EN Operating Manual 6 8 12 16DZC

B33
Edition: 005
release date: 24-June-2021
Operating manual
for diesel engines ABC
type 6/8/12/16DZC
Anglo Belgian Corporation

Wiedauwkaai 43
9000 Ghent, Belgium
T : +32 (0) 9 267 00 00
F : +32 (0) 9 267 00 67
E : [email protected]
File: B33_000_dd2021_06_24_Ed005_EN_FrontPage_Operating_manual_6_8_12_16DZC ABC owns the copyright of this document. It shall not be copied or disclosed without prior consent of
ABC
B33
Edition: 005
Operating manual
type 6/8/12/16DZC
Disclaimer
LIABILITY
This document provides general information only and is not binding. ABC (and its related bodies corporate) makes
no representation or warranty, either implied or expressed, with respect to the accuracy, reliability or completeness
of the information. Even though ABC has made every effort to ensure that the document is accurate, it disclaims
liability for any inaccuracies or omissions that may have occurred.
Failure to follow the instructions or to comply with the installation instructions of the present document may result
in malfunctioning of the engine, shorter lifetime of components, personal injury or damage to property or the
environment, for which ABC takes no responsibility.
Engines and their components can cause damage or personal injury when improperly used, opened, taken apart,
fitted, lifted or transported. It is therefore essential that no one attempts to install or use the engine and its
components without the necessary knowledge and experience of the engine, various tools and commonly used
elements, materials and methods in machinery installation.
In no event ABC shall be liable for any direct, indirect, punitive, incidental or consequential damages to property or
life, whatsoever arising out of or connected with the misuse of ABC’s products, failure to follow the instructions of
the present document or from negligence or carelessness in the use of ABC’s products.
ABC will be held harmless, indemnified and defend from any claim (included third party claim) arising out of or
connected with above mentioned misuse, negligence or failure to follow ABC’s instructions.
APPLICABILITY
Take into account that this manual applies to default installations only.
This manual pertains to marine propulsion, marine gensets, industrial gensets as well as compressor and pump sets.
This manual therefore contains information which is not necessarily applicable to your specific installation. Please
keep this in mind when interpreting the information you read.
ABC
B33
Edition: 005
Operating manual
type 6/8/12/16DZC
UPDATES
The information included in this document may be subject to change or improvements by ABC at any time without
notice. However, ABC makes no commitment to update the information in this manual with minor alterations and
improvements to the engine’s development made between official releases.
TRANSLATIONS
The original version of this document is written in English. Only the English version is valid. ABC is not responsible
for any consequences due to incorrect translations or interpretations of the original text handed over to the
customer/user of the engine.
VERSION MANAGEMENT
This edition supersedes any previous editions of this document.
ALL RIGHTS RESERVED
All rights reserved. No part of this publication may be reproduced or copied in any form, without prior permission
from ABC.
ABC
B33
Page 6
CONTENTS
GENERAL SAFETY GUIDELINES Ed. 7
GENERAL 6-8 DZC Ed. 11
GENERAL 12-16 DZC Ed. 9
Chapter 1 : FUEL – LUBRICATING OIL – COOLING WATER Ed. 7
Chapter 2 : START-UP OF ENGINE AFTER ASSEMBLY

OR LONG PERIODS OF STANDSTILL Ed. 6
Chapter 3 : NORMAL USE OF THE ENGINE Ed. 6
Chapter 4 : SERVICE AND SUPERVISION OF

THE ENGINE AT SERVICE Ed. 6
Chapter 5 : GENERAL DIRECTIVES Ed. 8
Chapter 6 : ENGINE FAULTS Ed. 6
File : ABC owns the copyright of this document. It shall not be copied or disclosed without
B33_000_dd2021_06_24_Ed005_EN_FrontPage_Operating_manual_6_8_12_16DZC prior consent of ABC
SAFETY
Chapter 0 – Page 1
Ed. 7 - 15/07/2015 – EN
General safety guidelines
CHAPTER 0
GENERAL SAFETY GUIDELINES
File: B10_001_dd2015_07_15_Ed007_EN_Safety ABC owns the copyright of this document. It shall not be copied or
disclosed without prior consent of ABC.
SAFETY
Ed. 7 - 15/07/2015 – EN
CONTENTS
1 SAFETY.................................................................................................................................................................. 3
1.1 Preliminary remarks ..........................................................................................................................................3
1.2 Machine Limitations .........................................................................................................................................3
1.3 Residual risks ......................................................................................................................................................4
1.4 Additions to manuals .......................................................................................................................................6
2 IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH............................................................................................. 8
2.1 Guidelines for owner, user or engine room staff ....................................................................................8
2.2 General ..................................................................................................................................................................8
2.3 Spares ....................................................................................................................................................................8
2.4 Tools, equipment, clothing and methods to use them .........................................................................9
2.5 Cleanliness ...........................................................................................................................................................9
2.6 Fire ....................................................................................................................................................................... 10
2.7 Maintenance/overhaul, precautions to be taken ................................................................................. 10
3 WARNINGS .......................................................................................................................................................... 12
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1 SAFETY
1.1 PRELIMINARY REMARKS

The diesel engine is designed and built in conformity with accepted guidelines for marine usage,
for traction of locomotives, generators, pump sets, etc…
The type approval certificates from the different naval Classification Societies (Bureau Veritas,
Lloyd’s Register of Shipping, Germanischer Lloyd...) are proof of conformity to the applicable naval
rules. These rules set high standards for the safety of design and construction of the engine.
To reduce possible confusion, this manual will use the following conventions:
 Units are expressed according to the metric system.
 The decimal marker used in this manual is a comma on the line, not a
decimal point, for example: 3,5 bar or 1 023,25 mm.
 Thousands are separated with a space, not a comma or a period, for example:
1 000, 24 000, 1 000 000.
1.2 MACHINE LIMITATIONS

1.2.1 Intended usage
The diesel engine is intended to be used as a prime motor for:
 Traction
 Propulsion
 Generator sets
 Compressors
 Pumps
 Other similar applications
Other applications should always be discussed with ABC before the installation and will be clearly
outlined.
The specifications of every individual diesel engine are prescribed in the supplied documentation.
1.2.2 Possible improper use
The type of fuel that is to be used is determined in the sales agreement. The construction of the
specific engine will correspond to this choice. Some engine components such as injection pumps
and injection nozzles will be chosen according to the type of fuel. Alterations afterwards can in
some cases be accepted, but only when prior an analysis of the fuel has been conducted and ABC
has given its approval.
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1.2.3 Environment
The diesel engine is designed to be used in an enclosed and ventilated space. This space must
have good noise insulation and can only be accessed during working of the engine by authorized
personnel who have knowledge about the risks of the machine. A pictogram must prohibit the
entry of any unauthorized persons to the engine room.
The environmental factors are taken into account in the sales agreement. Special attention needs
to be given to the minimum and maximum ambient conditions, such as:
 Air intake temperatures

 Cooling water temperatures
 Altitude
The standard engine is not designed to be used in possible explosive environments and is not
checked for additional safety measures according ATEX guidelines for constructors. However, the
safety valves on the engine crankcase are in conformity with the ATEX guidelines.
With every order, the customer and ABC should discuss if any additional requirements are
necessary.
1.2.4 Installation, operation and maintenance
The operation and maintenance must be executed as described in the:
 Operating manual
 Maintenance manual
 Additional prescriptions in this section
The maintenance intervals, unless otherwise agreed with ABC, are to be strictly followed.
The operation of the machine may only be done by operators who have had prior training. This
training can be provided by ABC on request.
Installation, maintenance and repair need to be performed by skilled personnel.
1.3 RESIDUAL RISKS

A great number of efforts have been taken to reduce the risks involving the machine. Nevertheless,
there may be some residual risks for which a contractor/user needs to take necessary measures.
1.3.1 Operating
If the engine can be started from a distance, this must clearly be indicated by a pictogram stating
automatic-starting engine. An additional visual and or acoustic signal has to be given when the
start procedure has been engaged.
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1.3.2 Stopping
Since the engine cannot stop more quickly during emergency stop, only a regular stop is provided
on the engine.
This stop needs to be unlatched to restart the engine, but the unlatching itself does not cause a
new start. The stop has a protective cap so that it can’t be pushed unintentionally.
1.3.3 Thermal risk
To prevent the risk of fire hazard, the hot parts of the engine are insulated and shielded. However,
the complete engine is at a certain temperature level with the exception of the operating points.
Therefore, during operation the engine should be considered a hot surface.
 There must be a pictogram hot surface applied.
 During manipulation of the engine, appropriate personal protective equipment (PPE) needs
to be used (long sleeves, safety gloves…).
The indicator valve on the cylinder heads may not be opened during operation of the engine if no
measuring device is connected.
1.3.4 Noise
At full load, the engine produces a sound level higher than 80 dBA. As a result, ear protection is
required to avoid noise-induced hearing loss. Furthermore, the noise level hinders the audibility of
audible alarm signals.
 Place the engine in an enclosed and sound-insulating space.

 Everyone entering the engine room/space must use ear protection. A pictogram that
indicates this must be applied by every entrance.
 Exposure times in the engine room/space must also be limited to a minimum.
1.3.5 Ergonomic
To ensure safe access to the machine, a gangway with a fixed, non-skid staircase has to be
provided. It must be wide enough that hot surfaces cannot be touched.
1.3.6 Hazardous materials and substances
 Exhaust or oil sump gases: if the exhaust system is carefully constructed and placed as
prescribed, there is no exposure possible.
 Lubrication oil, fuel, cooling water additives and chemical products: during maintenance it
is possible for personnel to come into contact with these products. As such, they should
follow the appropriate precautions and wear their personal protective equipment (PPE).
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1.4 ADDITIONS TO MANUALS

This information does not substitute the mentioned manuals, but gives additional information and
some additional instructions.
 Strictly follow the safety instructions. During the engine’s operation, installation and
maintenance, personnel must always wear adequate work clothes (safety shoes and no
loosely hanging clothes) and necessary PPE’s.
 When using chemical products, the necessary safety prescriptions (MSDS files) need to be
available and applied.
 All residues of fuel, lubrication oil and chemical products, garbage and maintenance
products must be collected and removed in accordance with local laws and regulations.
1.4.1 Installation prescriptions
The hoisting instructions and fixation points are prescribed. Additionally the hoisting material
should be in conformity to local laws and regulations.
No one may be in the vicinity or be under the load. Guiding the load must be done from a distance
by means of ropes.
The electrical installation that is connected to a generator set or other machines, needs to be in
conformity to the regulations regarding electrical installations (EN60204-1) and local laws and
regulations.
1.4.2 Operating manual
1 Before every engine start:

a Check that all safeties, covers and safeguards are correctly placed.
b Make sure that the turning bar is safely put away in its appointed place.
2 During testing of the injection nozzles:
a Wear a full facial cover protection and safety gloves.
b Never put hands under the nozzle spray.
Exposure times in the engine room are to be limited to do only the necessary activities.
Engine crankcase doors or covers may not be opened during operation of the engine and not until
10 minutes after the engine has stopped. Instructions are applied on the engine crankcase doors.
1.4.3 Maintenance manual
During maintenance, the starting of the engine must be made impossible and secured by:
 Closing shut-off valves on compressed air bottles

 Closing and securing the shut-off valve in the starting air line
 Relieving pressure from the starting air line
 Opening indicator valves on the cylinder head
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1.4.4 Putting out off service, dismantling and removal
At the end of the lifecycle of an engine, some safety and environmental prescriptions need to be
taken into account. These tasks need to be performed by skilled personnel.
1 Shut off and relieve pressure from the starting air lines.
2 Shut off the fuel supply.
3 Disengage all energy sources and electrical lines.
4 Empty the cooling water, fuel and lubrication circuits and lube-oil tank in such a way that
leaking is avoided.
5 Collect and remove all liquids in conformity with local laws and prescriptions.
6 After detaching of all mechanical connections, follow the correct hoisting procedures.
7 In case the engine must be dismantled further in conformity to local laws and prescriptions,
adequately remove the engine parts that are contaminated with chemicals from oil, fuel, etc.
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2 IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH
2.1 GUIDELINES FOR OWNER, USER OR ENGINE ROOM STAFF

Correct installation, operation and maintenance are crucial in obtaining optimal safety around the
engine. The measures mentioned here should therefore be routine practice for the user or engine
room staff.
2.2 GENERAL
Before the user attempts to use the engine, this manual should be read carefully.
 Keep a log book for each engine and designate a person responsible to keep it updated.
 Be sure, that everyone involved in the operation, maintenance or overhaul of the engine
has this manual available, reads it and understands it.
 At the request of the client/owner, ABC can organize learning sessions in our factory.
 This book has been prepared using the manufacturer’s best knowledge and experience,
taking into account safety and environmental aspects.
 Minor alterations and improvements to the engine’s development can be performed by
ABC, without the obligation to carry out these changes in this manual.
 The manufacturer will not be held responsible for any consequence of incorrect translation
or interpretation of the original text handed over to the owner/user of the engine.
2.3 SPARES
Spare parts for the ABC-engines are available. The parts may be ordered on the basis of the engine
type’s spare parts list.
When ordering, never quote the numbers from the drawings and illustrations given in the manuals.
Those numbers and figures indicate only the principles of the assembly, dismantling and
functioning of the various components. Instead, mention following data for each order of spare
parts:
 The engine number (marked on the constructor’s plate)
 The code number and description of the part, according to the Spare Parts List
Only genuine spare parts should be ordered to ensure reliability, correct lifetime and
best efficiency for the engine and its components.
Failure to comply with this procedure may result in engine malfunction, short
component lifetime, personal injury, property damage or environmental damage for
which the manufacturer cannot be held responsible.
Spare should be protected against corrosion and mechanical damage, and stock
should be replenished regularly.
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2.4 TOOLS, EQUIPMENT, CLOTHING AND METHODS TO USE THEM

Machine components, such as springs, clips, retaining rings, electrical or hydraulic components,
pipes etc. can involve a risk of damage or personal injury if opened, taken apart, fitted, lifted,
transported in an improper way. Therefore, it is essential that no one attempts to do any work on
the engine without the necessary skill and experience of the various tools and used instruments,
materials and methods common in the machinery field.
Make sure that all tools, equipment for maintenance are in good condition and properly used.
Always wear appropriate protective clothing and approved personal protective equipment in
accordance with the work to be done, especially when working with hot liquids or gases, hot
surfaces, lightning flashes, noise, heavy pieces or rotating parts.
Following protective equipment needs to be present and available to execute the prescribed work:
 Gloves
 Protection glasses
 Goggles
 Helmet
 Individual noise protection cask
 Protection shoes
 Heat/acid/caustic-resistant clothing
 Full cover facial protection
Depending on the specific task, additional safety measures can be required to finish the job safely.
The tools necessary for assembling and dismantling, and for the maintenance of the
various components may be ordered by quoting the numbers given in the manuals.
2.5 CLEANLINESS
The engine room should be kept clean, both above as well as below the floor plates.
If there is a risk of grit/sand/dust blowing into the engine room in the port or the yard, ventilation
should be stopped. Ventilation ducts and engine room doors should be closed.
Also when welding or executing other works that can cause grit/sand/dust to spread around, it may
not be performed nearby the engine until the engine is completely closed and the air intake filter
(inside or outside, according the case) is fully covered. All openings where penetration/intrusion is
possible, should be properly closed off, such as ventilation ducts, exhaust pipes, carter ventilation
etc.
Leaks can be more easily detected on a clean engine with good maintained paintwork.
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2.6 FIRE
 Carefully read the warning labels on the engine and crankcase before opening inspection
doors on a hot engine.
 Do not weld or use naked lights in the engine room until:
 You are sure no explosive gases, vapors from liquids with low flash point (solvents,
paints) are present.
 Porous materials (insulation, old-clothes, rags) soaked with oil/fuel/solvent that is
easily inflammable has been removed.
 Never approach empty tanks or other enclosed spaces for oil/fuel/solvents when welding
or with open lights/fire until those spaces have been made free from gas or vapor
(degassing).
2.7 MAINTENANCE/OVERHAUL, PRECAUTIONS TO BE TAKEN

 Prevent the engine from starting or turning over during any maintenance/dismantling for
whatever reason.
 Before undertaking any work, brace the flywheel (and as a result also the crankshaft) to
prevent accidental turning.
 Make absolutely sure the starting air bottles are shut off and the pressure airline to the
engine is pressure released (open decompression valves).
 Brace the driven machinery (alternators, reversing gear etc.) to prevent it from turning the
crankshaft and prevent the possibility of turning the crankshaft(s) or the machinery
themselves.
If you cannot blocking the crankshaft and/or driven machinery in any way, ensure that
the turning of the engine (including driven machines) cannot put in danger any
person present.
 Before dismantling, be sure all systems concerned are drained or pressure released.
 After dismantling, immediately cover holes or openings for oil, fuel, water or air with tape,
plugs, cardboard or clean old-cloths.
 Before putting the engine in operation again after maintenance or overhaul, ensure:
 All screws and nuts are fitted, tightened and locked as required, on the air, water and
oil pipework
 All systems are filled up and vented
 Ensure all moving parts can move freely by rotating the engine with a bar. When this
test is done, remove the turning bar from the flywheel and store it back in its secured
locker, only to be opened by authorized personnel. Secure the locker with a functional
lock.
 All auxiliary systems are in order to operate properly.
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Auxiliary systems include:
 Pre-lubrication and preheating.

 Starting air compressors and air bottles (above min. pressure).
 Air intake and exhaust (free to atmosphere).
 Diesel monitoring (DMU) - alarms/safeties.
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3 WARNINGS
Where and when required, for safety of health and life, to avoid personal injury and for protection
of environment, special warning marks will we used all over this manual:
This symbol indicates a note or a remark.
THIS SYMBOL INDICATES A WARNING.
Previous general prescriptions should be referred to, when required further on.
More particular or specific safety recommendations will be included at the concerned chapter.
GENERAL 6/8 DZC
Chapter 0 – Page 1/50
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
CHAPTER 0
GENERAL 6/8 DZC
File: B21_001_dd2020_09_30_Ed011_EN_General_6_8DZC ABC owns the copyright of this document. It shall not be
copied or disclosed without prior consent of ABC.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
CONTENTS
1 DEFINITIONS AND TERMINOLOGY ...................................................................................................... 3
1.1 Engine type indication ...................................................................................................... 3
1.2 Numbering of the cylinders ............................................................................................... 4
1.3 Table of abbreviations ...................................................................................................... 4
2 TECHNICAL DATA............................................................................................................................. 6
2.1 Technical specifications according to engine type and application .................................. 6
2.2 Derating coefficients for ambient conditions .................................................................... 6
2.3 Consumption according to engine type and application................................................... 7
2.4 Nominal dimensions ......................................................................................................... 8
2.5 Valve timing: theoretical figures ....................................................................................... 9
2.6 Firing order ..................................................................................................................... 10
2.7 Critical speed .................................................................................................................. 11
2.8 Temperatures (in°C) ....................................................................................................... 11
2.9 Pressures ....................................................................................................................... 12
2.10 Lubricating and cooling systems capacities (liters) ........................................................ 14
2.11 Test-bed measurements ................................................................................................ 21
3 GENERAL MAINTENANCE RECOMMENDATIONS................................................................................. 22
3.1 Warnings ........................................................................................................................ 22
3.2 Tooling ............................................................................................................................ 22
3.3 Masses of the major components .................................................................................. 23
3.4 Handling of components ................................................................................................. 26
3.5 Precautions for mounting and dismantling ..................................................................... 26
3.6 Assembly dimensions and wear limits............................................................................ 26
3.7 Standardized dimensions for reconditioning .................................................................. 27
4 MAINTENANCE PROGRAM............................................................................................................... 28
4.1 Maintenance (M) and overhaul (O) ................................................................................ 28
4.2 Maintenance intervals and overhaul order ..................................................................... 43
5 TIGHTENING TORQUES ................................................................................................................... 44
GENERAL 6/8 DZC
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General 6/8 DZC
1 DEFINITIONS AND TERMINOLOGY
1.1 ENGINE TYPE INDICATION

Engine type: 6/8 DZC 1000 166 A/K C…
Reference Explanation
6/8 Number of cylinders in line configuration
DZC Type of engine, 4 stroke, in line, supercharged engine with intercooler
1000 Engine speed in rpm
166 Code number for the main effective pressure (Pme), i.e. the Pme (bar) is
multiplied by 10.
Code Number Pme (bar)
120 12
135 13,5
150 15
166 16,6
179 17,9
A Direction of rotation counter-clockwise as seen by an observer looking at

the flywheel.
K Direction of rotation clockwise as seen by an observer looking at the

flywheel.
C • C0: Standard
• C1: CCR I / IMO I
• C2: CCR II / IMO II Pme = max. 18,3 bar
• C3: UIC I
• C4: UIC II
• C5: EU IIIA loc
• C6: DF Genset
• C7: DF Marine / IMO II
• C8: Bio fuel
• C9: IMO II Pme up to 18,8 bar
• C10: IMO II Pme ≤ 16,6 bar
• C11: EPA Tier III
GENERAL 6/8 DZC
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General 6/8 DZC
1.2 NUMBERING OF THE CYLINDERS

The numbering of the cylinders begins with the cylinder closest to the flywheel:
Ref. Sense of rotation

A Counter-clockwise
K Clockwise
Fig. 0.1 Numbering of the cylinders
1.3 TABLE OF ABBREVIATIONS

Abbreviation Explanation
°CA Degrees crank angle
BDC Bottom dead center
BI Beginning of injection
CCW Counter-clockwise
Con rod Connecting rod
CW Clockwise
EC Exhaust closes
EO Exhaust opens
FO Fuel oil
FW Fresh water
HT High temperature
IC Inlet closes
IO Inlet opens
LT Low temperature
LW Limit of wear
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General 6/8 DZC
MM Maintenance manual
OD Original dimension
OM Operating manual
PPE Personal protective equipment
R1 First undersize/oversize
R2 Second undersize/oversize
RL Reworking limit
rpm Revolutions per minute (rev/min)
SW Sea water
TC Turbo compressor
TDC Top dead center
TKP Turbo side pump-side
TKV Turbo side flywheel
GENERAL 6/8 DZC
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General 6/8 DZC
2 TECHNICAL DATA
2.1 TECHNICAL SPECIFICATIONS ACCORDING TO ENGINE TYPE AND

APPLICATION
Parameter Abbreviation Unit

Continuous rating power Ne kW
ISO3046 - 1
Nominal revolutions/minute N Rpm
Mean effective pressure Pme Bar
Maximum combustion Pmax Bar

pressure
Mean piston speed at Cm m/s

nominal engine speed
2.2 DERATING COEFFICIENTS FOR AMBIENT CONDITIONS

The power under ambient conditions, called the power in situ (Px), can be derived from the
reference power Pr using ambient correction factors (derating coefficients). The power in situ
can be calculated as follows:
Px = [1 - (A + B + C)] x Pr
with:
• A = Ambient air temperature derating coefficient
• B = Charge air coolant temperature derating coefficient
• C = Altitude/ Total barometric pressure derating coefficient
The reference power Pr is defined under standard reference conditions. The reference
conditions used by ABC differ from the standard reference conditions defined in ISO 3046-
1:2002.
The table below gives an overview of the reference conditions:

Reference condition ABC ISO 3046-1
Ambient air temperature 32°C 25°C
Charge air coolant temperature 45°C 25°C
Altitude/ Total barometric pressure 800 m 0m

Relative humidity 30 % 30 %
Fig. 0.2 to Fig. 0.4 show the ambient derating coefficients under ABC reference conditions for
the engine.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Derating Ambient Temp Derating Coolant Temp

12,00 10,00
Derating coefficient A [%]
Derating coefficient B [%]

10,00 8,00
8,00
6,00
6,00
4,00
4,00
2,00 2,00
0,00 0,00
25 35 45 55 65 30 40 50 60 70 80
Ambient air tem. [°C] Cooling water temp. at inlet aircooler [°C]
Fig. 0.2 Derating ambient temperature (A) Fig. 0.3 Derating charge air coolant temperature
(B)
Derating Heigth
8,00
7,00
Derating coefficient C [%]
6,00
5,00
4,00
3,00
2,00
1,00
0,00
600 800 1000 1200 1400 1600
Height above sealevel [m]
Fig. 0.4 Altitude (C)
2.3 CONSUMPTION ACCORDING TO ENGINE TYPE AND APPLICATION

• Fuel consumption at nominal power with fuel according to ISO3046/1 and a lower
calorific value of Hu 42,7 MJ/kg is expressed in g/kWh (tol +5 %). Specific for each
engine type on demand.
• Consumption of lube-oil at nominal power: g/kWh
GENERAL 6/8 DZC
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General 6/8 DZC
2.4 NOMINAL DIMENSIONS

Parameter Value
Number of cylinders 6 or 8 in line
Swept volume per cylinder 15,95 dm³
Compression ratio 12,1 : 1
Total swept volume:
• 6 cyl. 95,7 dm³
• 8 cyl. 127,6 dm³
Bore 256 mm
Stroke 310 mm
Diameter:
• Main bearing shell 184 mm
• Connecting rod bearing shell 178 mm
• Piston pin 110 mm
• Camshaft bearing 82 mm
• Injection pump piston 20 mm
Thread cylinder head stud:
• Cylinder block stud M27 x 2
• Cylinder head stud M24 x 2
Length:
• Push rods 738 mm
• Cylinder block studs 376 mm
Height:
• Chrome-plated fire ring 5 mm
• Compression ring 4 mm
• Oil scraper ring 8 mm
Lift:
• Inlet valve 20,40 mm
• Exhaust valve 20,40 mm
• Injector nozzle needle 0,6 mm
GENERAL 6/8 DZC
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General 6/8 DZC
Parameter Value
• Inlet cam 18,3 mm
• Exhaust cam 18,3 mm
• Injection cam 18 mm
Distance between cylinders 380 mm
Spacing of the center cylinder 400 mm
Number per cylinder:
• Inlet valve 2
• Exhaust valve 2
• Top piston ring 1
• Compression ring 2
• Oil scraper ring 1
2.5 VALVE TIMING: THEORETICAL FIGURES

Real opening and closing times in°CA.
6DZC 8DZC
Inlet
Opens before TDC 60° 70°
Closes after BDC 40° 40°
Exhaust
Opens before BDC 62° 62°
Closes after TDC 55° 65°
Valve overlap 115° 135°
For these angles, the valve clearances in cold conditions have been taken into account. These
are:
• Exhaust: 0,20 mm
• Inlet: 0,20 mm
GENERAL 6/8 DZC
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General 6/8 DZC
Exhaus Expansion
t
Compressio Inlet
n
Fig. 0.5
The meaning of the abbreviations used in the above diagram are listed in “1.3
Table of abbreviations” (page 4).
Setting value of BI: According to the required emission demands (see maintenance manual,
chapter “Injection system”).
Adjustment tolerance = ± 0,5° in function of thickness difference of shims (0,1 mm).

As the cam profile of the inlet and outlet cams is provided with a starting inclination
according to a harmonic curve, it is very difficult, in practice, to measure the above-
mentioned opening and closing times.
The control can be limited to the measurement of the crank position in regard to the
TDC, when both valve bridges are at the same height, this is the theoretical crank
angle measured at the crankshaft for:
6DZC: 2°30’ before TDC – lifting ca. 12 mm
8DZC: 2°30’ before TDC – lifting ca. 16 mm
2.6 FIRING ORDER

• 6 cyl.:
− A: 1-2-4-6-5-3-1
− K: 1-3-5-6-4-2-1
GENERAL 6/8 DZC
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General 6/8 DZC
• 8 cyl.:
− A: 1-4-7-3-8-5-2-6-1
− K: 1-6-2-5-8-3-7-4-1
2.7 CRITICAL SPEED

Every installation is checked for critical engine speeds. These calculations indicate if, at
particular speeds, dangerous torsional vibrations occur. This is important as these vibrations
can lead to catastrophic failure of the crankshaft, coupling, propeller shaft or generator shaft,
damage to gears and bearings, overheating of the vibration damper or inadmissible irregularity
of the driven electric machines.
Continuous running at those speeds is very dangerous and those speeds must be marked on
the engine speed indicator as forbidden areas. ABC cannot be responsible for failures arising
from the non-observance of those forbidden areas.
IN CASE OF MODIFICATIONS EFFECTED AFTER THE INSTALLATION (FOR EXAMPLE,

ALTERATION OF THE PROPELLER OF GEARS) THE COMPLETE INSTALLATION HAS TO BE
RECALCULATED FOR CRITICAL SPEEDS. FOR THIS PURPOSE, IT IS NECESSARY TO CONTACT
ABC.
2.8 TEMPERATURES (IN°C)

Parameters Value
Exhaust gases:
• Cylinder heads °C (See test sheet)
• Before turbine °C (See test sheet)
• After turbine °C (See test sheet)
Supercharging air:
• Before air cooler °C (See test sheet)
• After air cooler °C (See test sheet)
Cooling system Double cooling circuit

Split cooling circuit
(engine outlet) (HT +LT)
Normal working 80°C (75-87) – 85°C (80-89) 80°C (75-87) – 85°C (80-89)
Warning signal 90°C 90°C
Stop signal 95°C 95°C
Preheating 40°C – 45°C 40°C – 45°C
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General 6/8 DZC
Lubrication circuit Double cooling circuit

(engine inlet) (HT +LT)
Normal working 71 – 79°C 71 – 79°C
2.9 PRESSURES
Opening pressure Working pressure Proof pressure
Description
(gauge pressure) (gauge pressure) (gauge pressure)
Cylinder head:
• Combustion space - Max. 130 150
• Cooling water - Max. 3,5 5

space
Cylinder block:

space
Air cooler:
• Water space - Max. 2,5 5
• Air space - Max. 3 5
Oil cooler: Plate Pipe

cooler cooler
• Water side - Max. 2,5 7 8
• Oil side - Max. 5 7 10
Fuel injection pump:
• Plunger and liner - Max. 1200 -
• Body - - 7
Fuel supply - Gasoil max. 2,5 -
HFO max. 3,5
Injection pipes - Max. 1200/1500
Opening injection needle 275 - -
Safety valve (cylinder 150 ± 2 - -

head)
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General 6/8 DZC

Description
Safety valve (crankcase) 0,1 - -
Lube-oil pressure (entrance 6 cyl. 8 cyl.

engine) at normal engine
working temperatures:
• 330 rev/min - 2-2,5 1,75 -
• 500 rev/min - 2,5-3 2 -
• 720 and - 4,85 4,85 -

750 rev/min
• 900 and - 5 5 -
1 000 rev/min
Starting air - Max. 30 -
Cooling circuit: in order to obtain the minimal hydrostatic pressure for the soft-water pump inlet,
the underside of the expansion tank must be at least 2 m above the engine’s center line but no
more than 10 m (see operating manual, chapter “Description and supervision of the cooling
water circuits”).
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2.10 LUBRICATING AND COOLING SYSTEMS CAPACITIES (LITERS)

2.10.1 Lubrication system
Oil sump 6 cyl. (l) 8 cyl. (l)

Type 1 (standard wet sump)
(h = 264 mm)
Min. 180 230
Max. 450 510
Type 2 (extra deep wet

sump)
(h = 364 mm)
Min. 180 230
Max. 615 675
Type 3 (oil sump in frame

for propulsion)
Min. 275 350
Max. 500 650
Type 4 (Oil sump in frame

for generator sets)
Min. 450 580
Max. 1000 1200
Property 6 cyl. (l) 8 cyl. (l)

Standard oil pipes on According to engine type According to engine type
engine and/or application and/or application
Governor:
UG8 1,4 1,4
UG25+ 2,1 2,1
Heinzmann - -
GENERAL 6/8 DZC
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General 6/8 DZC
2.10.2 Cooling systems

Engine capacity (basic 205 275
engine)
Air cooler 11,7 11,7
2.10.3 Information concerning the fabrication of important components
Component Property Information

Crankcase Fabrication Sand-cast
Material GGG 40 – 50
Finishing ABC
Cylinder block Fabrication Sand-cast
Finishing ABC
Cylinder head Fabrication Sand-cast
Material Lamellar cast iron
Finishing ABC
Pump carter Fabrication Sand-cast
Finishing ABC
Connecting rod Fabrication Forged in a matrix
Material Steel 42CrMo4V
Finishing ABC
Crankshaft Fabrication Forged in a matrix
Material 6 cyl.: Steel 42CrMo4

8 cyl.: Steel 42CrMo4V
Finishing By supplier
Cylinder liner Fabrication Centrifugal cast
Material Perlitic cast iron with P and Mo
Finishing Machined & plateau honed at ABC
Cylinder head gasket Material Brass
GENERAL 6/8 DZC
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General 6/8 DZC

Piston Fabrication Cast
Material Nodular cast iron
Finishing By supplier (+ hardened grooves)
Piston rings Fabrication Cast: top ring with chrome ceramic coating
1st tapered compr. Ring chrome coated
2nd tapered compr. Ring
Oil scraper ring chrome coated with spiral spring
Valves Material Intake X45CrSi9V

Exhaust X45CrSi9V (MDO/Gasoil)
Exhaust X45CrSi9V + Nimonic 80A (HFO)
Inserts Fabrication Centrifugal cast
Material Centrifugal cast iron
Valve guide Fabrication Centrifugal cast
Material Special cast iron (Metal Roger)
Finishing ABC
Gear wheels Fabrication Forged in a matrix
Material Steel 17CrNiMo6MQ, 14NiCr18 & GGG
Finishing ABC and/or supplier hardening & grinding
Camshaft Fabrication Forged in a matrix
Material 15CrNi6
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General 6/8 DZC
2.10.4 3D illustration with identification of important components
A B C D E F G
H I J K L M N O
Fig. 0.6
Ref. Description
A Speed governor
B Crankcase breather
C Turbocharger
D Cylinder head
GENERAL 6/8 DZC
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General 6/8 DZC
Ref. Description
E Water return pipe
F Box engine control unit
G Oil filter
H Flywheel
I Integrated camshaft
J Crankcase
K Injection pump
L Fuel filter
M Pump drive gear case
N Oil pump
O Water pump
GENERAL 6/8 DZC
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General 6/8 DZC
A B C
Fig. 0.7
Ref. Description
A Oil cooler
B Exhaust manifold
C Charge air cooler
GENERAL 6/8 DZC
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General 6/8 DZC
2.10.5 Cross-section ABC 6/8 DZC engine
C
G
D
H
E
Fig. 0.8
GENERAL 6/8 DZC
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General 6/8 DZC
Ref. Description
A Exhaust manifold
B Charge air manifold
C Water inlet manifold
D Oil cooler
E Crankcase
F Oil pan
G Camshaft tunnel
H Con rod bolts tightened by elongated stretch
2.11 TEST-BED MEASUREMENTS

The measurements made on the test-bed are given on the sheet of the engine reception test.
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General 6/8 DZC
3 GENERAL MAINTENANCE RECOMMENDATIONS
3.1 WARNINGS
• Prevent the engine from starting or turning during any maintenance.
• Open the decompression valves before beginning any repairs to moving parts.
• Make certain that the crankshaft can turn without danger to the men working on the
engine or driven machines (alternators, reversing gear, etc.).
REMEMBER THAT THE REMOVAL OF OBJECTS (PISTON/CONNECTING-ROD ASSEMBLIES)

CAN UNBALANCE THE CRANKSHAFT, CAUSING IT TO ROTATE UNEXPECTEDLY.
• Inspect the nuts and bolts and their attachments as well as the air, water and oil
pipework before starting the engine.
• When rotating the engine with a bar, make sure all moving parts can move freely.
• Speed governors: It is forbidden to disassemble or re-adjust speed governors
overspeed devices or any other component which controls or limits the dynamic
conditions of the engine unless this is expressly allowed and approved by ABC and this
may only be done by authorized personnel.
• Injection nozzles: When testing the nozzles outside the engine with the nozzle tester,
observe the following precautionary measures:
• KEEP HANDS AWAY FROM THE NOZZLE SPRAY. THE SPRAY FROM A
NOZZLE CAN PENETRATE DEEP INTO THE FLESH OF THE FINGERS OR HAND AND
DESTROY TISSUE. FUEL OIL ENTERING THE BLOOD STREAM CAN CAUSE BLOOD
POISONING.
• USE ONLY CLEAN GASOIL OR TEST OIL FOR TESTING.

