Man D 2866 LE 401, D 2866 LE 402, D 2866 LE 403, D 2876 LE 403, D 2866 LE 405 Repair Manual

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Page 1

Page 2

Preface

This Repair Manual is designed to facilitate competent repair of the engines listed herein.

The pictures and relevant descriptions show typical work that may not always be applicable to the engine in hand, which nevertheless does not mean that they are not correct. In such cases the repair work is to be planned and carried out in a similar way.

The expert knowledge necessary for handling Diesel engines was taken for granted when this publication was compiled.

Any repair of components such as injection pump, alternator etc. ought to be left to our or the manufacturer’s service department.

MAN Nutzfahrzeuge Aktiengesellschaft Nuremberg Works

We reserve the right to make technical modifications in the course of further development.

 1999 MAN Nutzfahrzeuge Aktiengesellschaft Reprinting, copying or translation, even in the form of excerpts, is forbidden without the written permission of MAN. MAN expressly reserves all rights in accordance with the law on copyright.

MTDA / 05.99 51.99493-8428

Page 3

Safety instructions 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General information on the overhaul of engines 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Trouble shooting table 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine views, D 2866 LE401 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Schematic diagram of engine lubrication system 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Schematic diagram of fuel system 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Schematic diagram of cooling system 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel system

Checking and adjusting start of fuel delivery 23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing injection pump 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing fuel injectors 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Checking and repairing fuel injectors 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cleaning fuel prefilter 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Changing fuel filter cartridges 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cooling system

Draining and filling with coolant 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing thermostat 39 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing water pump 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing water pump 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing water pump 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and attaching expansion tank 45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing heat exchanger 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cleaning heat exchanger pipe set 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Raw water pump 49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page

Lubrication

Changing oil filter 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing oil cooler 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing oil pump 53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Oil spray nozzle 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Flywheel / Crankshaft seal

Removing and installing vibration damper, changing front crankshaft seal 58 . . . . . . .

Removing and installing flywheel, replacing gear ring 62 . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing crankshaft seal (flywheel end) 64 . . . . . . . . . . . . . . . . . . . . . . .

Exchanging bearing race 65 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Crankshaft seals 66 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Intake / exhaust system

Removing and installing intake manifold 67 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Turbocharger, trouble shooting 70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Checking the charge-air pressure 72 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing turbocharger 73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Checking axial and radial play of turbocharger rotor shaft 75 . . . . . . . . . . . . . . . . . . . . .

Exchanging waste gate 76 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing intercooler 77 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page 4

Contents

Cylinder head

Removing and installing cylinder head 79 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Setting valve clearance 84 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Disassembling and assembling rocker arms 86 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing valves 87 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing valve guides 90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Replacing valve seat insert 91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Reworking valve seat 93 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Refacing valves 96 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Checking compression 97 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Valve timing

Removing and installing timing case 98 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing camshaft, exchanging camshaft bearing 99 . . . . . . . . . . . . . .

Checking valve timing 101. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Crankgear, pistons

Removing and installing crankshaft 102. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing piston with connecting rod 105. . . . . . . . . . . . . . . . . . . . . . . . . . .

Detaching piston from and attaching to connecting rod

checking - changing connecting rod 108. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing, installing and changing piston rings 110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Replacing cylinder liners 112 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Measuring piston protrusion 115 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing and installing starter 116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

V-belts 117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Coolant level probe 119 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Attachments

Special tools 124. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Index 135. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page 5

Safety instructions

General information

This brief overview summarises important instructions and is structured into areas of main concern in order to impart the knowledge necessary to prevent accidents involving injury to persons, damage to the engine or other property and harm to the environment. Additional notes are included in the operator’s manual for the engine.

Important: If despite all safety precautions an accident occurs as a result of contact with caustic acids, penetration of fuel into the skin, scalding with hot oil, anti-freeze splashes into the eyes etc, consult a doc-

tor immediately!

1. Instructions for preventing accidents with injury to persons

Checks, setting jobs and repair work must be carried out by authorised skilled personnel only.

D When carrying out maintenance and repair work, ensure that the engine cannot be ac-

cidentally started from the bridge by unauthorised persons.

D The engine must be started and operated by authorised personnel only. D When the engine is running, do not get too close to revolving components. Wear tight-

fitting working clothes.

D Do not touch hot engine with bare hands: risk of burning yourself.

D Keep engine vicinity, ladder and steps free of oil and grease. Accidents resulting from

slipping may have serious consequences.

D Work only with tools that are in good condition. Worn spanners slip: risk of injuries. D Persons must not stand under an engine suspended from a crane hook. Keep lifting

gear in good order.

D Open coolant circuit only after the engine has cooled down. If opening the coolant cir-

cuit while the engine is hot is unavoidable, observe the instructions in the chapter ”Maintenance and care” in the Operator’s Manual.

D Neither retighten nor open pressurised pipelines and hoses (lube oil circuit, coolant cir-

cuit and downstream hydraulic oil circuit if fitted): risk of injuries resulting from emerging fluids.

Page 6

Safety instructions

D When checking the injection nozzles, do not hold your hands in the fuel jet. Do not in-

hale fuel mist.

D When working on the electrical system, unplug earth cable from battery first and recon-

nect it last to avoid short-circuits.

D Observe the manufacturer ’s instructions for handling batteries.

Caution: Battery acid is toxic and caustic. Battery gases are explosive.

D When carrying out welding work, observe the ”Information sheets for welders”.

Page 7

Safety instructions

2. Instructions for preventing damage to the engine and premature wear

D Prior to repairing the engine, clean it thoroughly. Ensure that dirt, sand or foreign matter will

not get into the engine during repair work.

D In the event of operational faults immediately identy the cause and rectify to prevent more serious dam-

age.

D Always use genuine MAN parts only. Installation of ”equally” good parts from other suppliers may cause

severe damage for which the workshop carrying out the work is responsible.

D Never operate the engine while it is dry, i.e. without lubricant or coolant.

Use a suitable label to mark engines not ready for operation.

D Only use operating materials (fuel, engine oil, antifreeze and anticorrosion agents) approved by MAN.

Ensure that everything is kept clean. Diesel fuel must be free of water.

D Do not fill up with engine oil above the max. notch on the dipstick. Do not exceed the engine’s

maximum permissible operating inclination.

