs-Royce Engines Bergen

240 ------------------------ --------------

RoIIs-Royce Engines Bergen

Engine number - 13191 13191 13191 13191 13191 13191

Max.press. cyL9 bar

280- « --------- --«--- ----------

Engine no. 13191 C25:33L$P Varïable speed

Temp. exhaust turb. out C

- 13191 13191 13191 13191 13191

RoIls-Royce Engines Bergen

for split bearings measure thickness of used bear

Table 1: Diametrical bearing clearances 011 cold engine

. Max. clearance (engine in