• DO NOT TEST THE NOZZLE NEAR A FLAME OR GLOWING OBJECT.
3.2 TOOLING
The necessary tools include:
• Ordinary tools on the market: flat, tubular, and ring spanners, screwdrivers, etc.
• Special tools delivered with the engine
• Special tools designed by ABC and to be ordered separately
• Lifting equipment: hoisting tackle, slings, etc.
The tools needed for the mounting, dismantling or maintenance of the several engine
components, can be ordered with numbers from the maintenance book.
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3.3 MASSES OF THE MAJOR COMPONENTS

Section Description Mass (kg)
01 Crankcase:
• Main bearing cap
− Normal 14,6
− Wide 18,25
− Guide 16,90
• Main bearing stud 0,52
• Cylinder block stud 1,52
04 Main bearing:
• Upper half bearing shell 0,72
• Lower half bearing shell 0,84
• Axial half thrust bearing ring 0,46
08 Cylinder block:
• Liner 67,50
• Cylinder head stud 1,68
• Cylinder head stud (extended) 1,76
09 Piston:
• Piston in nodular cast iron (GGG) 30 – 32
• Piston pin 12,55
• Set piston rings 0,75
10 Connecting rod:
• Connecting rod with bush, bearings bolts and nuts 40 – 45
• Big end bearing shells (upper and lower together) of the 1,25
connecting rod
• Bush small end 1,60
09/10 Drive work with piston, piston pin, piston rings, piston circlips, con rod 83 – 91
with bush, bearings, cap and bolts
11 Cylinder head:
• Cylinder head with valves, bridges, rockers and support with 134,5
shaft
• Cylinder head with inserts and valve guides 105
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General 6/8 DZC

• Inlet valve 1,10
• Exhaust valve 1,25
• Bridge rocker with pad and adjusting screw 1,3
• Rockers with shaft and support 15,15
• Valve guides 0,27
• Rocker with bush and pad 2,52
12 Governor:
• Woodward (UG8-L/UG8-D/UG25+) 22 – 26
• Assembly gear wheel driving Woodward governor 12
• Heinzmann actuator 15,3
13 Assembly lever adjustment injection pump 0,53
14 Fuel circuit:
• Injection pump 9,08
• Nozzle and nozzle holder 2,3
15 Pump driving:
• Gearwheel case engine driven pumps with intermediate shafts 181

and shaft drive fuel pump
• Intermediate plate 22,5
• Intermediate shaft with gear wheel drive water pump 4,8
• Intermediate shaft with gear wheel drive oil pumps 10,3
16 Distribution:
• Two-parts distribution gear wheel on crankshaft 10,35
• Gear wheel on camshaft 21
• Intermediate support bearing with gears 33,25
• Gear case 47
17 Camshaft:
• Guide bearing 4
• Bearing 3,8
• Camshaft
− Cylinder stud 18,6
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General 6/8 DZC

− Begin stud 8
− End stud 15,3
− Intermediate flange 1,7
18 Tappet mechanism:
• Tappet bracket 11,3
• Tappet with roll (valves) 0,94
• Tappet with roll (injection pump) 1,46
• Assembly valve push-rod 1,4
20 Turbo-compressor KBB type M40 260
21 Exhaust system:
• Expansion compensator 4,19
23 Air cooler 232
27 Standard flywheel with starting gear wheel 935,5
29 Vibration damper type:
• ASK 2204A (H&W) 304
• D50/1/1 + C 41/2/58U 171
• D50/2 + C41/2/58U 171
• D63/62 + C44/2/98U 296
• D72/66/1 + C 44/2/98U 449
30 Oil circuit:
• Lubricating pump and gear wheel 37,20
• Scavenge pump and gear wheel 36,50
• Oil pressure regulating valve 9
31 Oil filter:
• Support oil filter 50
• Duplex oil filter 112
• Centrifugal oil filter 3,87
40/45 Soft-water circuit:
• Water pump and gear wheel 33,60
• Thermostatic regulating valve (nominal temp. 43°C) 19,4
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General 6/8 DZC

• Thermostatic regulating valve (nominal temp. 80 – 85°C) 19,9
41 Seawater circuit (if applicable)

• Self-priming seawater pump and gear wheel 70,40
50/51 Fuel feeding:
• Fuel pump and half coupling 7,15
• Duplex fuel filter (dry weight) 16
66 Control system:
• DMU (diesel monitoring unit), separate from engine 22,3
• Monitoring panel on engine 15,0
133 Service oil tank (440 l) – dry weight 203
Service oil tank (1020 l) – dry weight 512
3.4 HANDLING OF COMPONENTS

Always use a lifting apparatus for handling important pieces, such as cylinder heads, piston and
connecting rods, and cylinders.
For specific guidelines for handling the engine, see the installation prescription manual.
3.5 PRECAUTIONS FOR MOUNTING AND DISMANTLING

During the life of the engine it is possible that it, or some parts of it, must be dismantled.
Dismantling, mounting or replacing should all be performed in a prescribed order. The executers
should be familiar with the topic and with the characteristics of the engine and its components
as described in the relevant documentation. There, you will find the procedures for the
dismantling, replacing and mounting of the important parts of the engine. Keep in mind the
following basics:
• Some parts are marked to show their position or place as mounted. Before dismantling
such a part, make sure that the marks are attached correctly. This makes it possible to
re-assemble the parts in an identical way, preventing a malfunction. Provide the
unmarked parts with a label (piston rings, bearing shells…).
• Empty the oil, water and fuel circuit according to the mounting task.
• Close the pipes and openings of the parts when dismantling them.
• Protect the components which are not immediately re-used with an anti-rust agent and
clean them before mounting.
• Renew all joints if necessary. After starting the engine again, check all joints for
leakages.
3.6 ASSEMBLY DIMENSIONS AND WEAR LIMITS

The original minimum and maximum dimensions of each part subject to wear are indicated. Also
specified are the maximum limits of wear at which the parts must be either exchanged or
GENERAL 6/8 DZC
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General 6/8 DZC
reconditioned. These values are the result of long experience, they represent the point at which
the safety and proper functioning become endangered.
Those values are given in the OD (original dimensions) and LW (limit of wear) columns.
3.7 STANDARDIZED DIMENSIONS FOR RECONDITIONING

Parts which can be reconditioned (e.g. crankshaft, guide bearing cap, etc.) have standardized
dimensions and tolerances. If the parts are reworked to those dimensions, parts to be fit
(bearing shells for reconditioned crankshaft, oversize half thrust rings, etc.) can be supplied
from stock.
The dimensions for the first reworking are marked R1, those for the second R2, and so on.
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General 6/8 DZC
4 MAINTENANCE PROGRAM
The maintenance schedule and periodicity intervals were established by the manufacturer in
order to achieve best efficiency and reliability of the engine and lifetime of components.
Periodicity intervals are based on manufacturer’s experience.
All the maintenance jobs set out in this program are of a periodical nature. They should be
repeated at regular intervals, usually expressed in hours of service of the engine.
In order to facilitate the maintenance and to limit the time when the engine is out of service, the
operations are grouped as a small number of maintenance jobs and overhauls. They have to be
undertaken after periods of service which are multiples of each other.
The maintenance jobs of the same frequency in each group are set out in the following pages.
For each maintenance job, the basic frequency level is mentioned in running hours. Although
this is not explicitly mentioned in the table, these maintenance jobs have to be repeated each
time a multiple of the indicated running hours are passed.
4.1 MAINTENANCE (M) AND OVERHAUL (O)

The different groups of maintenance jobs are classified under one or the other of the two
classes below:
• Normal maintenance jobs
• Partial and complete overhauls
For each maintenance job is indicated if the job is applicable for an engine execution based on
the fuel type. The three main fuel types are:
• All diesel oils – DO
• Heavy fuel oil or biofuel – HFO-BIO
• Dual fuel (gas/ diesel oil) – DF
ABC reserves the right to change these service intervals depending on the
operating condition load profile, quality and/or type of fuel and lubricating oil, and
the cooling water conditions.
The stated frequency is only to be used as a guidance, but should NOT be
exceeded during the guarantee period.
The frequency can strongly be influenced by the service conditions, quality of the
fuel oil, quality of the lubricating oil, treatment of the cooling water etc.
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General 6/8 DZC
4.1.1 Normal maintenance jobs

Normal maintenance jobs involve partial dismantling, which can be carried out by the operation
staff.
We identify eight types of maintenance operations for the 6/8DZC-engines:
Period Mark
Every week or every 100 hours M1
Every half month or every 250 hours M1a
Every month or every 500 hours M2
Every 1000 hours M3
Every 1500 hours M4
Every ±3000 hours M5
Every year M7
4.1.2 Partial and complete overhauls

This involves substantial dismantling and more specialized work, which usually entails taking
the engine temporarily out of service. We identify three overhaul periods:
Period Mark
Condition check and partial overhaul at periods of 12 000 hours O1
The complete overhaul at periods of 24 000 hours O2
The partial overhaul at periods of 48 000 hours O3
Under normal operational conditions, ABC permits a maximum tolerance of approximately 20 %

on the periodicity of maintenance, and a maximum tolerance of 3000 hours on the periodicity of
overhauls.
The hours of running indicated on the counter or stated in the log book may in
some cases be replaced by equivalent units that vary more or less linearly
(kilometers travelled by traction units, energy produced by pumping installations or
by electricity generating sets).
4.1.3 References
For each maintenance job, a reference to the manual that contains the maintenance procedure
is added. The following manuals are referenced:
GENERAL 6/8 DZC
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General 6/8 DZC
Manual
Manual title
code
B33 Operating manual for diesel engines ABC type 6/8/12/16DZC
B24 Maintenance manual for diesel engines ABC type 6/8DZC
B82 Manual for dual fuel engines ABC type 6/8/12/16DZD
B83 Manual for HFO engines type 6/8/12/16DZC
4.1.4 Table of maintenance jobs

C1 – Before every start or every 24 hours
Reference DO HFO- DF
Mark Part to be maintained or checked
BIO
C1 – Check water level in expansion See B33 chapter “General X X X
01 tank and oil level engine. directives” §4.1.2
C1 – Check oil level in hydraulic See B33 chapter “General X X X

02 governor. directives” §4.1.3
C1 – Check starting air pressure. See B33 chapter “General X X X

03 directives” §4.1.4
C1 – Drain off any water from the daily See B33 chapter “General X X X
04 fuel tank and the water separator directives” §4.1.5
(in fuel line).
See B24 chapter “Engine
driven pumps” – “Fuel
filtration”
C1 – Check fuel level in the daily tank. See B33 chapter “General X X X
C1 – Check for cooling water, See B33 chapter “General X X X

06 lubricating oil, fuel oil, exhaust directives” §4.1.7
and air leaks.
C1 – Clean the compressor (air intake See B33 chapter “General X X X

07 (*) side) of the turbocharger by directives” §4.1.8
water injection.
See B24 chapter
“Turbocharger”
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General 6/8 DZC
M1 – Every week or every 100 hours

BIO
M1 – Fill up the automatic lubricator on See B33 chapter “General X X X
01 the starting air pipe. directives” §4.2.2
M1 – Drain off water from: See B33 chapter “General X X X

• Compressed air
receivers
• Water separator (starting
airline)
M1 – Clean water filters, if provided. See B33 chapter “General X X X
M1 – 1 Check position of See B33 chapter “General X X X

04 contamination indicator on directives” §4.2.5
oil filter at operating
temperature and nominal
speed.
2 Replace filter elements, if
necessary.
M1 - Check free passage of blow off See B33 chapter “General X X _
05 hole on air cooler, if provided. directives” §4.2.6
M1 - Clean centrifugal filter. See B33 chapter “General _ X _

M1 - 1 Lubricate the control See B33 chapter “General _ X _

07 levers, injection pump directives” §4.2.8
control rod and link of the
governor and control
spindle bearing bushings.
2 Check if each injection
pump control rod can be
moved freely.
M1 - Check the drain system of the air See B82 chapter _ _ X
08 cooler, if provided. “Maintenance
instructions” §3.1.1.
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General 6/8 DZC
M1a – Every half month or every 250 hours

BIO
M1a – Clean the turbine (exhaust gas See B83 chapter _ X _
01 side) of the turbocharger by “Maintenance
water injection. instructions”.
M2 – Every month or every 500 hours

BIO
M2 – Replace air intake filter element. See B33 chapter “General X X X
01 (*) directives” §4.4.2
M2 – Clean centrifugal filter. See B33 chapter “General X See X

02 (Frequency depends on the level directives” §4.4.3 M1 - 06
of contamination.)
M2 – Check if renewal of the fuel filter See B33 chapter “General X X X

03 elements is necessary. directives” §4.4.4
(Frequency depends on fuel
quality and possible
contamination of the filter
elements.)
M2 – 1 Lubricate the control See B33 chapter “General X See X

04 levers, injection pump directives” §4.4.5 M1 - 07
moved freely.
M2 – Clean the magnetic filter of the See B33 chapter “General X X X
05 turbocharger. directives” §4.4.6
M3 – Every 1000 hours

BIO
M3 – Renew fuel filter elements. See B33 chapter “General X X X
M3 – Replace filter element of closed See B24 chapter X X X

02 crankcase ventilation breather. “Crankcase” – “Closed
Crankcase ventilation”
M3 – Check the proper functioning of See B24 chapter “Starting X X X

03 the automatic lubricator for the system” – “Pneumatic
starting air system. starting on cylinders”
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BIO
M3 – Take a sample of the lubrication See B33 chapter “General X X X
04 oil and make an oil analysis. directives” §4.5.5
M3 – Check rotation of exhaust valve See B83 chapter _ X _

05 rotocaps. “Maintenance
instructions”
M4 – Every ±1500 hours

BIO
M4 – Replace oil filter elements. See B33 chapter “General X X X
M4 – 1 Check cooling water See B33 chapter “General X X X

02 quality. directives” §4.6.3
2 Adjust the water treatment
if necessary.
M4 – 1 Check intake and exhaust See B33 chapter “General X X X
03 valve clearances. directives” §4.6.4
2 Adjust if necessary.
M4 – 1 Check nozzles and See B33 chapter “General _ X _
04 opening pressure of directives” §4.6.5
nozzles and their spray
pattern.
2 Replace nozzles if
necessary.
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General 6/8 DZC

BIO
M5 – 1 Change engine oil. See B33 chapter “General X X X
01 2 Replace or clean the directives” §4.7.2
crankcase and crankcase
breather element.
Frequency depends on
application/working
conditions/regular oil analysis
(see M3 – 04).
M5 – Check the alarm and security See B33 chapter “General X X X

02 devices for correct function and directives” §4.7.3
operation:
• Overspeed
• Thermostats
• Pressostats
• Microswitch for
load/overload indication
M5 – Change oil of hydraulic governor. See B33 chapter “General X X _
M5 – 1 Check combustion See B33 chapter “General X X X

04 pressures and full load at directives” §4.7.5
idling speed.
See B24 chapter
2 Adjust if necessary. “Injection system” –
“Injection mechanism
driving the fuel pump”
M5 - 1 Check nozzles and See B33 chapter “General X See X

05 opening pressure of directives” §4.7.6 M4 - 04
pattern.
necessary.
M5 - 1 Check the condition of See B24 chapter _ X _
06 injection pump cavitation “Injection system” –
plugs. “Injection pump”
2 Renew them if necessary.
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General 6/8 DZC

BIO
M6 – 1 Thoroughly examine the See B33 chapter “General X X X
01 nozzles and their holders. directives” §4.8.2
necessary.
M6 – 1 Check gear wheel of the See B24 chapter X X _
02 governor, if a mechanically “Governor” – “The
driven governor is governor drive
installed. mechanism”
2 Measure backlash.
M6 – Check tappet mechanisms: See B24 chapter X X X
03 “Cylinder head” – “Tappet
• Tappets mechanism”
• Shafts
• Rolls
M6 – 1 Check the air intake circuit See B24 chapter X X X
04 (*) and compressor wheel. “Turbocharger”
2 Clean if necessary.
M6 – 1 Check the exhaust gas See B24 chapter X X X
05 (*) circuit. “Turbocharger”
M6 – Measure complete crankshaft See B24 chapter X X X
06 deflection (all cylinders) and the “Crankshaft.” –
crankshaft axial clearance. “Crankshaft”
M6 – Check the differential pressure of See B24 chapter X X X

07 (*) the air cooler and clean if “Coolers” – “Charge air
necessary. cooler”
M6 – 1 Check the condition of See B24 chapter X See X

08 injection pump cavitation “Injection system” – M5 - 06
M6 - Check the valve wear (measure). See B24 chapter X X X
09 “Cylinder head” – “Inlet
and exhaust valves”
M6 - Check the condition the elastic See B33 chapter “General X X X

10 couplings on the flywheel and (if directives” §4.8.11
present) on the PTO coupling.
M6 - Check the oil mist detection unit. See B33 chapter “General X X X
M6 - Check the preheating module. See B33 chapter “General X X X

GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
M6 - Check the gas actuator. See B82 chapter _ _ X
13 “Maintenance
instructions”
M6 - Check the status of the fuel See B82 chapter _ _ X

14 cooler. “Maintenance
instructions”
M7 – Every year
BIO
M7 – Check the gas train. • See specific _ _ X
01 manual(s)
• See B82 chapter
“Maintenance
instructions”
M7 - Check the gas detection • See specific _ _ X
02 components. manual(s)
• See B82 chapter
“Maintenance
instructions”
M7 - Check the explosion relieve See B82 chapter _ _ X
03 valves on the air collector and on “Maintenance
the exhaust collectors. instructions”
M7 - Check the knocking sensors and See B82 chapter _ _ X

04 have them calibrated. “Maintenance
instructions”
M7 - If the engine is mounted on See B33 chapter “General X X X

05 flexible supports, check the directives” §4.9.6
condition of the supports.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Every 12 000 hours

BIO
O1 – Check the condition of the See B24 chapter X _ X
01 cylinderheads to determine if a “Cylinder head”, sections:
top overhaul is necessary. If
required, see below. • “Cylinder head”
• “Rocker lever
Perform a complete overhaul of mechanism” X
cylinder heads.
• “Inlet and exhaust
1 Remove the valves, if valves”
necessary, grind or renew See B24 chapter “Starting
the valves and/or seats. system”, section “Cylinder
2 Check the valve guides head starting valve”
and renew them if
necessary.
3 Check the valve springs
and collars.
4 Check valve dimensions
and renew if necessary.
5 Perform a complete
overhaul of the valve
mechanism on the cylinder
heads (bridges rockers,
bushes and shaft).
6 Replace all joints (water,
oil, air and exhaust gases).
7 Check the opening
pressure on the relief
valves on the cylinder
heads.
8 Clean the oil ducts.
9 Renew the rocker bushes
and check shaft for
dimensions.
10 Renew the rotocaps.
11 Perform an overhaul of the
cylinder head starting air
valve.
O1 – 1 Check the injection timing See B24 chapter X X X
02 (BI). “Injection system” –
2 Check tightness of “Injection mechanism
injection pump plungers driving the fuel pump”
and of the relief valves.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
O1 – 1 Perform an overhaul of the See B24 chapter “Engine X X X
03 seawater pump, soft-water driven pumps” – “Fresh
pump. water pump (HT water
2 Check the anodes in the pump)” and “Sea water
cooling water circuit and pump
renew if necessary.
O1 - 04 For viscous damper, take a See B24 chapter X X X
sample of the damper’s silicon oil “Crankshaft” – “Torsional
for analysis. vibration dampers”
O1 – Visually inspect the distribution: See B24 chapter “Timing X X X

05 gear”, sections:
• Gear wheels
• Cams • Camshaft
• Camshaft bearing taps • Timing gear

wheels
• Bearings
O1 – Visually inspect the pump driving See B24 chapter “Engine X X X
06 gear wheels in the gear case. driven pumps” – “Pump
gear case”
O1 – Visually inspect the pipe oil See B24 chapter X X X

07(*) cooler and clean if necessary. “Coolers” – “Pipe cooler”
O1 – Perform a complete overhaul of See B24 chapter _ X _

08 the turbocharger (including “Turbocharger”
bearings).
O1 – Renew the water separator filter. See B24 chapter “Starting X X X

09 system” – “Water
separator”
O1 – Perform an overhaul of the See B24 chapter “Starting X X X

10 hydraulic stop cylinder. system”– “Automatic stop
device”
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Every 24 000 hours

BIO
O2 – Perform a complete overhaul of See B24 chapter X See X
01 the cylinder heads. “Cylinder head”, sections: O1 -
01
1 Remove the valves, if • “Cylinder head”
necessary, grind or renew
the valves and/or seats.
• “Rocker lever
mechanism”
2 Check the valve guides
and renew them if • “Inlet and exhaust
necessary. valves”
3 Check the valve springs See B24 chapter “Starting
and collars. system”, section “Cylinder
head starting valve”
bushes and shaft).
7 Check the opening
heads.
and check shaft for
dimensions.
valve.
O2 – 1 Take out the pistons. See B24 chapter “Drive X X X
02 2 Measure the clearance unit (piston and conrod)
and wear of the piston ring
grooves.
3 Renew the piston rings.
O2 – 1 Measure the wear (ovality See B24 chapter X X X
03 and conicity) of the liners. “Cylinder block”
2 Remove and hone the
liners, renew them if
necessary.
3 Replace seal O-rings.
4 Replace anti-polishing
rings.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
O2 – 1 Replace the con rod big See B24 chapter “Drive X X X
04 end bearing shells. unit (piston and conrod),
2 Check the condition of the sections:
con rod small end bush, • “Dismounting
replace if necessary. procedures
• ”Maintenance
procedures
conrod”
O2 – 1 Check the condition of the See B24 chapter X X X
05 main bearings, including “Crankcase” – “The main
axial bearings. bearings”
2 Renew if necessary.
O2 – 1 Check the hydraulic or See B24 chapter X X X
06 electronic governor. “Governor system” –
2 Return it to the “Speed governor - UG”
manufacturer, if
necessary.
O2 – Perform a complete overhaul of See B24 chapter X X X
07 the fuel injection pumps. “Injection system” –
“Injection pump”
O2 – 1 Check the gear wheel See B24 chapter “Engine X X X

08 pump casing. driven pumps” – “Pump
2 Renew the bearings. gear case”
3 Visually check the
gearwheels and measure
the gearwheel clearances.
O2 – Perform a complete overhaul of a See B24 chapter X X X
09 viscous vibration damper. “Crankshaft”, sections:
• “Torsional
vibration
dampers”
• “Secondary PTO”
O2 – Perform a complete overhaul of See B24chapter X See X
10 (**) the turbocharger (including “Turbocharger” 01 - 08
bearings).

11 oil and fuel feed pump. Driven pumps”, sections:
2 Replace the fuel feed • “Lubricating oil
pump connection and pump and
sealings. pressure valves”
• “Fuel feed pump”
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
12 the flexible pump drive on a “Crankshaft” – “Flexible
viscous damper. pump drive”
If the flexible pump drive is
connected to a spring type
damper, see O2 – 16.
O2 – Perform an overhaul of the main See B24 chapter “Starting X X X

13 starting air valve. system” – “Main starting
valve”
O2 – 1 Wash out the cylinder See B24 chapter X X X

14 block, remove the “Cylinder block”
deposits.
2 Repaint the interior if
necessary.
15 HT, LT and oil thermostatic driven pumps”, section:
valve.
• Thermostatic
2 Renew the thermostatic valve oil circuit”
elements.
• “Thermostatic
valve water
circuit”
16 spring blade type flexible “Crankshaft”, sections:
pump drive.
• “Spring coupled
2 Renew if necessary. damper”
• “Flexible pump
drive”
O2 – Perform an overhaul of the See B24 chapter X X X
17 governor gear drive. “Governor” – “The
governor drive
mechanism”
O2 – Completely clean the oil plate See B24 chapter “Coolers” X X X

18(*) cooler. – “Plate cooler”
O2 – Perform an overhaul of the oil by- See B24 chapter “Engine X X X

19 pass valve. driven pumps” –
“Lubricating oil pumps
and pressure valves”
O2 – Renew the camshaft bearings, if See B24 chapter “Timing X X X

20 present. gear” – “Camshaft”

21 crankcase safety valves. “Crankcase” –
“Crankcase”
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
O2 – Perform an overhaul of the PTO See B24 chapter X X X
22 bearing, if present “Crankshaft” –
“Secondary PTO”
02 - 23 Completely clean the air cooler. See B24 chapter X X X

“Coolers” – “Charge air
cooler”
02 - 24 Clean the expansion tank. See B33 chapter “General X X X

directives” §4.10
Every 48 000 hours

BIO
O3 – Replace the main bearings and See B24 chapter X X X
01 axial bearing. “Crankcase” – “The main
bearings”
O3 – Replace con rod bolts and nuts. See B24 chapter “Drive X X X
02 (***) unit (piston and conrod)
• “Dismounting
procedures
• ”Maintenance
procedures
conrod”
03 spring blade type torsional “Crankshaft” – “Spring
vibrations damper. coupled damper”
O3 – Renew the cylinder liners. See B24 chapter X X X

04 “Cylinder block”
O3 – Renew the insulation on the See B24 chapter X X X

05 exhaust pipe, if necessary. “Turbocharger”
O3 – Renew all bearings of the fuel See B24 chapter X X X

06 control spindle. “Injection system” – “Fuel
pump control spindle”
O3 – Renew the pressure and thermal / X X X

07 switches (alarm & safety).
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Ref. Description
* Depends on the environment (air pollution, engine room ventilation, water quality...)
** For applications with frequent load changes, the complete overhaul is

recommended at 12 000 hours.
*** Con rod bolts and nuts must be replaced, after loosening if they already have been
tightened 3 times before, or every 48 000 hours, whichever comes first.
4.2 MAINTENANCE INTERVALS AND OVERHAUL ORDER

Mark
Service hours
(C = Check, M = Maintenance, O = Overhaul)
Every half month or every 250 M1a

hours
Every month or every 500 hours M1 + M1a + M2
Every 1000 hours M1 + M1a + M2 + M3
Every ±1500 hours M1 + M1a + M2 + M4
Every ±3000 hours M1 + M1a + M2 + M3 + M4 + M5
Every ±6000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6
Every year M7
Every 12 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1
Every 24 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1 + O2
Every 48 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1 + O2 + O3
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
5 TIGHTENING TORQUES
All dynamically strained bolts and nuts as well as functionally important fastening bolts are
tightened by means of a torque wrench on a predetermined tightening torque as described in
the Tightening torque table. The nuts for fastening the cylinder block on the crankcase and for
fastening of cylinder head are tightened according to the angular displacement method. The
nuts of the connecting rod bolts are tightened on elongation. Both specific tightening methods
are described in detail in the maintenance manual.
Table 0.1 Tightening torque table

Component to be tightened or Type of Tightening torque
Bolt material
inserted thread Nm kg
Crankcase (sec. 1)
Bearing studs (implantation) M20 x ~50 ~5 42CrMo4V

1,5
(Loctite no. 245)
Bearing stud nuts M20 x 390-410 40-42 42CrMo4V+K

1,5
(Molykote G-N plus only on
thread of stud)
Crankshaft (sec. 6)
Bolts fixing balance weights on M27 x 2 570 58 34CrMo4V

crankshaft
(Molykote G-N plus) 42CrMo4V
Distribution gear wheel bolts M10 x 40 4 42CrMo4V

1,25
Cylinder block (sec. 8)
Cylinder block studs M27 x 2 ~100 ~10 34CrNiMo6V+K

(implantation)
(Loctite no. 245)
Cylinder block stud nuts (*) M27 x 2 295 30 42CrMo4V+K
+60°+60° +60°+60°
(Molykote G-N plus)

Carefully follow mounting
instructions in maintenance
manual, chapter “Cylinder
block”
Cylinder block bolts M20 365 37 DIN931-8.8
Connecting rod (sec. 10)
Big end stud nuts (type 1 con M20 x 0,6 ± 0,02 0,6 ± 0,02 45CrMo4V+K
rod) (**) 1,5 mm mm
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
(Molykote G-N plus on thread
of stud)
Big end stud nuts (type 2 con M22 x 0,7 ± 0,02 0,7 ± 0,02 42CrMo4V+K
rod) (**) 1,5 mm mm
(Molykote G-N plus only on

thread of stud)
Cylinder head (sec. 11)
Cylinder head studs M24 x 2 ~100 ~10 X5CrNiCuNb17.4

(implantation)
(Loctite no. 222)
Cylinder head nuts for “X” M24 x 2 245 25 42CrMo4V+K

marked cylinder head studs (*) –
cylinder housing for arrangement +110°+110° +110°+110°
02
Only tighten the nuts
(Consult the maintenance hydraulically!
manual, chapter “Cylinder head” Use Molykote G-N plus
to determine the cylinder Refer to the maintenance
housing arrangement of your manual, chapter “Cylinder
engine.) head”
Cylinder head nuts for “X” M24 x 2 245 25 42CrMo4V+K

marked cylinder head studs (*) –
cylinder housing for arrangement +85°+85° +85°+85°
01
Use Molykote G-N plus
(Consult the maintenance Carefully follow instructions
manual, chapter “Cylinder head” in maintenance manual,
to determine the cylinder chapter “Cylinder head”
housing arrangement of your
engine.)
Cylinder head nuts for M24 x 2 245 25 42CrMo4V+K

unmarked cylinder head studs
(*) +75°+75° +75°+75°
(Molykote G-N plus)

Carefully follow mounting
instructions in maintenance
head”
Studs for rocker brackets M16 ~50 ~5 42CrMo4V

(implantation)
(Loctite no. 245)
Nuts for fixation rocker bracket M16 155 16 10 DIN982

studs
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
Central bolt for fixation rocker M16 155 16 42CrMo4V+K
bracket
Rocker shaft locking bolts M12 85 8,6 8.8 DIN912
Nut nozzle holder M56 x 2 195 20 Ck55
(Loctite no. 542)
Safety valve in cylinder head M39 x 137 14 – 15 /

1,5
Governor drive (Woodward) (sec. 12)
Bolts driving gearwheel on M8 25 2,5 8.8 DIN912

camshaft gearwheel 54T
(Loctite no. 243)
Bolts gear 27T M8 25 2,5 8.8 DIN912
(Loctite no. 243)
Self-locking nuts fixing conical M10 30 3 8 DIN985

gears UG8, UG25+
Fuel feeding (sec. 14, 18, 59)
Injection pump bolts M12 50 5 36NiCr6 V+K /

42CrMo4+QT+C
(Section 018)
Cap nut fixing nozzle holder in M76 x 2 540 55 42CrMo4V

cylinder head
(Molykote G-N plus)
Mount following instructions
in maintenance manual,
chapter “Injection system”
Nozzle nut / 217 21,7 /
Screws flange fixation M10 34,5 3,5 8.8 DIN912

extended coupling piece
Coupling nuts injection pipe /

(thread lubricated with oil)
• Type 1: M22 x 60 ± 5 6,1 ± 0,5
620.058.1100.04 1,5
• Type 2: M22 x 60 ± 5 6,1 ± 0,5

620.058.1100.05 1,5
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
• Type 3: M22 x 105 ± 5 10,5 ± 0,5
620.058.1100.06 1,5
High pressure fixation nut / 868-895 88,5 – 91 /

injection pump
(Molykote G-N plus)
Pump driving gear casing (sec. 15, 29, 30, 40, 41, 93)
Casing bolts M12 85 8,6 8.8 DIN912
Bolts driving gear on damper M10 50 4,8 8.8 DIN933

flange – only for Geislinger
dampers (Loctite no. 542)
Nuts & bolts fixing intermediate M10 50 4,8 8 DIN982

shafts on gear casing
M8 25 2,5 8.8 DIN7984
Lock nuts intermediate shafts M20 150 15 6 DIN985
M30 x 120 12 /
1,5
Coupling bolts intermediate M10 50 4,8 8.8 DIN933

gears
(Loctite no. 542)
Lock nut(s) driving gearwheel M20 150 15 6 DIN985

oil pump
M30 x 250 25 /
1,5
Locking nut fixing driving M20 150 15 6 DIN 985

gearwheel water pump
M12 x 147 15 /
1,5 (Loctite 270) (Molykote)
M24 x 2 147 15 8.8 DIN439-B

(Loctite 270) (Molykote)
Nut fixing impeller of water M20 147 15 DIN934-A2 (left)

pump
(Loctite 270)
Bolts clamping assembly of M6 17 1,7 12.9 DIN912

driving gear on seawater pump
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
Bolts cover vibration damper: M12 85 8,6 8.8 DIN933
• Hasse & Wrede (Loctite no. 243)
• Geislinger
M16 266 23 8.8 DIN 912
(Loctite no. 242, disc spring

with Molykote 1000)
M10 45 4,5 8.8 DIN912
(Loctite no. 242, disc spring

with Molykote 1000)
M8 20 2 8.8 DIN912
Coupling bolts PTO shaft on M16 343 35 12.9 DIN19

damper
M12 100 10 10.9 DIN933
Bolts fastening soft water pump M10 39 4 8.8 DIN931

on gear casing.
Bolts fastening sea water pump M10 39 4 8.8 DIN933

on gear case.
Camshaft – distribution (sec. 16, 17)
Bots fixing guide-bearing M12 120 12 10.9 DIN933

camshaft to cylinder block
(Loctite no. 270)
Camshaft connecting bolts M12 x 35 120 12 10.9 DIN933
Coupling bolts camshaft M12 x 30 85 8,6 8.8 DIN7984

intermediate flange
Camshaft-bearing bolts M12 120 12 10.9 DIN912
M8 25 2,5 8.8 DIN912
Tappet bracket fixing bolts M12 120 12 10.9 DIN912
Bolts clamping assembly M10 70 7 10.9 DIN912

camshaft gearwheel adapter
M12 170 11,2 12.9 DIN912
Fixing bolts camshaft M12 85 8,6 DIN7984

gearwheel on adapter
Coupling bolts intermediate M12 85 8,6 8.8 DIN933

gear
(Loctite no. 245)
M10 45 4,5 8.8 DIN931
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
Bolts fixing cap on bearing (Loctite no. 245)
support intermediate gear
Bolts fixing bearing support M16 205 21 8.8 DIN931

intermediate gears on
crankcase
Turbochargers and exhaust manifolds (sec. 20, 21, 22)
Bolts fixing turbo M40 M16 200 21 8.8 DIN931
Nuts fixing turbo support M16 350 35 12.9 DIN934
Bolts fixing turbo support M16 350 35 12.9 DIN933
Bolts expansion bellows M16 140 14 Heat resistant
(Molykote HSC)
Exhaust manifold flanges M16 200 20 34CrNiMo6V+K

Elastic bolts (620.021.9012.09) (Molykote HSC)
Intake air manifold flanges M16 140 14 8.8 DIN933
(Molykote HSC)
Flywheel (sec. 27)
Flywheel bolts M30 x 2 1380 141 10.9 DIN960
(Molykote G-N plus)
Thermostatic valves (sec. 35)
Nuts assembling thermostatic / 54 5,5 /

oil valve
Ref. Description
* Tightening by a specific rotation angle of the nut.
** Tightening up to a specific elongation of the stud
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
This page is left blank intentionally.
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
CHAPTER 0
GENERAL 12/16 DZC
File: B31_001_Ed009_EN_General_12_16DZC ABC owns the copyright of this document. It shall not be
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
CONTENTS
1 DEFINITIONS AND TERMINOLOGY ...................................................................................................... 3
1.1 Engine type indication ...................................................................................................... 3
1.2 Numbering of the cylinders ............................................................................................... 4
1.3 Table of abbreviations ...................................................................................................... 4
2 TECHNICAL DATA............................................................................................................................. 6
2.1 Technical specifications according to engine type and application .................................. 6
2.2 Derating coefficients for ambient conditions .................................................................... 6
2.3 Consumption according to engine type and application................................................... 7
2.4 Nominal dimensions ......................................................................................................... 8
2.5 Valve timing – valve clearance ......................................................................................... 9
2.6 Firing order ..................................................................................................................... 11
2.7 Critical speed .................................................................................................................. 11
2.8 Temperatures (in°C) ....................................................................................................... 11
2.9 Pressures (in bar) ........................................................................................................... 13
2.10 Lubricating and cooling systems capacities (liters) ........................................................ 15
2.11 Test-bed measurements ................................................................................................ 21
3 GENERAL MAINTENANCE RECOMMENDATIONS................................................................................. 22
3.1 Warnings ........................................................................................................................ 22
3.2 Tooling ............................................................................................................................ 23
3.3 Masses of the major components .................................................................................. 23
3.4 Handling of components ................................................................................................. 26
3.5 Precautions for mounting and dismantling ..................................................................... 26
3.6 Assembly dimensions and wear limits............................................................................ 26
3.7 Standardized dimensions for reconditioning .................................................................. 26
4 -MAINTENANCE PROGRAM ............................................................................................................. 27
4.1 Maintenance (M) and overhaul (O) ................................................................................ 27
4.2 Maintenance intervals and overhaul order ..................................................................... 42
5 TIGHTENING TORQUES ................................................................................................................... 43
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
1 DEFINITIONS AND TERMINOLOGY
1.1 ENGINE TYPE INDICATION

Engine type: 12/16 DZC 1000 166 A/K C...
12/16 Number of cylinders in V-formation:
• V-angle: 45°
• Bore: 256 mm
• Stroke: 310 mm
• Stroke/bore relation: 1,21
• Cylinder center distance: 380 mm
• Bank offset: 76 mm
DZC Engine type, 4-stroke, always equipped with turbocharger and charge air
cooler
1000 Nominal engine speed in rpm
166 Code number for the main effective pressure (Pme), i.e. the Pme (bar) is
multiplied by 10.
Code Number Pme (bar)
120 12
135 13,5
150 15
166 16,6
179 17,9
A Direction of rotation counterclockwise as seen by an observer looking to the

flywheel.
K Direction of rotation clockwise as seen by an observer looking to the

flywheel.
C • C0: Standard
• C1: CCR I / IMO I
• C2: CCR II / IMO II Pme = max. 18,3 bar
• C3: UIC I
• C4: UIC II
• C5: EU IIIA loc
• C6: DF Genset
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
• C7: DF Marine / IMO II
• C8: Biofuel
• C9: IMO II Pme up to 18,8 bar
• C10: IMO II Pme ≤ 16,6 bar
• C11: EPA Tier III
• C12: Emergency genset with nuclear qualification
1.2 NUMBERING OF THE CYLINDERS

The numbering of the cylinders for bank A and bank B begins with the cylinder closest to the
flywheel:
Ref. Sense of rotation

A Counter-clockwise
K Clockwise
Fig. 0.1 Numbering of the cylinders
1.3 TABLE OF ABBREVIATIONS

°CA Degrees crank angle
BDC Bottom dead center
BI Beginning of injection
CCW Counter-clockwise
Con rod Connecting rod
CW Clockwise
EC Exhaust closes
EO Exhaust opens
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
FO Fuel oil
FW Fresh water
HT High temperature
IC Inlet closes
IO Inlet opens
LT Low temperature
LW Limit of wear
MM Maintenance manual
OD Original dimension
OM Operating manual
PPE Personal protective equipment
R1 First undersize/oversize
R2 Second undersize/oversize
RL Reworking limit
rpm Revolutions per minute (rev/min)
SW Sea water
TC Turbo compressor
TDC Top dead center
TKP Turbo side pump-side
TKV Turbo side flywheel
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
2 TECHNICAL DATA
2.1 TECHNICAL SPECIFICATIONS ACCORDING TO ENGINE TYPE AND

APPLICATION
Parameter Abbreviation Unit

Continuous rating power Ne kW
ISO3046/1
Nominal revolutions/minute N rev/min
Mean effective pressure Pme bar
Maximum combustion Pmax bar

pressure
Mean piston speed at Cm m/s

nominal engine speed
2.2 DERATING COEFFICIENTS FOR AMBIENT CONDITIONS

The power under ambient conditions, called the power in situ (Px), can be derived from the
reference power Pr using ambient correction factors (derating coefficients). The power in situ
can be calculated as follows:
Px = [1 - (A + B + C)] x Pr
with:
• A = Ambient air temperature derating coefficient
• B = Charge air coolant temperature derating coefficient
• C = Altitude/ Total barometric pressure derating coefficient
The reference power Pr is defined under standard reference conditions. The reference
conditions used by ABC differ from the standard reference conditions defined in ISO 3046-
1:2002.
The table below gives an overview of the reference conditions:

Reference condition ABC ISO 3046-1
Ambient air temperature 32°C 25°C
Charge air coolant temperature 45°C 25°C
Altitude/ Total barometric pressure 800 m 0m

Relative humidity 30 % 30 %
Fig. 0.2 to Fig. 0.4 show the ambient derating coefficients under ABC reference conditions for
the engine.
GENERAL 12/16 DZC
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General 12/16 DZC
Derating Ambient Temp Derating Coolant Temp

12,00 10,00
Derating coefficient A [%]
Derating coefficient B [%]

10,00 8,00
8,00
6,00
6,00
4,00
4,00
2,00 2,00
0,00 0,00
25 35 45 55 65 30 40 50 60 70 80
Ambient air tem. [°C] Cooling water temp. at inlet aircooler [°C]
Fig. 0.2 Derating ambient temperature (A) Fig. 0.3 Derating charge air coolant temperature
(B)
Derating Heigth
8,00
7,00
Derating coefficient C [%]
6,00
5,00
4,00
3,00
2,00
1,00
0,00
600 800 1000 1200 1400 1600
Height above sealevel [m]
Fig. 0.4 Altitude (C)
2.3 CONSUMPTION ACCORDING TO ENGINE TYPE AND APPLICATION

• Fuel consumption at nominal power with fuel according to ISO3046/1 and a lower
calorific value of Hu 42,7 MJ/kg is expressed in g/kWh (tol. +5 %). Specific for each
engine type on demand.
• Consumption of lube-oil at nominal power: g/kWh
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2.4 NOMINAL DIMENSIONS

Parameter Value
Number of cylinders 12 or 16 in V
Swept volume per cylinder 15,95 dm³
Compression ratio 12,1 : 1
Total swept volume:
• 12 cyl. 191,4 dm³
• 16 cyl. 255,2 dm³
Bore 256 mm
Stroke 310 mm
Diameter:
• Main bearing shell 240 mm
• Connecting rod bearing shell 200 mm
• Piston pin 110 mm
• Camshaft bearing 82 mm
• Injection pump piston 20 mm
Thread cylinder head stud: M24 x 2
Length:
• Connecting rod (center to center) 620 mm
• Tappets 738 mm
• Cylinder block studs 376 mm
Width:
• Main bearing 78 mm
• Connecting rod bearing 72 mm
• Connecting rod bush 65 mm
Height:
• Chrome-plated fire ring 5 mm
• Compression ring 4 mm
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Parameter Value
• Oil scraper ring 8 mm
Lift:
• Inlet valve 20,40 mm
• Exhaust valve 20,40 mm
• Injector nozzle needle 0,6 mm
• Inlet cam 18,3 mm
• Exhaust cam 18,3 mm
• Injection cam 18 mm
Distance between cylinders 380 mm
Number per cylinder:
• Inlet valve 2
• Exhaust valve 2
• Top piston ring 1
• Compression ring 2
• Oil scraper ring 1
2.5 VALVE TIMING – VALVE CLEARANCE

Real opening and closing times in°CA.
6DZC 8DZC
Inlet
Opens before TDC 60° 70°
Closes after BDC 40° 40°
Exhaust
Opens before BDC 62° 62°
Closes after TDC 55° 65°
Valve overlap 115° 135°
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For these angles, the valve clearances in cold conditions have been taken into account. These
are:
• Exhaust: 0,20 mm
• Inlet: 0,20 mm
Exhaus Expansion
t
Compressio Inlet
n
Fig. 0.5
The meaning of the abbreviations used in the above diagram are listed in “1.3
Table of abbreviations” (page 4).
Setting value of BI: According to the required emission demands (see maintenance manual,
chapter “Injection system”).
Adjustment tolerance = ± 0,5° in function of thickness difference of shims (0,1 mm).