Non–compliance with these instructions may cause severe engine damage.

D Control and monitoring devices (charge check, oil pressure, coolant temperature) must work faultlessly.

D Observe the instructions for operating the alternator; see chapter ”Commissioning and operation” in the

Operator’s Manual.

3. Instructions for preventing environmental damage

Engine oil and filter cartridges and elements, fuel/fuel filters

D Take old oil to an old oil disposal point only.

D Ensure without fail that oil and Diesel fuel will not get into the sewerage system or the ground.

Caution:

Danger of contaminating potable water!

D Treat filter elements and cartridges as special waste.

Coolant

D Treat undiluted anticorrosion and/or antifreeze agents as special waste.

D The regulations of the relevant local authorities are to be observed for the disposal of spent coolants.

Page 8

Safety instructions

4. Instructions for handling used engine oil *

Prolonged or repeated contact of any kind of engine oil with the skin causes the skin to degrease, which may result in dryness, irritation or inflammation. Old engine oil also contains hazardous substances which in animal experiments have caused skin cancer. Handling old engine oil does not pose any health hazard if the basic safety and hygiene related regulations are observed.

Health and safety regulations:

D Avoid prolonged, excessive or repeated contact of old engine oil with the skin. D Use a suitable skin protection agent or wear protective gloves. D Clean the skin that has been in contact with engine oil.

– Wash yourself thoroughly with soap and water. A nailbrush is an effective aid. – Special hand cleaning agents facilitate cleaning soiled hands. – Do not use petrol, Diesel fuel, gas oil, fluxes or solvents as cleaning agents.

D After washing apply moisturising handcream to your skin. D Change oil-soaked clothes and shoes. D Do not put any oil-soaked cloths into pockets.

Pay meticulous attention to the proper disposal of old engine oil.

– Old oil is a water hazard –

Therefore, do not pour any old oil into the ground, the drains or the sewerage system. Any violation of this rule is punishable.

Collect and dispose of old engine oil properly. For information concerning collection points, contact seller, supplier or the local authorities.

∗ Based on the ”Merkblatt für den Umgang mit gebrauchtem Motorenöl”

(Notes on how to handle old engine oil).

Page 9

General information on the overhaul of engines

Very different factors have an influence on the life expectancy of an engine. For this reason it is not possible to give certain predetermined numbers of operating hours for basic overhauls.

Regular interim inspections and overhauls frequently carried out on large engines (e.g. on those from MAN Augsburg) are generally not necessary on MAN Diesel engines from the MAN Nuremberg works.

In our opinion, opening an engine or carrying out a basic overhaul is not appropriate as long as the engine achieves good compression values and the following operating values measured and recorded and have not changed significantly since commissioning:

D Charge-air pressure D Exhaust-gas temperature D Coolant and lube-oil temperature D Oil pressure and oil consumption D Formation of smoke

The following criteria have a major influence on the life expectancy of an engine:

D Correct output setting according to the type of operation. D Expert installation in accordance with the installation instructions. D Inspection of the installation by authorized personnel. D Regular maintenance as per maintenance plan D Selection and quality of lube oil, fuel and coolant as specified in the publication

”Fuels, Lubricants, Coolants for Industrial and Marine Diesel Engines”.

Page 10

Trouble shooting table

Faults and possible causes

We recommend

Repair work is to be considered complete only after the damage which has occurred and the possible causes have been eliminated. Ascertaining the causes of damage is frequently more difficult than eliminating the damage caused. For this reason we recommend you have the operational fault exactly described to you before removal or disassembly work is commenced. Then, track down the probable causes by asking specific questions, examining and eliminating these causes one by one with the aid of the table and your own experience. This helps to reduce repairs to those necessary and counter complaints about ”premature” exchange of parts and expensive working and downtimes.

Remark:

The subsequent list is meant to be a memory aid so that no causes of damage will be overlooked in the elimination of faults. The precondition for this, however, is that you are familiar with the Repair Manual for the engine and the relevant Operating Instructions as well as the publication ”Fuels, Lubricants, Coolants for Industrial and Marine Diesel Engines”.

Page 11

Trouble shooting table

Fault Probable cause

Starter does not crank the engine or only too slowly

Engine does not start D Fuel tank empty

Engine does not start while cold

Engine does not run smoothly, and stops

D Battery main switch in ”off” position D Batteries flat D Crankgear blocks D Battery cable connections loose or cor-

roded

D Starter electromagnetic switch sticking

(clicks)

D Cable connection from ignition lock to

starter electromagnetic switch is loose or interrupted

D Starter electromagnetic switch faulty D Starter defective (carbon brushes loose,

winding faulty, short-circuit to earth)

D Engine oil viscosity not suitable D Starter interlock relay defective

D Fuel valve shut D Cut-off solenoid in “STOP” position D Air in fuel system D Fuel lines leaky, ruptured, clogged D Fuel filter / prefilter clogged D Suction height of fuel delivery pump

(max. 1m) exceeded

D Fuel delivery pump faulty D Air supply/exhaust gas pipes clogged D Unsuitable fuel D Delivery start incorrect D Valve clearance incorrect D Injection nozzles worn D Compression insufficient

D Fuel filter clogged with paraffin D Engine oil viscosity unsuitable

see: ”Engine does not start”

D Lower idle speed set too low D Air in fuel system D Fuel lines leaky, ruptured, clogged D Fuel filter clogged D Inlet chamber pressure of injection

pump too low

D Fuel high-pressure part leaky D Injector needle sticking D Delivery start set incorrectly D Injection pump set incorrectly or

defective

D Valve clearance incorrect D Compression insufficient

Remedy

(This column is filled in only if the ”probable cause” gives no clue as to what must be done).

D Knock on the magnet

D Check with check lamp

D See ”Fuels, Lubricants ...” D Checking: Connect terminals

50e and 50f

D See ”Fuels, Lubricants ...”