As the cam profile of the inlet and outlet cams is provided with a starting inclination
according to a harmonic curve, it is very difficult, in practice, to measure the above-
mentioned opening and closing times.
The control can be limited to the measurement of the crank position in regard to the
TDC, when both valve bridges are at the same height, this is the theoretical crank
angle measured at the crankshaft for:
• 12DZC: 2°30’ before TDC – lifting ca. 12 mm
• 16DZC: 2°30’ before TDC – lifting ca. 16 mm
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2.6 FIRING ORDER

• 12 cyl.:
− A: B1-A1-B5-A5-B3-A3-B6-A6-B2-A2-B4-A4
− K: B1-A4-B4-A2-B2-A6-B6-A3-B3-A5-B5-A1
• 16 cyl.:
− A: B1-A1-B3-A3-B7-A7-B5-A5-B8-A8-B6-A6-B2-A2-B4-A4
− K: B1-A4-B4-A2-B2-A6-B6-A8-B8-A5-B5-A7-B7-A3-B3-A1
2.7 CRITICAL SPEED

Every installation is checked for critical engine speeds. These calculations indicate if, at
particular speeds, dangerous torsional vibrations occur. This is important as these vibrations
can lead to catastrophic failure of the crankshaft, coupling, propeller shaft or generator shaft,
damage to gears and bearings, overheating of the vibration damper or inadmissible irregularity
of the driven electric machines.
Continuous running at those speeds is very dangerous and those speeds must be marked on
the engine speed indicator as forbidden areas. ABC cannot be responsible for failures arising
from the non-observance of those forbidden areas.
IN CASE OF MODIFICATIONS EFFECTED AFTER THE INSTALLATION (FOR EXAMPLE,

ALTERATION OF THE PROPELLER OF GEARS) THE COMPLETE INSTALLATION HAS TO BE
RECALCULATED FOR CRITICAL SPEEDS. FOR THIS PURPOSE, IT IS NECESSARY TO CONTACT
ABC.
2.8 TEMPERATURES (IN°C)

Parameters Value
Exhaust gases:
• Cylinder heads °C (See test sheet)
• Before turbine °C (See test sheet)
• After turbine °C (See test sheet)
Supercharging air:
• Before air cooler °C (See test sheet)
• After air cooler °C (See test sheet)
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Cooling system Double cooling circuit

(engine outlet) (HT +LT)
Normal working 80°C (76,5-85) – 85°C (82-89) 80°C (76,5-85) – 85°C (82-89)
Lubrication circuit Double cooling circuit

(engine inlet) (HT +LT)
Normal working 71 – 79°C 71 – 79°C
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2.9 PRESSURES (IN BAR)

Description
Cylinder head:
• Combustion space - Max. 130 150

space
Cylinder block:

space
Air cooler:
• Water space - Max. 2,5 5
• Air space - Max. 3 5
Oil cooler:
• Water side - Max. 2,5 7
• Oil side - Max. 5 7
Fuel injection pump:
• Plunger and liner - Max. 1200 -
• Body - - 7
Fuel supply - Gasoil max. 2,5 -
HFO max. 3,5
Injection pipes - Max. 1200/1500 -
Opening injection needle 275 - -
Safety valve (cylinder head) 150 ± 2 - -
Safety valve (crankcase) 0,1 - -
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Description
Lube-oil pressure (entrance
engine) at normal engine
working temperatures:
• 400 rev/min - 2-2,5 -
• 500 rev/min - 2,5-3 -
• 720 and - 4,85 -

750 rev/min
• 900 and - 5 -
1 000 rev/min
Starting air - Max. 30 -
Cooling circuit: in order to obtain the minimal hydrostatic pressure for the soft-water pump inlet,
the underside of the expansion tank must be at least 2 m above the engine’s center line but no
more than 10 m (see operating manual, chapter “Description and supervision of the cooling
water circuits”).
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2.10 LUBRICATING AND COOLING SYSTEMS CAPACITIES (LITERS)

2.10.1 Lubrication system
Oil sump 12 cyl. (l) 16 cyl. (l)

Type 1 (standard wet sump)
(h = 600 mm)
Min. 450 500
Max. 850 1000
Type 2 (extra deep wet

sump)
(h = 760 mm)
Min. (gasoil) 500 600
Min. (HFO) 350 600
Max. 850 1100

Standard oil pipes on According to engine type According to engine type
engine and/or application and/or application
Governor:
UG8 1,4 1,4
UG25+ 2,1 2,1
Heinzmann - -
2.10.2 Cooling systems

Engine capacity (basic 500 600
engine)
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2.10.3 Information concerning the fabrication of important components

Cylinder block Fabrication Sand-cast
Finishing ABC
Cylinder head Fabrication Sand-cast
Finishing ABC
Pump carter Fabrication Sand-cast
Finishing ABC
Connecting rod Fabrication Forged in a matrix
Material Steel 34CrNiMo6
Finishing ABC
Crankshaft Fabrication Forged in a matrix
Material Steel 42CrMo4V
Cylinder liner Fabrication Centrifugal cast
Material Perlitic cast iron with P and Mo
Finishing Machined & plateau honed at ABC
Cylinder-head gasket Material Brass
Piston Fabrication Cast
Material Nodular cast iron
Finishing By supplier (+ hardened grooves)
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Piston rings Fabrication Cast: top ring with chrome ceramic coating
1st tapered compr. ring chrome-coated
2nd tapered compr. ring
Oil scraper ring chrome coated with spiral spring
Valves Material Intake X45CrSi9V

Exhaust X45CrSi9V (MDO/Gasoil)
Exhaust X45CrSi9V + Nimonic 80A (HFO)
Insert Fabrication Centrifugal cast
Material Centrifugal cast iron
Valve guide Fabrication Centrifugal cast
Material Special cast iron (Metal Roger)
Finishing ABC
Gear wheels Fabrication Forged in a matrix
Material Steel 17CrNiMo6MQ & GGG
Finishing ABC and/or supplier hardening & grinding
Camshaft Fabrication Forged in a matrix
Material 15CrNi6
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2.10.4 3D illustration with identification of important components
A B C D1 D2 E F G
K
R
L M N O P Q
Fig. 0.6
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Ref. Description
A Turbocharger
B Cylinder head
C Crankcase breather
D1 Water return pipe

D2
E Exhaust manifold
F Integrated charge air manifold
G Oil cooler
H Charge air cooler
I Speed governor
J Support charge air cooler
K Flywheel
L Integrated gear case for camshaft gear drive
M Crankcase
N Injection pump
O Oil pan
P Fuel filter
Q Pump drive gear case
R Box engine control unit
S Oil filter
T Water pump
U Oil pump
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2.10.5 Cross-section engine
E
A
D
2
D1
I
Fig. 0.7
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Ref. Description
A Elbow intake manifold
B Camshaft tunnel
C Main oil collector
D1 Hydraulic tightened main bearing cap studs and con rod studs
D2
E Cover charge air manifold
F Integrated charge air manifold
G Integrated water inlet manifold
H Stiff intermediate deck
I Cross bolting main bearing cap
J Oil pan
2.11 TEST-BED MEASUREMENTS

The measurements made on the testbed are given on the sheet of the engine reception test.
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3.1 WARNINGS
• Make certain that the crankshaft can turn without danger to the men working on the
engine or driven machines (alternators, reversing gear, etc.).
REMEMBER THAT THE REMOVAL OF OBJECTS (PISTON/CONNECTING-ROD ASSEMBLIES)

CAN UNBALANCE THE CRANKSHAFT, CAUSING IT TO ROTATE UNEXPECTEDLY.
• Inspect the nuts and bolts and their attachments as well as the air, water and oil
pipework before starting the engine.
• Speed governors: It is forbidden to disassemble or re-adjust speed governors
overspeed devices or any other component which controls or limits the dynamic
conditions of the engine unless this is expressly allowed and approved by ABC and this
may only be done by authorized personnel.
• Injection nozzles: When testing the nozzles outside the engine with the nozzle tester,
observe the following precautionary measures:
• KEEP HANDS AWAY FROM THE NOZZLE SPRAY. THE SPRAY FROM A
NOZZLE CAN PENETRATE DEEP INTO THE FLESH OF THE FINGERS OR HAND AND
DESTROY TISSUE. FUEL OIL ENTERING THE BLOOD STREAM CAN CAUSE BLOOD
POISONING.
• USE ONLY CLEAN GASOIL OR TEST OIL FOR TESTING.

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3.2 TOOLING
The tools needed for the mounting, dismantling or maintenance of the several engine
components, can be ordered with numbers from the maintenance book.
3.3 MASSES OF THE MAJOR COMPONENTS

01 Crankcase/cylinder block V12/4850
V16/6250
• Cylinder liner 69,5
• Cylinder head stud 1,68
• Cylinder head stud (extended) 1,76
• Bearing cap 52
• Bearing stud 5,8 (gasoil)

5,9 (HFO)
04 Main bearing line:
• Upper ½ bearing shell 0,84
• Lower ½ bearing shell 0,92
• Axial ½ thrust bearing ring 0,84
09 Piston:
• Piston in nodular cast iron (GGG) 30 – 32
• Piston pin 12,55
• Set piston rings 0,75
10 Connecting rod:
• Connecting rod with bush, bearings bolts and nuts 50
• Big end bearing shells (upper and lower together) of the 1,64
connecting rod
• Bush small end 1,60
09/10 Drive work with piston, piston pin, piston rings, piston circlips, con rod ±95 - 98
with bush, bearings, cap and bolts
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11 Cylinder head:
• Cylinder head with valves, bridges, rockers and support with 134,5
shaft
• Cylinder head with inserts and valve guides 105
• Inlet valve 1,10
• Exhaust valve 1,25
• Bridge rocker with pellet and adjusting screw 1,3
• Rockers with shaft and support 15,15
• Valve guides 0,27
• Rocker with bush and pellet 2,52
12 Governor:
• Woodward (UG8-L/UG8-D/UG25+) 22 – 26
• Assembly gear wheel driving Woodward governor 12
• Heinzmann actuator 15,3
13 Assembly lever adjustment injection pump 0,53
14 Fuel circuit:
• Injection pump 9,08
• Nozzle and nozzle holder 2,3
15 Pump driving:
• Gearwheel case engine driven pumps with intermediate shafts 181

and shaft drive fuel pump
• Intermediate plate ±95
• Intermediate shaft with gear wheel drive water pump 4,8
• Intermediate shaft with gear wheel drive oil pumps 10,3
16 Distribution:
• Two-parts distribution gear wheel on crankshaft 12
• Gear wheel on camshaft 21
17 Camshaft:
• Guide bearing 4
• Bearing 3,8
• Camshaft
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− Cylinder stud 18,6
− Begin stud 8
− End stud 15,3
18 Tappet mechanism:
• Tappet bracket 11,3
• Tappet with roll (valves) 0,94
• Tappet with roll (injection pump) 1,46
• Assembly valve pushrod 1,4
20 Turbo-compressor KBB type M40 260
21 Exhaust system:
• Expansion compensator 3,18
23 Air cooler 312
27 Standard flywheel with starting gear wheel 1029,5
29 Vibration damper type:
• ASK 3262 (H&W) 235,4
• ASK 3865 (H&W) 330,4
30 Oil circuit:
• Lubricating pump and gear wheel ±50
• Oil pressure regulating valve 10
31 Oil filter:
• Duplex oil filter 878
• Centrifugal oil filter 3,87
40/45 Soft-water circuit:
• Water pump and gear wheel 35
• Thermostatic regulating valve (nominal temp. 43°C) 35
• Thermostatic regulating valve (nominal temp. 80 – 85°C) 38
50/51 Fuel feeding:
• Fuel pump and half coupling 7,15
• Duplex fuel filter (dry weight) 20
66 Control system:
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• DMU (diesel monitoring unit), separate from engine 22,3
• Monitoring panel on engine 15
3.4 HANDLING OF COMPONENTS

Always use a lifting apparatus for handling important pieces, such as cylinder heads, piston and
connecting rods, and cylinders.
For specific guidelines for handling the engine, see the installation prescription manual.
3.5 PRECAUTIONS FOR MOUNTING AND DISMANTLING

During the life of the engine it is possible that it, or some parts of it, must be dismantled.
Dismantling, mounting or replacing should all be performed in a prescribed order. The executers
should be familiar with the topic and with the characteristics of the engine and its components
as described in the relevant documentation. There, you will find the procedures for the
dismantling, replacing and mounting of the important parts of the engine. Keep in mind the
following basic:
• Some parts are marked to show their position or place as mounted. Before dismantling
such a part, make sure that the marks are attached correctly. This makes it possible to
re-assemble the parts in an identical way, preventing a malfunction. Provide the
unmarked parts with a label (piston rings, bearing shells…).
• Empty the oil, water and fuel circuit according to the mounting task.
• Close the pipes and openings of the parts when dismantling them.
• Protect the components which are not immediately re-used with an anti-rust agent and
clean them before mounting.
• Renew all joints if necessary. After starting the engine again, check all joints for
leakages.
3.6 ASSEMBLY DIMENSIONS AND WEAR LIMITS

The original minimum and maximum dimensions of each part subject to wear are indicated. Also
specified are the maximum limits of wear at which the parts must be either exchanged or
reconditioned. These values are the result of long experience, they represent the point at which
the safety and proper functioning become endangered.
The values are given in the OD (original dimensions) and LW (limit of wear) columns.
3.7 STANDARDIZED DIMENSIONS FOR RECONDITIONING

Parts which can be reconditioned (e.g. crankshaft, guide bearing cap, etc.) have standardized
dimensions and tolerances. If the parts are reworked to those dimensions, parts to be fit
(bearing shells for reconditioned crankshaft, oversize half thrust rings, etc.) can be supplied
from stock.
The dimensions for the first reworking are marked R1, those for the second R2, and so on.
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4 -MAINTENANCE PROGRAM
The maintenance schedule and periodicity intervals were established by the manufacturer in
order to achieve best efficiency and reliability of the engine and lifetime of components.
Periodicity intervals are based on manufacturer’s experience.
All the maintenance jobs set out in this program are of a periodical nature. They should be
repeated at regular intervals, usually expressed in hours of service of the engine.
In order to facilitate the maintenance and to limit the time when the engine is out of service, the
operations are grouped as a small number of maintenance jobs and overhauls. They have to be
undertaken after periods of service which are multiples of each other.
The maintenance jobs of the same frequency in each group are set out in the following pages.
For each maintenance job, the basic frequency level is mentioned in running hours. Although
this is not explicitly mentioned in the table, these maintenance jobs have to be repeated each
time a multiple of the indicated running hours are passed.
4.1 MAINTENANCE (M) AND OVERHAUL (O)

The different groups of maintenance jobs are classified under one or the other of the two
classes below:
• Normal maintenance jobs
• Partial and complete overhauls
For each maintenance job is indicated if the job is applicable for an engine execution based on
the fuel type. The three main fuel types are:
• All diesel oils – DO
• Heavy fuel oil or biofuel – HFO-BIO
• Dual fuel (gas/ diesel oil) – DF
ABC reserves the right to change these service intervals depending on the
operating condition load profile, quality and/or type of fuel and lubricating oil, and
the cooling water conditions.
The stated frequency is only to be used as a guidance, but should NOT be
exceeded during the guarantee period
The frequency can strongly be influenced by the service conditions, quality of the
fuel oil, quality of the lubricating oil, treatment of the cooling water etc.
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4.1.1 Normal maintenance jobs

Normal maintenance jobs involve partial dismantling, which can be carried out by the operation
staff.
We identify eight types of maintenance operations:
Period Mark
Every half month or every 250 hours M1a
Every month or every 500 hours M2
Every 1000 hours M3
Every 1500 hours M4
Every year M7
4.1.2 Partial and complete overhauls

This involves substantial dismantling and more specialized work, which usually entails taking
the engine temporarily out of service. We identify three overhaul periods:
Period Mark
Condition check and partial overhaul at periods of 12 000 O1
hours
The complete overhaul at periods of 24 000 hours O2
The partial overhaul at periods of 48 000 hours O3
Under normal operational conditions, ABC permits a maximum tolerance of approximately 20 %

on the periodicity of maintenance, and a maximum tolerance of 3000 hours on the periodicity of
overhauls.
The hours of running indicated on the counter or stated in the log book may in
some cases be replaced by equivalent units that vary more or less linearly
(kilometers travelled by traction units, energy produced by pumping installations or
by electricity generating sets).
4.1.3 References
For each maintenance job, a reference to the manual that contains the maintenance procedure
is added. The following manuals are referenced:
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Manual
Manual title
code
B33 Operating manual for diesel engines ABC type 6/8/12/16DZC
B34 Maintenance manual for diesel engines ABC type 12/16DZC
B82 Manual for dual fuel engines ABC type 6/8/12/16DZD
B83 Manual for HFO engines type 6/8/12/16DZC
4.1.4 Table of maintenance jobs

C1 – Before every start or every 24 hours
BIO
C1 – Check water level in expansion See B33 chapter “General X X X
01 tank and oil level engine. directives” §4.1.2
C1 – Check oil level in hydraulic See B33 chapter “General X X X

02 governor. directives” §4.1.3
C1 – Check starting air pressure. See B33 chapter “General X X X

C1 – Drain off any water from the daily See B33 chapter “General X X X
04 fuel tank and the water separator directives” §4.1.5
(in fuel line).
See B34 chapter “Engine
driven pumps” – “Fuel
filtration”
C1 – Check fuel level in the daily tank. See B33 chapter “General X X X
C1 – Check for cooling water, See B33 chapter “General X X X

06 lubricating oil, fuel oil, exhaust directives” §4.1.7
and air leaks.
C1 – Clean the compressor (air intake See B33 chapter “General X X X

07 (*) side) of the turbocharger by directives” §4.1.8
water injection.
See B34 chapter
“Turbocharger”
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M1 – Every week or every 100 hours

BIO
M1 – Fill up the automatic lubricator on See B33 chapter “General X X X
01 the starting air pipe. directives” §4.2.2
M1 – Drain off water from: See B33 chapter “General X X X

• Compressed air
receivers
• Water separator (starting
airline)
M1 – Clean water filters, if provided. See B33 chapter “General X X X
M1 – 1 Check position of See B33 chapter “General X X X

04 contamination indicator on directives” §4.2.5
oil filter at operating
temperature and nominal
speed.
2 Replace filter elements, if
necessary.
M1 - Check free passage of blow off See B33 chapter “General X X _
05 hole on air cooler, if provided. directives” §4.2.6
M1 - Clean centrifugal filter. See B33 chapter “General _ X _

M1 - 1 Lubricate the control See B33 chapter “General _ X _

07 levers, injection pump directives” §4.2.8
moved freely.
M1 - Check drain system of the air See B82 chapter _ _ X
08 cooler, if provided. “Maintenance
instructions” §3.1.1.
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M1a – Every half month or every 250 hours

BIO
M1a – Clean the turbine (exhaust gas See B83 chapter “Engine _ X _
01 side) of the turbocharger by components”
water injection.
M2 – Every month or every 500 hours

BIO
M2 – Replace air intake filter element. See B33 chapter “General X X X
01 (*) directives” §4.4.2
M2 – Clean centrifugal filter. See B33 chapter “General X See X

02 (Frequency depends on the level directives” §4.4.3 M1 - 06
of contamination.)
M2 – Check if renewal of the fuel filter See B33 chapter “General X X X

03 elements is necessary. directives” §4.4.4
(Frequency depends on fuel
quality and possible
contamination of the filter
elements.)
M2 – 1 Lubricate the control See B33 chapter “General X See X

04 levers, injection pump directives” §4.4.5 M1 - 07
moved freely.
M2 – Clean the magnetic filter of the See B33 chapter “General X X X
05 turbocharger. directives” §4.4.6
M3 – Every 1000 hours

BIO
M3 – Renew fuel filter elements. See B33 chapter “General X X X
M3 – Replacing filter element of closed See B34 chapter X X X

02 crankcase ventilation breather “Crankcase” – “Closed
Crankcase ventilation” -
§3.7
M3 – Checking the proper functioning See B34 chapter “Starting X X X

03 of the automatic lubricator for the system” – “Automatic
starting air system. Clean the lubricator” – §4.7
lubricator if necessary.
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BIO
M3 – Take sample of the lubrication oil See B33 chapter “General X X X
04 and make an oil analysis. directives” §4.5.5
M3 – Check rotation of exhaust valve See B83 chapter _ X _

05 rotocaps. “Maintenance
instructions”

BIO
M4 – Replace oil filter elements. See B33 chapter “General X X X
M4 – 1 Check cooling water See B33 chapter “General X X X

02 quality. directives” §4.6.3
2 Adjust the water treatment
if necessary.
M4 – 1 Check intake and exhaust See B33 chapter “General X X X
03 valve clearances. directives” §4.6.4
2 Adjust if necessary.
M4 – 1 Check nozzles and See B33 chapter “General _ X _
04 opening pressure of directives” §4.6.5
pattern.
necessary.
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BIO
M5 – 1 Change engine oil. See B33 chapter “General X X X
01 2 Replace or clean the directives” §4.7.2
crankcase and crankcase
breather element.
Frequency depends on
application/working
conditions/regular oil analysis
(see M3 – 04).
M5 – Check the alarm and security See B33 chapter “General X X X

02 devices for correct function and directives” §4.7.3
operation:
• Overspeed
• Thermostats
• Pressostats
• Microswitch for
load/overload indication
M5 – Change oil of hydraulic governor. See B33 chapter “General X X _
M5 – 1 Check combustion See B33 chapter “General X X X

04 pressures at full load and directives” §4.7.5
at idling speed.
See B34 chapter
2 Adjust if necessary. “Injection system” –
“Injection mechanism
driving the fuel pump”
M5 - 1 Check nozzles and See B33 chapter “General X See X

05 opening pressure of directives” §4.7.6 M4 - 04
pattern.
necessary.
M5 - 1 Check the condition of See B34 chapter _ X _
06 injection pump cavitation “Injection system” –
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BIO
M6 – 1 Thoroughly examine the See B33 chapter “General X X X
01 nozzles and their holders. directives” §4.8.2
necessary.
M6 – 1 Check gear wheel of the See B34 chapter X X _
02 governor, if a mechanically “Governor” – “The
driven governor is governor drive
installed. mechanism”
2 Measure backlash.
M6 – Check tappet mechanisms: See B34 chapter X X X
03 “Cylinder head” – “Tappet
• Tappets mechanism”
• Shafts
• Rolls
M6 – 1 Check the air intake circuit See B34 chapter X X X
04 (*) and compressor wheel. “Turbocharger”
M6 – 1 Check the exhaust gas See B34 chapter X X X
05 (*) circuit. “Turbocharger”
M6 – Measure complete crankshaft See B34 chapter X X X
06 deflection (all cylinders) and the “Crankshaft.” –
crankshaft axial clearance. “Crankshaft”
M6 – Check the differential pressure of See B34 chapter X X X

07 (*) the air cooler and clean if “Coolers” – “Air cooler”
necessary.
M6 – 1 Check the condition of See B34 chapter X See X

08 injection pump cavitation “Injection system” – M5 - 06
M6 - Check the valve wear (measure). See B34 chapter X X X
09 “Cylinder head” – “Inlet
and exhaust valves”
M6 - Check the condition the elastic See B33 chapter “General X X X

10 coupling on the flywheel and (if directives” §4.8.11
present) the PTO coupling.
M6 - Check the oil mist detection unit. See B33 chapter “General X X X
M6 - Check the preheating module. See B33 chapter “General X X X

GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
BIO
M6 - Check the gas actuator and See B82 chapter _ _ X
13 throttle valve. “Maintenance
instructions”
M6 - Check the pollution of the fuel See B82 chapter _ _ X

14 cooler. “Maintenance
instructions”
M7 – Every year
BIO
M7 – Check the gas train. • See specific _ _ X
01 manual(s)
• See B82 chapter
“Maintenance
instructions”
M7 - Check the gas detection • See specific _ _ X
02 components. manual(s)
• See B82 chapter
“Maintenance
instructions”
M7 - Check the explosion relieve See B82 chapter _ _ X
03 valves on the air collector and on “Maintenance
the exhaust collectors. instructions”
M7 - Check the knocking sensors and See B82 chapter _ _ X

04 have them calibrated. “Maintenance
instructions”
M8 - If the engine is mounted on See B33 chapter “General X X X

05 flexible supports, check the directives” §4.9.6
condition of the supports.
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
Every 12 000 hours

BIO
O1 – Check the condition of the See B34 chapter X _ X
01 cylinderheads to determine if a “Cylinder head”, sections:
top overhaul of the complete
engine is necessary. If required, • “Cylinder head”
see below. • “Rocker lever
mechanism”
Perform a complete overhaul of X
cylinder heads. • “Inlet and exhaust
valves”
1 Remove the valves, if See B34 chapter “Starting
necessary, grind or renew system”, section “Cylinder
the valves and/or seats. head starting valve”
and renew them if
necessary.
3 Check the valve springs
and collars.
bushes and shaft).
7 Check the opening
heads.
and check shaft for
dimensions.
10 Renew the rotocaps.
valve.
O1 – 1 Check the injection timing See B34 chapter X X X
02 (BI). “Injection system” –
2 Check tightness of “Injection mechanism
injection pump plungers driving the fuel pump”
and of the relief valves.
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
BIO
O1 – Perform an overhaul of the See B34 chapter “Engine X X X
03 seawater pump, soft-water pump. driven pumps” – “Fresh
water pump (HT water
pump)” and “Sea water
pump
O1 - 04 For viscous damper, take a See B34 chapter X X X

sample of the damper’s silicon oil “Crankshaft” – “Torsional
for analysis. vibration damper”
O1 – Visually inspect the distribution: See B34 chapter “Timing X X X

05 gear”, sections:
• Gear wheels
• Cams • Camshaft
• Camshaft bearing taps • Timing gear

wheels
• Bearings
O1 – Visually inspect the pump driving See B34 chapter “Engine X X X
06 gear wheels in the gear case. driven pumps” – “Pump
gear case”
O1 – Not applicable Not applicable _ _ _

07(*)
O1 – Perform a complete overhaul of See B34 chapter _ X _

08 the turbocharger (including “Turbocharger”
bearings).
O1 – Renew the water separator filter. See B34 chapter “Starting X X X

09 system” – “Water
separator”

10 hydraulic stop cylinder. “Governor”, section
“Specific components
injection pump control
system” – “Automatic stop
device”
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
Every 24 000 hours

BIO
O2 – Perform a complete overhaul of See B34 chapter X See X
01 the cylinder heads. “Cylinder head”, sections: O1 -
01
1 Remove the valves, if • “Cylinder head”
necessary, grind or renew
the valves and/or seats.
• “Rocker lever
mechanism”
and renew them if • “Inlet and exhaust
necessary. valves”
3 Check the valve springs See B34 chapter “Starting
and collars. system”, section “Cylinder
head starting valve”
bushes and shaft).
7 Check the opening
heads.
and check shaft for
dimensions.
valve.
O2 – 1 Take out the pistons. See B34 chapter “Drive X X X
02 2 Measure the clearance unit (piston and conrod)
and wear of the piston ring
grooves.
3 Renew the piston rings.
O2 – 1 Measure the wear (ovality See B34 chapter X X X
03 and conicity) of the liners. “Cylinder housing”
2 Remove and hone the
liners, renew them if
necessary.
3 Replace seal O-rings.
4 Replace anti-polishing
rings.
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
BIO
O2 – 1 Replace the con rod big See B34 chapter “Drive X X X
04 end bearing shells. unit (piston and conrod)
2 Check the condition of the • “Dismounting
con rod small end bush, procedures
replace if necessary.
• “Maintenance
procedures
conrod”
05 main bearings, including “Cylinder housing” –
axial bearings. “Main bearing caps and
2 Renew if necessary. shells”
O2 – 1 Check the hydraulic or See B34 chapter X X X

06 electronic governor. “Governor system” –
2 Return it to the “Speed governor - UG”
manufacturer, if
necessary.
07 the fuel injection pumps. “Injection system” –
“Injection pump”
O2 – 1 Check the gear wheel See B34 chapter “Engine X X X

08 pump casing. driven pumps” – “Pump
2 Renew the bearings. gear case”
3 Visually check the
gearwheels and measure
the gearwheel clearances.
09 viscous vibration damper. “Crankshaft”, sections:
• “Torsional
vibration
dampers”
• “Secondary PTO”
O2 – Perform a complete overhaul of See B34chapter X See X
10 (**) the turbocharger (including “Turbocharger” 01 - 08
bearings).

11 oil and fuel feed pump. Driven pumps”, sections:
2 Replace the fuel feed • “Lubricating oil
pump connection and pump and
sealings. pressure valves”
• “Fuel feed pump”
12 the flexible pump drive on a “Crankshaft” – “Flexible
viscous damper.
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
BIO
coupling pump driving
gear”
O2 – Perform an overhaul of the main See B34 chapter “Starting X X X

13 starting air valve. system” – “Main starting
valve”
O2 – 1 Wash out the cylinder See B34 chapter X X X

14 block, remove the “Cylinder housing”
deposits.
2 Repaint the interior if
necessary.
15 HT, LT and oil thermostatic driven pumps”, sections:
valve.
• “Thermostatic
2 Renew the thermostatic valve oil circuit”
elements.
• “Thermostatic
valve water
circuit”
16

17(*) governor gear drive. “Governor” – “Speed
governor drive
mechanism”
O2 – Completely clean the oil plate See B34 chapter X X X

18 cooler. “Coolers” – “Oil cooler”
O2 – Perform an overhaul of the oil by- See B34 chapter “Engine X X X

19 pass valve. driven pumps” –
“Lubricating oil pumps
and pressure valves”
O2 – Renew the camshaft bearings, if See B34 chapter “Timing X X X

20 present. gear” – “Camshaft”

21 crankcase safety valves. “Crankcase” –
“Crankcase”
O2 – Perform an overhaul of the PTO See B34 chapter X X X

22 bearing, if present “Crankshaft” –
“Secondary PTO”
O2 – Completely clean the air cooler. See B34 chapter X X X

23 “Coolers” – “Air cooler”
O2 – Clean the expansion tank. See B33 chapter “General X X X

24 directives” §4.10
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
Every 48 000 hours

BIO
O3 – Replace the main bearings and See B34 chapter X X X
01 axial bearing. “Cylinder housing” –
“Main bearing caps and
shells”
O3 – Replace con rod bolts and nuts. See B34 chapter “Drive X X X
02 (***) unit (piston and conrod)
• “Dismounting
procedures
• “Maintenance
procedures
conrod”
03
O3 – Renew the cylinder liners. See B34 chapter X X X

04 “Cylinder housing”
O3 – Renew the insulation on the See B34 chapter X X X

05 exhaust pipe, if necessary. “Turbocharger”
O3 – Renew all bearings of the fuel See B34 chapter X X X

06 pumps control spindle. “Injection system” –
“Nozzle holder and nozzle
or injector”
O3 – Renew the pressure and thermal / X X X

07 switches (alarm & safety).
Ref. Description
* Depends on the environment (air pollution, engine room ventilation, water quality...)
** For applications with frequent load changes, the complete overhaul is

recommended at 12 000 hours.
*** Conrod bolts and nuts must be replaced, after loosening if they already have been
tightened 3 times before, or every 48 000 hours, whichever comes first.
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
4.2 MAINTENANCE INTERVALS AND OVERHAUL ORDER

Mark
Service hours
(C = Check, M = Maintenance, O = Overhaul)
Every week or every 100 M1
hours
Every half month or every 250 M1a

hours
Every month or every 500 M1 + M1a + M2

hours
Every 1000 hours M1 + M1a + M2 + M3
Every ±1500 hours M1 + M1a + M2 + M4
Every ±3000 hours M1 + M1a + M2 + M3 + M4 + M5
Every ±6000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6
Every year M7
Every 12 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1
Every 24 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1 + O2
Every 48 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1 + O2 + O3
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC
5 TIGHTENING TORQUES
All dynamically strained bolts and nuts as well as functionally important fastening bolts are
tightened by means of a torque wrench on a predetermined tightening torque as described in
the Tightening torque table. The nuts for fastening the cylinder block on the crankcase and for
fastening of cylinder head are tightened according to the angular displacement method. The
nuts of the connecting rod bolts are tightened on elongation. Both specific tightening methods
are described in detail in the maintenance manual.
Table 0.1 Tightening torque table

Component to be Type of Tightening torque
Bolt material
tightened or inserted thread Nm kg
Crankcase & cylinder block (sec. 1)
Bearing cap studs M42 x 2 100 10 30CrNiMo8V

(implantation)
Bearing cap stud nuts M42 x 2 Hydraulic tightening in 2 steps from 34CrNiMo6V
110 kN to 800 kN following the
procedure in the maintenance
manual, chapter “Cylinder block”.
Reference check angle rotation:
307° ± 6
Sidebolts bearing caps M27 1000 100 DIN912 – 12.9
400 40
+60° +60°
(Molykote G-N plus) Tightening in 2

steps following the procedure in the
maintenance manual, chapter
“Cylinder block”
Bolts engine supports M24 1000 100 DIN912 – 10.9

against cylinder block
Crankshaft (sec. 6)
Bolts fixing balance M30 x 2 1000 100 Regular

weights on crankshaft DIN912 – 10.9
(DIN912 or elastic bolts Tightening following the procedure screw
(35CD4/42CD4) given in the maintenance manual,
chapter “Crankshaft”. Reference
check angle rotation: 88° ± 10
M30 x 2 850 85 34CrMo4V

(35CD4) or
Tightening following the procedure 42CrMo4V
given in the maintenance manual, (42CD4)
chapter “Crankshaft”. Reference
check angle rotation: 80° to 90° Elastic bolts
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC

Bolt material
Distribution gear wheel M12 120 12 DIN931 – 10.9
bolts (spare parts
manual section 016)
Connecting rod (sec. 10)
Connecting rod studs M33 x 2 100 10 34CrNiMo6V

(implantation)
Nut connecting rod bolts M33 x 2 Hydraulic tightening in 2 steps from 34CrNiMo6V
110 kN to 510 kN following
procedure given in the
“Drive unit”. Reference check angle
rotation between 2 steps: 110° ± 10
Cylinder head (sec. 11)
Cylinder head studs M24 x 2 100 10 X5CrNiCuNb17.4

(implantation)
(Loctite no. 222)

cylinder housing for
arrangement 02 +110°+110° +110°+110°
(Consult the maintenance Only tighten the nuts hydraulically!

manual, chapter “Cylinder Use Molykote G-N plus
head” to determine the Refer to the maintenance manual,
cylinder housing chapter “Cylinder head”
arrangement of your
engine.)

cylinder housing for
arrangement 01
(Consult the maintenance

+85°+85° +85°+85°
head” to determine the Use Molykote G-N plus
cylinder housing Carefully follow instructions in
arrangement of your maintenance manual, chapter
engine.) “Cylinder head”
Studs for rocker M16 ±50 ±5 42CrMo4V

brackets (implantation in
cylinder head) (Loctite no. 245)
Nuts for fixation rocker M16 155 16 10 DIN982

bracket studs
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC

Bolt material
Central bolt for fixation M16 155 16 42CrMo4V+K
rocker bracket
Rocker shaft locking M12 85 8,6 8.8 DIN912

bolts
Nut nozzle holder M56 x 2 195 20 Ck55
(Loctite no. 542)
Safety valve in cylinder M39 x 137 14 – 15 /

head 1,5
Governor drive (Woodward) (sec. 12)
Bolts driving gearwheel M8 25 2,5 8.8 DIN912

on camshaft gearwheel
54T (Loctite no. 243)
Bolts gear 27T M8 25 2,5 8.8 DIN912
(Loctite no. 243)
Self-locking nuts fixing M10 30 3 8 DIN985

conical gears UG8,
UG25+
Fuel feeding (sec. 14, 18, 59)
Injection pump bolts M12 50 5 36NiCr6 V+K /

42CrMo4+QT+C
(Section 018)
Cap nut fixing nozzle M76 x 2 540 55 42CrMo4V

holder in cylinder head
(Molykote G-N plus)
Mount following instructions in
“Injection system”
Nozzle nut / 217 21,7 /
Coupling nuts injection /

pipe
• Type 1: M22 x 60 ± 5 6,1 ± 0,5

620.058.1100.04 1,5
• Type 2: M22 x 60 ± 5 6,1 ± 0,5

620.058.1100.05 1,5
• Type 3: M22 x 105 ± 5 10,5 ± 0,5

620.058.1100.06 1,5
/ 868-895 88,5 – 91 /
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC

Bolt material
High pressure fixation (Molykote G-N plus)
nut injection pump
Screws flange fixation M10 34,5 3,5 8.8 DIN912

extended coupling piece
Pump driving gear casing (sec. 15)
Bolts & nuts for fixation M12 85 8,6 8.8 DIN912

carter
M12 145 14,5 12.9 DIN912
M12 85 8,6 8 DIN934
Nuts & bolts fixing M10 50 4,9 8 DIN982

intermediate shafts on
gear casing M8 25 2,5 8.8 DIN7984
Lock nuts intermediate M30 x 120 12 /

shafts 1,5
Coupling bolts M10 50 4,8 8.8 DIN933

intermediate gear wheel
(Loctite no. 542)
Nut drive gear wheel oil M30 x 250 25 /

pump 1,5
Nut drive gear wheel M24 x 2 147 15 8 DIN 439-B

water pump (see (Loctite 270) (Molykote)
maintenance manual for
mounting instructions) M25 x 147 15 /
1,5 (Loctite 270) (Molykote)
(loco
appl.)
Nut connecting impeller M20 147 15 DIN934-A2 (left)

of water pump (see (left hand
maintenance manual for nut) (Loctite 270)
mounting instructions)
M24 x 3 147 15 DIN935-A4
(Right (right)
hand nut)
(Loctite 270)
(Loco
appl.)
Bots fastening water M10 39 4 8.8 DIN931

pump on gear wheel
case
Camshaft – distribution (sec. 17)
M12 120 12 10.9 DIN933
GENERAL 12/16 DZC
Ed. 09 – 30/09/2020 – EN
General 12/16 DZC

Bolt material
Bolts fixing guide (Loctite no. 270)
bearing(s) camshaft to
cylinder block
Camshaft connecting M12 120 12 10.9 DIN933

bolts
Bolts camshaft bearings M12 120 12 10.9 DIN912
M8 25 2,5 8.8 DIN912
Tappet bracket fixing M12 120 12 10.9 DIN912

bolts
Fixing bolts camshaft M12 120 12 10.9 DIN 931

gearwheel
Coupling bolts M12 120 12 10.9 DIN933

intermediate gear wheel
(Loctite no. 245)
Bolts bearing cap front M12 120 12 10.9 DIN931

end (bank A)
Turbochargers and exhaust manifolds (sec. 20, 21)
Nuts attachment support M16 210 21 8.8 DIN931

on intermediate plate
Elastic bolts exhaust M16 200 20 34CrNiMo6V

collectors
(Molykote HSC)
Flywheel (sec. 27)
Flywheel bolts M30 x 2 2200 225 10.9 DIN960
(Loctite no. 572)
Vibration damper (sec. 29)
Vibration damper Hasse M20 x 640 64 10.9 DIN912

& Wrede 1,5
GENERAL 12/16 DZC
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General 12/16 DZC
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OPERATING MANUAL
Ed. 07 – 30/09/2020 – EN
Fuel – Lubricating oil – Cooling water
CHAPTER 1
FUEL – LUBRICATING OIL – COOLING
WATER
File: B33_101_dd2020_09_30_Ed007_EN_Fuel_lubricating_oil_cooling_water ABC owns the copyright of this document. It shall

not be copied or disclosed without prior consent
of ABC.
OPERATING MANUAL
Ed. 07 – 30/09/2020 – EN
CONTENTS
1 INTRODUCTION ................................................................................................................................ 3
2 FUELS............................................................................................................................................. 4
2.1 Classification .................................................................................................................... 4
2.2 Characteristics .................................................................................................................. 4
2.3 Classification of combustibles for diesel engines (distillate) ............................................ 8
2.4 Classification of combustibles for diesel engines (ISO 8217) – Marine distillate fuels .... 9
3 LUBRICATING OIL........................................................................................................................... 11
3.1 Characteristics ................................................................................................................ 11
3.2 Choice of engine lubricating oil ...................................................................................... 12
3.3 Oil capacities .................................................................................................................. 12
4 COOLING WATER ........................................................................................................................... 13
4.1 Classification .................................................................................................................. 13
4.2 Required water properties before treatment .................................................................. 13
4.3 Characteristics for treated water .................................................................................... 15
4.4 Recommended water treatment products ...................................................................... 15
4.5 Anti-freeze ...................................................................................................................... 18
4.6 Practical treatment of the cooling water circuit ............................................................... 18
4.7 Water capacities ............................................................................................................. 18

of ABC.
OPERATING MANUAL
Ed. 07 – 30/09/2020 – EN
1 INTRODUCTION
The correct choice of fuel and lubricating oil is of the greatest importance to ensure the proper
working conditions for the engine. The lubricating oil must be chosen to suit the fuel and the
engine operating conditions or applications. As manufacturers of diesel engines, ABC is always
ready, in co-operation with fuel and oil suppliers, to deal with specific problems regarding those
products.
In order to ensure good working conditions, it is also important that the water cooling circuit is
kept clean and free from deposits, erosion and corrosion. This ensures that heat transfer is not
obstructed, as this could lead to dangerous thermal stresses. A cooling circuit in good condition
uses an appropriate coolant, i.e. a properly treated cooling water whose properties remain
unchanged in time. To achieve this purpose, we recommend regular check-ups.
This chapter discusses the stipulations regarding fuel, lubricating oil and cooling water.

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OPERATING MANUAL
Ed. 07 – 30/09/2020 – EN
2 FUELS
The instructions given in the operating manual are valid only for distillate fuels. Intermediate and
heavy fuel oils can be applied only if engine(s) and installation are equipped and approved for
these fuels.
2.1 CLASSIFICATION
Various classification systems are in use, which have their origin in the different standardization
organizations, such as ISO, ASTM, B.S.I., IP, CIMAC, and EN. While some of these
classification systems are obsolete, they are still used by many companies. To avoid confusion,
ABC gives preference to the ISO-specification.
Below are the fuels that can be used for DZC engines.
2.1.1 Distillate fuels
• ISO 8217
• ASTM D975-67
• BS 2869 (1970)
• MDO (Marine Diesel Oil)
• Low-S fuel (EN 590)
2.1.2 Heavy fuels and bio fuels

ABC also produces engines that run on heavy fuel / bio-fuels and are equipped with specific
parts to enable do so. For more information concerning these engines and their approved fuel
specifications, please contact ABC.
2.2 CHARACTERISTICS
The characteristics of appropriate fuels are the following:
• Viscosity
• Sulfur content
• Ash contents and carbon residue
• Cetane number
• Low temperature properties
2.2.1 Viscosity
The viscosity of the fuel determines the efficiency of the atomization, and as DZC engines are
not equipped for fuel preheating, the viscosity of the fuel must be less than 14 cSt at 40 °C or
65 sec. Redwood I at 100 °F.
2.2.2 Sulfur content (S-content)

The concentration is expressed as percentage, mass for mass: % (m/m). The sulfur contents of
the fuel determines how much sulfuric acid will be formed due to oxidation and condensation of

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OPERATING MANUAL
Ed. 07 – 30/09/2020 – EN
the combustion gases. If this sulfuric acid is not neutralized by the lubricating oil, it can cause
corrosion and wear in a great extent on cylinder liners, piston rings and grooves, exhaust valves
and bearings.
As such, the sulfur contents of the fuel will directly influence the choice of the lubricating oil.
Fuels with a sulfur contents exceeding 1,5 % (m/m) require the use of lubricating oils with a TBN
(total base number) higher than 15. For lower sulfur contents, oils with a TBN between 8 and 15
will suffice.
Nowadays, the S-content is increasingly lowered in the fuels under pressure by the emission
legislation. For S-contents below 0,1 % there is a possible risk that hard deposits are formed in
the combustion space or that there is a lack of lubrication for the injection equipment.
Therefore our DZC engines are equipped with an anti-polishing ring which ensures that they
can run on a fuel with an S-content lower than 0,2 % as long as the fuel meets the EN590 (see
the table Fuel limits according to EN590, page 6).
Use of low sulfur fuel in ABC-engines

If you are attempting to reduce the exhaust emission of an engine, you also need to reduce the
S-content of the fuel. The amount of SOx emitted does not depend on the engine type but on
the S-content of the fuel, as burning the fuel leads to SOx emissions. For this reason more and
more regulations limit the S-content of the fuel, where the level depends on the application and
the date when the regulation enters into force.
While sulfur has a negative influence on emissions, its advantage is that it lubricates the fuel
injection system. If there are not enough additives added to compensate for the low lubricity of
the low-sulfur fuel, it could cause excessive wear of the injection system. In the worst case, the
injection system could get jammed.
In cases of low-S fuel, it is also possible that there is an amount of bio diesel present. Bio diesel
has a cleaning effect, but it is also susceptible to the formation of bacteria, which makes it more
susceptible to sludge formation. In this regard, the presence of water should be avoided and the
need for a filter-water separator becomes stringent. Of course, the maintenance of this filter is to
be followed more as described in the chapter “General directives” – “Maintenance C1-04”.
For ABC-engines, type DZ, a low-S fuel can be used, if the following recommendations are
taken into account:
• The fuel must correspond to the EN 590 norm, in which the lubricity is of major
importance for this low-S content fuel. (This norm refers to fuel with an S-content of max
350 mg/kg, but also for fuels with an S-content between 2000 mg/kg and 350 mg/kg.
This lubricity has to be fulfilled.)
• Approved lube-oil must be used, with special attention to the TBN number that must not
exceed 12. It is strongly recommended to perform an oil analysis when using this lower-
S fuel for the first time.
• When using this low-S fuel for the first time, the fuel system needs more frequent
inspection. Based on these inspections, an adapted inspection scheme can be made.
Inspection of the fuel system is necessary because of the possible amount of bio diesel,
with its cleaning effect. Therefore during inspection make sure to check the condition of
the fuel filters and pay attention to sludge formation or bacteria in the fuel tank and
piping. Also check the fuel rack position of the injection pump at the same engine load.
• The engine must be equipped with a carbon ring in the cylinder. This only applies to
older engines, as this has already been an ABC engine standard for several years.
For several years, ABC has already had a large number of DZ engines running on a low-S fuel.
As the above requirements have been followed, this has not led to any issues.

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OPERATING MANUAL
Ed. 07 – 30/09/2020 – EN
Fuel limits according to EN590

This table is only a part of the complete norm, which should be consulted for all details:
Limits Test method
Property Unit (see Normative
Min. Max. references)
Cetane number 51,0 - EN ISO 5165
Cetane index 46,0 - EN ISO 4264
Density at 15 °C kg/m³ 820 845 EN ISO 3675
EN ISO 12185
Polycyclic aromatic % (m/m) - 11 EN 12916

hydrocarbons
Sulfur content mg/kg - 350 EN ISO 20846

(Until 2004- EN ISO 20847
12-31) or
EN ISO 20884
50,0
10,0 EN ISO 20846

EN ISO 20884
Flash point °C Above 55 - EN ISO 2719
Carbon residue (on 10 % % (m/m) - 0,30 EN ISO 10370

distillation residue)
Ash content % (m/m) - 0,01 EN ISO 6245
Water content mg/kg - 200 EN ISO 12937
Total contamination mg/kg - 24 EN 12662
Copper strip corrosion (3 h Rating Class 1 EN ISO 2160

at 50 °C)
Oxidation stability g/m³ - 25 EN ISO 12205
Lubricity, corrected wear µm - 460 EN ISO 12156-1

scar diameter (wsd 1,4) at
60 °C
Viscosity at 40 °C mm²/s 2,00 4,50 EN ISO 3104
Distillation EN ISO 3405
% (V/V) recovered at % (V/V) < 65

250 °C
% (V/V) recovered at % (V/V) 85

350 °C

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Limits Test method

Property Unit (see Normative
Min. Max. references)
95 % (V/V) recovered at °C 360
Fatty acid methyl ester % (V/V) - 5 EN 14078

(FAME) content
2.2.3 Ash contents and carbon residue

Both characteristics are expressed as percentage, mass for mass, % (m/m), and give an
indication of what remains after burning the fuel or after destructive distillation according to well-
established analysis methods. Both characteristics are determined for the pollution of the
lubricating oil and will as a consequence influence the choice of oil (detergency and dispersion
characteristics).
2.2.4 Cetane number

The cetane number is used to evaluate the ignition quality of distillate fuels. If the quantity of
cetane is too low, it causes a long ignition delay, a rapid pressure rise and the occurrence of
black smoke.
2.2.5 Low temperature properties

Low temperature properties are indicated by the pour point and the cloud point.
Pour point
Generally in use for residual fuels, the pour point is the temperature just above the point at
which the fuel will just flow under its own mass. It is the lowest temperature at which the fuel can
still be handled or pumped.
Cloud point
In use for distillate fuels, the cloud point is the highest temperature at which the first trace of
paraffin wax visibly separates from the fuel. In practice the cloud point indicates the highest
temperature below which problems of line and filter blocking might be experienced. The pour
point, generally is quoted from a few to 10 °C lower.

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2.3 CLASSIFICATION OF COMBUSTIBLES FOR DIESEL ENGINES (DISTILLATE)

Classification BS. 2869 (1970) ASTM 0975-67 M.D.O.
Marine-diesel
Class A1 A2 B1 B2 1D 2D
fuel
Viscosity at 100 °F
1,6 1,6 - - 1,4 2,0 -
6,0 6,0 14 14 2,5 4,3 9,5
Viscosity Redwood at
100 °F
Min. 30 30 - - - 32 34
Max. 41 41 65 65 33 37 49
Number of cetane
Min. 50 45 35 - 40 40 35 to 50
Carb. Conradson 10 %
% weight max. 0,2 0,2 - - 0,15 0,35 -
Carb. Conradson
% weight max. - - 0,2 1,5 - - 0,02 to 0,15
% Distill. At 357 °C
% volume max. 90 90 - - - - -
Inflammation point (C-C)
P.M. min. 55 ° 55 ° 66 °C 66 ° - - -
C C C
Content of water
% vol. max. 0,05 0,05 0,1 0,25 Traces 0,1 -
Solid material
% weight max. 0,01 0,01 0,02 0,05 Traces 0,1 -
Quantity of ashes
% weight. max. 0,01 0,01 0,01 0,02 0,01 0,02 0,01
Sulfur
% weight max. 0,5 1,0 1,5 1,8 0,5 1,0 0,3 to 1,5
Corrosion test of the 1 1 - - - - -

copper max.

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Classification BS. 2869 (1970) ASTM 0975-67 M.D.O.

Marine-diesel
Class A1 A2 B1 B2 1D 2D
fuel
Freezing point max.
Spring 0 °C 0 °C - - - - -
Winter -7 °C -7 °C - - - - -
Point of turbidity max. - - - - - - -
Asphalt % weight
Sodium ppm Nil
Vanadium ppm Nil
Density 0,85 to 0,9
Application (M)DZC Yes Yes Yes Yes Yes Yes Yes
2.4 CLASSIFICATION OF COMBUSTIBLES FOR DIESEL ENGINES (ISO 8217) –

MARINE DISTILLATE FUELS
Parameter Unit Limit DMX DMA DMZ DMB
Viscosity at 40°C mm²/s Max 5,5 6 6 11
Viscosity at 40°C mm²/s Min 1,4 2 3 2
Micro Carbon Residue at 10 %

residue % m/m Max 0,30 0,30 0,30 -
Density at 15°C kg/m³ Max - 890,0 890,0 900,0
Micro Carbon Residue % m/m Max - - - 0,30
Sulfur (a) % m/m Max 1,00 1,50 1,50 2,00
Water % V/V Max - - - 0,3 (b)
Total sediment by hot filtration % m/m Max - - - 0,10 (b)
Ash % m/m Max 0,010 0,010 0,010 0,010
Flash point °C Min 60 (g) 60,0 60,0 60,0
Pour point, Summer °C Max 0 0 0 6
Pour point, Winter °C Max -6 -6 -6 0
Cloud point °C Max -16 - - -
Calculated Cetane Index Min 45 40 40 35
Acid Number mgKOH/g Max 0,5 0,5 0,5 0,5

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Parameter Unit Limit DMX DMA DMZ DMB

Oxidation stability g/m³ Max 25 25 25 25 (c)
Lubricity, corrected wear scar

diameter (wsd 1,4 at 60°C) (d) Um Max 520 520 520 520 (c)
Hydrogen sulphide (e) mg/kg Max 2,00 2,00 2,00 2,00
Appearance Clear & Bright (f) (b, c)
Ref. Description
a A sulfur limit of 1,00 % m/m applies in the Emission Control Areas designated by
the International Maritime Organization. As there may be local variations, the
purchaser shall define the maximum sulfur content according to the relevant
statutory requirements, notwithstanding the limits given in this table.
b If the sample is not clear and bright, total sediment by hot filtration and water test
shall be required.
c Oxidation stability and lubricity tests do not apply if the sample is not clear and
bright.
d Applicable if sulfur is less than 0,050 % m/m.
e Effective only from 1 July 2012.
f If the sample is dyed and not transparent, water test shall be required. The water
content shall not exceed 200 mg/kg (0,02 % m/m).
g ABC extra requirement

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3 LUBRICATING OIL
The choice of the lubricating oil is of great importance for the proper functioning of the engine.
This decision is determined by the type of engine, the operational circumstances of the engine
(loading range) and the type of fuel that is used.
It is wrong to assume that an oil suitable for heavy fuels must therefore also be good for light
fuels. The ash contents of those oils can be very high and, therefore, give rise to greater wear
than the recommended oil.
It is evident that the approved oil is subject to change, and the ABC technical department is at
your disposal for providing information.
THE USE OF OILS NOT APPROVED BY ABC LEADS TO THE CANCELLATION OF THE
GUARANTEE.
3.1 CHARACTERISTICS
The most important characteristics are:
• Viscosity
• TBN
• Detergency and dispersion characteristics
• Self-contained lubrication circuits
3.1.1 Viscosity
Lubricants are internationally classified according to their viscosity and a distinction is made
between different SAE grades.
The official ABC approved lube oils for an engine are described in the ABC technical document
NT214 (viscosity, brand…).
3.1.2 TBN
This number denotes the surplus base value of the oil, that is, how much acid, formed by the
condensation of the combustion products, it can neutralize: the higher the sulfur contents of the
fuel, the higher the required TBN of the oil used.
• Sulfur contents < 1,5 %: oil with a TBN between 8 and 15.
• Sulfur contents > 1,5 %: oil with a TBN > 15.
3.1.3 Detergency and dispersion characteristics

These properties of the oil are obtained by the introduction of additives in the base oil. These
additives enable the oil to hold foreign particles in suspension, such as carbon and ash, and
thus prevent the formation of troublesome deposits in places other than the filters.
The quality levels of different oils are indicated according to American Military or other
specifications.

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(M)DZC engines require oils which are minimum API CF and must contain zinc.
3.1.4 Self-contained lubrication circuits

Certain parts of the engine have individual lubrication, that is, their own lubricating circuit,
independent of that of the engine.
These are:
• The Woodward hydraulic governor - type UG8, UG25.
Turbine or hydraulic oils are recommended in the viscosity range SAE 10 to 50
depending on ambient conditions. For detailed information, please check the
maintenance manual.
• Automatic starting air lubricator:
Fill up the lubricator with engine lubrication oil.
3.2 CHOICE OF ENGINE LUBRICATING OIL

The choice depends on engine type, operational conditions and application and the fuel used.
The official ABC approved lube oils for an engine are described in the ABC technical document
NT214 (viscosity, brand…).
3.3 OIL CAPACITIES

The capacities of the engine depend on the type of sump and the output and cylinder number,
see “General” – “Technical data” for more information. The capacities of the self-contained
lubricating components are also given in the corresponding tables in “General” – “Technical
data”.

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4 COOLING WATER
The closed cooling water circuit (cylinder block, cylinder heads, turbo-compressor, cooling
installation + circuits, expansion tank) contains a certain quantity of cooling water.
The use of salt water, hard water or improperly treated water in this circuit can, given time, have
detrimental consequences, such as:
• Deposits that adversely affect the heat transfer
• Scale formation, making it more difficult to dismantle parts (such as cylinder liners)
• Erosion or cavitation
• Corrosion or even complete erosion of certain components
Therefore please carefully follow the instructions for treating the cooling water through the
addition of commercial available additives (chemical products, soluble oils).
4.1 CLASSIFICATION
4.1.1 Chromate-based additives
Advantages: good protection
Disadvantages: not often used due to their toxicity.
4.1.2 Nitrites-based additives (nitrites = borates)

This is a mixture of sodium nitrites and sodium borates with some organic additives.
Advantages: provides a good protection against corrosion of iron, copper, brass and aluminum
if the initial chloride content in the water is low.
Disadvantages: avoid the introduction of sea water into the fresh water circuit. If the
concentrations of the mixture are too low, this may cause corrosion on aluminum and tin.
4.1.3 Benzoate-nitrite additives

Advantages: provides a better protection for aluminum and tin. If the concentrations are too low,
this may cause a loss of protection.
Disadvantages: less stable than nitrites-based additives, so we advise regularly checking the
concentration. These products are also expensive.
4.1.4 Soluble oils

Disadvantages: tendency to form an oil layer that impairs heat transfer and in some cases oily
sludge deposits in coolers and/or cylinder blocks.
We do not recommend using soluble oils.
4.2 REQUIRED WATER PROPERTIES BEFORE TREATMENT

4.2.1 Hardness
Recommended: soft water, i.e. total hardness between 7 and 14° d (German method)

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1° d = 10 mg/L CaO = 17,8 mg Ca Co3

1° d = 1,25° (English method) ≈ 1,78° (French method)
4.2.2 Acidity pH
Recommended: a pH value between 6,5 and 7,5 = neutral water
Lower pH value = acidic water
Higher pH value = alkaline water
4.2.3 Salt content (total)

After evaporation of 1 liter of water at 100 °C, the maximum salt presence in the residue should
be 250 mg.
4.2.4 Chloride (ions Cl)

The chloride content should be as low as possible and always less than 100 mg/ liter.
4.2.5 Remarks
If no available water meets these properties, the following may be used:
• Water taken from evaporation equipment, such as water used on ships. This water is
generally too soft (less than 4° d) and can be topped up by hard water to bring the
hardness up to 7° d.
• Distillated water: the same remark as for water taken from evaporation equipment.
• Softened town-water
• Hard water can be softened by adding sodium carbonate. However, this must be added
in concentrations lower than 0,4 % to avoid saturation with deposits and instability of the
solution.

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4.3 CHARACTERISTICS FOR TREATED WATER

4.3.1 Concentration
It is very important that the concentration of the treatment products should be exactly observed.
An incorrect concentration - in particular, one that is too low - can turn a protective product into
an active destroyer. For a detailed list of products, see “Recommended water treatment
products” (page 15). The concentrations must be checked at least once every month!
4.3.2 Acidity pH
Values should be kept between 7,5 and 9. In some cases, values can go up to 11 for high
concentrations of additives.
4.3.3 Verification
The above-mentioned characteristics can be verified in two ways:
• By the supplier of the product who performs the analysis
• By carrying out the necessary analysis oneself, by means of test sets, which are in most
cases made available free of charge by the suppliers of the water treatment additives.
Test kits for general use (hardness, pH, nitrite concentration) are available on the market, from
local contributors or, for example, from the following firm:
E. MERCK
Frankfurter Str. 250
64293 Darmstadt
Germany
4.4 RECOMMENDED WATER TREATMENT PRODUCTS

The recommended products are:
• Nalfleet Nalcool 2000
• Fleetguard DCA4
• Drew Liquidewt
• Texaco Havoline
In order to guarantee proper functioning of the products, they have to be used according the
specifications of the supplier. Normally the products can all be mixed with a not-inhibited
monoethylene glycol as antifreeze, but this should also be confirmed by the supplier.
If these products are not available on the local market, a good water treatment with products
obtainable from a chemist can be made as follows:
1 Take water with properties as close as possible to the ones mentioned in 4.2 (Required
water properties before treatment).
2 Purchase the following chemical products:
• 2,5 gr (per liter water) of sodium tetra borate Na2B407. 10H2O
• 2,0 gr (per liter water) of sodium nitrite NaN02

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3 Dissolve these products in sufficient hot water and put these in the circuit as described in
4.6 (Practical treatment of the cooling water circuit).
DO NOT DISSOLVE THE PRODUCTS IN COLD WATER; THESE QUANTITIES ARE NOT FULLY
SOLUBLE AND DEPOSITS MAY REMAIN IN THE SYSTEM AND CAUSE INTERNAL DAMAGE.
4 Perform the nitrite test: min. 1500 ppm pH test: ≥ 9.

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Freezing temperature of a
mixture of water and ethylene-
glycol
Freezing
temperature Specific
gravity
Freezing
point curve
Concentration
Fig. 1.1 Freezing temperatures of a mixture of water and ethylene-glycol

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4.5 ANTI-FREEZE
The concentration of the anti-freeze products depends on the desired freezing temperature of
the coolant. The curve (Fig. 1.1) depicts this, in the form of a graph, for an ethylene-glycol
mixture.
Example: If you want to obtain a freezing temperature of -9°C, then a concentration of
20 % volume-for-volume is necessary.
At +25 °C this mixture has a density of 1,0225 kg/l. For mixtures of products other than
ethylene-glycol, the concentrations should be asked from the suppliers.
4.6 PRACTICAL TREATMENT OF THE COOLING WATER CIRCUIT

1 Mix the products with the water away from the engine. If this is not possible, proceed as
follows:
− Prepare a homogeneous, strong concentration and pour this into the cooling water
already in the circuit.
− Start the engine as quickly as possible or, if this is not driven by the engine, the
reserve circulation pump in order to mix well.
2 After some hours of service, take a sample for analysis. Keep in mind the following
points:
• While the engine runs, a certain quantity of water will evaporate (expansion tank), which
may simply be replenished, if it meets the characteristics stated in 4.2 (Required water
properties before treatment).
• If water is lost through leaks, the concentration of the treatment products must again be
verified after replenishment.
• We recommend regularly verifying the concentration of the additives and, if necessary,
bringing it back to normal concentration.
TOO LOW A CONCENTRATION = DECREASED PROTECTION
4.7 WATER CAPACITIES

The capacities of the LT and HT-cooling water circuits depend strongly on the individual
installation, because of the differing lengths of the pipework between the various components of
the installation.
Nominal values of the water capacities of the engine, oil cooler, air cooler, and heat-exchanger
are given in the table of technical data, see section “General” – “Technical data”.
Refer to the installer for the expansion tank, the installation circuit and the radiator capacities.

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Engine start-up after assembly or long periods of
standstill
CHAPTER 2
ENGINE START-UP AFTER ASSEMBLY OR
LONG PERIODS OF STANDSTILL
File: B33_102_dd2015_07_15_Ed006_EN_Start_up_of_engine ABC owns the copyright of this document. It shall not be copied or
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CONTENTS
1 STARTING PREPARATION ........................................................................................................................................ 3
1.1 General checks ...................................................................................................................................................3
1.2 Specific checks for cooling circuits (LT and HT) .....................................................................................3
1.3 Specific checks for lube-oil circuit ..............................................................................................................4
1.4 Specific checks for the fuel circuit ..............................................................................................................5
1.5 Checks for electrical installation of alarms and safety (DMU) ...........................................................7
1.6 Checks for starting device (starting air circuit) .......................................................................................9
2 FIRST START-UP................................................................................................................................................... 10
2.1 Starting procedure: Pneumatic starting on cylinders (for V-engines only B-bank) ................. 10
3 ENGINE CHECKS AFTER FIRST START-UP ................................................................................................................ 14
3.1 Safety aspects .................................................................................................................................................. 14
3.2 Checking alarms / safety devices and automatic controls ............................................................... 14
3.3 Testing lubrication priming and preheating system (if present) ................................................... 16
3.4 Testing automatic starting cycle ............................................................................................................... 16
4 LOADING UP AND RUNNING THE ENGINE................................................................................................................. 17
4.1 UG8-L governor (lever control) .................................................................................................................. 17
4.2 UG8-D (dial control) governor .................................................................................................................... 19
4.3 Special governors ........................................................................................................................................... 19
5 STOPPING THE ENGINE.......................................................................................................................................... 20
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1 STARTING PREPARATION
After the engine has been assembled for a new installation, at standstill for long periods or after
an overhaul, it is necessary to check the complete installation and, in particular, all the circuits.
1.1 GENERAL CHECKS

At all times, you should make sure that:
 All safety protections are fitted (covers, protections over moving parts).
 All plugs and instruments are fitted.
 All the piping is connected and tightened in the right order as indicated on installation
drawings.
 Tools, loose parts, etc. are removed from the engine.
 All cocks and valves are in the operating position.
 All necessary specified fluids for the operation of the engine are present.
 Exhaust gases are directed to open air through free passage.
 Intake air ducts are free and air filter(s) fitted.
 Speed control and engine overspeed devices are in working condition and correctly set.
 Independent essential auxiliaries are in operating condition.
 The driven machinery is ready for operation.
 Transmission is ready for operation and in starting position.
 Inflammable fluids are not stored in the vicinity of the engine and the engine room is free
from vapors or inflammable gases.
 Nobody is in the vicinity of moving parts.
1.2 SPECIFIC CHECKS FOR COOLING CIRCUITS (LT AND HT)

 Before filling the HT-circuit with water, make sure that the cocks on the air-bleed line and
compensation line are open. If necessary, disconnect the air-bleed line at the water outlet
manifold to check air venting during the process of filling up the engine.
 Loosen vent plugs on fresh water cooler, oil cooler to bleed air.
 In case of radiator cooling, pay special attention to avoid trapped air in the piping between
engine and radiator(s).
 If HT electric circulation pumps are present, we advise running these for some minutes
after filling up the HT-circuit. This makes air venting easier and makes it possible to check
for leaks.
 If a heat recuperation circuit on the HT water is connected, fill up this circuit and carefully
bleed it of air. The same applies if a preheating module is available.
 If the LT-circuit is also a closed circuit, take the same precautions as above, including
venting the air cooler with a venting pipe.
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 When the engine is running, we advise bleeding the vent plugs again and checking the
water level in expansion tank(s).
 Use water treatment on closed circuits (see chapter “Service and supervision of the engine
at service” – “Description and supervision of the cooling water circuits”).
 If the LT-circuit is an open circuit, we strongly advise venting the water filters, sea water
pump and air cooler on standstill or a working engine, depending on the water level. The
sea water pump is self-aspirated provided it is filled up with water before starting.
1.3 SPECIFIC CHECKS FOR LUBE-OIL CIRCUIT

1.3.1 On the engine
We refer to the installation instructions for the oil piping for further details.
In any case, the oil piping must always be clean, free from dirt, rags or other inappropriate parts.
This applies also to the crankcase (sump) and oil tank(s).
 Fill the wet sump up to maximum level.
 Start the oil pre-lubricating pump or move the hand pump until the circuit is completely
filled up.
 Bleed off air where it can be trapped (filters, cooler, installation oil circuit, emergency oil
circuit and pump). Also bleed air from pre-lubrication and preheating module, if
applicable.
 Remove cylinder head covers and pour a sufficient quantity of oil over rocker arms and
valves until the oil flows along the push rods down to the cam mechanism and cams.
MAKE SURE TO POUR SLOWLY TO AVOID OVERFLOW.
 We advise opening up the crankcase inspection doors on one side to check the oil flow at
the main bearing while the pre-lubrication pump is in action.
 When the engine is running, we advise bleeding off again and checking the oil level.
 Only use approved oils. When choosing the oil, keep in mind the fuel and engine
application or working conditions (see chapter “Fuel – Lubricating oil – Cooling water”).
1.3.2 On the hydraulic governor
 Use oil with the appropriate viscosity (see chapter “Fuel – Lubricating oil – Cooling
water”).
 Fill up through filler to maximum level on sight glass.
 For more details consult the separate Woodward instructions.
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1.3.3 On the starting air lubricator
 Use oil with appropriate viscosity (see chapter “Fuel – Lubricating oil – Cooling water”).
 Unscrew the cover and fill to maximum level.
1.4 SPECIFIC CHECKS FOR THE FUEL CIRCUIT

Refer to the installation instructions for fuel piping. Fuel piping must always be clean, free from
dirt and foreign parts.
1 Before filling, make sure the daily tank is clean and dry (free from condensed or free water).
2 Check that the tank is equipped at its lowest point with a water drain cock.
3 During filling, check the functioning of the float switches if provided.
4 Make sure that all the cocks and the valves are in the right position.
5 Bleed off the air from the circuit at all the points where air may be trapped, beginning at the
lowest points i.e. filters, fuel injection pumps.
6 To bleed the fuel pump:
a Loosen the special vent screw on the fuel inlet banjo bolt and allow venting until all
traces of air bubbles have disappeared.
b Open the screws one at a time and, collect the bleeding fuel (for instance, in a tray).
c Dispose of this in an environmentally friendly way and according to local laws.
If the circuit and the pumps are completely filled and all plugs and cocks are closed, the injection
piping can be filled. To do so, proceed as follows:
1 Loosen the camshaft inspection covers.
2 Place the tool as indicated in Fig. 2.1 :
 For 6/8DZC : 620.083.1100.02
 For 12/16DZC : 630.083.1100.01
3 Put the control rod of the control rod fuel pump on full injection fuel pump by pulling lever
A.
4 Pump with the lever tool until a certain resistance is felt.
5 Let the control rod come to stop, take tool away. Close the cover plate.
6 Repeat this procedure for the other cylinders.
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D
Ref. Description
C A Lever
A B Inspection door to camshaft
C Fuel rack (control rod)
D Vent screw
E For 6/8DZC: 620.083.1100.02

E
For 12/16DZC: 630.083.1100.01
Fig. 2.1 Lever tool injection pumps and related components
If a cam of a fuel pump is at the top, the piston can no longer be moved for pumping and,
in this case, the engine has to be turned to be able to go on pumping through the line.
When engine is running, carefully check the different venting points for leaks (vent screws
on fuel pump, vent spindles at injectors, fuel feed line connections, fuel feed pipes at
banjo bolts on fuel pump and all connections at fuel filters).
On some marine applications the installation of a water separating filter is strongly
recommended, particularly if no daily tank is provided.
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1.5 CHECKS FOR ELECTRICAL INSTALLATION OF ALARMS AND SAFETY (DMU)

Execute the following test before every engine start and especially when the engine has not been
started for some time.
1 Check the battery charge and electrolyte level.
2 Switch on the Diesel Monitoring Unit (DMU).
3 Do the lamp test.
Periodically, the following tests must be executed for safety reasons. Perform these tests while the
engine is running:
 Emergency stop
 Overspeed simulation test (to be executed on half the nominal speed)
A REAL OVERSPEED MAY ONLY BE EXECUTED BY ABC AUTHORIZED PERSONNEL.
The following tables indicate a complete electrical system checklist that can be used for
simulation of all alarms and safeties. (Only for ABC authorized personnel.)
Table 2.1 System functions

Code Setpoint
Name Function Status
in drawing
Speed detection fault Sdsm Alarm
Speed contact > rpm
Alarm system Initas > 120 rpm In service
Safety system Initas > 450 rpm In service
Fault alarm system Pfas No power Alarm
Engine start Svzard Lamp Green
Engine start S1 1 Pushbutton Start + pre-lub
Engine running H1 1 Lamp Green
Engine stop S2 1 Mushroom Stop
Engine stop H2 1 Lamp Red
General alarm H3 1 Lamp Yellow
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Code Setpoint
in drawing
Accept S5 2 Pushbutton Stop horn
Reset S4 1 Pushbutton Reset system
Lamp test S6 2 Pushbutton Lamp test
Function test S4 1 Pushbutton Alarm test
Table 2.2 System stops

Code Setpoint
in drawing
Overspeed E2.-al rpm Alarm + stop
Lube-oil pressure OPSLL. 1 p < 2,5 bar Alarm + stop
Lube-oil temperature OPSHH. 1 T > 90 °C Alarm + stop
FW-Cooling temperature WTSHH. 1 T > 95 °C Alarm + stop
Table 2.3 System alarms

Code Setpoint
in drawing
Overload PLSH 1 > 102 % Alarm
Starting air pressure SPSL 1 p < 18 bar Alarm
Charging air pressure APSL 1 p< bar Alarm
Charging air temperature ATSH 1 T > 90 °C
FW-cooling temperature WTSH 1 T > 90 °C Alarm
FW-cooling pressure WPSL 1 p < 0,8 bar Alarm
FW-cooling min. level WLSL 1 L< dm³ Alarm
SW-cooling temperature WTSH Alarm
SW-cooling pressure WPSL Alarm
Lube-oil temp. OTSH 1 T > 90 °C Alarm
Lube-oil press. <450 rpm OPSL 2 p < 1,5 bar Alarm
Lube-oil press. >450 rpm OPSL1 p < 2,75 bar Alarm
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Code Setpoint
in drawing
Lube-oil filter diff. press. OdPSH 1 p > 0,8 bar Alarm
Lube-oil min. level OLSL 1 L< dm³ Alarm
Lube-oil max. level OLSH 1 L> dm³ Alarm
Fuel oil pressure. FPSL 1 p < 1,5 bar Alarm
Fuel oil filter diff. press. FdPSL 1 p > 0,8 bar Alarm
Fuel oil leak inject. pipe FLSH1 L> dm³ Alarm
Fuel oil max. level leak L> 3 Alarm

tank dm³
Fuel oil filter water level L> dm³ Alarm
Fuel oil min. level daily L< dm³ Alarm

tank
1.6 CHECKS FOR STARTING DEVICE (STARTING AIR CIRCUIT)

Refer to the installation instructions for the air piping.
 The air piping must always be clean, free from dirt, oil and water.
 Set all the cocks in the right position.
 Check that the starting air receivers are internally clean and dry (free from water).
 Check that air receivers are equipped with water drains.
 If an air compressor is used, refer to the separate instructions.
 Fill up the receivers to 27/30 bar.
 We recommend disconnecting the air line before the water separator and blowing
compressed air through the piping. Then connect it again and put it under pressure to
detect leaks.
 Fill the automatic air lubricator. Only use recommended oils with the appropriate viscosity
(see chapter “Fuel – Lubricating oil – Cooling water”).
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2 FIRST START-UP
Starting is to be carried out by authorized personnel only.

When all the previous checks have been carried out and any adjustments made, the engine is ready
for its first start-up.
2.1 STARTING PROCEDURE: PNEUMATIC STARTING ON CYLINDERS (FOR V-ENGINES ONLY

B-BANK)
2.1.1 Starting the engine without firing
Definition
There are different ways to start the engine without firing, also known as blowing through the
engine. The principle of blowing through the engine is to start the engine pneumatically but
without the possibility that fuel can be injected by the injection pumps. This means the engine
cannot fire up.
Procedure
The injection pumps can be disabled as follows:
1 Lock in the red mushroom stop engine-switch on the control panel/DMU. This ensures that
the engine cannot start accidentally.
2 Only for 6/8 DZC engine: manually disable the injection by holding down the stop and
overload-lever constantly. Holding fully downward means holding it in the stop position.
LETTING GO OF THE LEVER WITHOUT LOCKING IN THE RED MUSHROOM STOP ENGINE-SWITCH ENABLES THE
INJECTION PUMPS TO INJECT FUEL. WHEN STARTING, THE ENGINE WILL FIRE UP. WITH OPEN DECOMPRESSION
COCKS THIS CAN LEAD TO SERIOUS AND/OR FATAL INJURY.
The starting of the engine can be done by using the main starting valve or the start engine-switch
on the DMU/control panel.
1 Ensure that the starting air receivers are shut off from the starting airline by closing all shut-
off valves.
2 Open all decompression cocks on the cylinder heads.
3 For each fuel pump, try by hand if the control rod can move from the stop position to full
injection and can move back when released.
If there are any hitches, the lever system, racks and pumps must be checked for correct
assembly or friction. (For lubrication see chapter “General directives” – “Maintenance M2-
04”.)
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4 For following governors, check that the terminal shaft does not rest on zero (engine 0 RPM).
a Governor UG-8D:
The button Load Limit is turned to 10. The governor shaft with the lever is moved so
that the arrow Load gives at least an indication of 8 during starting.
b Governor UG-8L & UG-8L-P:
The indication is directly on the terminal shaft. The governor shaft with lever is moved
so that the indication is at least 8 during starting.
5 For following governors check that the terminal shaft rests on zero (engine 0 rpm):
Governor UG -25+ Heinzmann
 Check that Unit healthy-indicator  The position is directly on the
lamp lights up green. terminal shaft.
 Check that Stability is in the  Position of terminal shaft
middle position. (outgoing shaft) on 0.
 Position the Load limit on position
10.
 Position of terminal shaft
(outgoing shaft) on 0.
6 Pre-lubricate the engine for 1 minute, you can do this manually or electrically using
respectively an oil hand pump or an electrical (pre-lubrication) oil pump.
7 Open the starting air receivers.
MAKE SURE THE STOP AND OVERLOAD-LEVER IS HELD FULLY DOWNWARD DURING PROCEDURE! THIS
PREVENTS THE INJECTION OF FUEL AND THE FIRING OF THE ENGINE.
Only for 6/8 DZC-engines

When starting the engine automatically using the start engine-switch on the control panel/DMU.
The engine will be pre-lubricated for 1 minute and then the engine will be started automatically by
pressurized air from the air receivers.
The red mushroom stop engine-switch must not be pressed in necessarily if the stop and overload-
lever is held constantly fully downward during the operation like mentioned before.
1 The engine will make an attempt to start, without firing.
2 Check the decompression cocks so that the starting cycle can be stopped immediately
should any water or oil spout out (See chapter “Engine faults”).
 If a slight spray escapes from the decompression cocks, proceed as normal.
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 If any water or oil comes through, the engine must be checked for any internal leaks.
Stop the starting procedure either by pushing the red mushroom Stop engine-switch or
by immediately releasing the main starting valve handle.
3 If everything is normal, stop the starting procedure either by pushing the red mushroom
stop engine-switch or releasing the main starting valve handle and tighten the
decompression cocks.
Only for 6/8 DZC and 12/16 DZC-engines

When starting the engine manually, without the control panel/DMU, push on the main starting
valve of the engine. Ensure the red mushroom stop engine-switch of the control panel/DMU is
pressed in and locked so no fuel can be injected into the injection pumps.
2.1.2 Starting the engine
MAKE SURE THAT DURING THE TESTS SOMEONE IS STANDBY AND IS ABLE TO STOP THE
ENGINE AT ONCE, SHOULD ANYTHING GO WRONG.
1 Set the governor/throttle at low speed.

2 Make sure that the red mushroom Stop engine-switch is released (on the DMU/control
panel), and check that it is not locked in. Turn the knurled knob to unlock.
3 Push the button START on the control panel/DMU to start the engine. You can also use the
main starting valve to start the engine. The stop lever is liberated by the control air pressure
and is moving to the start position. The fuel racks are moving to full injection so that the
engine gets injection on the cylinders.
Result: The firing speed (120 rpm) will quickly be reached and the green lamp in service
(on the control panel on the engine or on the DMU) will light up.
Immediately after starting: make sure that the oil pressure builds-up. It will be at least
4 bar, at nominal speed 4.
Pressure oscillations and some noise from the oil pump with cold lube-oil are normal.
4 Check that the governor reacts to changes in engine speed. You can do this by manually
putting the pumps into the stop position and releasing them again:
 If the governor is set at low revolutions and operates normally, the governor will control
the speed, and will certainly not let the engine run to maximum speed. The outgoing
shaft from the governor must move to full injection and return to the same position as
the speed stabilizes at the original speed.
 If the engine speed does not stabilize, check the setting of the governor.
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5 Let the engine turn for 5 to 10 minutes on idling speed. During this time, remove the rocker
arm cover and check that there is a supply of oil via the rocker arms.
6 Check whether any fuel is leaking from the injectors.
7 Open the inspection ports of the camshaft covers under the fuel pumps to check whether
the cams and bearings are lubricated.
8 After 10 minutes, stop the engine and manually check the temperature of the main bearings
of the engine.
9 Wait at least 10 extra minutes before opening the crankcase doors.
MAKE SURE WHEN OPENING THE CRANKCASE DOORS NEVER TO APPROACH WITH A FLAME, WELDING SPARK,
BURNING CIGARETTES, UNRELIABLE PORTABLE LAMPS WHICH CAN CAUSE A SHORT-CIRCUIT ETC. AS THE OIL
VAPOR IN THE CRANKCASE, MIXED WITH FRESH AIR, CAN FORM AN EXPLOSIVE MIXTURE.
SEE THE SAFETY PRESCRIPTIONS BEFORE OPENING THE CRANKCASE DOORS.
10 When the engine is stopped, listen if the turbo charger goes on turning for approximately
15 seconds.
11 Loosen the bleed plugs on the high and low temperature water circuits and the fuel and oil
circuits to bleed off out the air again, and then tighten them up again at once.
Result: You can now start the engine again, provided you take the same precautions for
testing the safety instruments and any automatic monitoring and control
equipment.
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3 ENGINE CHECKS AFTER FIRST START-UP
3.1 SAFETY ASPECTS

While the engine is running:
 Do not remove protection covers for the moving parts.
 Do not remove covers on openings which can cause injuries through flame, heat or hot
fluids.
 Do not operate cocks, valves, levers or switches, unless you have the proper authorization.
 Do not handle tools or any other objects in the vicinity of moving parts.
 Check for abnormal running conditions and react accordingly.
 In case of a visual or acoustic alarm, immediately try to find the cause and react
accordingly.
 Follow restriction for barred speed ranges.
 Record engine performance data (e.g. in a log book).
3.2 CHECKING ALARMS / SAFETY DEVICES AND AUTOMATIC CONTROLS

As soon as possible after the first start up, the engine protections must be tested.
3.2.1 Temperature alarms / stop securities
The standard equipment provided on the engine is of the potential free type. This consists of an
immersion element which is mounted in an enclosed case, placed in the stream of fluid. The
immersion element can consequently be removed while the engine is in service. To carry out the
tests:
1 Put the immersion element into a separate bath with a thermometer.
2 Heat up the bath and note the temperature limit setting as well as the simultaneous
functioning of the alarm and/or stop signal function.
3.2.2 Test pressure alarms / stop securities
Where possible, reduce the pressure to the sensor, for example by fitting a special pressure reducer
in the fuel line. Note the limit setting, as well as the simultaneous functioning of the alarm and/or
stop signal function.
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3.2.3 Test the alarm and stop security devices
Carry out the testing of the stop security devices or installation by simulating the reaching of the
alarm threshold or security stop level:
TAKE CARE AS THE WIRES ARE LIVE
 In the case of contacts closing when an alarm/stop occurs, the alarm/stop can be
simulated by bridging the contact with a piece of insulated copper wire.
The alarm or stop signal must function.
 In the case of contacts which open when an alarm/stop occurs (fail-safe system) the
alarm/stop can be simulated by loosening one of the wires on the contact.
The alarm or stop signal must function.
3.2.4 Test speed monitoring device
The speed monitoring device consists of an electronic system included in the DMU. It has 3 main
contacts:
 The firing speed limit setting (120 rpm):

On reaching this limit, the green lamp on the control panel must flash on and the hour
counter also begins to work.
The order is given for the alarm circuits to come into the operation.
 The overspeed limit setting (10 % higher than nominal speed):
When this limit is exceeded, the red lamp flashes on and at the same time the stop
command for the engine comes into operation.
 Speed depending limit set between 450 and 550 rpm, used for the oil pressure alarm level:
There are two possible ways of testing the overspeed and they should only be executed by
ABC authorized personnel:
 By pushing the overspeed test-button on the control panel. ABC recommends this
method of testing.
This brings the alarm limit setting to half of the set value and an alarm starts when
the speed is higher than this half-value.
Example: At nominal speed 750 t/m: overspeed set at 825 rpm. By pushing the over-
speed test-button, this limit is reduced to 412 rpm. If the engine speed is
higher than 412 rpm at the time of the test, then the overspeed stop
functions.
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 By racing the engine at overspeed: this must be done very carefully.