D Remedy by Bosch Service

Page 12

Trouble shooting table

Fault

Engine speed variations during operation

Engine cannot be stopped

Performance unsatisfactory, max. boat speed is not reached

Probable cause

D Too little fuel in fuel tank D Air in fuel system D Fuel lines leaky D Fuel high-pressure part leaky D Injection nozzles defective, worn D Speed governor defective D Remedy by Bosch Service

D Cut-off linkage bent or jammed D Cut-off solenoid without voltage D Injection pump set incorrectly or

defective

D Engine speed adjusting lever not in

full-load position

D Incrustation of hull, shaft system and

propeller with foreign matter

D Propeller consumes too much power,

nominal speed is not reached

D Propeller consumes too much power,

engine runs in the breakaway range

D Flow of water on to the propeller insuffi-

cient

D Fuel temperature too high

D Unsuitable, contaminated fuel D Fuel filter clogged D Air in fuel system D Lack of fuel

D Temperature in engine room too high,

combustion air and fuel too hot

D Supply of combustion air insufficient,

intake vacuum too high

D Charge-air pipes leaky D Intercooler contaminated D Turbocharger contaminated or defective D Compression insufficient D Injection pump and / or governor

defective

Remedy

(This column is filled in only if the ”probable cause” gives no clue as to what must be done).

D Remedy by Bosch Service

D Route the ship-mounted fuel

lines well apart from the hot engine parts.

D See ”Fuels, Lubricants ...”

D Check fuel lines and delivery

pump

D Check inward and outward ven-

tilation

D Check intake air supply to air

filters

D Remedy by Bosch Service

Page 13

Trouble shooting table

Fault

Coolant temperature too high, coolant loss

Probable cause

D Coolant level too low D Air in coolant circuit D Proportion of anti-freeze / anticorrosion

agent too high

D Raw water supply clogged D Raw water supply insufficient

D Cap with working valves on expansion

tank defective, leaky

D Thermostat in closed position blocked D Heat exchanger heavily contaminated,

pipe group coated with foreign matter

D V-belt for water pump drive not correctly

tensioned (slipping)

D Water pump leaky, defective (bearing

damage)

D Coolant circuit clogged by foreign matter D Thermostat jammed in ”shut” position

Remedy

(This column is filled in only if the ”probable cause” gives no clue as to what must be done).

D See ”Fuels, Lubricants ...”

D Check inlet orifice D Impeller worn. Measure delivery

of raw water pump and vacuum at inlet

Lube oil pressure varies/too low

Lub oil pressure too high

Lube oil consumption too high

D Oil level in oil pan too low D Oil level in oil pan too high D Max. inclination exceeded D Engine temperature too high D Oil viscosity unsuitable (viscosity too

low)

D Oil in oil pan too thin (mixed with con-

densation or fuel)

D Heavy bearing wear D Oil pump gears heavily worn D Safety valve in oil circuit defective (does

not shut, spring fatigued or broken)

D Oil pressure gauge defective D Engine cold

D Oil viscosity unsuitable (viscosity too

high)

D Safety valve in oil circuit defective (does

not open)

D Oil pipes/oil galleries clogged D Oil pressure gauge defective

D Leaks in the lube oil circuit, particularly

at the turbocharger and oil cooler

D Oil level in oil pan too high D Lube oil quality does not satisfy regula-

tions

D Turbocharger wear D Piston rings heavily worn D Valve guides heavily worn

D Dipstick marked correctly?

See Operator’s Manual

D See ”Fuels, Lubricants ...”

D Measure play of rotor

Page 14

Trouble shooting table

Fault

Fuel consumption too high

Black smoke D Lack of combustion air, intake vacuum

Blue smoke D Engine coolant/intake air still too cold

White smoke D Engine coolant/intake air still too cold

Probable cause

D Constant full-load operation D Speed resistance owing to incrustation

of hull, shaft system and propeller with foreign matter

D Poor efficiency of the drive system D Fuel quality does not satisfy regulations D Fuel leaks in the system D High power requirements by additional

units (hydraulic pumps, compressors etc)

D Delivery start set incorrectly D Injection pump set incorrectly or defec-

tive

D Valve clearance incorrect D Intake vacuum / exhaust backpressure

too high

D Injection nozzles worn

too high

D Engine speed reduction owing to the

propeller’s taking up too much power

D Sudden full load after long low load or

idling periods

D Air filter contaminated D Leaks in air pipes downst r eam of com-

pressor

D Diaphragm in wastegate leaky D Intercooler leaky, defective D Unsuitable fuel D Turbocharger defect iv e D Delivery start set incorrectly D Injection nozzles defective, coked D Injection pump set incorrectly or

defective

D Exhaust backpressure too high

D Mainly low-load operation D Piston rings worn or broken D Valve guides worn D Crankcase breather clogged (overpres-

sure in crankcase)

D Water evaporates in exhaust gas pipe

during raw water injection

D Delivery start set incorrectly D Cylinder head gasket leaky/burned

through

D Fuel quality does not satisfy regulations D Injection nozzles defective D Injection pump set incorrectly or

defective

Remedy

(This column is filled in only if the ”probable cause” gives no clue as to what must be done).

D Adjust propeller D See ”Fuels, Lubricants ...”

D Remedy by Bosch Service

D Check intake air supply to air fil-

ters (engine room ventilation)

D See ”Fuels, Lubricants ...”

D Remedy by Bosch Service

D See ”Fuels, Lubricants ...”

D Remedy by Bosch Service

Page 15

Trouble shooting table

Fault

Vibrations, droning noise, structure-borne sound

Engine knocks D Engine in cold running phase

Engine is too loud D Intake or exhaust gas pipe leaky

Probable cause

D Drive system not or inaccurately aligned D Unsuitable clutch D Unsuitable engine/gearbox mounts D Elastic mounts unequally loaded (height

adjustment)

D Propeller shaft unbalanced

D Delivery start set incorrectly D Injector needle sticking D High load at low speed D Fuel is slow to ignite D Compression too low

D Valve clearance too large D V-belt slipping D Timing gears worn, backlash of teeth

too large

Remedy

(This column is filled in only if the ”probable cause” gives no clue as to what must be done).

Page 16

Trouble shooting table

Fault

Starter

D Pinion does not turn

or turns too slowly

D Pinion does not

engage

D Pinion engages but

stops

D Pinion continues to

run after starter switch has been released

Probable cause

D Battery insufficiently charged D Terminals loose or oxidised, poor earth

connection

D Terminals or carbon brushes have short-

circuit to earth

D Carbon brushes are stuck or have poor

contact

D Pinion or starter gear ring heavily con-

taminated or damaged

D Electromagnetic switch defective D One-way clutch slips

D Starter switch defective D Electromagnetic switch defective

Remedy

(This column is filled in only if the ”probable cause” gives no clue as to what must be done).

D Pinion does not

disengage after successful start

Alternator

D Alternator check

lamp does not come on when engine is stationary and starter switch is switched on

D Alternator check

lamp brightly iluminated when engine is running

D Alternator check

lamp brightly iluminated when engine is stationary, dimmer or glowing when engine is running

D Battery does not

charge up

D Starter defective

D Check lamp burnt out D Battery discharged D Terminal clamps loose or oxidised D Regulator defective D Short-circuit in alternator D Carbon brushes worn

D Cable D+ has short-circuit to earth D Regulator defective D Rectifier damaged, slip rings dirty D V-belt slipping or cracked

D Resistance in cable between alternator

and battery is too high, terminal clamps oxidised

D Regulator defective D Alternator defective

D Cable between alternator and battery

interrupted

D Battery defective D Alternator defective D V-belt slipping

D Switch off engine immediately

D Change regulator D Repair in specialist workshop

D Repair in specialist workshop

Page 17

Engine views, D 2866 LE401

Page 18

Engine views, D 2866 LE401

Page 19

Cross section of engine

Page 20

Longitudinal section

Page 21

Schematic diagram of engine lubrication system

7 6

2033

1 Oil suction pipe 6 Bypass valve 2 Distributor pipe 7 Oil filter 3 Oil spray nozzle 8 Turbocharger 4 Oil pump 9 Oil cooler 5 Oil pressure relief valve 10 Injection pump

234

Page 22

Schematic diagram of fuel system

1 Fuel tank 6 Fuel injection pump 2 Fuel prefilter 7 Overflow valve 3 Fuel delivery pump 8 Fuel injector 4 Fuel filter 9 Suction pipe 5 Bleed screw 10 Return pipe

Page 23

Schematic diagram of cooling system

10 111514 13

1234576 8

2583

1 Water pump housing with 9 Expansion tank

integrated thermostat housing 10 Over/underpressure valve 2 Water pump impeller 11 Coolant filler neck 3 Engine oil cooler 12 Heating lead and return line 4 Crankcase 13 Measuring point for cooling water temperature 5 Exhaust manifold, liquid-cooled 14 Bleed screw on turbocharger 6 Turbocharger, liquid-cooled 15 Raw water pump 7 Thermostat 16 Intercooler 8 Engine coolant/raw water heat exchanger

Page 24

Checking and adjusting start of fuel delivery

Checking start of delivery

Fig. 1 For the purpose of checking the start-of-delivery

setting, an ”OT” (= TDC) mark and a scale (2) from 10 ... 50_ before TDC are engraved on a disc fitted in front of the torsional vibration damper. The scale marks are read against a pointer (1) fitted to the crankcase.

Fig. 2 To turn the engine over manually during the setting

work, a plate with a central hexagon bolt is located on the front side of the crankshaft pulley.

2 1

2590

Figs. 3 and 4 There is another scale engraved on the flywheel

which can be read through an inspection hole in the flywheel housing but access may be difficult. The scale should be used for readjusting the pointer after the vibration damper has been removed or replaced.

Before the vibration damper with the scale disc is installed, the engine should be positioned at ”OT” (= TDC) by means of the scale on the flywheel.

The pointer should then be aligned such that its measuring edge exactly coincides with the ”OT” mark on the scale disc.

3390

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Page 25

Checking and adjusting start of fuel delivery

Fig. 5 Remove screw plug (1) on governor housing.

If fitted, take out blocking pin (2). If the pointer is exactly in the centre of the inspection hole, the pump plunger for cylinder no. 1 is at start of delivery. However, it is possible to determine exactly whether or not the pump is at start of delivery only by means of the following special tools:

a. Light signal transmitter

Fig. 6 Push light signal transmitter into socket in gover-

nor housing. Ensure that the lug (3) fits in the groove (4). Tighten the knurled nut (5) by hand.

Connect up power supply of light signal transmitter (red terminal = +). Turn engine by hand so that piston in cylinder no. 1 in the compression stroke comes close to the start of delivery. Lamp (A) comes on shortly before start of delivery is reached.

Fig. 7 Slowly turn the engine further until lamp (B) comes

on too. The injection pump is now at start of delivery.

The light signal transmitter KDEP 1600 (Fig.) is connected to the starter battery for the power supply.

2310

2309

Note:

If only lamp (B) comes on during this test, the engine has been turned past the start of delivery. In this case turn the engine back and repeat the procedure.

2308

Page 26

Checking and adjusting start of fuel delivery

Fig. 8 The light signal transmitter KDEP 1601 (Fig.) is

energized by its own power supply.

3393

b. Sleeve

Fig. 9 If a light signal transmitter is not available, good

measurement results can also be achieved with a plug-in sleeve. The sleeve is to be made of aluminium or steel

Set engine to start of delivery as described above. Insert the sleeve into the governor housing up to the stop.

The start of delivery is set exactly when the pointer for start of delivery is in the centre of the 3 mm bore in the sleeve.

2259

ø15

ø12

ø9

ø3

ø11

Page 27

Checking and adjusting start of fuel delivery

Adjusting start of delivery

If the check according to method a) or b) should prove that the delivery start is not correct, proceed as follows:

Fig. 10 Remove timing case cover (13mm).

Fig. 11 Loosen all bolts fastening the drive gear to the in-

jection pump hub (13mm). For this, two complete turns of the engine are necessary.

3394

Fig. 12 Turn engine to specified angle for delivery start.

Remove cylinder head cover from cylinder no. 6 (flywheel end). When the values of this cylinder are in crossover, the piston in cylinder no. 1 is at ignition TDC. Remove screw plug from governor housing (see Fig. 5). The delivery start pointer must be visible in the centre of the inspection hole. Turn the injection pump camshaft on the drive flange to the left or right until the conditions mentioned under a) or b) apply. Tighten bolts for fastening drive gear to drive flange consecutively to 5 Nm and then to 30 Nm. Check delivery start once again. Close governor housing.

2325

3395

Page 28

Removing and installing injection pump

Removing injection pump

Fig. 1 Close cut–off valve from fuel tank to engine.

Remove all fuel and air (LDA) connections from the injection pump and detach the injection lines.

Caution:

The lines contain fuel. Catch emerging fuel in a container.

Fig. 2 Remove bracket from the injection pump (19 mm).

3396

Fig. 3 Remove the mounting bolts from the injection

pump flange (17 mm).