To do this, force the governor and not the switching point on the revolution counter
by positioning a wrench on the outgoing shaft by the governor, E-governor via PC.
Table 2.4 Most common overspeed values

Overspeed threshold
Nominal speed Threshold reduced at 50 % rpm
10 % rpm
1000 1100 550
900 990 495
800 880 440
750 825 412
720 792 396
3.3 TESTING LUBRICATION PRIMING AND PREHEATING SYSTEM (IF PRESENT)

If automatic lubrication priming and preheating is present, check if the starting of the engine also
automatically sets off the lubrication priming (and preheating).
Conversely, also check when the engine stops the system starts automatically again. Also check
that, after you manually cut out the priming pump or preheating elements (by removing the safety
fuses), starting is locked after the prescribed period and that the alarm functions.
3.4 TESTING AUTOMATIC STARTING CYCLE

If automatic starting is provided for, check how the repeat-start cycle functions by simulating a
start-up:
1 Measure the following aspects:
 Excitation periods of the starting relay
 Dead time between 2 attempts at starting
 Total number of attempted starts
 Final locking of starting (zero stop signal)
 Failure to start alarm
2 Perform an automatic start. Ensure someone stands by the starting lever of the engine.
Result: When reaching the firing speed, the starting cycle must be interrupted
automatically and the starting lever must fall slowly back to the RUNNING
position. If this does not happen, immediately intervene manually by pulling back
the starting lever and checking the automatic starting procedure on the control
panels.
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4 LOADING UP AND RUNNING THE ENGINE
After testing the safety devices, the engine can be started and the load gradually increased for the
load tests.
Before starting, check the oil levels.
During the engine load tests, pay special attention to:
 The temperature of the water and oil
 The exhaust temperatures
 If present, the supercharged air temperature before and after the air cooler.
On the turbo-charged engines, the exhaust temperatures can differ from one cylinder to another
and their value only needs to be considered as a reference value for later use (see test sheet). If
one of the temperatures later changes in an abnormal way, this is an indication of the start of a
problem with the "firing" in the cylinder or a faulty pyrometer.
During the tests, pay special attention to possible leaks in the fuel lines.
Depending on the type of governor or the application, the load procedure is as follows for
adjusting the speed or load of the engine.
4.1 UG8-L GOVERNOR (LEVER CONTROL)

This governor is mostly used on propulsion engines. With such a governor, a specific engine speed
is set with the operating lever. The governor keeps this speed constant independent of the
required load, if it falls within the output range of the engine.
This governor can also be equipped with a pneumatic speed setting. In that case a pneumatic
cylinder on the top cover of the governor is connected to the air-distribution-piping and is fed
through a pressure regulating valve. It makes no difference for the governor whether the action
comes from the operating lever or from the pneumatic cylinder. (We refer for that also to the
separate instructions from Woodward.)
1 Check if the minimum position of the operating lever or the minimum specified air pressure
gives the prescribed engine idling speed.
2 Conversely, check whether the other extreme position of the operating lever or the
maximum specified air pressure gives the maximum engine speed.
This speed can, following the settings, be slightly higher than the nominal speed (approx.
3 %, in some cases more if the governor is provided with speed droop setting; approx.
5 to 6 %).
THE CHECKS ARE PARTICULARLY IMPORTANT IN CASE OF REMOTE CONTROL (CONTROL ROOM, BRIDGE). THE
MINIMUM AND MAXIMUM SPEED ARE SET IN THE FACTORY AND SEALED. THE LEAD MUST NOT BE BROKEN OR
THE RIGHT TO THE MANUFACTURER'S GUARANTEE WILL EXPIRE.
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In the case of propulsion engines, raising the speed of the engine when the propeller is switched
on also results in an increase in the load. The relation between speed and load is given by the
propeller law and depends on the type of propeller (see Fig. 2.2).
Nominal power at
nominal speed
Overload stop screw

% LOAD
Max. speed setting
% SPEED
Fig. 2.2 Typical propeller law
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4.2 UG8-D (DIAL CONTROL) GOVERNOR

This governor is mainly used for electric generating sets.
The governor has a speed adjustment button (synchronizer) by means of which the nominal engine
speed can be adjusted. This can also be remote controlled by a synchronizing electric motor on the
top cover. The governor will also in this case maintain this speed within a narrow margin,
independent of the required load (of course if within the output range of the engine). The other
control buttons are set when putting the installation into service.
Features:
 Speed droop button:
If no speed droop is required, set at 0.
For parallel operation a certain speed droop is necessary and generally the button is set
between 40 and 70. Speed droop is the amount in % of permanent speed difference
between no load and full load or vice versa.
 Load:
The arrow after the limit button indicates the travel of the terminal shaft and
consequently of the load. The load can be limited by turning the button counter-clockwise.
 Speed indicator:
The arrow gives an indication of speed setting. The arrow moves together with speed
adjustment button.
4.3 SPECIAL GOVERNORS

Special governors are used in some typical applications such as:
 Propulsion engines with variable pitch propeller and load control

 2 engines on one single propeller shaft
 Combined propulsion/generator engines
 Locomotives
 Synchronous parallel operation of gensets
If the application requires special governing specifications (other governors), then the standard
UG8/UG25+ may be necessary, such as:
 ELECTRONIC governors.
For such an application, refer to the special instruction for the governor type and the installation
lay-out.
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5 STOPPING THE ENGINE
1 At the end of the load test, let the engine run for a few minutes at idling speed to let the
engine cool down inside. Three to five minutes is sufficient.
2 Before stopping the engine, carry out one last inspection to detect any leaks.
3 Bleed the water circuits once more.
4 The operation of the thermostat is controlled by checking how much the temperature of the
HT-circuit drops. Normally this may not be more than 1 to 4 °C.
5 Check water level in expansion tank.
6 Stop the engine by pushing the button STOP on the control panel/DMU.
7 Listen if the turbo charger is running on for approx. 15 seconds.
8 Check the oil level.
 If the level has dropped abnormally, that indicates an excessive oil consumption or
leaks.
 If the level has risen abnormally, that indicates water or fuel leaks.
When assessing the oil level, do not forget that oil expands on heating, and that shortly
after the engine has stopped, oil is not returned to the sump or crankcase.
9 Keep in mind the following safety precautions:

a Avoid unintentional restarting.
b Check that independent auxiliaries or systems to be inspected are out of service.
c Note warnings at the engine before removing any covers.
d Wait until parts and fluids are cooled down before starting any maintenance. Make sure
that the engine cannot be started (e.g. easily visible warning plate on control panel)
and a well-determined blocking.
Do not be afraid to use extra precautions.
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Normal use of the engine
CHAPTER 3
NORMAL USE OF THE ENGINE
File: B33_103_dd2015_07_15_Ed006_EN_Normal_use_of_the_engine ABC owns the copyright of this document. It shall not be copied or
OPERATING MANUAL
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CONTENTS
1 INTRODUCTION ...................................................................................................................................................... 3
2 MARINE-PROPULSION ENGINE ................................................................................................................................. 4
2.1 Starting preparations .......................................................................................................................................4
2.2 Starting the engine ...........................................................................................................................................5
2.3 Handling of the engine....................................................................................................................................6
2.4 Stopping the engine ...................................................................................................................................... 10
3 DIESEL-ELECTRIC GENERATING PLANT (MARINE AND LAND-BASED) ......................................................................... 11
3.1 Starting preparations .................................................................................................................................... 11
3.2 Starting the engine ........................................................................................................................................ 12
3.3 Handling the engine ...................................................................................................................................... 14
3.4 Stopping the engine ...................................................................................................................................... 15
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1 INTRODUCTION
The instructions discussed in this chapter refer to preparations for starting, running and stopping
the engine.
The numerical values indicated in this chapter are those that are standardized for ABC engines. If
any deviations are observed when the installation is taken into service, please verify whether or
not this was agreed upon during the discussions prior to the sale.
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2 MARINE-PROPULSION ENGINE
2.1 STARTING PREPARATIONS

The preparation for restarting the engine after a short interruption is less involved than the initial
start-up after a major overhaul or a prolonged standstill (see chapter “Engine start-up after
assembly or long periods of standstill”). Nevertheless, the operation described in this chapter must
be strictly followed.
2.1.1 Checking the circuits
1 Set all oil, water and fuel valves in their running positions.
2 Check the exhaust and air-intake orifices for obstructions.
3 Perform all C1 checks:
a Check the water and oil levels of the engine.
b Check speed governor oil level.
c Check the starting air pressure.
d Drain any water from service fuel tank and water separator (fuel line), if present.
e Check the fuel level in the daily tank.
f Check for cooling water, lubricating oil, fuel oil, exhaust and air leaks.
g Clean the compressor (air intake side) of the turbo charger by water injection.
For further details regarding these checks, see chapter “General Directives” – “Maintenance
description”.
4 Further checks to be done, depending on the installation:
a Check the battery charge and electrolyte level (feeding the DMU).
b Check the electrical circuit and fuses.
c Check the circuits for leaks (water, oil, fuel, compressed air).
2.1.2 Verifying the installation
1 For installation with reverse-reduction gearbox: make sure that the gear is in the STOP-
position or is disengaged.
2 Engine that have a propeller with variable pitch: check that the pitch is adjusted to ZERO.
3 Check that the propeller shaft can turn freely. Some installations are provided with a brake
on the propeller shaft; release this before starting the engine.
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2.2 STARTING THE ENGINE

2.2.1 Starting the engine by hand
1 Switch on the DMU.

Result: The lamp on the DMU will light up.
2 If the engine will be started using the main starting valve, manually prime the engine:
Prime the engine lubrication system by means of the priming pump (hand pump, electrical),
until the engine inlet pressure gauge indicates a pressure of 0,3 to 1,0 bar (depending on
hot or cold condition of oil).
3 Set the speed to idle (if it is not automatically set to this – depending on the type of
governor).
5 Do one of the following:
 Push the main starting valve and the engine will start.
 Push the button START on the control panel and the starting cycle begins. When
pushing the START-button, first the engine will be pre-lubricated for 1 minute and then
the pressurized air will start the engine. Make sure that the red mushroom Stop engine-
switch is unlocked and not pushed in. If necessary, turn it to unlock.
Result: The firing speed (120 rpm) will quickly be reached and the green lamp IN SERVICE
will light up.
6 Immediately after starting, check the following:
 Check if oil pressure at engine inlet is sufficient (see chapter “General” – “Pressures”).
 Check oil pressure of reverse and reduction gearbox and variable speed equipment:
follow the manufacturer’s recommendations.
 Check the circulation of sea or LT-water.
 Check that the installation is free of leaks (oil, water, fuel, compressed air).
7 Drain the water separator/filter on the starting airline (see chapter “General directives” –
“Maintenance – M1-02”).
8 Close the air receivers.
9 Refill the starting air receivers by means of the compressor in the installation.
Result: The engine is now ready for service.
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2.2.2 Starting the engine remotely
1 Press the START button.

Result: The priming pump starts to run. Once a predefined time of about 1 minute has
elapsed, a switch will make the electrical connection to the starting cycle.
2 During start-up, confirm that the oil pressure rises to normal pressure.
3 After start-up, refill the starting air receivers.
The remote starting of the engine is no reason for neglecting the above-mentioned checks.
2.3 HANDLING OF THE ENGINE

In cases where the engine drives a fixed pitch propeller, the orders are usually given from the
bridge, by means of:
 A lever which actuates the speed lever on the governor.

 A lever which selects the positions STOP - AHEAD or ASTERN of the reduction gear. In
some cases, both movements are accomplished by a single lever system. The actuations
can also be done via a pneumatic system. In this case governor and reversing gear must be
equipped with the necessary apparatus.
In cases where the engine drives a propeller with variable pitch, the orders are commonly given
from the bridge, usually by means of one single lever or one single pneumatic driver, acting on the
engine speed setting, as well as on the propeller pitch setting (combinator curve).
Some installations with coupled alternator function with the engine are running at a constant
speed. A single system (lever or pneumatic) then controls the pitch of the propeller from the
bridge.
2.3.1 Loading the engine
After starting, the engine must be partially loaded (25 to 30 %) as quickly as possible by engaging
with the propeller, in order to heat the fresh water (HT) and the oil to their working temperatures.
For an installation with fixed propeller
 At 470 to 500 rpm for an engine with a nominal speed of 750 rpm.
 At 570 to 605 rpm for an engine with a nominal speed of 900 rpm.
 At 630 to 670 rpm for an engine with a nominal speed of 1 000 rpm.
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For an installation with a variable pitch propeller

The speed and the pitch must be chosen in such a way as to obtain 25 to 30 % of the nominal
engine torque. Once the fresh water temperature (HT) has reached 40 °C, the engine may be
further loaded, in order to reach full load after 15 to 20 minutes.
If shorter warming-up times are required by the exploitation, the following data must be respected.
These are the minimum warming-up times, as a function of the ambient temperature, without
preheating.
Load % 33 % 66 % 100 % Total
Engine speed with fixed
propeller:
Nominal 750 rpm 520 650 750 to full

load
Nominal 1000 rpm 690 870 1000
Ambient temperature:
-10 °C to +5 °C After 3 min. After 7 min. After 11 min. 21 min
+5 °C to +20 °C After 2 min. After 4 min. After 7 min. 13 min.
+20 °C to +30 °C After 1 min. After 3 min. After 4 min. 8 min.
> +30 °C After 1 min. After 1 min. After 2 min. 4 min.
If the exploitation requires even shorter times, you should preheat the water (HT) and/or
the oil.
2.3.2 Watching the engine when applying the load
During the application of the load, pay special attention to:
 Engine speed
 Pressures:
 Oil pressure at the engine inlet
 Turbo charge pressure
 Temperatures: HT-water at the engine outlet, oil at the engine inlet
The temperature must rise gradually with the load, in order to stabilize at the working
temperatures (the stabilization time of the oil is appreciably longer than that of the HT
water):
 Fresh water (HT) at engine outlet: 80/85 °C
 Oil at engine inlet: 71/75 °C
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2.3.3 Speeding up and slowing down
Engines equipped with hydraulic governors speed up and slow down very quickly.
Except in emergencies, rough treatment of the engine can be done but is harmful and it can cause:
 Formation of black smoke due to bad combustion during running up
 Surging of the turbo charger when slowing down
2.3.4 Load sharing between two or more engines coupled to one propeller
In order to verify whether the engines carry the same load, you should:
 Compare the rpm (must be the same).
 Verify the positions of the control rods of the fuel pumps.
 Compare the turbo charger pressures.
 Compare the average exhaust temperatures at the cylinders.
These parameters must remain constant within limits of ± 5 %.

Usually load sharing is done automatically by means of an automatic load sharing device
incorporated in the installation. A possible defect in that system could cause the load distribution
to no longer be performed correctly. In such cases, ABC or the installation company should be
contacted.
In every case, governors with the same characteristics must be chosen. Generally a speed drop of
5 % or more is set on the governor, so that at maximum speed setting at no load, engine speed is
rising above its nominal.
2.3.5 Stopping the ship in an emergency (“crash stop”)
A crash stop is when the ship is running in its normal AHEAD condition and the unexpected
command for the FULL ASTERN condition is given.
In that case, the crew must consider the circumstances and, to the extent that the situation permits
it, perform the following actions:
1 Reduce the engine speed.
2 Switch the reverse gear to ASTERN.
3 Increase the engine speed after connecting the propeller.
4 If possible, stop or reduce the maneuver immediately should the engine show tendency to
stall.
In case of an engine with a variable pitch propeller, the engine speed may be maintained,
only the pitch must be changed from FULL AHEAD to FULL ASTERN. However, if the engine
stalls you should stop the maneuver immediately, insofar as circumstances permit this.
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2.3.6 Performing an emergency stop of one engine (ship with two or more propellers)
Propellers that can be disconnected

If an engine must be stopped immediately, perform the following actions:
1 Uncouple the engine and stop it.
2 Reduce the speed of engine(s) that is/are still running.
3 If possible, block the propeller shaft of the stopped engine.
4 The speed or load of the engine(s) that is/are still running must be adjusted in a way that
doesn’t cause an overload.
Variable pitch propeller

If an engine must be stopped immediately, perform the following actions:
1 Stop the engine.
2 Reduce the speed of engine(s) that is/are still running.
3 If possible, block the propeller shaft of the stopped engine and bring the pitch to zero or to
the condition of lowest resistance.
4 The speed of the engine(s) that is/are still running or the pitch must be adjusted in a way
that doesn’t cause an overload.
If an engine with a high load is suddenly stopped or comes to rest, we strongly

recommend pumping oil into the circuit for several minutes using a hand pump or priming
pump. This will cool certain components such as bearings.
OPERATING MANUAL
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2.4 STOPPING THE ENGINE

1 In order to stop the engine, act as follows:
 If it is an engine with fixed propellers: gradually reduce the load and speed to an idling
rpm.
 If it is an engine with variable pitch propeller: bring the pitch to zero and reduce the
speed, if possible.
2 Disengage the propeller from the engine.
3 Let the engine run for two more minutes with a light load or without load.
4 Set the engine to stop by pushing the STOP-button on the control panel/DMU.
5 When the engine has stopped, make sure that:
a No abnormal noises are heard.
b The turbo charger continues to turn without abnormal noise for at least 15 seconds
after the engines has been set to stop.
6 After the engine has stopped, make sure to:
a Switch off the electricity supply for the DMU.
b Close the valves of the sea-water or LT-water circuit.
c Check the engine for any leaks or other defects.
In some installations the engines can be remotely or automatically stopped. This does not
imply that the above-mentioned checks, which can be performed while the engine is at
rest, may be neglected.
OPERATING MANUAL
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3 DIESEL-ELECTRIC GENERATING PLANT (MARINE AND LAND-

BASED)
3.1 STARTING PREPARATIONS

The preparation for restarting the engine after a short interruption is less involved than the initial
start-up after major overhaul or a prolonged stand still (see chapter “Engine start-up after
assembly or long periods of standstill”). Nevertheless, the operation described in this chapter must
be strictly followed.
3.1.1 Checking the circuits
1 Set all oil, water and fuel valves in running positions.

2 Check the exhaust and air-intake orifices for obstructions.
3 Perform all C1 checks:
a Check the water and oil levels of the engine.
b Check speed governor oil level.
c Check the starting air pressure.
d Drain any water from service fuel tank and water separator (fuel line), if present.
e Check the fuel level in the daily tank.
f Check for cooling water, lubricating oil, fuel oil, exhaust and air leaks.
g Clean the compressor (air intake side) of the turbo charger by water injection.
For further details regarding these checks, see chapter “General Directives – Maintenance
description”.
4 Further checks to be done, depending on the installation:
a Check the battery charge and electrolyte level (feeding the DMU).
b Check the electrical circuit and fuses.
c Check the circuits for leaks (water, oil, fuel, compressed air).
3.1.2 Verifying the installation
1 Verify that the main switch between the mains and the alternator (generator) is opened.
2 If the engine was pre-heated, verify that the preheating temperatures are obtained:
 Fresh-water HT: 40/45 °C at the engine outlet
 Oil temperature: 35/40 °C at the engine inlet
3 If the engine is primed (permanently or periodically), verify that the priming pump is
working or has worked following the time setting.
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3.2 STARTING THE ENGINE

3.2.1 Starting the engine by hand
1 Switch on the DMU.

Result: The lamp on the DMU will light up.
2 If the engine will be started using the main starting valve, manually prime the engine:
Prime the engine lubrication system by means of the priming pump (hand pump, electrical),
until the engine inlet pressure gauge indicates a pressure of 0,3 to 1,0 bar (depending on
hot or cold condition of oil).
3 Set the speed control button of the governor at the nominal speed in accordance with the
mains frequency; starting in this position presents no difficulty.
OVERSPEED CAN OCCUR IF SPEED SETTING IS TOO FAR ABOVE THE NOMINAL!
If required, (after a long period of rest or if very cold) the speed setting button can be turned
back somewhat, letting the engine run up to a lower speed.

5 Do one of the following:
 Push the main starting valve and the engine will start.
 Push the button START on the control panel and the starting cycle begins. When
pushing the START-button, first the engine will be pre-lubricated for 1 minute and then
the pressurized air will start the engine. Make sure that the red mushroom Stop engine-
switch is unlocked and not pushed in. If necessary, turn it to unlock.
Result: The firing speed (120 rpm) will quickly be reached and the green lamp IN SERVICE
will light up.
6 Immediately after starting, check the following:
 Check if oil pressure at engine inlet is sufficient (see chapter “General” - “Pressures”).
 Check the circulation of sea or LT-water.
 Check the lubrication of the alternator’s bearings (if any).
 Check that the installation is free of leaks (oil, water, fuel, compressed air).
7 Drain the water separator/filter on the starting airline (see chapter “General directives” –
“Maintenance – M1-02”).
8 Close the air receivers.
9 Refill the starting air receivers by means of the compressor in the installation.
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3.2.2 Starting the engine remotely
1 Press the START button.

Result: The priming pump starts to run. Once a predefined time of about 1 minute has
elapsed, a switch will make the electrical connection to the starting cycle.
2 During start-up, confirm that the oil pressure rises to normal pressure.
3 After start-up, refill the starting air receivers.
The remote starting of the engine is no reason for neglecting the above-mentioned checks.
3.2.3 Automatic starting of diesel-electric plants
This applies to all engines that automatically start by means of a special device. For these engines,
starting readiness is paramount.
These engines are, in most cases, equipped with water preheating and possibly also with oil
preheating and with a periodic or permanent lubrication priming.
Upon the order to start, the engines must start without delay and in most cases also immediately
take up the load. This means it is not possible to perform any checks before the start. As such it is
necessary to carry out supervisory checks at regular intervals in order to verify:
 The functioning of the preheating

 The priming
 Whether all cocks and valves are in the running position
 The circuits
Additionally, you should also carry out the Cl checks at least every 24 hours.
Most of the items that are subject to supervision must be equipped with alarms, so that, outside
the regular supervisory rounds, actions are taken in case of alarm. These items are usually:
 Lubrication priming (pressure - pump functioning)

 Preheating of oil and water (temperatures)
 Compressed air (pressure - compressor functioning draining)
 Fresh water (HT) (expansion tank level)
 Fuel (service-tank level - functioning of transfer pump)
If the engine is not regularly used, we advise starting it every 14 days. If possible, load the
engine and keep it running for 10 to 15 minutes. If loading is not possible, start and stop
the engine again after a few minutes.
For the fortnightly starting tests, the preparation as described in 3.1 (Starting preparations) should
be followed.
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3.3 HANDLING THE ENGINE

Diesel-electric sets work at a constant speed in accordance with a determined frequency (50 or
60 Hz). Changes in load can thus only take place if there are changes in the power taken on the
network to which the engine is connected. These changes in load can be small or large, slow or
rapid.
The purpose of the governor is to deal with these changes in load and to keep the changes in
frequency and voltage within determined limits for the shortest possible time (recovery-time). The
specifications of the engine, too, have an influence on the frequency changes and recovery-time:
the greater and more rapid the load surge, the greater also the frequency deviation and the
recovery-time.
Example: Natural aspirated engines can respond to a load surge from no load to full load with
reasonable recovery-times and frequency deviations (< 10 %).
Because of the inertia of the turbo charging system, this is different for highly turbo-
charged engines. In most cases, the load surge from no load to full load will produce
a large frequency deviation, as well as a long recovery-time.
It is, therefore, a matter of determining, at the time of installation, what load surges may be
accepted as a function of the tolerable frequency deviation and recovery time. (We refer to
ISO 3046 – Reciprocating internal combustion engines – performance).
The nature of the load also plays a very large role; that is to say, whether the load surge is
resistive, inductive or capacitive.
3.3.1 Loading the engine
After starting, the engine must be partially loaded (25 to 30 %) as quickly as possible by
connecting it to the user network, in order to bring the fresh water (HT) and the oil to their working
temperatures.
Once the fresh-water temperature (HT) of 40 °C is reached the engine may be further loaded, in
order to reach full load after 15 to 20 minutes.
If shorter warming-up periods are required by the exploitation, the following data must be
respected. These are the minimum warming-up periods as a function of the ambient temperature,
without preheating.
Water and oil temperatures 33 % load 66 % load 100 % load

-10 °C to +5 °C After 3 min. After 7 min. After 11 min.
+5 °C to +20 °C After 2 min. After 4 min. After 7 min.
+20 °C to +30 °C After 1 min. After 3 min. After 4 min.
> +30 °C After ½ min. After 1 min. After 2 min.
If the exploitation requires even shorter times, you should pre-heat the water (HT) and/or the oil.
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3.3.2 Watching the engine when applying the load
During the application of the load, pay special attention to:
 The engine speed

 The pressures:
 Oil pressure at the engine inlet
 Turbo charge pressure
 The temperatures: HT-water at the engine outlet, oil at the engine inlet
The temperature must rise gradually with the load, in order to stabilize at the working
temperatures (the stabilization time of the oil is appreciably longer than that of the HT
water):
 Fresh water (HT) at engine outlet: 80/85 °C
 Oil at engine inlet: 71/75 °C
 The outlet temperatures
 The appearance of the exhaust gases
3.4 STOPPING THE ENGINE

In order to stop the engine, the load should be gradually reduced to zero.
1 Disconnect the engine from the network.
2 Let the engine run for two more minutes without load.
3 Set the engine to stop by pushing the STOP-button on the control panel/DMU.
4 When the engine has stopped, make sure that:
a No abnormal noises are heard.
b The turbo charger continues to turn without abnormal noise for at least 15 seconds
after the engines has been set to stop.
c The oil-pressure alarm functions (dependent on the installation).
5 After the engine has stopped, make sure to:
a Switch off the electricity supply for the safety devices, including DMU.
b Close the sea-water or LT-water circuit.
c Check the engine for any leaks or other defects.
In some installations the engines can be remotely or automatically stopped. This does not
imply that the above-mentioned checks, which can be performed while the engine is at
rest, may be neglected.
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6 For automatic starting engines, if the engine is kept in standby:

a All cocks and valves must be kept in running position.
b Electricity supply for the safety devices remains ON.
c Permanent or periodic pre-lubrication must be on.
d Preheating must start if water and (or) oil temperature are falling below preset values.
OPERATING MANUAL
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Service and supervision of the engine at service
CHAPTER 4
SERVICE AND SUPERVISION OF THE ENGINE
AT SERVICE
File: B33_104_Ed006_EN_Service_and_supervision_of_the_engine_at_service. ABC owns the copyright of this document. It shall not be copied
docx or disclosed without prior consent of ABC.
OPERATING MANUAL
Ed. 6 - 15/07/2015 – EN
CONTENTS
1 INTRODUCTION ...................................................................................................................................................... 3
2 DESCRIPTION AND SUPERVISION OF THE FUEL CIRCUIT FOR DISTILLATE FUELS ........................................................... 4
2.1 Fuel circuit with shielded injection pipes and alarm system for fuel leaks (unmanned engine
room, EO, AUT or UMS) ....................................................................................................................................4
2.2 Supervision of the fuel circuit while the engine is running ...............................................................9
3 DESCRIPTION AND SUPERVISION OF THE LUBE-OIL CIRCUIT..................................................................................... 10
3.1 Lubricating oil circuit with wet sump execution ................................................................................. 10
3.2 Lubricating oil circuit with dry sump execution .................................................................................. 24
3.3 Supervision of the lubricating oil circuit while the engine is running ........................................ 33
3.4 Preheating of the engine oil lubricating circuit ................................................................................... 36
4 DESCRIPTION AND SUPERVISION OF THE COOLING WATER CIRCUITS ........................................................................ 37
4.1 Split cooling water circuit with box cooler/radiator .......................................................................... 37
4.2 Split cooling water circuit with plate cooler and seawater pump ................................................ 42
4.3 Supervision of the cooling water circuit ................................................................................................ 46
4.4 Individual HT and LT- circuit...................................................................................................................... 48
4.5 Connection for heat recuperation on HT-circuit.................................................................................. 51
5 DESCRIPTION AND SUPERVISION OF TURBO CHARGING ........................................................................................... 52
5.1 Description ........................................................................................................................................................ 52
5.2 Supervision of turbo charging .................................................................................................................... 53
5.3 Operation with blocked turbo compressor ............................................................................................ 54
6 SUPERVISION OF THE MECHANICAL SYSTEMS ......................................................................................................... 55
6.1 Inspection tours .............................................................................................................................................. 55
6.2 Daily inspection tours ................................................................................................................................... 55
6.3 Normal maintenance tours.......................................................................................................................... 55
7 DESCRIPTION AND SUPERVISION OF THE STARTING ARRANGEMENT ......................................................................... 56
7.1 Description ........................................................................................................................................................ 56
7.2 Supervision of the starting air installation ............................................................................................ 60
8 CONTROL OF THE ELECTRICAL AND PROTECTION EQUIPMENT.................................................................................. 61
8.1 General ............................................................................................................................................................... 61
8.2 Speed pick-up on soft water pump - fine adjustment ....................................................................... 61
8.3 Heinzmann speed pick-up on flywheel – fine adjustment .............................................................. 62
OPERATING MANUAL
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1 INTRODUCTION
The staff responsible for operating the engines must be able to distinguish between the general
directives and more specified instructions according to their particular field of application.
The numerical values indicated are those that are standardized for ABC-engines.
If any deviations are noticed when the installation is in service, please verify whether or not these
deviations were agreed upon during the discussions prior to the sale.
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2 DESCRIPTION AND SUPERVISION OF THE FUEL CIRCUIT FOR

DISTILLATE FUELS
The fuel circuit, as part of the engine, mainly contains:

• A fuel feed pump driven by the diesel engine
• Duplex fuel filter (switchable, for element change during operation)
• Fuel injection pumps and fuel injection pipes
• Nozzle holder and nozzle
• Piping on engine
2.1 FUEL CIRCUIT WITH SHIELDED INJECTION PIPES AND ALARM SYSTEM FOR FUEL LEAKS
(UNMANNED ENGINE ROOM, EO, AUT OR UMS)
Please consult Fig. 4.1 and Fig. 4.2 below for further details.
The circuit contains the fuel feeding pump (F2) driven by the diesel engine. The fuel passes over a
non-return valve (F4) to the duplex fuel filter (F10), equipped with a fuel leak tray (F11). After
filtration, the fuel oil arrives in the fuel manifold (F17) to which the fuel injection pumps (F30) are
connected.
The fuel injection pumps are equally equipped with a fuel leak tray each (injection pipes) (F34). For
each cylinder, an individual fuel pump is provided. From these pumps, high pressure shielded
injection pipes (F31) feed the nozzles (F32).
Exceptional leaks caused by a fracture or crack in an injection pipe (F31) are caught by the double
wall of the duo system and carried off with a separate manifold to a fuel drain tank (F35).
According to the requirements of the classification societies, this tank must be equipped with a
level switch (FSLH1) for alarm.
Normal and functional leaks which are collected in the fuel leak tray (F11) and the leaks from the
injection pumps are carried off to a fuel leakage tank (F162), which is placed during installation.
The leaks from the nozzles (F32) are carried off to the daily fuel tank (F130).
A daily fuel tank (F130) is installed. The circuit can be deaerated by means of a manual primer
pump (F6). Also the shut-off valve (F161) can be used to deaerate the circuit by means of the
hydrostatic pressure from the daily fuel tank.
For the purpose of filling the daily fuel tank, an electro pump set (F107) is present, which can be
controlled from the level switches (FLSH21/FLSL22). In case the electro-pump set is defective, the
daily fuel tank may also be filled by means of the manual primer pump (F111).
The fuel circuit can be also equipped with a fuel consumption meter (F141) and a water separator
(F150) equipped with an alarm (FLSH4). To avoid a malfunctioning of the fuel consumption meter
due to the pulsations of the injection pumps, a buffer vessel (F186) of 30 liters will be installed.
The fuel consumption meter, the water separator and the buffer vessel can all be delivered by ABC.
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The fuel filter circuit is equipped with a pressure regulation valve (F9), ensuring a constant feed
pressure of 2,5 bar. The filter elements can be replaced when the engine is in operation. For this,
the filter has to be switched over to 1 element. The other element may then be replaced. Note that
for normal operation, fuel should be filtered by the 2 elements.
For unmanned machine rooms, if there is damage to the fuel feeding pump (F2) a pressure alarm
(FPSL2) will occur. This alarm signal will start the emergency fuel pump (F191). For manned
machine rooms, you can manually switch over to the emergency pump in case of emergency.
Depression at suction fuel pump: max. 0,4 bar

Normal working pressure of the fuel pump: 2,5 bar
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Code Component
F2 Fuel feeding pump
F4 Non-return valve
F6 Manual primer pump
F9 Pressure regulation valve
F10 Duplex fuel filter
F11 Fuel leak tray
F17 Fuel manifold
F30 Fuel injection pumps
F31 High pressure shielded injection pipes
F32 Nozzles
F34 Fuel leak tray (injection pipes)
F35 Fuel drain tank
F107 Electro pump set
F111 Manual primer pump
F130 Daily fuel tank
F141 Fuel consumption meter
F150 Water separator
F161 Shut-off valve
F162 Fuel leakage tank
F186 Buffer vessel
F191 Emergency fuel pump
FLSH21/FLSL22 Level switches
FLSH4 Alarm
FPSL2 Pressure alarm
FSLH1 Level switch for alarm
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Fig. 4.1 6/8 DZC
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Fig. 4.2 12/16 VDCZ
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2.2 SUPERVISION OF THE FUEL CIRCUIT WHILE THE ENGINE IS RUNNING

2.2.1 Fuel level in the service tank
Depending on the capacity of the service tank, this must be regularly filled up by means of the
transfer pump (usually the capacity ensures the engine can run for a minimum of 24 hours at
nominal loading).
If filling up is performed automatically by means of a pump set and float-actuated switches, no
supervision is needed.
2.2.2 Fuel leaks
The fuel leakage tank must be emptied regularly.

After a period of use, make sure that the leakage tank does not fill more quickly than expected, as
this can be an indication of more serious leaks, such as:
• Leaking connections to the injection pump
• Leaking injection pipe
• Leaking plugs at the injection pump
• Loose vent screw on the injection pump
• Leaking of the fuel filter
2.2.3 Fuel circuit with special leak-protection (AUT – UMS)
This circuit has automatic supervision in the sense that a leaking injection pipe activates an alarm
signal by means of a float-actuated switch mounted in a separate leakage tank.
If this occurs, you should locate the leaks, stop the engine and replace the defective component.
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3 DESCRIPTION AND SUPERVISION OF THE LUBE-OIL CIRCUIT
The different lubricating oil circuits are described here.
3.1 LUBRICATING OIL CIRCUIT WITH WET SUMP EXECUTION

3.1.1 For engines without emergency lubrication
Line engine 6/8 DZC

Please consult Fig. 4.3 below for further details.
There is only one engine-driven lubricating oil pump (O7). This lubricating pump brings the oil
from the strainer in the oil tank under the engine to the thermostatically (O16) controlled oil
cooler (O14), the duplex oil filters (O19) and the oil collectors. From these oil manifolds, the oil
flows to the different engine components to be lubricated and falls, after lubrication, back into the
crankcase. From there, the oil flows back to sump.
A certain amount of oil is also filtered in by-pass through 1 centrifugal oil filter (O9) bolted onto
the crankcase.
Engine pre-lubrication is done manually with the hand pump (O4). To change the oil bath, the hand
pump (O4) can be used with the shut-off valve (O5) opened.
Oil pressure in the engine manifolds is regulated by means of the pressure regulating valve (O12).
Oil pressure and temperature are measured and controlled close to the oil manifolds.
If a sudden pressure loss should occur, the fuel injection pumps are brought to zero injection by
means of the hydro-pneumatic stop cylinder (O36).
Table 4.1 Capacity of the oil sump bolted to the crankcase
6 DZ (l) 8 DZ (l)
Oil sump type 1 (h = 600 mm):
Min. 180 l 230 l
Max. 450 l 510 l
Oil sump type 2 (h = 760 mm)
Min. 180 l 230 l
Max. 615 l 675 l
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Code Component
O4 Hand pump
O5 Shut-off valve
O7 Engine-driven lubricating oil pump
O9 Centrifugal oil filter
O12 Pressure-regulating valve
O14 Oil cooler
O16 Thermostat
O19 Duplex oil filters
O36 hydro-pneumatic stop cylinder
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Fig. 4.3 6/8 DZC
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V-engine 12/16 DZC

There is only one engine-driven lubricating oil pump (O7). The lubricating pump brings the oil from
the strainer in the oil tank under the engine to the oil cooler (O14), the triplex oil filter (O19) and
the oil collectors. From these oil manifolds, the oil flows to the different engine components to be
lubricated and falls, after lubrication back into the crankcase. From there, the oil flows back to
sump.
A certain amount of oil is also filtered in by-pass through 1 centrifugal oil filter (O9) bolted onto
the crankcase.
The oil pressure in the engine manifolds is regulated by means of the pressure-regulating valve
(O12). Oil pressure and temperature are measured and controlled close to the oil manifolds.
If a sudden pressure loss should occur, the fuel injection pumps (Bank A & Bank B) are brought to
zero injection by means of the hydro-pneumatic stop cylinders (O36).
For the capacity of the oil sump bolted to the crankcase, see chapter “General” – “Lubrication
system”.
Code Component
O7 Engine-driven lubricating oil pump
O14 Oil cooler
O19 Triplex oil filters
O36 hydro-pneumatic stop cylinder
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Fig. 4.4 12/16 DZC
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3.1.2 For engines with emergency lubrication
• Line engine 6/8 DZC (Fig. 4.5)
The basic system in 3.1.1 (For engines without emergency lubrication) is maintained here.
• V-engine 12/16 DZC (Fig. 4.6)
The basic system in 3.1.2 (For engines with emergency lubrication) is maintained here.
For unmanned machine rooms, if there is damage to the lubricating oil pump (O7) a pressure alarm
(OPSL3) will occur. This alarm signal will start the emergency lube-oil pump (O110). For manned
Furthermore the emergency lubricating oil pump can be used for pre-lubrication of the primary
lubrication oil pump (O7) opening shut-off valve (O37).
Code Component
O7 Lubricating oil pump
O37 Shut-off valve
O110 Emergency lube-oil pump
OPSL3 Pressure alarm
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Fig. 4.5 6/8 DZC
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Fig. 4.6 12/16 DZC
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3.1.3 For engines with emergency lubrication and pre-lubrication pump
Extra for this circuit is a pre-lubrication pump (O106). This lubrication pump provides lubrication
for the engine prior to engine start. The primary lubrication oil pump (O7) can also be pre-
lubricated opening shut-off valve (O37) during pre-lubrication of the engine.
Code Component
O7 Primary lubricating oil pump
O37 Shut-off valve
O106 Pre-lubrication pump
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Fig. 4.7 6/8 DZC
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Fig. 4.8 12/16 DZC
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3.1.4 For engines with emergency lubrication and with pre-lubrication/preheating

module
Extra for this circuit is a pre-lubrication/preheating module. This module consist of a heater (O121)
that preheats the engine oil and a electro pump set (O120) that feeds the oil through the engine
prior to engine start. The purpose of this module is firstly to lubricate the engine and secondly to
warm up the engine before engine start.
Also the primary lubrication oil pump (O7) can be pre-lubricated opening shut-off valve (O37)
during pre-lubrication of the engine.
Code Component
O37 Shut-off valve
O120 Electro pump set
O121 Heater
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Fig. 4.9 6/8 DZC
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Fig. 4.10 12/16 DZC
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3.2 LUBRICATING OIL CIRCUIT WITH DRY SUMP EXECUTION

3.2.1 For engines without emergency lubrication – only for 6/8 DZC engines

There are two engine-driven lubricating oil pumps (O7, O51). The lubricating pump brings the oil
from the strainer in the oil tank (O100) to the thermostatically (O16) controlled oil cooler (O14),
the duplex oil filters (O19) and the oil collectors. From these oil manifolds the oil flows to the
different engine components to be lubricated and falls, after lubrication, back into the crankcase.
The oil level in the crankcase is kept under control by the scavenging pump (O51) which brings the
oil back to the oil tank (O101). A certain amount of oil is also filtered in by-pass through 1
centrifugal oil filter (O9) bolted onto the crankcase.
Engine pre-lubrication is done manually with the hand pump (O4). To change the oil bath, the hand
pump (O4) can be used with the 2 shut-off valves (O3, O5) set in the right position.
The oil pressure in the engine manifolds is regulated by means of the pressure-regulating valve
(O12). Oil pressure and temperature are measured and controlled close to the oil manifolds.
If a sudden pressure loss should occur, the fuel injection pumps are brought to zero injection by
means of the hydro-pneumatic stop cylinder (O36).
Table 4.2 Oil capacity in engine (dry sump execution) and installation
6 DZ (l) 8 DZ (l)
In engine oil sump on installation 60 80
Oil tank 1020 l
Min. 615 l 615 l
Max. 1020 l 1020 l
Oil tank 440 l
Min. 270 l 270 l
Max. 440 l 440 l
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Code Component
O4 Hand pump
O3, O5 Shut-off valve
O7, O51 Lubricating oil pumps
O14 Oil cooler
O16 Thermostat
O19 Duplex oil filters
O36 Hydro-pneumatic stop cylinder
O51 Scavenging pump
O100 Oil tank

O101
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Fig. 4.11 6/8 DZC
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3.2.2 For engines with emergency lubrication – only for 6/8 DZC engines

The basic system in 3.2.1 (For engines without emergency lubrication – only for 6/8 DZC engines)
is maintained here.
For unmanned machine rooms, if here is damage to the lubricating oil pump (O7) a pressure alarm
(OPSL3) will occur. This alarm signal will start the emergency lube-oil pump (O110).
For unmanned machine rooms, if there is damage to the scavenging pump (O51) an oil level alarm
(OLSL2) (L<615 L) will occur. This alarm signal will start the emergency scavenging pump (O115).
For manned machine rooms, you can manually switch over to the emergency pump in case of
emergency.
Furthermore, the emergency lubricating oil pump can be used to pre-lubricate the primary
lubrication oil pump (O7) opening shut-off valve (O37).
Code Component
O37 Shut-off valve
O51 Scavenging pump
O115 Emergency scavenging pump
OLSL2 Oil level alarm

L<615 L
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Fig. 4.12 6/8 DZC
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3.2.3 For engines with emergency lubrication and with pre-lubrication oil pump – only
for 6/8 DZC engines

The basic system in 3.2.2 (For engines with emergency lubrication – only for 6/8 DZC engines) is
maintained here.
Extra for this circuit is a pre-lubrication pump (O106). This lubrication pump provides lubrication
for the engine prior to engine start. The primary lubrication oil pump (O7) can also be used for pre-
lubrication opening shut-off valve (O37) during pre-lubrication of the engine.
Code Component
O7 Primary lubrication oil pump
O37 Shut-off valve
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Fig. 4.13 6/8 DZC
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3.2.4 For engines with emergency lubrication and with preheating/pre-lubrication

module – only for 6/8 DZC engines

The basic system in 3.2.2 (For engines with emergency lubrication – only for 6/8 DZC engines) is
maintained here.
Extra for this circuit is a pre-lubrication/preheating module. This module consist of a heater (O121)
that preheats the engine oil and a electro pump set (O120) that feeds the oil through the engine
prior to engine start. The purpose of this module is firstly to lubricate the engine and secondly to
warm up the engine before engine start.
The primary lubrication oil pump (O7) can also be pre-lubricated opening shut-off valve (O37)
during pre-lubrication of the engine.
Code Component
O7 Primary lubrication oil pump
O37 Shut-off valve
O120 Electro pump set
O121 Heater
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Fig. 4.14 6/8 DZC
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3.3 SUPERVISION OF THE LUBRICATING OIL CIRCUIT WHILE THE ENGINE IS RUNNING
The supervision refers in particular to:
• Oil temperature
• Oil pressure
• Oil level in tank or sump
• Oil consumption
• Contamination of the filters, if an indicator is fitted
• Leaks
• State of the lube-oil
3.3.1 Oil temperature
The normal working temperature is between 71 °C and 79 °C, at the engine inlet. Supervision of
the temperature may be automatically executed by an early-warning device set at 80 °C and by a
stop alarm set at 85 °C. Should the oil temperature rise, you should determine the cause (see
chapter “Engine Faults”).
If the oil temperature is too low, this can result in a contamination of the oil by deposits
from the combustion.
Filter efficiency decreases as the temperature drops.
3.3.2 Oil pressure
The oil pressure is regulated by means of the spring tension on the pressure control valve. The
normal working oil pressure at working temperature is between 4,85 and 5 bar at the engine inlet
for nominal speeds from 720 to 1000 rpm.
Oil pressure monitoring is automatically performed by means of a mechanical oil pressure safety
device which causes the engine to stop if the oil pressure falls below 1,4 bar. Additional electrical
supervision can be provided with:
• A stop device set at 2,5 bar (decreasing pressure)
• Propulsion engine (rpm variable):
− Alarm device set at 2,75 bar (rpm > 450 decreasing pressure)
− Alarm device set at 1,5 bar (rpm < 450 decreasing pressure)
• Genset engine (rpm constant):
− Alarm device set at 3,25 bar (decreasing pressure)
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During idling of the engine, oil pressure falls at a lower value (the oil pressure depends on speed
and cylinder number – see “General”) with the oil at working temperature. If the oil pressure falls
during normal working, this may be due to:
• Dirty oil filters - examine the state of the servicing indicator.
• Maladjusted pressure regulating valve
For other defects, see chapter “Engine faults”.
3.3.3 Oil level in oil tank
Regularly inspect the oil level in the oil tank or sump. Replenish if necessary.
3.3.4 Oil consumption
1st method
The oil consumption can be measured approximately by measuring the level of the oil in the tank
at a determined time. For example, time O level A.
Later, at P hours, measure the oil level in the tank and add a quantity of oil, for example X liters,
until the level A is reached again; the oil consumption is then in kg/h:
0,900 *
(X )
(P − O )
Example: At two o'clock, the oil level in the oil tank is measured (level A). At four o'clock,
2 liters of oil are added to reach the level A again. The oil consumption is then
0,900 kg/h.
0,900 *
(2) = 0,900
(4 − 2)
Such a measurement is only valid if, during the period between the times O and P, the load, as well
as the oil temperature, have remained practically constant.
2nd method
Over a longer period, oil consumption can also be measured approximately by noting the number
of running hours necessary for passing from maximum level to minimum level.
Increased oil consumption can be caused by:
• Oil leaks (most frequent cause)
• Wear of piston rings, liners
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3.3.5 Dirty filters
The switchable triplex oil filters are equipped with servicing indicators.
As soon as the half-way mark of the red section is reached, the filter is clogged.
3.3.6 Leaks
An inspection of the engine, if performed regularly, will uncover any early leaks. This way you can
prevent any further loss of oil.
3.3.7 Oil condition
We advise regularly verifying the condition of the oil, namely:

• Viscosity (tracing, thinning or thickening)
• Total base number (TBN)
• Degree of detergency
• Water content
• Content of insolubles
• Spectro-analysis (metals)
These analyses should be carried out every 1500 hours by an arrangement with the oil supplier.
These analyses will indicate when the oil must be replaced, and, in this way, the prescribed period
for changing the oil at 3000 hours can usually be exceeded.
In view of the fact that it is not always possible to have analyses made, and in view of the fact that
these are sometimes rather time-consuming, test kits are available from the oil suppliers. With
these kits, the operating staff can quickly determine the condition of the oil on site.
3.3.8 Oil level (self-contained lubricating circuits)
Regularly inspect the oil level and replenish as necessary the following equipment:
• Hydraulic regulator
• Starting-air oil lubricator
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3.4 PREHEATING OF THE ENGINE OIL LUBRICATING CIRCUIT

Preheating of the engine oil circuit might be necessary for automatic starting gensets.
In this case, a preheating-pre-lubricating module is necessary. This module consists of an electric-
driven pump group and a heat exchanger for preheating the lubricating oil and the cooling water.
This module replaces the pre-lubricating pump.
The supervision on this system consists of:
• Oil pressure
• Oil temperature
• Oil leaks
The oil temperature is a consequence of the HT water temperature. The temperature is monitored
on HT water side.
An inspection at the oil lubricating module, if effected regularly, will uncover any early leaks.
For spare parts, see the spare parts manual, section 137.
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4 DESCRIPTION AND SUPERVISION OF THE COOLING WATER

CIRCUITS
4.1 SPLIT COOLING WATER CIRCUIT WITH BOX COOLER/RADIATOR

Please refer to Fig. 4.15, Fig. 4.16 and Fig. 4.17 below for further details.
In this execution, the engine is equipped with an individual closed HT-circuit. The HT-circuit is a
closed circuit filled with treated water (see chapter “Fuel – Lubricating oil – Cooling water”). The
circuit includes the cooler (W132) (a box cooler or a radiator), the engines air cooler (W25)
(equipped with “Make and break”-flanges W27, W28, W29), and the lubricating oil cooler (W32).
The HT-soft water pump(s) (W2) pump(s) the water to the water inlet manifold (W9) of the engine.
In the engine, the water flows from the inlet manifold (W9) over the liners into the cylinder heads
and is collected in the outlet water manifold(s) (W10). The HT-circuit also includes the cooling of
the turbo charger(s) (W12) which is connected on the one hand to the water inlet manifold (W9)
and on the other hand to the water outlet manifold(s) (W10). From the outlet manifold the cooling
water passes to the thermostatic regulator (W14). From there, the flow is split. Part of the flow
directly returns to the suction side of the HT-water pump(s) (W2). The other part of the flow is
directed externally toward the water cooler (W132) which can be a box cooler or a radiator
mounted into the installation.
In the external part of the cooling circuit, a thermostat valve (W135) and a cooler (W132: box
cooler or radiator), which is over-dimensioned for the system, is installed. The thermostat valve
regulates the cooling of the hot water of the engine to a temperature of 43 °C for 6/8DZC and
41 °C for 12/16DZC engines. The thermostat valve (W135) regulates the amount of coolant that is
passed through the cooler (W132) via channel C and the amount of the coolant that can pass
through via channel B. After the thermostat, the cooled engine water returns to the suction side of
the HT-pump(s) (W2), first passing through the charge air cooler (W25) and then through the oil
cooler (W32). For V-engines with the turbo on the pump side (see Fig. 4.17) the cooled water first
passes through the oil cooler (W32) and then through the air cooler (W25). In the circuit, an
expansion vessel (W101) with float switch is also installed. The float switch signals when a water
level drops too low.
Options for the water circuit:
• The HT-circuit can be equipped for heat recuperation (W113) and/or a cooler (W139) for a
ship’s gearbox. Sluice valves and shut-off valves are then placed in the circuit.
• For unmanned machine rooms, if there is damage to the soft water pump (W2) a pressure
alarm (WPSLL1) will occur. This alarm signal will start the emergency soft water pump
(W161).
• For manned machine rooms, you can manually switch over to the emergency pump in case
of emergency.
• Preheating during stand-still of the engine can be provided. A preheating module (W38) is
fixed on the line-engine itself and for V-engines it is built into the installation.
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Code Component
W2 HT soft water pump
W9 Inlet manifold
W10 Outlet water manifold
W12 Turbo charger
W14 Thermostatic regulator
W25 Air cooler
W27, W28, W29 “Make and break”-flanges
W32 Lubricating oil cooler
W38 Preheating module
W101 Expansion vessel with float switch
W113 Heat recuperation
W132 Water cooler (box cooler or radiator)
W135 Thermostat valve
W139 Cooler
W161 Emergency soft water pump
WPSLL1 Pressure alarm
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Fig. 4.15 6/8 DZC
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Fig. 4.16 12/16 DZC (TKV)
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Fig. 4.17 12/16 DZC (TKP)
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4.2 SPLIT COOLING WATER CIRCUIT WITH PLATE COOLER AND SEAWATER PUMP
Please refer to Fig. 4.18, Fig. 4.19 and Fig. 4.20 below for further details.
The basic system in 4.1 (Split cooling water circuit with box cooler/radiator) is maintained here.
In this circuit the engine cooling water is cooled by means of a plate cooler (W132). For this cooler,
an extra pump needs to be installed into the system. For sea-going vessels the engine is equipped
with a seawater pump (W60) which is engine-driven. The seawater circuit is equipped with rough
strainers (W201 & W204) to filter the seawater of rough particles. Behind the pump, a fine particle
filter (W251) is installed to protect the plate cooler filling up with silt and ensure the cooler’s
efficiency.
Options for the water circuit:
• Additional coolers (W238) can be installed into the cooling system to cool auxiliary
equipment of the system, for example the propulsion line of a vessel.
• For this circuit with unmanned machine rooms, a pressure alarm (WPSLL3) will occur if
there is damage to the seawater pump. This alarm signal will start the emergency
seawater pump (W211).
• For manned machine rooms, you can manually switch over to the emergency pump in case
of emergency
• Preheating during stand-still of the engine can be provided. A preheating module (W38) is
fixed on the line-engine itself and for V-engines it is built into the installation.
Code Component
W60 Seawater pump
W132 Plate cooler
W201 Rough strainers

W204
W211 Emergency seawater pump
W238 Additional coolers
W251 Fine particle filter
WPSLL3 Pressure alarm
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Fig. 4.18 6/8 DZC
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Fig. 4.19 12/16 DZC (TKV)
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Fig. 4.20 12/16 DZC (TKP)
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4.3 SUPERVISION OF THE COOLING WATER CIRCUIT

4.3.1 Emergency cooling
The following states of emergency may arise:

• Defective soft water pump
In this case, the soft water pump should be bypassed by an electrically driven pump.
• Defective charge air cooler (W25)
In this case, the water that flows through the air cooler (W25) can be cut off by means of
the "make and break" flanges (W28-W27) and opening “Make and break” flange (W29).
4.3.2 Power reductions in case of emergency situation
Defective charge air cooler:

Generally this situation is self-limited by the surge limit of the turbo charger’s compressor.
Symptoms of this are irregular air flow or irregular loud noise at the air inlet.
If it does not get limited by the turbo charger’s compressor, limit the engine so as not to exceed
the following conditions:
• Exhaust temperature before turbine or at cylinders
• Smoke (black)
• Charge air temperature after cooler: max. 75/80 °C
• Usual load should be limited to 65/70 % with a fixed pitch propeller, i.e. a speed reduction
to about 85 % of normal used or nominal speed.
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4.3.3 Supervision during operation
Supervision covers the following aspects:
Cooling water temperature

The cooling water temperature is thermostatically controlled.
For 6/8DZ engines, the normal operating temperature is between 75 °C and 87 °C for 80 °C
thermostat (nominal value) or 80 °C and 89 °C for 85 °C thermostat (nominal value) at the outlet
from the engine.
For 12/16DZ engines, the normal operating temperature is between 76,5 °C and 85 °C for 80 °C
thermostat (nominal value) or 82 °C and 89 ° for 85 °C thermostat (nominal value) at the outlet
from the engine.
The temperature can be automatically monitored by a pre-alarm set at 90 °C and a stop alarm set
at 95 °C.
Should the cooling water temperature rise, the cause of this should be investigated (see chapter
“Engine faults”).
The engine will wear down more quickly if the cooling water temperature is too low,
causing deformation of the cylinder liners and deposits of oil sludge at cold points, which
increases corrosion of the valve stems.
Water level in the expansion tank

Keep the level in the expansion tank topped up.
If topping up is necessary, we advise using treated water, but fresh water may also be used.
Continuous dropping of the water level indicates a leak or a defect (see chapter “Engine faults” for
troubleshooting). In case of a leak, topping up has to be done with treated water. Do not forget to
check additive concentration (see chapter “Fuel – Lubricating oil – Cooling water”).
We recommend the automatic survey of the water level. For this purpose, a float switch is used.
Cooling water condition

The condition of the cooling water must be checked regularly. Discuss this with the supplier of the
treatment products who can supply you with a test kit if necessary (see chapter “Fuel – Lubricating
oil – Cooling water”).
Water pressure
If a pressure gauge is fitted on the pressure side of the pump, this can be used to check the pump
delivery. Pressure values depend on the circuit layout and the position of the expansion tank.
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4.4 INDIVIDUAL HT AND LT- CIRCUIT

Please refer to Fig. 4.21 and Fig. 4.22 below for further details.
For higher power rating engines, a separate cooling circuit for oil cooler (W32) and the air cooler
(W25) can be installed. Because of the 2 separate water circuits, 2 expansion vessels also need to
be installed (W101): the HT and LT expansion vessel.
The functionality of the circuit is completely similar to 4.2 (Split cooling water circuit with plate
cooler and seawater pump) (Fig. 4.18 and Fig. 4.19) except that each engine cooler (air & oil
cooler) is equipped with an individual cooling circuit with separate cooler and thermostatic valve
included.
For the 6/8DZC engine the LT water pump is engine-driven and for the 12/16DZC engine this
pump is electrically driven by an electro motor.
Code Component
W14 Engine thermostatic valve
W101 HT or LT expansion vessel
W113 Heat recuperation
W132 HT cooler
W135 Installation thermostatic valve
W139 Extra cooler for installation auxiliaries
W161 Standby water pump
W172 LT cooler
W181 Standby water pump (electrically driven)
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Fig. 4.21 6/8 DZC
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Fig. 4.22 12/16 DZC
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4.5 CONNECTION FOR HEAT RECUPERATION ON HT-CIRCUIT

Heat recuperation is possible on request. Here you will find the description of working and heat
data.
B
Ref. Description
A A Connections (max. diameter 1,5 G)
B Butterfly valve
Fig. 4.23 Connection between engine (left) and heat recuperation device (right)
Procedure:
1 When the heat recuperation device is working, the butterfly valve will be more or less
closed. The other shut-off valves will remain open.
2 When water enters the heat recuperation device, this water has a nominal temperature of
about 80 °C or 85 °C.
3 When the device is not working, the butterfly valve will be open and the other shut-off
valves on the connection will be closed.
This heat recuperation can be used for sanitary installations, central heating, seawater evaporators,
water preheaters, etc. The amount of heat recuperation depends on many factors, such as:
• The capacity of the device that takes off heat
• The available heat according to:
− Butterfly valve position
− Ø of connection
− Engine load
− Engine type
• The Δt over the connection
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5 DESCRIPTION AND SUPERVISION OF TURBO CHARGING
5.1 DESCRIPTION
Fig. 4.24 Turbo charger set 6/8 DZC (left) and 12/16 DZC (right)
The above simplified diagram (Fig. 4.24) consists of a gas turbine running at no-load. The exhaust
gases flow through the turbine (1), the expansion of the gases produces the energy that sets the
turbine in motion.
On the same shaft as the turbine, a centrifugal compressor aspirates the air through the air filter
(2). The air is compressed by the compressor, which heats the air through internal friction. Then the
air passes into the air cooler (4) where it is cooled before reaching the cylinders.
The 12/16DZC engine has 2 turbo chargers, one for each cylinder bank. The combined compressed
turbocharged air of the 2 turbo chargers is cooled in 1 air cooler (4).
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5.2 SUPERVISION OF TURBO CHARGING

5.2.1 General
Good engine operation depends largely on the good condition of the turbo charger. A badly-
working or dirty turbo charger gives a smoking, badly-operated engine output, with all its
disadvantages.
It is therefore very important to supervise the key turbo charging elements:
• Good air supply
• Cleanliness of the air filter
• Cleanliness of the compressor
• Cooling of the supercharged air
For maintenance operations, we refer to the maintenance manual, chapter “Turbo charger”.
5.2.2 Sufficient air supply
Always ensure that the engine room is supplied with completely fresh air. On small ships in bad
weather, it is necessary to close off the engine room; make sure that at that time the higher
openings are clear for the supply of air. The engine room should also be ventilated so that the
engine aspirates cold air. All leaks which cause oil vapors must be repaired as quickly as possible.
5.2.3 Clean air filter
One cannot be too careful with the cleanliness of the air filter. It can quickly gather dust. Once the
circuit layer of the filter is saturated, the pressure drop will rapidly increase and the efficiency will
rapidly decrease.
Never spray oil into the air filter and make sure to prevent any oil or oil vapors from coming near it
(with the exception of certain remote filters).
5.2.4 Cleanliness of the compressor
A dirty compressor causes a drop in turbocharging pressure and an increase of turbocharging

temperature, which is detrimental to the operation of the engine.
Therefore, we advise regularly checking the following figures and noting them in a log book:
• Engine load and number of revolutions
• Ambient temperature
• Under-pressure at the filter or dirt indicator
• Turbocharging pressure
• Turbocharged air temperature before and after cooler
• Cooling water temperature at air cooler inlet
• Temperature of exhaust gases at turbine inlet
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The simultaneous decrease of the turbocharging pressure, and rise in the turbocharged air
temperature indicate a dirty compressor.
All engines are fitted with water cleaning equipment (see chapter “General directives”) to clean the
compressor.
An increase in the negative pressure at the filter indicates a dirty air filter.
5.2.5 Cooling of the turbo charged air
An increase in the turbo charged air temperature after the air cooler for the same load and cooling
water temperature, indicates a dirty air cooler.
5.2.6 Compressor run-out time
When the engine is stopped, one must listen if the turbo charger goes on turning for approximately
15 seconds.
5.3 OPERATION WITH BLOCKED TURBO COMPRESSOR

If there is damage to the turbo compressor, the rotor shaft can be blocked with special equipment.
1 Reduce the engine output to the following values:
• Limiting factors:
− Exhaust temperature - not to exceed the full load values particularly before turbine
− Smoke (black)
• Engine at constant speed: power to be limited between 40 and 45 kw/cyl
• Engines at variable speed: in case of fixed pitch propeller - max. speed 60 % of normal
use or nominal speed.
See the maintenance manual, chapter “Turbo charger”.
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6 SUPERVISION OF THE MECHANICAL SYSTEMS
6.1 INSPECTION TOURS

The frequency of tours of inspection depends on the extent of automatic supervision.
Inspection tours must be carried out with care and concern, mainly Sections 2, 3, 4 and 5 described
above.
We advise writing down engine data (temperatures, pressures, speed, load, fuel rack position,
ambient conditions) and other particularities in a log book at regular intervals.
6.2 DAILY INSPECTION TOURS

Daily inspection tours have the purpose of:
- Tracing leaks
- Verifying noises (to trace vibrations, loose screws, bolts, etc.)
- Determining local temperature rises
- Ensuring the general cleanliness of the engine
6.3 NORMAL MAINTENANCE TOURS

When the engine is at rest, the maintenance staff is to carry out the work necessary in accordance
with the maintenance program (see “General”).
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7 DESCRIPTION AND SUPERVISION OF THE STARTING

ARRANGEMENT
7.1 DESCRIPTION
Please refer to Fig. 4.25 and Fig. 4.26 below for further details.
Starting the engine is done by means of compressed air at max. 30 bar. The air is stored in
compressed air bottles (S108). Filling the air bottles is done by means of air compressors (S100),
which can be motor or engine-driven. Before the air is fed to the engine it is first conditioned: the
air is dried by means of a water separator filter (S124) and the starting system is the lubricated by
an automatic lubricator (S125), which brings lubricating oil into the air and in doing so lubricates
the air system.
At this stage the compressed air is ready to be used for the engine and is connected to the main air
starting valve (SSaV1) mounted on the engine. The main starting valve directs the compressed air
in 2 directions, namely to the hydropneumatic stop cylinder(s) connected to the fuel rack(s), and to
the engine cylinders. When using the main starting valve (SSaV1) by hand, the air is directed
toward these 2 parts.
7.1.1 Air towards the engine cylinders
At 30 bar, the air is led to the main air manifold (S6) of the cylinders and towards the air distributor
(S4). Every cylinder is equipped with a starting valve (S7), which is activated by pilot air at 30 bar
coming from the distributor (S4). The distributor is driven by the camshaft and sends the pilot air to
each cylinder according to the firing order of the engine. This sets the engine in motion. For the
12/16DZC engine, starting the engine is done on one bank, namely bank B, and follows the firing
order for this bank.
7.1.2 Air towards hydropneumatic stop cylinder
During the starting process, simultaneously, compressed air is supplied to a pressure reducing
valve (S1) reducing the air pressure from 30 bar to 10 bar. Then the reduced air flows through
toward the hydropneumatic stop cylinder (S3). The air pressure at the hydropneumatic stop
cylinder brings the piston into a position so the connected mechanism and the racks of the fuel
injection pumps can move freely. Under the action of the governor, which is controlled by engine
speed, the fuel racks are brought to full injection.
7.1.3 Engine ignition
The compressed air turns the engine and the injection pump injects fuel into each cylinder
according to the injection sequence. The engine will fire up at this time. The start cycle is
interrupted at engine firing speed. An electrical signal from the firing speed contact brings the
electromagnetic coil from the main air starting valve (SSaV1) to a neutral position and blocks the
compressed air into the starting air system. By means of a throttle valve (S2), the air pressure at the
hydropneumatic stop cylinder is kept for a certain time. This time is enough for the lube-oil
pressure to be built up in the main gallery by means of engine-driven lube-oil pump. The lube-oil
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pressure builds up in the engine and in the hydropneumatic stop cylinder (S3). The oil pressure will
now take over the air pressure in the hydropneumatic stop cylinder (S3) and keep the piston in its
free position. If the oil pressure should drop, the spring in the hydropneumatic cylinder will force
the fuel racks of the injection pumps to zero injection and stop the engine.
The contents of the air bottles are maintained using a pressure switch (SPSL1) that can start up the
air compressors (S100) to pressurize the air bottles (S108).
Additionally for 12/16DZC engine, there is an extra circuit for emergency engine stop to bring all
injection pumps to zero and stop the engine. This is done by single working pneumatic cylinders
(S51), 1 for each bank. These cylinders are actuated by reduced compressed air (10 bar) controlled
by an electromagnetic valve (SPV2). When the electromagnetic valve is operated, the reduced
compressed air is fed by the valve into the pneumatic cylinders (S51) and brings the injection
pumps to 0 which stops the engine.
Code Component
S1 Pressure-reducing valve
S2 Throttle valve
S3 Hydropneumatic stop cylinder
S4 Air distributor
S6 Main air manifold
S7 Starting valve
S51 Pneumatic cylinder
S100 Air compressors
S108 Air bottles
S124 Water separator filter
S125 Automatic lubricator
SPSL1 Pressure switch
SPV2 Electromagnetic valve
SSaV1 Main air starting valve
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Fig. 4.25 6/8 DZC
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Fig. 4.26 12/16 DZC
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7.2 SUPERVISION OF THE STARTING AIR INSTALLATION

The supervision consists mainly of:
• Tracing air leaks
• Verifying air pressure
• Verifying the draining and lubricating equipment
• Verifying the working of automatic equipment of the engine
7.2.1 Tracing air leaks
Most of the difficulties that can occur in the starting air equipment are caused by air leaks.
Regularly examine the equipment for leaks from valves, pipe couplings and appliances.
7.2.2 Verifying air pressure
Regularly verify the air pressure in the bottles. If the pressure falls continually without starting
having been affected, then it is necessary to investigate for leaks. In order to be certain to be able
to start, it is necessary to have a pressure of at least 20 bar.
7.2.3 Verifying the draining and lubricating equipment
In order to keep all the equipment (electro-valve, pressure reducing valve, etc.) water-free and
well-lubricated, it is of the highest importance to:
• Regularly drain the filter water separator (S124).
• Top up the automatic lubricator (S125).
7.2.4 Verifying the working of automatic equipment of the engine
We advise periodically verifying the working of this system:

This is best done by one person standing near the engine and for another person to operate the
remote control. Carefully inspect start movements any leaks.
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8 CONTROL OF THE ELECTRICAL AND PROTECTION

EQUIPMENT
8.1 GENERAL
Inspections mainly consist of checking the normal working conditions of:
1 The indicators mounted on the engine or on the control panel: speed, pressures, and
temperatures.
2 The DMU separate from the engine:
a If the speed indicator is not working, check the cable connected to the magnetic pick-
up or the magnetic pick-up itself. Check the distance between pick-up and gear top.
b To check if the sensor itself is still working, check if the sensor head is still magnetic
and if the coil is still intact. Do this by checking the electrical resistance.
Result: If these situations cannot be cleared, the system is out of service. There is no
protection on alarms and stops. There is also no overspeed protection anymore.
For further checks, see chapter “General directives” and chapter “Engine faults”.
8.2 SPEED PICK-UP ON SOFT WATER PUMP - FINE ADJUSTMENT

To remount the pick-up, use a sealant like Loctite 577 to seal the thread.
1 Screw back the locking nut (A, Fig. 4.27) all the way to the back of the sensor.
2 Apply some sealant on the thread of the sensor and manually turn the sensor completely
against the top of a tooth of the water pump gear.
3 To finely adjust the gap, turn back the sensor 1 turn to create a clearance of 1,5 mm and
then tighten the locking nut to fix the sensor.
Result: The sensor is set.
Fig. 4.27 Speed pick-up on soft water pump - fine adjustment
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8.3 HEINZMANN SPEED PICK-UP ON FLYWHEEL – FINE ADJUSTMENT

The distance between the magnetic pulse pick-up and the tooth top should range between 0,5 and
0,8 mm.
1 Screw in the magnetic pick-up till it touches the tooth.
2 Then unscrew it for about 1/2 turn.
3 Lock the sensor with the locking nut.
Voltage output Resistance Distance to gear

0,5 to 10 Volt ~ (AC) ± 52 Ohm 0,5 to 0,8 mm
Fig. 4.28 Heinzmann speed pick-up on flywheel – fine adjustment
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General directives
CHAPTER 5
GENERAL DIRECTIVES
File: B33_105_dd2021_06_24_Ed008_EN_General directives.docx ABC owns the copyright of this document. It shall not be copied or
OPERATING MANUAL
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CONTENTS
1 GENERAL MAINTENANCE RECOMMENDATIONS .......................................................................................................... 3
1.1 Warnings ...............................................................................................................................................................3
1.2 Safety .....................................................................................................................................................................3
1.3 Tooling ..................................................................................................................................................................4
2 SPARE PARTS ......................................................................................................................................................... 4
3 MAINTENANCE PROGRAM ....................................................................................................................................... 4
4 MAINTENANCE DESCRIPTION................................................................................................................................... 5
4.1 C1 – Before each start-up or every 24 hours ..........................................................................................5
4.2 M1 - Each week or every 100 hours ......................................................................................................... 12
4.3 M1A – Each half month or every 250 hours ......................................................................................... 24
4.4 M2 – Each month or every 500 hours ..................................................................................................... 25
4.5 M3 – Every 1000 hours ................................................................................................................................ 29
4.6 M4 – Every 1500 hours ................................................................................................................................ 37
4.7 M5 – Every 3000 hours ................................................................................................................................ 54
4.8 M6 – Every 6000 hours ................................................................................................................................ 69
4.9 M7 – Every year .............................................................................................................................................. 76
4.10 Cleaning the expansion tank ...................................................................................................................... 86
5 TIGHTENING METHODS ......................................................................................................................................... 87
6 RUNNING-IN PROGRAM......................................................................................................................................... 87
6.1 Marine propulsion engines with fixed propellers ............................................................................... 88
6.2 Stationary engines – Diesel gensets ....................................................................................................... 89
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1.1 WARNINGS
IT IS FORBIDDEN TO DISASSEMBLE OR READJUST SPEED GOVERNORS, OVERSPEED DEVICES OR ANY

OTHER COMPONENT THAT CONTROLS OR LIMITS THE DYNAMIC CONDITIONS OF THE ENGINE UNLESS
THIS IS EXPRESSLY ALLOWED AND THE PROCEDURE IS DESCRIBED IN THE MANUAL .
1.2 SAFETY
• Ensure that the crankshaft can turn without danger to the men working on the engine or
driven machines (alternators, reversing gear, etc.).
REMEMBER THAT THE REMOVAL OF OBJECTS (PISTON/CONNECTING-ROD ASSEMBLIES) CAN

UNBALANCE THE CRANKSHAFT, CAUSING IT TO ROTATE UNEXPECTEDLY.
• Inspect the nuts and bolts and their attachments as well as the air, water and oil pipework
before starting the engine.
• Fill the starting receivers with air. Never use oxygen or hydrogen as this could cause an
explosion.
• When testing the nozzles outside the engine with the nozzle tester, observe the following
precautionary measures:
• KEEP HANDS AWAY FROM THE NOZZLE SPRAY. THE SPRAY FROM A NOZZLE CAN
PENETRATE DEEP INTO THE FLESH OF THE FINGERS OR HAND AND DESTROY TISSUE. FUEL
OIL ENTERING THE BLOOD STREAM CAN CAUSE BLOOD POISONING.
• ONLY USE CLEAN GASOIL OR TEST OIL FOR TESTING.

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1.3 TOOLING
2 SPARE PARTS
The spare parts are available for ABC-engines, type DZC.

The parts may be ordered by means of the spare parts manual.
When ordering, never indicate the numbers from drawings and illustrations given in
this manual. These numbers and figures only indicate the principles of the assembly,
dismantling and functioning of the various components.
Mention following data for each order of spare parts:

• The engine serial number (marked on the manufacturer's plate)
• The code numbers and descriptions of the parts, according to the spare parts manual
3 MAINTENANCE PROGRAM
The purpose of the Operating Manual is to deal with the first part of the maintenance designated
by C and M (see chapter “General” – “Maintenance program” - from C1 up to and including M7).
The tools, standard delivered with the engine and normal available tools are sufficient for these
maintenance procedures.
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4 MAINTENANCE DESCRIPTION
4.1 C1 – BEFORE EACH START-UP OR EVERY 24 HOURS

4.1.1 Procedure
1 C1 – 01: Check the water and oil level in the engine, (page 5).
2 C1 – 02: Check the oil level in the hydraulic governor (page 7).
3 C1 – 03: Check the starting air pressure (page 7).
4 C1 – 04: Drain off any water in the daily fuel tank (page 8).
5 C1 – 05: Check the fuel level in the daily tank (page 9).
6 C1 – 06: Check for cooling water, lubricating oil, fuel oil, exhaust and air leaks (page 9)
7 C1 – 07: Clean the compressor of the turbo charger by water injection (page 10).
4.1.2 C1 – 01: Check the water and oil level in the engine
The water level is checked in the expansion tank (Fig. 5.1) or radiator. When a shut-off valve is
fitted with a gauge glass, it must be opened before the reading is taken. This can be carried out by
pressing the control knob or by opening the stop cock.
The oil level is read off on the dipstick on the engine (Fig. 5.2) or with an external oil tank (Fig.
5.3). The level must be between the marks MIN. and MAX.
Fig. 5.1 Expansion tank
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Fig. 5.2 Dipstick
Fig. 5.3 External oil tank
Ref. Description
A Gauge glass with 2 shut-off valves
B Alarm level switch
C Dipstick on external oil tank
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4.1.3 C1 – 02: Check the oil level in the hydraulic governor
There is a gauge glass (A) on the unit. The oil level must be between the two marks.
Fig. 5.4 Gauge glass on hydraulic governor
4.1.4 C1 – 03: Check the starting air pressure
The pressure on the pressure gauge (A) on the air receivers must be between 20 and 30 bar.
Fig. 5.5 Pressure gauge on air receivers
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4.1.5 C1 – 04: Drain off any water in the daily fuel tank
If the daily tank is equipped with a drain cock (A) under the tank, condensation water can be
drained out. If the daily tank has no drain cock, the condensation water is filtered in the water
separator in the fuel line to the engine.
The water separator (Fig. 5.6) in the fuel line must also be checked every 24 hours for accumulated
water and dirt in the bowl and if necessary drained.
DRAINING WATER/DIRT FROM THE WATER SEPARATOR MAY ONLY BE DONE WHEN ENGINE HAS FULLY
STOPPED.
Fig. 5.6 Water separator
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4.1.6 C1 – 05: Check the fuel level in the daily tank
The level can be read on the indicator on top of the tank (Fig. 5.7).
Fig. 5.7 Daily tank indicator
4.1.7 C1 – 06: Check for cooling water, lubricating oil, fuel oil, exhaust and air leaks
Check for leaks involving cooling water, lubricating oil, fuel oil, exhaust and air. We advise
checking for these leaks both during engine standstill and while the engine is running
For further details, please see the project-specific information pages. If you do not have these
available, please see the illustrations and information in chapter “Service and supervision of the
engine at service”:
• Description and supervision of the fuel circuit for distillate fuels
• Description and supervision of the lube-oil circuit
• Description and supervision of the cooling water circuits
• Description and supervision of turbo charging
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4.1.8 C1 – 07: Clean the compressor of the turbo charger by water injection
For the turbo charger, it is necessary to clean the compressor blade wheel by means of water
injection (Fig. 5.8 and Fig. 5.9). Therefore, the engine is equipped with a metering device.
Cleaning regularity depends on air quality and/or engine room ventilation.
1 Unscrew the handle and lift cover A.
2 Fill up the cup with clean water to about 10 mm from the border.
3 Replace and screw cover A.
4 Open valve B and then C till all the water is injected.
5 Close again valves B and C.
A
B
Fig. 5.8 6/8 DZC
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A
B
Fig. 5.9 12/16 DZC
Keep the following things in mind:

• The injection must be done while the engine is warm and at least 3/4 loaded.
• The full quantity of water must be injected in 4 to 10 seconds.
• If the water injection has no influence on the exhaust temperature and the air pressure, a
new injection can be done after 10 minutes.
• After the injection, the engine should continue to work for at least 5 minutes at 3/4 or 4/4
load.
• If the aspirated air contains oil vapors and smoke, the cleaning must be done more
frequently.
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4.2 M1 - EACH WEEK OR EVERY 100 HOURS
4.2.1 Procedure
1 M1 – 01: Fill up the automatic lubricator on the starting air pipe (page 12.
2 M1 – 02: Drain water from the compressed air receivers (page 13).
3 M1 – 03: Clean the water filters, if provided (page 13).
4 M1 – 04: Check the position of the contamination indicator on the oil filters (page 14)
5 M1 – 05: Check free passage of blow-off hole on air cooler, if provided (page 16)
6 M1 – 06: Clean the centrifugal filter depending on contamination (page 19)
7 M1 – 07: Lubricate the levers, injection pump control rack and governor linkage (page 21)
8 M1 – 08: Checking the drain system of the air cooler (page 24)
4.2.2 M1 – 01: Fill up the automatic lubricator on the starting air pipe
Each starting airline is equipped with an oil lubricator (Fig. 5.10).

Top up with clean oil as described in chapter “Fuel – lubricating oil – cooling water” (or for more
specific information, please refer to the maintenance manual, chapter “Starting system”).
DO NOT FORGET TO CLOSE THE AIR RECEIVERS.
Ref. Description
A Water separator
B Oil lubricator
A B
Fig. 5.10 Water separator and oil lubricator
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4.2.3 M1 – 02: Drain water from the compressed air receivers
1 To remove the water from the air receivers, open the drain cock (A) at the bottom (Fig. 5.11).
2 Also drain water of the water separator (starting airline). (Fig. 5.10)
For more specific information on the water separator, please refer to the maintenance manual,
chapter “Starting system”.
Fig. 5.11 Compressed air receiver
4.2.4 M1 – 03: Clean the water filters, if provided
The cleaning regularity depends on filter capacity, size and water quality.
1 Shut the sea valves and unscrew the filter cover.
2 Remove the strainer and clean it. If the strainer is corroded, it should be replaced.
3 Re-assemble the water filter.
4 Open the sea valves.
5 Bleed air from the filter and check for any leaks.
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4.2.5 M1 – 04: Check the position of the contamination indicator on the oil filters
The contamination indicator on the oil filter (Fig. 5.12 and Fig. 5.13) indicates the pressure
difference over the filter. When the pressure difference is in the red zone, the elements should be
replaced. Where no contamination indicator is installed, the contamination can be checked by
measuring the pressure difference over the filter.
Above 0,8 bar: differential pressure is too high
The contamination indicator must be checked at nominal speed and operating

temperature. When the differential pressure is too high, the filter elements must be
replaced (see M4-01).
WHEN CHANGING THE FILTERS, THE OIL CAN BE HOT AND UNDER PRESSURE, MAKE USE OF THE
NECESSARY PERSONAL PROTECTIVE EQUIPMENT.
Fig. 5.12 6/8 DZC
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Fig. 5.13 12/16 DZC
Ref. Description
A Contamination indicator on 6/8 DZC engines
B Contamination indicator on 12/16 DZC engines
C Oil filter location on 12/16 DZC engines
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4.2.6 M1 – 05: Check free passage of blow-off hole on air cooler, if provided
6/8 DZC engines

The blow-off holes on the air cooler will always be free (4 in total, 2 at each side of the cooler -
see Fig. 5.14). Furthermore, there is also a blow-off hole at the end of the air inlet manifold (see
Fig. 5.16). When the engine is running, there will always be some air leaking. If it is not free, it
should be cleared with a copper thread Ø3.
Constant water drops or water jet from the blow-off hole indicate an internal water leak or
condensation water resulting from air that is too cold after the charge air cooler.
Fig. 5.14 6/8 DZC Fig. 5.15
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Fig. 5.16 6/8 DZC Fig. 5.17
FOR ENGINES RUNNING ON GAS, THESE HOLES MUST BE CLOSED TO PREVENT GAS FROM ESCAPING THE
AIR COOLER.
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12/16 DZC engines

The blow-off holes on the air cooler will always be free (2 in total, 1 at each lower side of the
cooler). When the engine is running, there will always be some air leaking. If it is not free, it should
be cleared with a copper thread Ø3.
Constant water drops or water jet from the blow-off hole indicate an internal water leak or
condensation water resulting from air that is too cold after the charge air cooler.
Fig. 5.18 12/16 DZC Fig. 5.19
FOR ENGINES RUNNING ON GAS THESE HOLES MUST BE CLOSED TO PREVENT GAS FROM ESCAPING THE
AIR COOLER.
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4.2.7 M1 – 06: Clean the centrifugal filter depending on contamination
Prerequisites
Spare parts to be used:
Ref. no. ABC-code Designation Quantity
11, Fig. 5.20 620.031.1211.02 O-ring 1
25, Fig. 5.20 620.031.1226.02 O-ring 1
28, Fig. 5.20 620.031.1229.02 Paper insert 1
Before cleaning the filter, first isolate it from the oil circuit by closing the shut-off valve in the oil
circuit before the filter, or put the engine to full stop.
WHEN THE CENTRIFUGE FILTER IS ISOLATED OR THE ENGINE HAS FULLY STOPPED, ENSURE THAT THE
CENTRIFUGE HAS COME TO A COMPLETE STOP BEFORE PROCEEDING.
WHEN DISMOUNTING, REMEMBER THAT BOTH THE CASING AND THE OIL HAVE A TEMPERATURE OF
70°C TO 75°C.
Procedure (Fig. 5.20)

1 Remove the band clamp (17), unscrew the cover nut and remove the centrifuge cover
assembly. Some oil may leak out.
Result: The rotor of the centrifuge is now visible.
2 Allow the oil to drain out of the rotor on the spindle. This may be assisted by raising the
rotor on the spindle.
3 Withdraw the rotor assembly vertically upwards from the spindle. The rotor should be
removed and replaced on the spindle with care in order to ensure that the rotor bearings are
not damaged.
4 Disassemble the rotor:
a Unscrew the cover nut (27) and separate the cover (19) from the rotor base (18). If
removal is difficult only a rubber hammer may be used to gently loosen the rotor body.
b Remove the center stand tube (23).
c Remove sludge deposits from the inside the rotor cover (19) using a spatula, and
remove the paper insert (28) from the body.
d Clean the rotor components using a suitable cleaning substance such as degreaser.
Ensure that all rotor components, including the 2 nozzles (29), are thoroughly cleaned
and free from debris before reassembly.
e Fit a new paper insert (28) into the rotor body and, if necessary, replace the seal O-ring
(25) between the rotor cover and base.
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5 Assemble the rotor:

a Reassemble the rotor ensuring that the rotor cover slot and rotor base locating pin are
aligned. (Do not interchange rotor covers!).
b Reattach the tension plate (21) to top of the rotor with the rotor nut and tighten by
hand.
6 Carefully place the rotor back on the spindle (1) and check that the rotor spins freely.
7 Examine the centrifuge body seal O-ring (11) for damage and renew if necessary.
8 Reinstall the centrifuge cover (12) and fasten the centrifuge cover nut hand tight.
9 Reinstall the band clamp (17) and tighten hand tight.
10 Re-open the oil valve in the oil circuit before the filter.
11 With the centrifuge running, check for leaks.
Fig. 5.20 Centrifugal filter Fig. 5.21
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4.2.8 M1 – 07: Lubricate the levers, injection pump control rack and governor linkage
Only heavy fuel oil or biofuel engines receive this maintenance job at this interval. For diesel
engines this maintenance job is performed at M2 – 04.
Check the free movement of the injection pump’s fuel pump rack:
1 When the engine is not running, put some drops of oil on the pivot of the injection pump
driving mechanism.
2 Manually pull the fuel control lever and see if the spring easily returns the injection pump
control rod back to zero (Fig. 5.22).
Fig. 5.22
Ref. Description
A Control lever
B Control rod
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3 Put some drops of oil on the pivots A & B of the rods of the hydraulic governor (6/8 DZ-
engine: Fig. 5.23) (12/16 DZ-engine: Fig. 5.24 and Fig. 5.25).
Fig. 5.23 6/8 DZC
Fig. 5.24 12/16 DZC bank B
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Fig. 5.25 12/16 DZC bank A
4 Grease the ball joints C on the rods (Fig. 5.26) with a grease pump. ABC recommends using
Lithium Multi Purpose Grease NLGI Grade 2 with mineral base oil 110 cSt at 40°C or
equivalent grease e.g. Lithium complex or Calcium sulfonate grease.
DO NOT USE A TYPE OF GREASE THAT CONTAINS MOS2.
Fig. 5.26 Ball joint
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5 Lubricate the bushings (D) of the injection pump’s control spindle (Fig. 5.27).
Fig. 5.27 Control spindle /bearing bushing
4.2.9 M1 – 08: Checking the drain system of the air cooler
Only dual fuel engines receive this maintenance job at this interval. For a detailed description of
the job see manual B82 chapter “Maintenance instructions” §3.1.1.
4.3 M1A – EACH HALF MONTH OR EVERY 250 HOURS

4.3.1 M2 – 01: Clean the turbine (exhaust gas side) of the turbocharger
Only heavy fuel oil or biofuel engines receive this maintenance job at this interval. For a detailed
description of the job see manual B83 chapter “Engine components” §7.6.
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4.4 M2 – EACH MONTH OR EVERY 500 HOURS
4.4.1 Procedure
1 M2 – 01: Replace the air intake filter element (page 25)

2 M2 – 02: Clean the centrifugal filter depending on contamination (page 27)
3 M2 – 03: Check if renewal of the elements of the fuel filters is necessary (page 27)
4 M2 – 04: Lubricate the levers, injection pump control rack and governor linkage (page 27)
5 M2 – 05: Clean the magnetic filter of the turbo charger (page 27).
4.4.2 M2 – 01: Replace the air intake filter element
We recommend replacing the filter every 500 hours or when the installed servicing indicator (A)
has turned completely red (at 20 mbar pressure drop).
Fig. 5.28 Servicing indicator with push button
Fig. 5.29 Cross section turbo inlet.
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Ref. Description
2800 Silencer, cpl.
280611 Screw plug (M10)
2813 Filter mat (fleece)
2814 Punched plate
28404 Hexagonal-head screw
281405 Spring washer
2815 Tension tape
2822 Curved spring washer
B Felt coat
Work sequence:
1 Open and remove the tension tapes (2815).
2 Pull the filter mat (2813) from over the silencer (2800) flanges.
Result: The punched plate (2814) is visible.
3 Install the new filter mat (2813) in reverse order.
4 Reinstall the tension tapes (2815).
5 Reset the servicing indicator by pressing on the push button.
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4.4.3 M2 – 02: Clean the centrifugal filter depending on contamination
We recommend cleaning the filter every 500 hours or earlier depending on contamination.
This job is identical as the one described for heavy fuel oil or biofuel engines in M1-06. For a
detailed description of the job see §4.2.7 on page 19.
4.4.4 M2 – 03: Check if renewal of the elements of the fuel filters is necessary
Frequency of renewal depends on quality of the fuel and possible contamination of the filter
element.
Replace the elements in the fuel filter when the engine is frequently operated at high loads or is
using dirty fuel (see M3-01).
4.4.5 M2 – 04: Lubricate the levers, injection pump control rack and governor linkage
This job is identical as the one described for heavy fuel oil or biofuel engines in M1-07. For a
4.4.6 M2 – 05: Clean the magnetic filter of the turbo charger
Fig. 5.30 Components magnetic filter
Ref. Description
200501 Screen housing
200502 Cover
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Ref. Description
200503 Bottom plate
200507 Gasket, top
200508 Gasket, bottom
200511 Hexagon-head bolt
200512 Hexagon nut
200513 Spring lock washer
200515 Hollow bolt
200516 Ring type nipples
200517 Ring gasket
200519 Magnetic filter column
200523 Locking washer
1 Unscrew the M8 hexagon-head bolts (200511).