Note:

For reasons of space the mounting bolt between the injection pump and the crankcase (hexagon M10 bolt with reduced head 13 mm) can be reached only with a 3/8” socket and an extension.

Fig. 4 Take off injection pump.

Note:

Ensure meticulous cleanliness when working on the injection pump. Prevent dirt and foreign matter from penetrating into opened line connections.

3397

3398

3399

Page 29

Removing and installing injection pump

Installing injection pump

Fig. 5

Important:

If the injection pump is blocked the camshaft must on no account be loaded or turned because parts of the blocking pin may break off and fall into the governor. Non-compliance

with this may result in severe damage to the injection pump.

Remove screw plug (1) from governor housing. Take out blocking pin (2) if fitted.

Fig. 6 Turn engine to angle for delivery start.

Take cylinder head cover off cylinder no. 6 (flywheel end). When the cylinders are in crossover, the piston of cylinder no. 1 is at TDC at the end of the compression stroke.

2310

Fig. 7 Check whether the injection pump is in delivery

start position. To do this, remove the screw plug from the governor housing (see Fig. 5). The delivery start pointer must be visible in the centre of the inspection hole.

Remove the mounting bolts from the injection pump drive gear (13 mm) so that it can be turned in the slots.

Hold injection pump camshaft in place while turning the gear (41 mm).

Fit new O-ring (slightly coated with oil) to injection pump flange.

3390

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Page 30

Removing and installing injection pump

Fig. 8 Insert the injection pump and tighten the mounting

bolts.

Fig. 9 Apply an initial torque of 5 Nm to all mounting bolts

on the gear through the inspection hole. Two complete engine turns are necessary for this operation.

Now tighten all mounting bolts to 30 Nm. Check delivery start, if necessary readjusting it

(see page 23). Screw in screw plug on the governor housing and

fit cover to timing case.

3401

3395

Page 31

Removing and installing fuel injectors

Removing fuel injectors

Fig. 1 Remove leakage fuel return lines.

Fig. 2 Remove injection lines.

3402

Fig. 3 Remove pressure screw from fuel injector using a

pin spanner.

Fig. 4 Bolt inertia puller on to fuel injector and knock out

the injector.

3403

3378

3404

Page 32

Removing and installing fuel injectors

Fig. 5 Take out injector and injector seal.

Check and repair injector.

Installing fuel injectors

Fig. 6 Apply ”Never Seeze” to contact areas of injector.

Screw in injector with new seal.

3405

Fig. 7 Screw in injector with new seal. Screw on union

nut and tighten to specified torque. Connect up injection lines and leakage fuel return

lines.

3406

3383

Page 33

Checking and repairing fuel injectors

Checking fuel injectors

Fig. 1 The nozzle tester (manual test stand) is used to

check the – opening pressure – tightness – spray pattern of the injection nozzle.

Use pure testing oil or pure Diesel fuel for the test. Prior to testing, clean nozzle and check it for wear.

Fig. 2 Check injector assembly.

Connect the nozzle’s supply connection to the test unit’s pressure line.

Caution:

The high opening pressure may lead to severe injuries. Do not place hands under the jet. Wear safety goggles.

1. Checking opening pressure: Switch on the pressure gauge and slowly press lever downwards until the nozzle emits a jet with a light grating noise. Read opening pressure from the pressure gauge. In the event of a pressure deviation insert a different shim. If the pressure is too low, insert thicker shims, if it is too high, insert thinner shims (7). The initial tension of the compression spring (6) decreases if a high number of operating hours has been clocked up. Consequently, the injection pressure drops slightly. When repairing injection nozzles, always set the opening pressure to the upper limit (+ 8 bar).

2581

2644

8 7

6 5

Note:

Shims are available in 0.02 mm steps from

1.0 mm to 1.98 mm.

2. Checking tightness: Actuate hand lever. At a pressure of 20 bar below the opening pressure set not a single drop must fall from the nozzle opening within 10 sec.

3. Checking jet: Switch off pressure gauge and carry out some swift strokes. The nozzle must emit an audible grating noise and/or a well-atomised jet.

Nozzles that satisfy these three requirements can be reused.

1 Seal 2 Nozzle tension nut 3 Injection nozzle 4 Intermediate washer 5 Pressure pin 6 Compression spring 7 Shim 8 Circlip

Page 34

Checking and repairing fuel injectors

Disassembling fuel injectors

Fig. 3 Insert injector assembly (the inlet orifice facing

downwards) into the clamping device and hold in a vice. Remove union nut and take out nozzle body, intermediate washer, pressure pin, compression spring and shim. Take pressure pipe neck out of holder.

Repairing fuel injectors

Fig. 4 Clean interior of injection body (1) with a small

wooden stick and petrol or Diesel fuel. Clean nozzle needle (2) with a clean cloth.

Note:

To prevent corrosion, do not touch lapped faces of nozzle needle with the fingers. The needle and injection nozzle are matched to each other and must not be interchanged.

Check cleaned parts for wear and damage, replacing them if necessary. De-grease new parts.

Assembling fuel injectors

Fig. 5 Insert pressure pipe neck into clamping device.

Insert shim and compression spring.

2645

2646

Fig. 6 Insert pressure pin and intermediate washer.

2654

2655

Page 35

Checking and repairing fuel injectors

Fig. 7 Dip nozzle body and nozzle needle separately into

filtered Diesel fuel and check their gliding quality. When pulled out of the nozzle body by up to a third of its length the nozzle needle must sink back to its seat under its own weight when released. Place injection nozzle on top, ensuring that the associated pins are correctly fitted.

Fig. 8 Screw on union nut, tightening it to the specified

torque. Check injector on the manual test stand.

2656

Ensure that the edge-type filter is correctly seated in the injector body.

Fig. 9 A dislocated sieve bar filter throttles and prolongs

the injection and consequently causes poor performance, high consumption and heavy smoke formation in conjunction with heavy engine vibrations.

For this reason measure the rim offset of the sieve bar filter in the nozzle inlet.

The sieve bar filter must not be pressed into the nozzle holder farther than approx 5 mm.

In the event of larger rim offsets, the nozzle holder is to be replaced.

2657

2207

Page 36

Cleaning fuel prefilter

Fig. 1 Shut cut-off valve from fuel tank to engine.

Remove round nut and take off filter housing with sieve.