2 Remove the cover (200502).
3 Unscrew the magnetic filter column (200519).
4 Clean magnetic filter column in pure diesel fuel and blow out with compressed air.
5 Screw in the magnetic filter column.
6 Put on the cover (200502) and fasten with the M8 hexagon-head bolts (200511) and locking
washer (200523).
AVOID INVADING DIRT IN THE OIL COMPARTMENT!
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4.5 M3 – EVERY 1000 HOURS
4.5.1 Procedure
1 M3 – 01: Renew the elements in the fuel filters (page 29)

2 M3 – 02: Replace filter element of closed crankcase ventilation breather (page 33)
3 M3 – 03: Check the proper functioning of the automatic lubricator for the starting air system
(page 33)
4 M3 – 04: Take a sample of the lubrication oil and make an oil analysis (page 33)
5 M3 – 05: Check rotation of exhaust valve rotocaps (page 36).
4.5.2 M3 – 01: Renew the elements in the fuel filters
Prerequisites
Spare parts required for the 6/8 DZC-engines:
Fig. no. ABC-code Designation Quantity
Fig. 5.31/F 620.051.1105.02 Element 2
Fig. 5.31/G 620.051.1107.02 Joint 2
Fig. 5.31/H 610.031.1109.10 Joint 2
Spare parts required for the 12/16 DZC-engines:

Fig. 5.31/F 630.051.1105.01 Element 2
Fig. 5.31/G 620.051.1107.02 Joint 2
Fig. 5.31/H 620.051.1118.02 Joint 2
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Components
Fig. 5.31 Components fuel filters
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Ref. Description Ref. Description

A Air vent I Washer
B Valve handle J Support spring
C Centre bolt K Right hand latch
D Filter bowl L Left hand latch
E Filter head M Sump nut
F Element cartridge N Sump nut spring
G Joint ring O Sump nut seal
H Insert seal P Relief valve (if fitted)
Fig. 5.32 6/8 DZC Fig. 5.33 12/16DZ
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Changing the elements (Fig. 5.31)

The elements of the fuel filters can be changed while the engine running, as the filter head is
equipped with a safety device. This device prevents the unscrewing of the filter vessel when it is
still in service.
1 Position the changeover cock B on one filter element in service, for example to the left.
Result: The safety latch L of the disconnected filter (right) can now be moved and the nut
N of the central bolt is now accessible.
2 Open bleed valve A of the relevant filter element to release the pressure.
The vent plug should be loosened, but not removed.
3 Unscrew the sump nut N of the central bolt C till the filter element comes free.
The sump nut is spring loaded and when loosened the center bolt C is forced upwards
to prevent the latch (L) from being returned before the filter case is re-fitted.
4 Empty the fuel oil from the bowl into a suitable receptacle and remove and discard the used
filter element.
The element is of the disposable type and no attempt should be made to clean it for
further use.
5 Carefully remove both the joint ring G in the filter head and the flat insert seal H under the
filter casing. Check their condition; damaged rings must be replaced.
6 Clean the bowl. Other metal components (washer, spring) should be washed with clean
gasoil and dried using “lint free”-cloths.
7 Thoroughly clean the joint faces.
8 Refit the support spring, washer and insert the seal on to the center bolt.
9 Place a new filter element over the center bolt to ensure correct seating.
10 Refit the joint ring G into its location in the filter bowl.
11 Put the filter casing back against the filter head. Take care to locate the aligning pin/anti-
turning pin in the hole provided and secure the center bolt C with the sump nut N.
12 Tighten the nut gradually to achieve a torque of 34 Nm. Then reattach the safety latch L/M.
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13 Now fill the filter vessel.
It is recommended that both vessels are filled, ready for immediate changeover during
operation.
Filling the vessel (Fig. 5.31)

1 Make sure the bleed valve A of the serviced vessel is still open (loosened but not removed).
2 Put the changeover cock in filling position.
3 Close air bleed valve A when the fuel bleeds from the valve and when there are no more air
bubbles in the fuel.
WHEN BLEEDING THE VALVE, MAKE SURE THE FUEL IS COLLECTED TO AVOID SPLASHING
4 Put the changeover cock back in center position so that both elements are in service.
Result: The other element can now be replaced in the same way.
4.5.3 M3 – 02: Replace filter element of closed crankcase ventilation breather
See maintenance manual chapter “Crankcase” – “Closed Crankcase ventilation”.
4.5.4 M3 – 03: Check the proper functioning of the automatic lubricator for the starting
air system
See maintenance manual chapter “Starting system” – “Automatic lubricator”.
4.5.5 M3 – 04: Take a sample of the lubrication oil and make an oil analysis
Prerequisites
• The engine is running and has a normal operating temperature and default load.
• You have the correct sample bottles for the test lab (e.g. Fig. 5.34) and an information card
with barcode label (e.g. Fig. 5.35).
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General directives
Fig. 5.34 Sample bottle Fig. 5.35 Information card with barcode label
Sample point
The sample point is located behind the oil filters:
• for 6/8 DZC: Fig. 5.36
• for 12/16 DZC: Fig. 5.37
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Fig. 5.36 Sample point 6/8 DZC Fig. 5.37 Sample point 12/16 DZC
Procedure
1 Paste the barcode label of the information card on the sample bottle.
2 Place a recipient e.g. bucket below the sample point.
3 Remove the plug in the sample point and open the oil valve before the sample point.
4 Drain 0,25 to 0,5 l lubrication oil from the sample point in the recipient.
5 After you have drained some lubrication oil from the sample point, fill the sample bottle
completely at the sample point.
6 Close the oil valve and mount the plug in the sample point.
7 Dispose of the drained oil in the recipient in accordance with all local environmental rules.
8 Fill in the information card with all required data for the test lab. This data should at least
contain:
− Sample date
− Engine properties
− Running hours / running hours since the last oil change
− Oil fillings since the last complete oil change
− Sample period
− Oil properties
9 Send the oil sample with corresponding information card to the test lab.
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General directives
4.5.6 M3 – 05: Check rotation of exhaust valve rotocaps
The rotocaps are mounted on the upper valve collars of each valve (Fig. 5.38).
Check the backlash between the disks of the rotocaps (Fig. 5.39). If this backlash is too narrow for
the rotocaps to turn normally, the rotocap must be replaced. Refer to the maintenance manual
chapter “Cylinder head” for the replacement procedure.
Fig. 5.38 Position of the rotocaps Fig. 5.39 Backlash between the rubber disks
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General directives
4.6.1 Procedure
1 M4 – 01: Replace the oil filter elements (page 37)

2 M4 – 02: Check the quality of the cooling water, adjust the water treatment if necessary
(page 46).
3 M4 – 03: Check the valve clearances, adjust if necessary (page 46)
4 M4 – 04: Check the nozzles, the nozzle opening pressure and spray pattern, replace nozzle if
necessary (page 49)
4.6.2 M4 – 01: Replace the oil filter elements
Prerequisites
Spare parts for the 6/8 DZC-engine:
Fig. 5.40 620.031.1104.04 Filter element 2
Fig. 5.40 620.031.1106.04 Head joint 2
Fig. 5.40 620.031.1128.04 Joint 2
Spare parts for the 12/16 DZC-engine:

Fig. 5.41 - 14 100.030.170.800 O-seal 1
Fig. 5.41 - 22 620.031.1104.04 Filter element 1
The filter elements should be replaced:

• Every 1500 hours
• When the contamination indicator on the oil filter with service temperature and nominal
speed indicates the differential pressure is in the red-zone (> 0,8 bar), even when the 1500
hours are not reached.
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Procedure for the duplex oil filter of the 6/8 DZC-engines (Fig. 5.40)
Fig. 5.40 Duplex oil filter 6/8DZC
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Ref. Description
A Center bolt
B Air vent purge valve
C Plug
D Head joint
E Filter element
F Joint
G Drain plug
It is important that the vessel requiring the filter change should always be completely
drained to prevent clean side contamination.
1 Isolate the vessel containing the cartridge to be changed by ensuring that the changeover
valve porting is open to the adjacent vessel (previously on Standby, now in use).
2 Slowly open the air vent purge valve on the (LH) filter vessel (the air vent purge valve for
the LH vessel is located on the left hand side upper face of the head casting) by rotating the
knurled cap, fitted to the valve, in an anti-clockwise direction.
The purge valve vent hole rotates with the cap, changing the direction of discharge as
the cap is turned.
3 Remove the drain plug and sealing washer fitted to the bottom of the vessel case containing
the cartridge to be changed and drain the oil into a suitable receptacle. Draining is complete
when no further fluid may be observed from the drain orifice.
THE FILTER CASE ASSEMBLY WEIGHS APPROXIMATELY 12 KG.
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4 Support the case assembly of the vessel containing the cartridge to be changed. Slacken its
case retainer nut anti-clockwise and remove. Put it aside for reuse.
The tightening torque for this item was 13,5 Nm.
5 Lower the case assembly away from the head casting.

6 Remove the cartridge from the case assembly and discard it.
7 Clean the case assembly and spring using a suitable solvent and clean lint-free cloths. Put it
aside for reuse.
8 Examine the O-ring seal (D) fitted to the head casting spigot and replace if damaged or
worn.
The micro-felt cartridge is of the disposable type and must not be cleaned for further
use.
9 To reassemble:
a Examine all seals. If worn or damaged, they should be replaced.
b Using a suitable solvent, ensure that all joint faces and component parts are clean and
thoroughly dried.
If attempting to clean the center rod or adjacent seal faces, only use lint free material
as these items are located on the clean side of the filter.
c Fit the new cartridge carefully over the center rod, ensuring an even seating on the seal
face of the cartridge lower locator.
d Refit the case assembly to the head casting, engaging the center rod into the cartridge
upper locating spigot and the case assembly over its O-ring seal.
e Engage the case retaining nut and washer over the center rod thread and screw
clockwise to achieve a tightening torque of 13,5 Nm to secure.
f Check that the case assembly is correctly seated in contact with the head casing.
g Ensure that all filter drains and vents are closed.
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Examine the sealing washers previously fitted drain and replace if damaged or worn.
h Refill the filter vessel.
On duplex filters, we recommend the Standby vessel is filled, ready for immediate
changeover.
Procedure for triplex oil filter 12/16 DZC-engines (Fig. 5.41, Fig. 5.42 and Fig. 5.43)
You can change the filter while the engine is running.
1 Position handle A of the changeover cock to the opposite filter.

2 Open the drain plug of the filter element which is not in service to release the pressure.
Retain the oil in a suitable receptacle and dispose in an environmentally friendly way.
3 Open the vent plug, it should be loosened, not removed. Draining is complete when no
further flow of oil may be observed.
4 Remove cover B by putting a round bar in the Ø8 hole of the center bolt (3) and unscrew it.
Carefully remove the cover from the filter housing, avoiding damage to the seal (14) located
in its peripheral surface.
5 Place the cover/center bolt (3) assembly in a position free from contamination.
6 Remove the filter element (22). The element is of the disposable type and no attempt should
be made to clean it for further use. Dispose the used element in an environmentally friendly
way.
7 Clean all reusable components and the housing using a suitable solvent and thoroughly dry
before reuse.
8 Check the O-ring (22) on the cover for damage. Replace if necessary.
9 Place a new element locating it concentrically over the center tube (5) assembly.
10 Reassemble the cover with the center bolt on the center tube. Do not tighten the cover too
firmly! Use the same round bar as for unscrewing.
Result: The outer face of the cover should now be located flush with or slightly inside the
end of the filter housing.
11 Close the drain plug.
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12 Slowly shift the changeover valve to the renewed filter element until the filter starts
bleeding air. The filter is bled if the oil bleeds out of the vent plug on top. Now firmly
tighten the plug.
WHEN BLEEDING, THE OIL SHOULD BE COLLECTED TO AVOID SPLASHING.
13 Put the changeover valve back in its original position to the new filter.
IF THE ELEMENTS ARE REPLACED WHILE THE ENGINE IS RUNNING, REMEMBER THAT THE FILTER CASING
AND THE OIL HAVE A TEMPERATURE OF 70°C TO 75°C.
When the engine is not running, the pre-lubrication pump can be used to bleed the air
out of the renewed filter.
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Fig. 5.41 Triplex oil filter 12/16DZC
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C C C
B
B
B
A D
Fig. 5.42
Ref. Description
A Switch-over valve
B Covers
C Vent plug
D Drain plug
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A B C D
Fig. 5.43
Ref. Description
A Centre bolt
B Circlip
C Indicating valve plug seal O-ring
D Indicating valve plug
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General directives
4.6.3 M4 – 02: Check the quality of the cooling water, adjust the water treatment if
necessary
1 Treat the closed cooling water circuit or circuits as indicated in chapter “Fuel – Lubricating
oil – Cooling water”.
2 Check the concentration of the additives every 1500 hours and top up if necessary.
As it is not possible to describe the procedure for every product in this manual, the
manufacturer's recommendations should be followed.
4.6.4 M4 – 03: Check the valve clearances, adjust if necessary
Procedure
The valve clearance must be measured when the engine is cold.
1 Rotate the crankshaft in the direction of the engine rotation until the piston in question is in
top dead-center compression (check that the two valves are closed).
2 Check the clearance between the rocker and the bridge with a thickness gauge of 0,20 mm
for the inlet and for the outlet. The thickness gauge must glide with some resistance
between the rocker and the bridge.
3 If the clearance is too small or too big, adjust the valve clearance. Perform this adjustment
in two phases:
a Take away clearance between bridge and valve stem.
b Adjust clearance between rocker and bridge.
Take away the clearance between bridge and valve stem (Fig. 5.44)
1 Put the piston in TDC-compression stroke (check that both inlet and outlet valves are
closed).
2 Unscrew lock nut (Fig. 5.45) and turn back set screw (Fig. 5.45)
3 Remove the rocker (Fig. 5.45) by unclipping the circlips (Fig. 5.45).
4 Unscrew the lock nut and turn the set screw back of the valve bridge (Fig. 5.44).
5 Place a micrometer with magnetic foot, so that the feeler touches the bridge (left or right).
a Mount the micrometer so that the small pointer on the millimeter scale points to 5
(=5 mm impression).
b Adjust with the micrometer adjuster the large pointer to exactly 0.
Result: At this point the valve bridge rests only on the fixed anvil of the bridge.
6 Screw the set screw inward (clockwise) until the gauge moves very slightly. Impression of
0,01 to 0,02 mm (Fig. 5.44).
7 Keep the set screw in this position and tighten the lock nut.
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General directives
8 Adjust the other bridge in the same way.
C
D
Fig. 5.44
Ref. Description
A Micrometer adjuster
B Micrometer
C mm scale of micrometer
D Set screw
E Lock nut
F Valve bridge
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General directives
Adjust clearance between rocker and bridge (Fig. 5.45)

1 Remount the rocker over the rocker shaft and secure with the circlips. (The set screw is still
loose from previous dismounting.)
2 Place a thickness gauge of 0,2 mm between the rocker bridge piece and the rocker.
3 Turn the set screw till a certain resistance is felt on the thickness gauge when moving the
gauge back and forth between the rocker and the bridge. The thickness gauge should not
get jammed as a result of the setting of the set screw.
4 Keep the set screw in this position and tighten the lock nut by turning clockwise.
5 Check the clearance again.
A
B
C
D
Fig. 5.45

A Set screw D Rocker
B Lock nut E Circlips
C Thickness gauge (0,2 mm) F Rocker shaft
Check the valve clearance for all intake and exhaust valves using the procedures
mentioned above.
Check the valve clearance on the other cylinders in the same way. For easy working
follow the firing order!
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General directives
4.6.5 M4 – 04: Check the nozzles, the nozzle opening pressure and spray pattern,
replace nozzle if necessary
Only heavy fuel oil or biofuel engines receive this maintenance job at this interval. For diesel
engines this maintenance job is performed at M5 – 05.
Dismount the nozzle holder (Fig. 5.46)

1 Remove the cylinder head cover.
2 Disconnect the nut (19) on the fuel pipe at the lengthened coupling pipe and loosen the nut
at the fuel injection pump; this way the fuel pipe can be turned apart.
3 Remove the two screws with inner hexagon from the pressure flange (17).
4 Remove the flange (17) with coupling pipe (10).
5 Remove cap nut (14) and thrust cap (5).
6 Remove the injector (holder + nozzle) with provided tool 620.083.1300.01 (Fig. 5.47).
HANDLE THE NOZZLE HOLDERS WITH THE GREATEST CAUTION AND CLEANLINESS. ABOVE ALL, TAKE
CARE THAT THE NOZZLE NEEDLE IS NOT DAMAGED AND THAT NO DIRT GETS INTO THE HOLES .
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General directives
Fig. 5.46
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General directives
Fig. 5.47
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General directives
Check the opening pressure and spray pattern (Fig. 5.48)

Connect the nozzle holder, with the special tool 620.083.1400.01 to a nozzle test installation e.g.
Testmaster M699. Use only filtered gas-oil or special test oil.
Table 5.1 Characteristics of a good nozzle

Characteristics Verification
Good pulverization Pump with a rhythm of about 10 strokes per minute. The fuel
will spray stroke by stroke in a fine mist, without any formation
of drops at the nozzle tip.
Right opening pressure The pressure is adjustable by means of a screw (Fig. 5.46, item
9) and reaches between 275 and 280 bar at the moment of
injection.
Tightness between the The nozzle tip and holes remain dry when the pressure is raised
needle and the seat and kept at 200 bar.
Tightness between the Increase the pressure up to 200 bar. Stop pumping. The
holder and the nozzle tightness is satisfactory when the elapsed time before the
pressure drops to 150 bar is no less than 6 seconds or no more
than 14 seconds. (The valves of the test pump are assumed to be
completely tight.)
Clear nozzle holes All passages must be clear. Blocked holes can be carefully
pricked.
If the nozzle does not satisfy the above condition it must be
inspected, corrected or replaced.
C
D
Fig. 5.48 Fig. 5.49
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General directives
Ref. Description
A Special part: 620.083.1400.01
B Pressure adjustment handle
C Nozzle with nozzle holder
D Adjusting screw
Replace the nozzle (Fig. 5.50)

1 Unscrew the nut of the nozzle. To do this, clamp the holder with the two flat sides in a
bench vice or similar.
2 Remove the nozzle.
3 Take a new nozzle, remove grease and rinse in clean gasoil or in oil used in the test pump.
4 Thoroughly clean the sealing sides of nozzle and nozzle holder, without leaving behind
textile fibers.
5 Put the nozzle on the nozzle holder and screw nozzle nut. Tighten with torque wrench (see
“General” – “Tightening torques”).
6 Check as indicated above.
Fig. 5.50
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General directives
Mount the nozzle holder (Fig. 5.46)

1 Put the nozzle holder in the cylinder head, which is aligned with pin and groove.
2 Put the elongated coupling piece back and use a torque wrench to tighten the two
hexagonal screws of the pressure flange (see “General” – “Tightening torques”).
3 Tighten with torque wrench the coupling nuts of the injection piping, side coupling piece
and injection pump (see “General” – “Tightening torques”).
4 Put pressure cap back.
5 Use the torque wrench to tighten the cap nut (see “General” – “Tightening torques”).
6 Prime the fuel piping with the fuel pump by means of the special tool 620.083.1100.02 (see
chapter “Engine start-up after assembly or long periods of standstill”).

4.7.1 Procedure
1 M5 – 01: Change the engine oil, clean the crankcase and replace the crankcase breather
element (page 54).
2 M5 – 02: Check the alarm and security devices (overspeed, thermostats and pressostats,
overload limiter and micro switch for load indication) for correct functioning and operation
(page 56).
3 M5 – 03: Change oil of hydraulic governor (page 65).
4 M5 – 04: Check combustion pressures at full load and at idling speed, adjust if necessary
(page 66).
5 M5 – 05: Check the nozzles, the nozzle opening pressure and spray pattern, replace nozzle if
necessary (page 69).
6 M5 – 06: Check the condition of injection pump cavitation plugs and renew if necessary
(page 69).
4.7.2 M5 – 01: Change the engine oil, clean the crankcase and replace the crankcase
breather element
The length of the intervals between oil changes depends on:

• Application
• Working conditions
• Regular oil analysis
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General directives
Change the engine oil: drain oil from the different elements
Element Action
Oil filter Underneath each filter casing a drain plug is provided. To drain
the oil more quickly, the bleeding cocks will be opened. In most
cases, when changing the oil, the filter element will be replaced
so that the filter casings are already empty (see M4-01).
Centrifugal oil filters See M2-02.
Oil cooler Drain the oil from the plate heat exchanger.
Cleaning
Element Action
Crankcase Wash out crankcase with gasoil and thoroughly dry with lint-free
rag.
Oil filter See M4-01.
Centrifugal oil filters See M2-02.
Crank case breather element Replace, see:

• Maintenance manual 6/8 DZ, chapter “Crankcase”
• Maintenance manual 12/06 DZ, chapter “Cylinder block”
Filling with fresh oil and bleeding

1 Check that all plugs, access ports and cocks are open.
2 Fill the oil sump with fresh oil to maximum level.
3 Prime the oil circuit with the hand pump or pre-lubrication pump, and pre-lubricate from the
oil tank.
4 Open the air bleed plugs on the filter until oil runs out of them, then close the plugs.
5 Continue with the hand pump or the pre-lubrication pump till you have pressure on the
engine inlet.
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General directives
4.7.3 M5 – 02: Check the alarm and security devices (overspeed, thermostats and
pressostats, overload limiter and micro switch for load indication) for correct
functioning and operation
System components
Sensors on the engine (magnetic pick-up, pressure and thermal-switches)
• A control panel on the engine (Fig. 5.51)
• A Diesel Monitoring Unit (DMU), separate from the engine (Fig. 5.52).
Fig. 5.51 Control panel
Fig. 5.52 Diesel Monitoring Unit
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Description of the control system

Element Action
DMU (Fig. 5.52) • The upper section is equipped with:
− An hour counter
− Yellow lamps on control and alarm panels
(warnings)
− Red lamps on safety panels (stops)
− Green lamps on service panel
• The lower section contains the main switch and several
functional and test push-buttons including a stop-
button.
Control panel (Fig. 5.51) • The upper section is equipped with:
− An electric speed indicator
− Several functional and test push-buttons including
the start-button and the emergency-stop-button
− A yellow, a red and a green lamp connected to the
corresponding lamps on DMU.
• The lower section contains mechanical gauges for:
− HT water and lube-oil temperature (standard)
− Oil and charge air pressure (standard)
− HT water pressure (optional)
− Fuel pump pressure (optional)
Sensors The standard engine is provided with:
• A magnetic pick-up for speed indication and overspeed
protection
• Temperature sensitive switches (thermal switches) for
alarms and stop in case of excessive water and oil
temperatures (Fig. 5.53 and Fig. 5.54)
• Pressure sensitive switches (pressure switches) for
alarms and stop in case of a too low oil pressure (Fig.
5.53 and Fig. 5.54)
Depending on engine specifications various sensors can be
mounted, for example, thermal switches in water circuit and oil
circuit.
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General directives
A A
B B B
Fig. 5.53 6/8 DZC
Ref. Description
A Thermal switches in water circuit
B Pressoswitches in oil circuit
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General directives
B
B
Fig. 5.54 12/16 DZC
Ref. Description
A Thermal switches in water circuit
B Pressoswitches in oil circuit
C Thermal switches in oil circuit
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General directives
Functional test: at engine stand-still

On DMU:
1 Apply the current by turning the main switch on.
2 The yellow lamps on the alarm panels will flash and the horn will sound until the button
accept or stop horn is pressed.
3 Lamp test: press this button to light up all lamps.
4 If not all lamps light up, replace the defective lamp(s). To do so, remove by turning off the
color lamp cap.
5 The system is also equipped with a failure detection panel: there is an alarm and a safety
failure. If the yellow lamp is flashing on one of these, this indicates that the automatic fuse
on the associated circuit has tripped.
6 If both fuses have tripped, none of the lamps can light up. These 2 automatic fuses are
situated inside the DMU at the rear panel.
On control panel on the engine: The lamps on this panel are linked to those on the DMU and will
light up as well.
Functional test: During start-up sequence

On control panel:
The start button is only provided on the control panel. The starting order is executed from there.
On DMU:
When the engine is starting, the yellow lamp start is on.
When the engine has reached the firing speed of 120 rpm, the yellow lamp start is off and the
green lamp alarm in service will be on (delayed by approx. 10 sec.), the hour counter is also in
operation.
Functional test: During operation

On DMU:
Alarm/Function test: by pushing this button all alarm lamps (yellow) must light up. If not, the
corresponding panel may be defective if lamp test indicates the lamp is all right.
1 After an alarm or safety signal, press the button accept or stop horn and push the reset
button to reset the system.
2 If, during operation, the yellow lamp speed detection failure flashes, this indicates that there
is no more overspeed detection. The reasons may be:
• Defective magnetic pick-up or cable (speed indicator is out of operation also on the
control panel).
• Incorrect gap between pick-up and gear top. For pick-up mounting instructions, see
chapter “Service and supervision of the engine at service” – “Control of the electrical
and protection equipment”.
• Pick-up not magnetic any more or electrical coil broken/damaged
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• Blown fuse on speed detection panel. This fuse is on the panel bearing the hour
counter.
• Defective panel: do the overspeed test for confirmation.
On control panel and DMU:

Overspeed test:
1 Let the engine run at a speed slightly above 50 % of nominal overspeed trip value,
according to the following values:
• 414 rpm for nominal engine speed of 720 rpm

2 Push the button overspeed test on the control panel. The engine must stop and the red lamp
on the control panel as well as the lamp overspeed on the DMU must be on.
3 On DMU, press the button accept or stop horn.
4 Press the button reset.
Result: The red lamps are off and the engine can be started again from the control panel.
Sensor functional test with running engine – to test the electric circuit alarm system
1 Remove the cover on the alarm thermal and pressure switches.
2 Bridge the contacts or move the micro-switch to the trip position with a small screw driver.
Result: The corresponding alarm must come up on the DMU.
3 Push the button accept and then reset, the alarm lamp is off again.
Sensor functional test with running engine – to test the electric circuit safety system
1 Remove the cover on the safety thermal and pressure switches.
2 Bridge the contacts or move the micro-switch to the trip position with a small screw driver.
Result: The corresponding safety must come up on the DMU and the engine must stop.
3 Push the button accept and then reset, the safety lamp is off and the engine can be started
again from the control panel on the engine.
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General directives
Sensor functional test with running engine – to test the set points on the thermal switches (Fig.
5.55)
The thermal switches are equipped with a thermal well.
1 Loosen the two pressure screws and remove the switch from the well. Leave the heat
transfer compound as it is on the sensor.
2 Immerse the sensor in a water vessel and heat up the water. Check the temperature with a
mercury thermometer placed near the sensor. Stir the water to equalize temperature.
Result: When the set point is reached, the micro-switch will trip.
3 Read the trip temperature and compare with the set temperature, indicated on the cover of
the thermal switch, or with the following values in ° Centigrade (±1 °C):
• HT water: alarm: +90 °C safety: +95 °C
• Lube-oil: alarm: +80 °C safety: +85 °C
If the electric wiring has not been removed, this test can be combined by the above
"to test the electric circuit"
4 If the values are out of range, adjustment is possible:

a Remove the front cover, securing screws and washer (1, 3 and 8). The screws are captive
in cover, do not attempt to remove the screws from their cover.
b Loosen grub screw (23).
c Turn adjuster (19), to obtain switching at approximately mid-range. Turning to the right
lowers, to the left raises the set point.
d Loosen scale plate securing screws (21) and position scale plate (86) so that the setting
(rising or falling, as required) is shown opposite the indicator (20) on the adjuster.
e Re-tighten screws (21), but do not over-tighten them.
5 The required value may now be obtained:
a Turn the adjuster to indicate the setting on the scale plate.
b Tighten the grub screw (23) to lock the adjuster.
One complete turn is a modification of about 6 °C.
6 Test the set point again by raising the water temperature.
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General directives
Fig. 5.55 Fig. 5.56
Sensor functional test with running engine – to test the set points on the pressure switches (Fig.
5.57)
The pressure lines are equipped with small 3 way-plug cocks on which a suitable manometer can
be connected. If not available, the pressure switch can be connected to any pressure device
equipped with a suitable manometer.
If the electric wiring has not been removed, this test can be combined by the above
"to test the electric circuit"
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General directives
1 Put pressure on the switch at values near service and, by handling the 3 way-plug cock or by
reducing the pressure in the line, read the value at which the microswitch is tripping. Set
values in bar (± 0,1 bar) are:
Lube-oil pressure at engine inlet in case of:

Pre-lubr. Engine with electr.
Engine application Running engine
Priming pump
Alarm Alarm Stop Start
Marine propulsion 2,75 1,5 2,5 No pressure set point. Only
30 seconds pre-lubrication.
n ≠ cte n > 450 rpm n < 450 rpm
(1) (1) (1)
Gensets 3,25 - 2,5
n = cte (1) (1)
(1) Decreasing pressure
(2) Increasing pressure
2 If the values are out of range, adjustment is possible:

a Remove the front cover, securing screws and washer (1, 3 and 8). The screws are captive
in cover, do not attempt to remove the screws from their cover.
b Loosen grub screw (23).
c Turn adjuster (16), to obtain switching at approximately mid-range. Turning to the left
lowers, to the right raises the set point.
d Loosen scale plat securing screws (21) and position scale plate (46) so that the setting
(rising or falling, as required) is shown opposite the indicator (20) on the adjuster.
e Re-tighten screws (21), but do not over-tighten them.
3 The required value may now be obtained:
a Turn the adjuster to indicate the setting on the scale plate.
b Tighten the grub screw (23) to lock the adjuster.
DO NOT ADJUST ITEM 25 TO CHANGE THE PRESSURE SETTINGS.
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One complete turn is a modification of about 6 Bar.
4 Test the set point again by reducing pressure.
Fig. 5.57 Fig. 5.58
Sensor functional test with running engine – to test other sensors

The engine can be equipped with other sensors, like level switches, (injection pipe leakage, HT
water level in expansion tank), pressure switch on reduction gear etc.
It is also advisable to test this alarm by simulating or by a similar way as given above.
4.7.4 M5 – 03: Change oil of hydraulic governor
Refer to the maintenance manual, chapter “Governor” for selection of an adequate oil according to
the operating temperature range and for the procedure to change the oil of the governor.
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General directives
4.7.5 M5 – 04: Check combustion pressures at full load and at idling speed, adjust if
necessary
General
To measure the combustion pressure, a peak pressure indicator 620.084.9001.01 (special tool not
standard delivered with engine) can be used. This instrument is to be screwed on the indicator
valve (Fig. 5.59 item 69) of a cylinder head.
GREAT CARE MUST BE GIVEN IN EXECUTING THIS MAINTENANCE OPERATION.

INSECURE EXECUTION CAN LEAD TO SEVERE INJURY OR EVEN FATAL INJURY.
INSTRUMENT MAY NOT BE USED WITHOUT APPLYING THE OPERATING INSTRUCTIONS OF THE
INSTRUMENT INCLUDED IN THE INSTRUMENT BOX. WHEN NO OPERATION MANUAL IS PRESENT, THIS
MAINTENANCE OPERATION MAY NOT BE EXECUTED. THE MANUAL CAN BE OBTAINED AT ABC.
THE INSTRUCTION MANUAL OF THE INSTRUMENT MUST BE CAREFULLY READ AND CAREFULLY APPLIED.
WHEN PERFORMING THIS MAINTENANCE ALWAYS HAVE THE MANUAL PRESENT AND WITHIN REACH.
69 73
Fig. 5.59 Fig. 5.60
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Measuring at idle speed

At idling speed and without load, the average combustion pressure of the engine should be in the
range 28-32 bar. The measured combustion pressure of each cylinder should not deviate more than
2 bar compared to the average value.
1 For each cylinder, carefully measure the combustion pressure according to the instructions
of the peak pressure indicator.
2 Calculate the mathematical average value of the measurements and compare it to the
measured value of each cylinder.
3 Note down all measured values and calculated average values into the engines logbook.
4 If the combustion pressure of a cylinder exceeds the accepted average value, the injection
quantity can be raised or lowered to obtain a better value. The injection quantity can be
altered by screwing the bolt (1) more inward or outward (Fig. 5.61).
5 To adjust the idle combustion pressure of a cylinder:
a Hold bolt (1) in place with a hexagon socket wrench and loosen countering nut (2)
counter-clockwise.
b If the cylinder needs more combustion pressure, turn bolt (1) clockwise (inward).
Retighten countering nut (2) turning clockwise. Make sure not to lose the setting
distance of bolt (1) while tightening countering nut.
c If the cylinder needs less combustion pressure, turn bolt (1) counter-clockwise
(outward). Retighten countering nut (2) turning clockwise. Make sure not to lose the
setting distance of bolt (1) while tightening countering nut.
d Check the combustion pressure of the cylinder again. If it’s not satisfactory, repeat the
adjustment procedure.
6 Confirm that all cylinders are within tolerance to the calculated average combustion
pressure. Re-adjust if necessary.
Fig. 5.61
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Measuring at full load speed

The average combustion pressure of the engine at full load depends on the type of engine. (We
refer to the test sheet of the engine.)
1 For each cylinder, carefully measure the combustion pressure according to the operating
instructions of the peak pressure indicator.
2 Calculate the mathematical average value of the measurements and compare it to the
measured value of each cylinder.
3 Note down all measured values and calculated average values into the engines logbook.
4 Compare the combustion pressure of each cylinder to the calculated average pressure and
each value should not deviate more than 3 bar from the average value.
5 When the combustion values deviate more than the indicated tolerance, note it down and
take the necessary action after communication with the service department of ABC.
Evaluating temperature
For our engines, the pressure is the important parameter in regulating the engine. The cylinder
temperatures are a result of this pressure regulation and so they will not all be at the same level.
However, when no peak pressure indicator is available, check the cylinder temperatures while
taking into account the following guidelines:
• The temperatures should show the same tendency as on the test bed protocol, for the
same load points.
Example: When at 100 % load and 1000 rpm cyl. 1 is at 380 °C and cyl. 2 at 410 °C on the test
bed, and we measure a temperature of cyl. 1 of 400 °C at 100 % load and 1000 rpm in
the field, then we expect a temperature of about 430 °C (410+20) for cyl. 2. So the
relative relation should still be there between the cylinders, but the absolute value
can change due to other ambient conditions, cooling system, back pressure, fuel, etc.
compared to the test bed.
• On idling, all cylinder temperatures should be within ± 25 °C compared to the average of
all cylinders.
• At full load, all cylinder temperatures should be within ± 50 °C compared to the average of
all cylinders. However, due to the particularity of the exhaust system of an 8 and a 16
cylinder, cylinder 7 (A7 and B7 for 16 cyl) is allowed go up to +70 °C compared to the
average value.
• Warning level of cylinder temperature: 500 °C
− Absolute maximum cylinder temperature: 550 °C
− Warning level of temperature before turbine: 600 °C
− Absolute maximum temperature before turbine: 650 °C
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General directives
4.7.6 M5 – 05: Check the nozzles, the nozzle opening pressure and spray pattern,
replace nozzle if necessary
This job is identical as the one described for heavy fuel oil or biofuel engines in M4 - 04. For a
4.7.7 M5 – 06: Check the condition of injection pump cavitation plugs and renew if
necessary
See the maintenance manual chapter “Injection system” – “Injection pump”.