Use a bowl to catch fuel that may emerge.

Fig. 2 Wash out filter housing and gauze filter in clean

Diesel fuel and blow them out with compressed air. Reassemble fuel prefilter using new seal.

3407

Fig. 3 Actuate plunger of hand priming pump until the

overflow valve of the injection pump opens audibly. Check fuel pre-filter for leaks while engine is run-

ning.

3408

3409

Page 37

Changing fuel filter cartridges

Fig. 1 1 Disposable filter

2 Screw plug 3 Bleed screw

Fig. 2 Use tape wrench to loosen filter cartridge and re-

move cartridge by hand. Fit a new seal. Lightly coat seal on the filter cartridge with fuel.

Screw on filter cartridge and firmly tighten it by hand.

3 2

3590

Bleeding fuel system

Fig. 3 Open bleed screws at fuel filter.

Fig. 4 Actuate hand priming pump until bubble-free fuel

emerges. Close bleed screws. Check system for leaks.

3410

3411

3409

Page 38

Draining and filling with coolant

Draining coolant

Drain coolant as follows when the engine is cold:

Caution:

Risk of scalding if hot coolant is drained! Drain coolant into a container and dispose of it in accordance with local regulations

Fig. 1 Remove cap (arrow) from filler neck on the coolant

expansion tank. Open drain plugs.

Fig. 2 Open drain plug in the oil cooler housing.

Use a container to catch coolant that may emerge.

Fig. 3 Further drain plugs for draining the coolant are lo-

cated on the exhaust-gas collector pipe (picture) and on the intercooler.

3412

3413

3414

Page 39

Draining and filling with coolant

Filling up with coolant

Fig. 4 The engine’s cooling system is to be filled up with

a mixture of potable tap water and antifreeze agent on ethylene glycol basis or anticorrosion agent. See publication ”Fuels, Lubricants, Coolants for Industrial and Marine Diesel Engines”.

Coolant must be added at the filler neck only.

Do not put cold coolant into an engine which is warm from operation. Ensure that the ratio of water to anti-freeze is correct.

Figs. 5 and 6

D Remove cap (large cap) D Set heating (if fitted) to full output, open all

shut-off valves, open bleeders (if fitted)

2707

D Unscrew bleed screw on liquid-cooled turbo-

charger D Slowly fill up with coolant via filler neck on ex-

pansion tank until fluid level has reached the

lower edge of the filler neck

D Screw in bleeder screws again and refit cap D Let engine run at a speed of 2,000 rpm for

approx. 5 minutes D Switch off engine, carefully turn cap (1) with

safety valve to first detent –let off pressure–

then carefully take off cap

3415

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Page 40

Removing and installing thermostat

Fig. 1

D Drain coolant, see page 37 D Remove expansion tank, see page 45

Once the expansion tank has been removed the thermostats in the water pump housing are visible.

Fig. 2 Take out thermostat.

Check the function of the thermostat as follows.

D Hang thermostat in a pot filled with water D Heat water D Use suitable thermometer to ascertain the

opening start and compare it with the set–point value given in ”Engineering S Data S Setting val- ues”.

D Measure opening stroke if necessary. Exchange defective thermostats.

3428

Fig. 3 Insert thermostat inserts (ball valve facing upwards

(”TOP”) with new O-ring seal (1) and new seal (2).

3429

Page 41

Removing and installing water pump

D Take off V-belt, see page 118 D Drain coolant, see page 37 D Detach expansion tank, see page 45 D Take out thermostats, see page 39

Note:

If the water pump is to be disassembled at a later date, remove V-belt pulley before the disassembly and pull off water pump hub with a stable three-arm puller.

Fig. 1 Remove the mounting bolts from the cooling-water

elbow (13 mm).

Fig. 2 Remove mounting bolts from water pump (13 mm)

and take off water pump.

Fig. 3 Clean the sealing faces on water pump and engine

housing using a scraper and fine abrasive paper. Stick the new seal for the water-pump housing to

the crankcase using grease. Fit water pump.

3430

3431

Use new seals for the cooling-water elbow.

3432

Page 42

Repairing water pump

Disassembling water pump

The following special tools are required for disassembling and assembling the water pump:

D Press D Improvised tools, see page 134.

Fig. 1 Remove V-belt pulley.

Pull off water pump hub with a stable three-arm puller.

Fig. 2 Unclip the circlip from the water-pump housing.

3433

Fig. 3 Press impeller off the shaft, using a suitable man-

drel. For this purpose align water–pump housing horizontally on a stable support.

The picture shows an assembly device for this. If such a device is not available, use a support ring (special tool, see page 134).

Use a suitable mandrel to press the water–pump shaft together with bearing out of the housing. Shaft and bearing are encapsulated and exchanged together only.

Fig. 4 Water pump disassembled 1 Hub

2 Circlip 3 Pump bearing 4 Housing 5 Axial face seal 6 Impeller

3434

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3380

Page 43

Repairing water pump

Assembling water pump

Fig. 5 Press in water pump bearing.

Use hollow mandrel to press on the outer bearing ring and not on the bearing shaft.

For this purpose align water-pump housing horizontally on a stable support.

Fig. 6 Refit circlip.

3437

Fig. 7 Press in new mechanical seal with press-fitting

sleeve (special tool see page 127, item 11) until it stops. Observe installation note for seal on page 44.

Note:

The seal can be exchanged even without removing the water pump shaft.

3435

3438

Page 44

Repairing water pump

Fig. 8 Press impeller on to bearing shaft.

For this purpose place water-pump bearing shaft on a stable support.

The correct gap dimension (see ”Engineering S Data S Setting values”) is achieved if the outer face of the impeller is flush with the front face of the bearing shaft.

Check the gap dimension with the feeler gauge. The impeller must be easy to turn and must not

contact the water-pump housing.

Fig. 9 Turn pump housing over and align it horizontally on

a suitable support. Press hub on to the bearing shaft until flush.

For this purpose place bearing shaft together with the flush-fitting impeller on a stable support.

3439

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Page 45

Repairing water pump

Installation note for mechanical seal:

Install mechanical seal while ”wet”, i.e. to install it, coat holding sleeve (1) and water pump shaft (2) with a mixture of either 50 % water and 50 % cleaning spirit or 35 % to 50 % antifreeze agent as per MAN 324 and water.

Other lubricants must not be used.

Since the seal on collar (4) is coated with sealing paint, no sealing agent must be applied if the location bore in the water pump housing is in faultless condition. If the bore shows even the slightest scores or other minor damage, Dirko-Transparent, part no. 04.10394.9229 is to be applied to the collar. Place seal with synthetic transport cap on shaft (2) and use installation tool to press it in until the tool contacts the housing. Remove synthetic cap.

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2466

Note: Examinations have shown that most cases of damage to the water pump can be attributed to unsuitable coolants. Only the antcorrosion and antifreeze agents expressly approved by MAN Nutzfahrzeuge AG as per MAN norm 324 (see brochure ”Fuels, Lubricants, Coolants for Industrial and Marine Diesel Engines”) guarantee faultless operation.

In the event of repairs exchange water pump only if it has been found to be leaky.

For design-related reasons small quantities of coolant may permeate through the mechanical seal on the water pump. This permeating coolant leaves a trace below the drain bore on the water pump. The water pump need not be exchanged because of this trace of permeating coolant.

For this reason before exchanging or repairing a water pump ascertain

D whether the coolant circuit shows visible and recurrent loss of water; if so D whether the loss of water is caused by coolant emerging from the expansion tank (e.g. overfilled) or by

other leaks on hoses, etc. Water pumps must be exchanged only if water drips visibly while the engine is in operation or after the en-

gine has been switched off.

Page 46

Removing and attaching expansion tank

D Drain coolant, see page 37

Fig. 1 Remove hollow bolt from bleeder line.

Remove coolant level sensor.

Figs. 2 and 3 Remove the mounting bolts from the brackets of

the expansion tank (13 mm and 19 mm).

3424

Fig. 4 Remove nut (13 mm) from the front side of the ex-

pansion tank. Take off the expansion tank.

The expansion tank is attached in reverse sequence.

3425

3426

3427

Page 47

Removing and installing heat exchanger

D Drain coolant, see page 37

Fig. 1 Remove mounting bolts from the coolant elbow

between expansion tank and raw-water heat exchanger (13 mm, 17 mm).

Figs. 2 and 3 The raw-water connecting pipe from the intercooler

is fastened to the heat exchanger by means of a plug connection. To detach it, remove pressure flange (10 mm). Remove pipe clamps from the raw–water pipe and pull out pipe plug connection. Remove mounting bolts from the heat exchanger brackets (13 mm). Take off heat exchanger. The heat exchanger is attached in reverse sequence. When assembling, fit new O-rings at the plug connection.

3440

3441

3442

Page 48

Removing and installing heat-exchanger pipe set

D Remove raw-water heat exchanger,

see page 46

Fig. 1 Match-mark the position of the covers relative to

the heat-exchanger housing (arrow) and remove both covers (13 mm).

Fig. 2 Take off cover.

At the flywheel end of the heat exchanger the collar of the pipe cluster (arrow) is visible.

3443

Fig. 3 Carefully knock out pipe cluster from the opposite

end using a block of wood.

Fig. 4 Pull out pipe cluster.

The pipe cluster is installed in reverse sequence. When installing the pipe cluster, use new O-rings and check the heat exchanger for leaks.

3444

3445

3446

Page 49

Cleaning heat exchanger pipe set

Internal cleaning of the pipe set in raw water heat exchangers

Deposits may form on the sea–water side of the pipe cluster in the heat exchanger, impairing the heat transition to such an extent that the coolant heat can no longer be sufficiently conducted away. This is bound to cause an increase in the coolant temperature.

In the event of an increase in coolant temperature, check all other components of the cooling system first.

D Raw-water filter contaminated? D Raw-water inlet clogged up? D Flow rate of raw water sufficient? Impeller of raw-water pump worn?

If all components of the cooling system are in order, but the coolant temperature remains nevertheless high, cleaning the pipe cluster may eliminate the fault.

Proceed as follows:

D Lay or stand removed pipe set in a suitable container made of synthetic material such as PE, PP, PVC,

GRP etc. D Fill container with undiluted genuine pickling liquid at room temperature (engine pickling fluid RB-06)

until the pipe set is completely submerged. D Allow pickling fluid to soak in for approx. 10 hours. If this period of time is not sufficient, allow

another 5 hours D The pickling period can be shortened by heating up the pickling fluid up to a maximum of 50_C (120_F)

and by moving the set of pipes from time to time. D After the pickling the pipe set is to be intensively rinsed with tap water and again installed in the

heat exchanger.

D Use new seals (O-ring seals) for the caps. D Install pipe set and check heat exchanger for leaks.

Waste water conditioning

With the aid of soda lye the drained and used cleaning and pickling fluid is conditioned to a pH value of 7.5 to 8.5. After the sediments have settled the clear fluid above can be drained into the sewerage system. The sludge is to be taken to a dump for special waste.

Page 50

Raw water pump

Removing and installing raw-water pump

Note:

The raw–water pump shown in these pictures was used up to engine

no. ... 8120 999 ... . From engine

no. ... 8121 001 ... onwards double pumps

have been in use for improved cooling. However, the assembly steps are the same

in principle.

Fig. 1 Remove the mounting bolts from the suction and

compression necks (13 mm).

Fig. 2 Remove the nuts from the raw–water pump flange

(17 mm).

Fig. 3 Take off raw-water pump.

The raw-water pump is installed in reverse sequence. Exchange the seal between the raw-water pump and the necks.

3418

3419

3420

Page 51

Raw water pump

Changing impeller

Fig. 1 Remove cover (8 mm).

Fig. 2 The impeller can be removed only together with

the cam.

Note:

The impeller will be destroyed if it is forcibly pulled out without the cam.

3421

To do this, remove the cap screw in the pump housing between the suction and the compression neck using a screwdriver.

Fig. 3 Pull out impeller together with the cam using a pair

of pliers. Exchange worn or damaged impeller together with

the wearing parts (repair kit) (observe the direction of rotation).

Coat new impeller slightly with Vaseline before assembling it.

When assembling, secure cap screw with Loctite 648.

Fit cover with new seal. Operating the impeller while it is dry entails irrepa-

rable damage. Fill pump with water before commissioning it and check it for leaks.

3422

3423

Page 52

Changing oil filter

Fig. 1 Open oil drain plug on oil filter can (19 mm) and

use container to catch oil that may emerge. Refit oil drain plug with new seal.