4.8.1 Procedure
1 M6 – 01: Thoroughly examine the nozzles and their holders. Replace nozzles if necessary
(page 69).
2 M6 – 02: Check gearwheel of governor, measure backlash (page 69).
3 M6 – 03: Check tappet mechanism: tappets, shafts and rolls (page 70).
4 M6 – 04: Check the air intake circuit and compressor wheel, clean if necessary (page 70).
5 M6 – 05: Check the exhaust gas circuit and clean if necessary (page 70).
6 M6 – 06: Measure complete crankshaft deflection (page 70).
7 M6 – 07: Check the differential pressure of the air cooler and clean if necessary (page 70).
8 M6 – 08: Check condition of injection pump cavitation plug, renew if necessary (page 70).
9 M6 – 09: Check the valve wear (page 70).
10 M6 – 10: Check the condition the elastic couplings on the flywheel and (if present) the PTO
coupling (page 70).
11 M6 – 11: Check the oil mist detection unit (page 71).
12 M6 – 12: Check the preheating module (page 75).
13 M6 – 13: Check the gas actuator (page 76).
14 M6 – 14: Check the pollution of the fuel cooler (page 76).
4.8.2 M6 – 01: Thoroughly examine the nozzles and their holders. Replace nozzles if
necessary
See maintenance M5 - 05 and the maintenance manual chapter “Injection System”.
4.8.3 M6 – 02: Check gearwheel of governor, measure backlash
See maintenance manual chapter “Governor”.
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4.8.4 M6 – 03: Check tappet mechanism: tappets, shafts and rolls
See maintenance manual chapter “Cylinder head” – “Tappet mechanism”.
4.8.5 M6 – 04: Check the air intake circuit and compressor wheel, clean if necessary
See maintenance manual chapter “Turbo charger”.
4.8.6 M6 – 05: Check the exhaust gas circuit and clean if necessary
See maintenance manual chapter “Turbo charger”.
4.8.7 M6 – 06: Measure complete crankshaft deflection
See maintenance manual chapter “Crankshaft”.
4.8.8 M6 – 07: Check the differential pressure of the air cooler and clean if necessary
See maintenance manual chapter “Coolers”.
4.8.9 M6 – 08: Check condition of injection pump cavitation plug, renew if necessary
See maintenance manual chapter “Injection system”.
4.8.10 M6 – 09: Check the valve wear
See maintenance manual chapter “Cylinder head”.
4.8.11 M6 – 10: Check the condition the elastic couplings on the flywheel and (if present)
the PTO coupling
The flywheel is attached to the flange on the power take off end of the crankshaft. The flywheel
carries the flexible coupling. Depending on the application of the engine, a different type of
flexible coupling is used. The shaft for the secondary power take off (PTO) is connected to the
torsional vibration damper at the front of the engine. And adjusted flexible coupling on the shaft is
used to transmit the required torque.
To check the condition of these couplings:
• Check the tolerances on the coupling.
• Check the status of the elastic elements (wear, hardened rubber, cracks, …)
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4.8.12 M6 – 11: Check the oil mist detection unit
Description
Testing the oil mist detection unit comprises of two separate tests:
• A manually initiated oil mist alarm test. This test checks if the connected relays function
correctly and if all shut down elements are activated by the unit.
• A manually initiated smoke test. This test checks the functioning of the detector by
generating a smoke alarm.
Prerequisites
• The oil mist detection unit is powered on. If this is not the case, switch on the power
supply and wait ten minutes before performing the tests. This time is necessary to
calibrate the optical line.
• A smoke cartridge with ABC-code 630.084.9013.01 is present.
Procedure for an oil mist alarm test

This procedure must be performed with running engine. To prevent engine problems caused by the
auto stop the engine speed must be low.
1 Unscrew the protection cap in the housing (Fig. 5.62).
Fig. 5.62 Unscrewing the protection cap

2 Push the button below the protection with a non-metallic tool for at least 10 s to activate
the test (Fig. 5.63).
Do not use a metallic tool to press the activation button as this can lead to a short circuit.
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Fig. 5.63 Activating the test

3 Check if the system activates the pre-warning relay and the auto stop relay. These relays
must stop the engine. If this is not the case, there is a problem with the system.
4 Mount the protection cap in the housing (Fig. 5.64).
Fig. 5.64 Mounting the protection cap
Procedure for a smoke test

This procedure can be performed when the engine is running as well as when the engine is
standstill.
1 Check if the detector is ready. The green led in the housing should be blinking with 2 s
intervals (Fig. 5.65).
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Fig. 5.65 Green led in the housing

2 Unscrew the protection cap over the opening in the venting tube (Fig. 5.66).
Fig. 5.66 Removing the protection cap

3 Take the smoke cartridge holder out of the plastic box delivered with the detector and
screw the holder into the opening in the venting tube (Fig. 5.67).
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Fig. 5.67 Mounting the smoke cartridge holder

4 Take a smoke cartridge out of the plastic bag, ignite it with a lighter and place it into the
smoke cartridge holder (Fig. 5.68).
Fig. 5.68 Igniting the smoke cartridge

5 Screw the protection cap over the smoke cartridge holder with burning smoke cartridge.
6 Check if a smoke alarm is generated within 12 to 15 seconds which triggers the stop relay.
The stop relay stops the engine. With an open tube, you would see the smoke coming out of
the tube (Fig. 5.69).
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Fig. 5.69 Smoke out of the tube

7 Remove the smoke cartridge holder with the remains of the smoke cartridge.
8 Mount the protection cap over the opening in the venting tube. Use a spanner to tighten the
protection cap.
9 Clean the cartridge holder (Fig. 5.70).
Fig. 5.70 Cleaning the cartridge holder
4.8.13 M6 – 12: Check the preheating module
All required maintenance tasks for the components are described in the maintenance manuals
supplied by the manufacturers of the different components.
ABC recommends the following additional checks:
• Check the setting of the thermoswitches.
• Check the status of the elastic elements (wear, hardened rubber, cracks, …) of the coupling
in the electropumpgroup.
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4.8.14 M6 – 13: Check the gas actuator
See dual fuel manual B82 chapter “Maintenance instructions”.
4.8.15 M6 – 14: Check the pollution of the fuel cooler
4.9 M7 – EVERY YEAR
4.9.1 Procedure
1 M7 – 01: Check the gas train (page 76).

2 M7 – 02: Check the gas detection components (page 76).
3 M7 – 03: Check the explosion relieve valves on the air collector and on the exhaust
collectors (page 76).
4 M7 – 04: Check the knocking sensors (page 76).
5 M7 – 05: Check the condition of the flexible supports (if applicable) (page 77).
4.9.2 M7 – 01: Check the gas train
4.9.3 M7 – 02: Check the gas detection components
4.9.4 M7 – 03: Check the explosion relieve valves on the air collector and on the
exhaust collectors
4.9.5 M7 – 04: Check the knocking sensors
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General directives
4.9.6 M7 – 05: Check the condition of the flexible supports (if applicable)
Description
To obtain a sufficient degree of isolation against structural vibrations and noise, the engine is
sometimes mounted on flexible supports. The type of flexible support depends on the application
of the engine.
Illustration for marine applications
Fig. 5.71 Section view elastic foot for marine applications

A Top casting G Washer
B Base casting H Nut
C Internal limiter I Protection cap
C1 External part J Pre-tension bolts
C2 Internal part K Upper nut
D Rubber element L Lower nut
E Rubber bushing M Jacking bolt
F Height adjust bolt N Intermediate plate
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Illustration for land based applications
Fig. 5.72 Elastic foot for land based applications
Recapitulation of maintenance jobs

Code Description
M8-05: Check the condition of the flexible supports
Spare parts
Contact ABC.
Checking the condition of the flexible supports for marine applications

Overview
Checking the condition of the flexible supports includes:
1 Visual inspection (page 78)
2 Checking the slack of the internal limiter (page 79)
3 Adjusting the slack for the internal limiter (page 80)
4 Checking the load distribution over each mount (page 81)
5 Replacing the rubber element (page 83)
Visual inspection
Required staff
One service man
Procedure
1 Check the elastic elements for oil contaminations and signs of excessive wear: hardened
rubber, cracks…
2 Fixing bolts should be checked for tightness and signs of degradation e.g. cracks.
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General directives
3 Check if the installation is free to move on the mounts. No obstructions should be traceable
between the mounts foundation and the suspended machinery.
The rubber element should be replaced either when the rubber element is swollen due to
contamination or cracks and tears in the surface.
Checking the slack of the internal limiter

Required staff
One service man
Procedure
This procedure is valid for the marine type of flexible supports. For this check the engine and the
supports must be at normal operating temperature.
1 Check with a 1 mm measuring gauge the internal slack between the bottom of the internal
limiter (C1 and C2, Fig. 5.71) and the base casting (B, Fig. 5.71). Slide the measuring gauge
in the slot at the bottom of the flexible support (Fig. 5.73) to the other side of the support.
Fig. 5.73 Slot in the bottom of the flexible damper
2 Adjust the slack between the internal limiter and the base casting if you:
• cannot push the feeler gauge to the other side of the flexible support
• feel resistance when sliding the feeler gauge in the slot

Adjust the slack as described in procedure “0 Adjusting the slack for the internal limiter”
(page 80).
3 Turn the feeler gauge so it touches the bottom of the internal limiter as well as the base
casting. The minimal slack between both must be minimal 1,5 mm.
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4 Check with a 1 mm measuring gauge the internal slack between the top of the internal
limiter (C1 and C2, Fig. 5.71) and the base casting (B, Fig. 5.71). Slide the measuring gauge
along the upside of the slot (Fig. 5.73) and check if the feeler gauge touches the internal
limiter.
Adjust the slack as described in procedure “0 Adjusting the slack for the internal limiter”
(page 80).
The slack between the top of the internal limiter (C1 and C2, Fig. 5.71) and the base
casting (B, Fig. 5.71) cannot be measured directly. You can slide with the feeler gauge
in the slot and if the slack at the top of the internal limiter is too large, you will touch
the internal limiter with the feeler gauge.
5 If you need to adjust the slack in one flexible support, you must check and, if necessary,
adjust the slack in all flexible supports.
Adjusting the slack for the internal limiter

Required staff
One service man
Procedure
This procedure is valid for the marine type of flexible supports. For this task the engine and the
supports must be at normal operating temperature.
1 Remove the protection cap (I, Fig. 5.71).
2 Loosen nut (H, Fig. 5.71).
3 Turn the internal limiter (C1 and C2, Fig. 5.71) clockwise until the limiter touches the bottom
of the foundation (Fig. 5.74).
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Fig. 5.74 Adjusting the position of the internal limiter

4 Turn the internal limiter (C1 and C2, Fig. 5.71) counterclockwise for the number of turns
indicated on the installation drawing divided by two (Fig. 5.74).
5 Mark the position of the internal limiter with a mark perpendicular to the position of the
engine.
6 Tighten nut (H) while you simultaneously lock the position of the internal limiter with a
wrench. The tightening torque for the internal limiter is:
• Type T35/60: 120 Nm
• Type T50/90: 400 Nm
7 Mount the protection cap (I).
Checking the load distribution over each mount

Required staff
One service man
Procedure
For each mount, the slack of the internal limiter must be set correctly.
1 Check with a caliper longitudinal along the installation at positions TB1 and TB2 the load
over each individual mount (Fig. 5.75). Measure the distance (TB) between the top casting (A,
Fig. 5.71) and base casting (B, Fig. 5.71) (Fig. 5.76).
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++
Fig. 5.75 Position to measure TB values Fig. 5.76 Measuring TB value

2 Check for each mount if all measured TB-values exceed the minimal TB-value in the table
below:
Type Compound TB Unloaded Max. deflection TB minimum
T35 45 33,3 ± 0,7 mm 17,0 mm 16,3 mm
55 33,3 ± 0,7 mm 17,0 mm 16,3 mm
65 33,3 ± 0,7 mm 16,0 mm 17,3 mm
T60 45 33,3 ± 0,7 mm 17,0 mm 16,3 mm
50 33,3 ± 0,7 mm 17,0 mm 16,3 mm
55 33,3 ± 0,7 mm 16,0 mm 17,3 mm
60 33,3 ± 0,7 mm 15,0 mm 18,3 mm
65 33,3 ± 0,7 mm 14,0 mm 19,3 mm
70 33,3 ± 0,7 mm 14,0 mm 19,3 mm
T50 45 51,5 ± 0,75mm 24,0 mm 27,5 mm
55 51,5 ± 0,75mm 22,0 mm 29,5 mm
65 51,5 ± 0,75mm 20,0 mm 31,5 mm
T90 45 51,5 ± 0,75mm 23,0 mm 28,5 mm
50 51,5 ± 0,75mm 21,0 mm 30,5 mm
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Type Compound TB Unloaded Max. deflection TB minimum

55 51,5 ± 0,75mm 19,0 mm 32,5 mm
60 51,5 ± 0,75mm 18,0 mm 33,5 mm
65 51,5 ± 0,75mm 17,0 mm 34,5 mm
3 Check for each mount if the TB1-TB2 deviation is less than the value in the table below:
Max. deviation TB Type T35/60 Type T50/90
TB1 – TB2 1,6 mm 1,5 mm
TB3- TB4
TB2 – TB3 0,5 mm 0,6 mm

TB1- TB4
TB1 – TB3 1,2 mm 1,7 mm

TB2- TB4
4 Replace the rubber element if necessary as described in procedure “Chapter

150767051977210.1059029512.0 Replacing the rubber element” (page 83).
Replacing the rubber element

Required staff
One service man
Procedure for demounting the flexible support
1 Mount the pre-tension bolts with nuts (J, K, L, Fig. 5.71) on the damper and cling the top
casting (A, Fig. 5.71) between the nuts (K, L). Be careful not to change the TB-values of the
damper.
2 Remove the protection cap (I) and nut (H) with washer (G) (Fig. 5.71). Lock with a wrench the
position of the internal limiter (C1 and C2, Fig. 5.71) while loosening nut (H).
3 Support the installation with a jack next to the flexible support and create a space of
approximately 2 mm between the height adjust bolt (F, Fig. 5.71) and the bottom of the
installation.
4 Mark the position of the base casting (B, Fig. 5.71) relative to the intermediate plate and
remove the mounting (jacking) bolts of the intermediate plate.
5 Turn with a wrench the internal limiter (C1 and C2, Fig. 5.71) counterclockwise (Fig. 5.74) to
remove the top part of the internal limiter (C1) from the lower part (C2).
6 Remove the flexible support sideways from the installation.
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Procedure for replacing the rubber element

7 Check the screw thread on the top part of the internal limiter (C1, Fig. 5.71) for dirt and
damages. If the condition of the screw thread is too bad, replace the internal limiter.
8 Turn the top part of the internal limiter (C1, Fig. 5.71) clockwise (Fig. 5.74) in the lower part
(C2) till the top part is fixed.
9 Turn with a wrench the complete internal limiter (C1 and C2, Fig. 5.71) clockwise (Fig. 5.74)
till you can reach the buffer at the bottom.
10 Loosen the connection between the top part and the bottom part of the internal limiter (C1 and
C2).
11 Remove (C1) and (C2) counterclockwise from the top and base casting (A and B, Fig. 5.71).
12 Measure and record the TB-values.
13 Use a press to remove the pre-tension bolts with nuts (J, K, L, Fig. 5.71).
14 Loosen the pressure of the press slowly untill the base casting (A) is unloaded.
15 Remove the press and the top casting (A) and base casting (B) from the rubber element (D,
Fig. 5.71).
Procedure for assembling the flexible support
16 Check the status all components before reuse and replace them if necessary.
17 Place by hand a rubber bushing (E, Fig. 5.71) in the base casting (B, Fig. 5.71).
18 Place the rubber element (D, Fig. 5.71) on the conical part of base casting (B).
19 Place top casting (A, Fig. 5.71) on rubber element (D) and align the mounting slots with the
mounting holes in the base casting (B).
20 Mount the pre-tension bolts with nuts (J, K, L, Fig. 5.71). At least 15 mm slack must be
present between top casting (A) and nut (L).
21 Use a press to compact the assembly to the TB-values recorded in the procedure ‘Replacing
the rubber element’.
22 Tighten the pre-tension bolts with nuts (J, K, L) and remove the press.
23 Measure the TB-values and adjust, if necessary, the TB-values using the pre-tension bolts
with nuts (J, K, L).
24 Lock the position of the top casting (A) with nut (L).
25 Mount the lower part of the internal limiter (C2) mounted in height adjust bolt (F, Fig. 5.71)
in top casting (A). Turn the part (C1) in top casting (A) till the buffer touches the base casting
(B).
26 Mount the flexible support as described in the installation manual.
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General directives
Checking the condition of the flexible supports for landbased applications

Overview
Checking the condition of the flexible supports includes:
1 Visual inspection (page 85)
2 Replacing the flexible support (page 85)
Visual inspection
Required staff
One service man
Procedure
1 Check the elastic support for oil contaminations and signs of excessive wear: hardened
rubber, cracks… Any bent or cracked metal parts should be closely examined to see if the
rubber section is not trapped and there are no sharp edges in contact with the free rubber
surface.
2 Fixing bolts should be checked for tightness and signs of degradation e.g. cracks.
3 Check if the installation is free to move on the mounts. No obstructions should be traceable
between the mounts foundation and the suspended machinery.
4 Measure the loaded height. If the deflection exceeds 20 mm, the support must be replaced.
The elastic support should also be replaced when:
• the rubber element has become soft due to contamination
• the rubber element has cracks and tears in the surface
• vibration issues start to appear
Replacing the flexible support

1 Shut down the engine. To speed up removal of the mounts the holding down bolts could be
worked prior to shutting down. This should ensure quick and easy bolt release.
2 Place below the frame a jack near the support you want to remove.
3 Lift the engine with the jack sufficiently (approx. 5 mm greater than the static deflection) so
you can slide out the support. Take care that the drive line is still aligned.
4 Slide the new support below the frame.
5 Mount the holding down bolts.
6 Check the static deflection and alignment of the support. Adjust the support position e.g.
with shims, if necessary.
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4.10 CLEANING THE EXPANSION TANK

The interval for cleaning the expansion tank is 24.000 hours (Mark: O2-24). This interval should be
shortened if dust or other contaminations can enter the expansion tank.
Proceed as follows to clean the tank:
1 Empty the tank and dispose of the wastewater in agreement with al local regulations.
2 Fill the expansion tank with a water/cleaning agent solution.
3 Empty the expansion tank.
4 Fill the expansion tank to the required water level.
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5 TIGHTENING METHODS
The specific tightening methods for mounting cylinder head bolts, connecting rod bolts, main
bearing studs… are to be followed as stated in the maintenance manual of the engine.
6 RUNNING-IN PROGRAM
After the overhaul O3 (refer to the maintenance manual for further details) or when piston(s),
piston rings and/or cylinder liner(s) have been renewed, a running-in program must be followed.
• With partial and full load, the values of temperatures, pressure and consumption must be
compared with the engine test sheet.
• According to the possibilities of the installation; different types of running-in programs are
indicated below.
It is advisable to examine the state of the cylinder liners with an endoscope upon the
conclusion of the running-in program.
If it is required to compare the exhaust temperatures with the test-sheet, then the
ambient temperature must be taken into account.
For DZC-engines, an increase of 1 °C in the ambient results in a higher exhaust
temperature of approx. 2 °C, while a rise of 1 °C of the cooling water temperature at
the inlet to the air cooler results in a higher exhaust temperature of approx. 1 °C.
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6.1 MARINE PROPULSION ENGINES WITH FIXED PROPELLERS

Nominal speed 720/750 rpm 900 rpm 1000 rpm
% Time % Time Rpm % Time
rpm rpm
load min. load min. load min.
At idling 300 0 10’ 300/ 0 10’ 330 0 10’
330
Ship moored 400 ±18 30’ 450 ±15 30’ 500 ±15 30’
to the quay. As
soon as 500 ±35 30’ 560 ±30 30’ 610 ±30 30’
possible after
550 ±48 30’ 640 ±45 30’ 700 ±42 30’
starting but
load on engine 590 ±60 30’ 700 ±58 30’ 770 ±68 30’
by engaging
the propeller. 620 ±70 30’ 750 ±72 30’ 825 ±70 30’
650 ±85 120’ 790 ±85 120’ 870 ±83 120’
Note engine figures, inspect and adjust if required
Go on by 700 ±81 30’ 840 ±81 30’ 930 ±81 30’

running-in ship
already at free 720 ±188 30’ 870 ±90 30’ 970 ±91 30’
running at sea.
750 ±100 120’ 900 ±100 120’ 1000 ±100 120’
OPERATING MANUAL
Ed. 8 – 24/06/2021 – EN
General directives
6.2 STATIONARY ENGINES – DIESEL GENSETS

Nominal 1000 rpm
720/750 rpm 900 rpm
speed
% Time % Time Rpm % Time
rpm rpm
load min. load min. load min.
±400 0 10’ ±400 0 10’ ±400 0 10’
Gradually increase speed to nominal within 15’ approx.
720/ 25 30’ 900 25 30’ 1000 25 30’

750
“ 40 30’ “ 40 30’ “ 40 30’
“ 55 30’ “ 55 30’ “ 55 30’
“ 65 30’ “ 65 30’ “ 65 30’
“ 75 30’ “ 75 30’ “ 75 30’
“ 85 30’ “ 85 30’ “ 85 30’
“ 92 30’ “ 92 30’ “ 92 30’
“ 100 120’ “ 100 120’ “ 100 120’
Note engine figures, inspect and adjust if required.
OPERATING MANUAL
Ed. 8 – 24/06/2021 – EN
General directives
This page is left blank intentionally.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
CHAPTER 6
ENGINE FAULTS
File: B33_106_dd2015_07_15_Ed006_EN_Engine_faults ABC owns the copyright of this document. It shall not be copied or
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
CONTENTS
1 INTRODUCTION ...................................................................................................................................................... 3
1.1 Tracing and correcting engine faults..........................................................................................................3
1.2 Emergency state ................................................................................................................................................3
2 TRACE AND CORRECT ENGINE FAULTS ...................................................................................................................... 4
2.1 Difficulties before starting the engine .......................................................................................................5
2.2 Difficulties when starting the engine .........................................................................................................8
2.3 Difficulties during operation ...................................................................................................................... 12
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
1 INTRODUCTION
1.1 TRACING AND CORRECTING ENGINE FAULTS

When certain problems occur, in particular at start-up or immediately afterwards, check with the
manual that all operations have been correctly carried out. Do not carry out any thoughtless tests
and only put the engine back into operation when the cause of the fault has been found and
corrected.
A maintenance manual can be obtained from ABC at certain conditions, contact us if necessary.
If necessary, please consult the maintenance manual for all dismantling and assembly necessary to
trace and correct faults.
1.2 EMERGENCY STATE

Should the cooling circuit, lubricating oil circuit or the turbo charger break down, switch over to
the emergency state, if the engine is equipped for this (with emergency cooling circuit, emergency
lubricating circuit, fixed rotor of turbo charger, see chapter “Service and supervision of the engine
at service.)
This state may of course only be maintained temporarily and, if operating conditions permit, the
engine should be stopped and the necessary repairs carried out to restore the original state.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2 TRACE AND CORRECT ENGINE FAULTS
The engine faults have been divided over these principal groups:
 Difficulties before starting the engine
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
 Difficulties when starting the engine

 Difficulties during operation
2.1 DIFFICULTIES BEFORE STARTING THE ENGINE

2.1.1 Engine cannot be turned over
Caused by Solutions
Closed blow-off valves Open the closed blow-off valves.
Foreign object obstructing Check for internal or external obstructions, such as wedges,
movement wooden beams, rags, etc.
A jammed engine-driven Trace the cause of jamming depending on the type of

machine machine.
A mechanical fault: Replace the damaged parts by new ones.
 Seized piston
 Melted main or con-rod
bearing
 Broken gears for
distribution or pump
drive
 Valve problem (seized
or broken valves, or
incorrect timing)
 Injection pump piston
seized
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.1.2 Water leaks from blow-off valves
Caused by Solutions
Rain water Check whether there is water in the turbo-compressor by
removing a plug underneath in the outlet chamber.
When the engine is at standstill for long periods, we
recommend unplugging the outlet tube.
Water from the engine circuit.

In this case, water level in
expansion chamber has
dropped, which can be caused
by:
 Cracked cylinder head Trace which cylinder head is affected and perform hydraulic
test (see maintenance manual, chapter “Cylinder head”). If
necessary, replace the damaged part
 Outlet chamber of  Trace external leakages.

turbo-compressor  Trace internal leaks by removing a plug underneath
cracked or leaking the outlet chamber.
plugs
 If necessary, replace the damaged part.
A crack in the cylinder liner Trace and replace the part that is affected.
2.1.3 External water leaks
Caused by Solutions
Water from under a cylinder
head caused by a leaky cylinder
liner:
 Steel packing ring not Replace the damaged part.

tight.
(See maintenance manual, chapter “Cylinder head” and
 Collar of cylinder liner “Cylinder block”)
broken off.
 Rubber gasket leaking.
A leak at the air cooler’s
indicator hole:
 Cracked cylinder head.  Replace the damaged part.

 Leaky tube stack of air  Trace with hydraulic test and fix the leak.
cooler. (See maintenance manual, chapter “Cylinder head” and
“Coolers”)
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
Caused by Solutions
A leak at the covers of the Remove cylinder head and replace leaky gaskets.
cleaning openings
A leak at the gaskets of the  Repair pump.

seawater pump  Fit new packing rings.
 Replace or switch over to emergency cooling.
(See maintenance manual, chapter “Engine driven pumps”)
A leak in the LT or HT-water  Repair pump.

pump; water leaks from the  Fit new packing rings.
indicator hole.
 Replace or switch over to emergency cooling.
2.1.4 Water in oil
You can trace this by testing the water contents in the oil.
Caused by Solutions
A water leak in cylinder head 1 Check seal of plugs on cylinder head, where necessary
replace gaskets
2 Perform a hydraulic test on the cylinder head.
(See maintenance manual, chapter “Cylinder head”)
A leak at the oil cooler 1 Check oil cooler.

2 Perform a hydraulic test.
A water leak at the liners Trace and replace leaky O-rings.

(See maintenance manual, chapter “Cylinder block”)
The cylinder in which water is found is not necessarily the one which is faulty. The water
can also have entered into the cylinder via the outlet valve in the outlet manifold. For such
incidents where water can be found in the oil, the water contents in the oil must be
checked.
If the oil is seriously polluted with water, the oil filter element must be replaced, the
crankcase and the oil tank thoroughly cleaned and the oil circuit must be rinsed with clean
oil. One to two hours after running the engine, an oil sample must be taken to determine
the water contents again.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.2 DIFFICULTIES WHEN STARTING THE ENGINE
2.2.1 The engine does not start when starting operation is carried out
Pneumatic starting
Caused by Solutions
Closed starting air valve Open the starting air valve.
Low starting air pressure Top up the starting air cycle
Faulty automatic starting device

(if applicable):
 No power at electric  Check the power supply and/or test by manual

starting air valve. activation.
 Pneumatic starting
cylinder not working.
 Pressure reducer is  Set value should be 30/10 bars.
maladjusted
Electrical starting
Caused by Solutions
Insufficiently loaded batteries. Charge the batteries. Density acid should be ≥ 1.24 kg/m³.
Faulty starting relays Check the relays.
Release of the built-in thermal Wait until it cools down.

safety on starter (high
temperature due to numerous
starts)
No voltage on the starter due to Check connections, clamps and cables on interruption.
bad connection or interruption
of the starting cables
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.2.2 Engine turns but does not start
Caused by Solutions
Control rod of fuel pumps set to  Check the free movement of operating shaft in
zero bearings.
 Check for jamming of the control rods.
 Check whether "Load Limit" of hydraulic governor is
not set to zero. Set to 10.
 Check linkage between governor and operating shaft.
May be loose or incorrectly connected.
No fuel reaching the fuel Check fuel circuit thoroughly:
pumps
 Are the valves closed?
 Is the daily tank full?
 Are the filters not closed?
 Has air been bled properly from the circuit?
No fuel reaching the injectors Check fuel pump and discharge valve.
(See maintenance manual, chapter “Injection system”)
Unsuitable fuel See table of suitable fuels. (See operating manual, chapter
“Drive unit” and “Cylinder block”)
A lack of compression  Where possible, measure compression pressure

(should be > 20 bars).
 Check for jammed piston rings.
 Check for leaky valves.
 Check for worn liners and/or piston rings.
(See maintenance manual, chapters “Drive unit” and “Cylinder
block”)
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.2.3 Engine starts but runs irregularly
Caused by Solutions
Air in the hydraulic governor 1 Bleed air.
2 Where necessary, top up oil.
Air in the fuel circuit 1 Stop engine.
2 Bleed air from whole circuit.
Water in the fuel 1 Drain off water from daily tank and filters.
2 Change filter elements.
3 Rinse circuit with clean fuel.
If this problem occurs frequently, we advise placing a water
separating filter in the installation.
Dirty nozzles which cause a Test nozzles, clean and, if necessary, replace them.
poor spray pattern
Maladjusted fuel pumps  Check graduation of control rods: should be same

value within an acceptable deviation of 1 mm.
 Measure combustion pressure at idling speed.
Maximum acceptable difference is 4 bars. If more,
adjust the quantity of fuel by displacing control rods.
A lack of compression  Where possible, measure compression pressure
(>20 bars).
 Check that piston rings are not jammed.
 Check for leaky valves or worn liners and piston
rings.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.2.4 Engine starts but stops again
Caused by Solutions
Obstructed fuel supply Check complete fuel circuit:
 Are any valves closed?
 Is the daily tank still topped up?
 Has the circuit been bled properly?
Operation of electric oil  See points on mechanical oil pressure safety device.
pressure safety device  Check whether the electrical circuit is in order, to
exclude wrong operation. If necessary, test oil
pressure safety device.
 If necessary, switch over to emergency lubrication oil
circuit.
Mechanical oil pressure-safety  If there is a valve on the oil tank, check whether it is
device works with lack of oil open. (A valve on this place is not advised).
pressure:  Check the oil level.
Faulty lubrication oil pump.  Fill oil circuit hand pump.
 Check lube-oil pump is not aspirating air.
 Where necessary switch over to emergency
lubrication oil circuit.
Operation of overspeed device  If operation had taken place below the overspeed
rate, check whether the electrical circuit is in order.
 If operation had taken place at overspeed, see
Overspeed (page 21).
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3 DIFFICULTIES DURING OPERATION

2.3.1 Noises
Originating from the combustion

Caused by Solutions
Leaking cylinder head gasket Replace the gasket.
Leaking gasket at cylinder head Replace the gasket.

and outlet pipe
Leaking safety valve 1 Dismount the valve and disassemble it.

2 Check the valve. If it is not damaged, re-assemble it.
Too much pre-ignition 1 Check the timing, or measure combustion pressure
under load.
2 Correct by adjusting the timing.
Originating from mechanical causes

From Solutions
Ticking valves Adjust the valve clearance.
Gearwheels  Check gearwheel clearance distribution gearwheels,

and where necessary adjust.
 Check gearwheels pump drive.
 Check operation of vibration damper.
Valve or rocker arm STOP ENGINE AT ONCE.
The engine may only be put back into service when the cause
has been found and corrected.
Any other undetermined, Thoroughly examine the following items:

sudden mechanical noise
 Drive mechanism
 Broken distribution
 Pump drive
 Valve mechanism
 Turbo-compressor
Gearwheels damaged Replace damaged parts.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3.2 Smoke production
Black smoke
Caused by Solutions
Overload Reduce the load and trace the cause.
Poor fuel injection Check the nozzles and clean, adjust or replace them.
Dirty air filter Clean the air filters.
Dirty turbo-compressor  Check whether the turbo-compressor goes on

running after the engine stops.
 Clean the dirty compressor.
Delayed beginning of the Measure the timing and correct where necessary.
injection
Blueish-white smoke
With a cold external air temperature and cold engine, the development of bluish-white smoke is
normal shortly after starting. As the load and the temperature of the engine increase, the
production of smoke will disappear.
Caused by Solutions
Maladjusted fuel pumps  Check graduation of control rods. It should be the
same value within an acceptable deviation of 1 mm.
 Measure combustion pressure at idling speed.
 Maximum acceptable difference is 4 bars. If more,
adjust quantity of fuel by displacing control rod.
A lack of compression  Where possible measure compression pressure
(>20 bars).
 Check for jammed piston rings.
 Check for leaky valves.
 Check for worn liners and/or piston rings.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
Sudden production of large amounts of smoke from crankcase breather
STOP ENGINE IMMEDIATELY. ONLY OPEN CRANKCASE DOORS AFTER A MINIMUM OF 10 MINUTES AFTER
ENGINE STANDSTILL!
1 10 min. after stopping engine, test the temperature of the surfaces of the drive mechanism
and bearings with a surface thermometer. In particular, measure the temperatures of the
pistons and liners, piston pin, drive rod bearings and main bearings (normal temperature 75
to 80 °C). The change in color of a particular part can also be an indication.
2 Open crankcase doors.
3 For any increase in temperature or change in color, disassemble that part and investigate.
4 Only put the engine back into service when the cause has been found and remedied.
Caused by Solutions
Seized piston To recognize a seized piston, put it at T.D.C. and check
whether there are any traces of jamming visible on the liner.
If so, replace piston, rings and liner.
Seized bearing For a seized bearing it will in many cases not be possible to
turn the engine. A seized bearing can be recognized by
melted bearing material or change in color of the bearing
caps.
Check crankshaft for damage, replace bearing after everything
is geometrically checked and approved.
Stuck piston rings When there is no damage to the pistons or bearing it may be
that the rings are stuck in their grooves.
1 Measure the compression pressure (> 20 bars).
2 Undo pistons, release piston rings and replace where
necessary.
3 Check whether a suitable lubrication oil has being
used.
4 Clean ring grooves.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3.3 Engine stops
General
Caused by Solutions
Lack of fuel  Perform a full check of fuel supply.
 Check whether the daily tank is still topped up.
Water in the fuel 1 Drain off water from daily tank and filters.
2 Replace filter elements.
3 Rinse circuit with clean fuel.
Mechanical or electric oil  Check oil level in oil tank.
pressure safety device has  Fill circuit with hand pump.
operated with lack of oil
pressure.  Check that oil pump is not aspirating air.
 Check for faulty lubrication oil pump.
 Where necessary switch over to emergency
lubrication oil circuit.
Operation of overspeed safety  If operation had taken place below the overspeed
device. rate: check whether the electrical circuit is
performing as expected.
 If operation had taken place at overspeed, see
Overspeed (page 21).
A fault on hydraulic governor  Check oil level and top up if necessary.
 Check drive to the governor.
Specific circumstances
Engine stops when Solutions
Changing speed:
 Engine may not be up  Check control rods of fuel pumps and/or operating
to temperature shaft for jamming.
(sluggish reaction).
 Idling speed may fall  Measure number of revolutions and if necessary

too low so that engine adjust.
does not pull or oil
pressure safety devices
operate.
 Hydraulic governor is  Check the oil level and oil viscosity. Bleed the oil.
not working or reacts
too sluggishly (cold oil?
oil viscosity?)
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
Engine stops when Solutions

Changing load: Check control rods & operating shaft for jams.
 Overspeed rate is
exceeded.
 Hydraulic governor is
not working.
 The load exerted is
excessive.
The piston seizes. 1 To recognize a seized piston, put it at T.D.C. and check
whether any signs of seizure are visible on the liner.
2 Replace piston, rings and liner.
3 Follow running in program.
The bearing seizes. For a seized bearing in many cases it will not be possible to
turn the engine. A seized bearing will be recognized by
molten bearing material or by discolored bearing heads.
Check crankshaft for damage, replace bearing after
geometrical control.
The oil pump jams. Noticed by lack of oil pressure - discolored body of oil pump.
 Replace oil pump. Thoroughly check drive
(gearwheels).
 Switch over to emergency lubrication oil circuit.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3.4 Engine does not maintain a constant speed
Symptoms Solutions
It changes speed (pumping): Check whether load is constant.
 Fault in hydraulic For parallel operating electric generating sets, this may be a
governor. resonance phenomenon: In this case please contact ABC
 Irregular fuel supply. factory.
It reduces speed.  Check that fuel supply is not obstructed (dirty filters).
 Check that all cylinders are working. If they aren’t,
there is a leak at fuel pump, nozzle or injection line.
Seal the leak.
 Check whether the valve mechanism is working
(broken valve or rocker arm support).
 If all pumps are in the stop position and no anomaly
can be detected, the reduction in speed is
attributable to overload. In that case, reduce the
load.
There is a faulty supercharge  Check that air filter and/or turbo-compressor are not
(reduced charge-air pressure). dirty. If they are, clean affected parts.
 Check that air cooling functions normally. If it
doesn’t, the air cooler may be dirty and need
cleaning.
 Check for air leaks in the turbo-compressor, air
cooler, air manifold and cylinder heads, and at the
connections (gaskets) of these parts.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3.5 Outlet temperatures
Decrease in outlet temperature

Caused by Solutions
Faulty meter Check the meter and replace it, if necessary.
Faulty injection Test the nozzle and replace is, if necessary.
Faulty fuel supply  Check the complete fuel circuit.

 Check for leaks at the fuel pump, nozzle and
injection. Then seal them.
Increase in outlet temperature

Caused by Solutions
Overload Reduce load and investigate cause of overload.
Delayed beginning of the Measure BI and correct if necessary.

injection
Maladjusted fuel pumps  Check graduation of control rods. It should be same

within an acceptable deviation of 1 mm.
 Where necessary, adjust and measure combustion
pressures at idling speed. Maximum acceptable
difference is 4 bars.
Obstructed air supply  Clean air filter.
 Clean turbo-compressor.
Faulty air cooling: In case of a dirty air cooler, clean the cooler.
 Water flow rate in LT

circuit too low.
Obstructed outlet Ensure that there is a free passage for the exhaust gases.
Leaky valves Remove cylinder heads, scour or grind valves.

 Inlet: air temperature
increase in air manifold
 Outlet: blow through
gases
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3.6 Faulty lubricating oil circuit
Decrease in oil pressure

Caused by Solutions
Faulty pressure gauge STOP THE ENGINE IMMEDIATELY.
Check pressure gauge and its connections. A sudden drop of
the oil pressure may also indicate a melted bearing.
Dirty oil filter Check the state of fouling indicator and if necessary replace
the elements.
Maladjusted or jammed oil  Adjust spring tension with adjusting screw.

pressure regulating valve stuck  Undo valve and remove traces of jamming.
in open position
Oil pump aspirating air Check oil circuit, examine connections and gaskets.
Fault in oil pump or drive 1 Check oil pump and drive, replace faulty parts.
2 If device is present, switch over to emergency
lubrication circuit.
Low oil level Check oil level and top up oil.
Leak or broken line Investigate and correct fault.
Increase in oil pressure

Caused by Solutions
Maladjusted oil pressure Adjust spring tension with adjusting screw.
regulating valve
Valve jammed in closed Undo valve and remove traces of jamming.

position
Blocked line Trace and remove the blockage.
Oil temperature too high

Caused by Solutions
Thermostatic valve Check valve. If necessary, replace element.
Lack of cooling Clean oil cooler.
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3.7 Fault in cooling circuit
HT-temperature too high

Caused by Solutions
Thermostatic valve Check operation of the valve. If necessary replace element.
Lack of cooling due to  Clean water cooler, if applicable.

insufficient water flow rate  Clean seawater filters, if applicable.
Insufficient or non-existent  Check water pump. Where necessary clean the

water flow blower and replace the diffusor.
 The pump pack can also leak seriously. Place new
packing.
 Where necessary must be switched over to
emergency cooling (where fitted).
OPERATION MANUAL
Ed. 6 - 15/07/2015 – EN
Engine faults
2.3.8 Miscellaneous faults
General
Caused by Solutions
Injection tube becoming hot  Check for possible air entrance and seal that point.
due to air in fuel  Check the fuel filter.
Overspeed
If the electrical circuit functions, the overspeed safety device may operate because of overspeed.
Caused by Solutions
Linkage between governor and This linkage can have come loose. Re-attach it.
operating shaft
Non-functioning of the Check governor to see that it still reacts to speed changes.
hydraulic governor
Always ensure you have your hand on the stop lever or pump
control rod, so that the fuel can be cut off.
Damaged drive of the governor If the governor is no longer driven, it moves the fuel racks to
full injection. Check drive regularly and replace if damaged.
Regulator not reacting quickly This occurs at start-up when set (with pre-set speed) is
enough running at full speed.
Example: When cold, this can occur because the regulator
does not react quickly enough.
1 Turn back speed setting a little before starting (if the
installation permits it).
2 After discussion with the factory, set the overspeed
value to another, factory-recommended value.

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B33

Anglo Belgian Corporation

This edition supersedes any previous editions of this document.

ALL RIGHTS RESERVED

GENERAL SAFETY GUIDELINES Ed. 7

GENERAL 6-8 DZC Ed. 11

GENERAL 12-16 DZC Ed. 9

Chapter 1 : FUEL – LUBRICATING OIL – COOLING WATER Ed. 7

Chapter 2 : START-UP OF ENGINE AFTER ASSEMBLY

Chapter 3 : NORMAL USE OF THE ENGINE Ed. 6

Chapter 4 : SERVICE AND SUPERVISION OF

Chapter 5 : GENERAL DIRECTIVES Ed. 8

Chapter 6 : ENGINE FAULTS Ed. 6

GENERAL SAFETY GUIDELINES

1.1 PRELIMINARY REMARKS

1.2 MACHINE LIMITATIONS

The diesel engine is intended to be used as a prime motor for:

1.2.2 Possible improper use

 Air intake temperatures

1.2.4 Installation, operation and maintenance

The operation and maintenance must be executed as described in the:

1.3 RESIDUAL RISKS

1.3.3 Thermal risk

 Place the engine in an enclosed and sound-insulating space.

1.3.6 Hazardous materials and substances

1.4 ADDITIONS TO MANUALS

1.4.1 Installation prescriptions

1.4.2 Operating manual

1 Before every engine start:

1.4.3 Maintenance manual

 Closing shut-off valves on compressed air bottles

1.4.4 Putting out off service, dismantling and removal

2 IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH

2.1 GUIDELINES FOR OWNER, USER OR ENGINE ROOM STAFF

2.4 TOOLS, EQUIPMENT, CLOTHING AND METHODS TO USE THEM

2.7 MAINTENANCE/OVERHAUL, PRECAUTIONS TO BE TAKEN

Auxiliary systems include:

 Pre-lubrication and preheating.

This symbol indicates a note or a remark.

THIS SYMBOL INDICATES A WARNING.

GENERAL 6/8 DZC

1 DEFINITIONS AND TERMINOLOGY

1.1 ENGINE TYPE INDICATION

DZC Type of engine, 4 stroke, in line, supercharged engine with intercooler

1000 Engine speed in rpm

Code Number Pme (bar)

A Direction of rotation counter-clockwise as seen by an observer looking at

K Direction of rotation clockwise as seen by an observer looking at the

1.2 NUMBERING OF THE CYLINDERS

Ref. Sense of rotation

Fig. 0.1 Numbering of the cylinders

1.3 TABLE OF ABBREVIATIONS

BDC Bottom dead center

Con rod Connecting rod

PPE Personal protective equipment

rpm Revolutions per minute (rev/min)

TDC Top dead center

TKP Turbo side pump-side