Fig. 2 Remove mounting bolt of filter bowl (17 mm).

3447

Fig. 3 Take off filter bowl and clean it internally.

Insert new filter element and fit filter bowl with new seals.

Observe tightening torque for mounting bolt (see “Engineering S Data S Setting values”).

Note:

The pictures show the standard oil filter. Classifiable engines have a filter with a changeover feature. However, the oil filter cartridges are changed analogously.

3448

3449

Page 53

Removing and installing oil cooler

D Drain engine oil D Drain coolant, see page 37. D Remove oil filter, see page 51.

Fig. 1 Remove hose clamp on the coolant outlet pipe

leading from the oil cooler housing. Remove the mounting bolts from the oil cooler

housing (17 mm).

Note:

Do not remove the four 13 mm mounting bolts. They keep the oil cooler in place.

Fig. 2 Take off oil cooler housing together with oil cooler.

Remove oil cooler from housing (13 mm).

3450

Fig. 3 Check oil cooler for damage, changing it if neces-

sary. Fit oil cooler with new gaskets. Fit oil filter with new gasket. Fill up with engine oil

and coolant.

3451

3452

Page 54

Removing and installing oil pump

Removing oil pump

D Drain engine oil.

Fig. 1 Remove oil pan (13 mm).

Note:

Various oil pan variants are possible. The picture shows a deep oil pan for inclinations of up to 30_.

Figs. 2 and 3 Remove oil suction pipe (13 mm).

Note:

Depending on the oil pan variants, various versions are possible.

The pictures show a tandem oil pump with pipes. The work is fundamentally the same for all versions.

3453

Measure backlash between oil pump drive gear and crankshaft gear and compare value with the nominal value.

Replace worn gears.

Fig. 4 Remove pressure relief valves (13 mm).

The pressure relief valves are encapsulated. Opening pressures see ”Engineering S Data S Set- ting values”.

3454

3455

3456

Page 55

Removing and installing oil pump

Fig. 5 Remove oil pump.

Note:

Depending on the engine model and oil pan variant, various oil pump versions are possible.

In engines with tandem pumps, first remove the 2nd pump À with intermediate shaft Á, connection sleeves Â and circlips Ã.

Disassembling and assembling oil pump

2703

Fig. 6 Clamp oil pump in a vice (fitted with soft jaws). Re-

move oil pump cover (13 mm).

Fig. 7 Pull driven oil pump gears out of the housing.

Check gears and pump housing for wear (see ”Engineering S Data S Setting values”).

3669

3458

Page 56

Removing and installing oil pump

Fig. 8 Remove oil pump drive gear. To do this, lay pump

on suitable support and press off drive gear using a mandrel. Place drive gear on the shaft and press it into place. Thereby support opposite shaft end. Pressing force see ”Engineering S Data S Setting values”.

Checking axial play of the pump gears

Fig. 9 Position dial gauge and push shaft up to the stop

in one direction and set dial gauge to - 0 -. Push shaft in opposite direction and read the movement from the dial gauge.

3459

3582

Page 57

Removing and installing oil pump

Installing oil pump

Fig. 10 Before installing, check whether the oil pump(s)

run(s) smoothly and then fit it/them free of tension (13 mm).

Figs. 11 and 12 Fit the oil intake lines À with seals and the oil re-

turn lines Á without seals so that they are free of tension (13 mm). Screw on pressure–relief valve without seal (13 mm). Before mounting the oil pan, turn over the engine to check whether the crankgear and the oil pumps run unimpeded and smoothly. Stick new oil-pan gasket on to oil pan using grease and then bolt oil pan into place.

3588

3460

3461

Page 58

Oil spray nozzle

Removing oil spray nozzle

D Drain engine oil D Remove oil pan, see page 53

Fig. 1 Remove oil spray nozzle valve (arrow) and take

out oil spray nozzle.

Fig. 2 1 Oil spray nozzle valve

2 Oil spray nozzle

Note:

The oil spray nozzles are provided with two balls. When the oil spray nozzles are tightened at the factory the balls are pressed into the crankcase where they make impressions used as marker points for the installation of oil spray nozzles in the event of repair work.

3462

Checking oil spray nozzle valve

Fig. 3 Use a piece of wire to check whether the valve

piston is easy to move. For opening pressures, see ”Engineering S Data S Setting values”.

Installing oil spray nozzle

Fig. 4

3463

3673

Screw in the oil spray nozzle together with the oil spray nozzle valve. The balls of the oil spray nozzle must be located in the impressions provided for this purpose in the crankcase. This will ensure that the oil spray nozzle will be installed in the correct position. Turn the engine over. Neither the crankgear nor the pistons must collide with the oil spray nozzle.

Tighten the mounting bolts to the specified torque.

3465

Page 59

Removing and installing vibration damper,

changing front crankshaft seal

Removing vibration damper

D Turn engine to TDC to facilitate the installation

of the scale disc during the assembly.

D Block the crankgear. D Release the tension and take off the V-belt(s).

Figs. 1 and 2 Remove the barring device (13 mm) and the deliv-

ery start pointer (17 mm).

3475

Fig. 3 Loosen mounting bolts on vibration damper

(24 mm).

Note:

Owing to the high tightening torque a reinforced socket in conjunction with a 1/2” tool is required. Prior to removal mark the position of the vibration damper relative to the crankshaft. This will ensure that in the subsequent reassembly the graduated disc is in correct position.

Fig. 4 Remove vibration damper carefully.

Caution:

The vibration damper is susceptible to shocks.

3476

3477

3478

Page 60

Removing and installing vibration damper,

changing front crankshaft seal

Changing front crankshaft seal

Fig. 5 Remove cover (13 mm).

Replace front crankshaft seal only as a complete unit, i.e. race and radial shaft seal.

Fig. 6 To remove the race, a puller (special tool, see

page 127, item 13) is necessary.

3479

Fig. 7 Pull off race.

Fig. 8 Special tools are required for installing the race

(see page 127, item 15). Clean inner side of race and crankshaft stub. Coat

crankshaft stub with sealing agent ”Antipor 46”. D Push race Æ and pressing sleeve Ç onto

adapter Â.

D Tighten spindle À in adapter Â with nut Ã. D Bolt adapter Â to crankshaft.

2718

3480

3091

Page 61

Removing and installing vibration damper,

changing front crankshaft seal

Fig. 9 The adapter must contact the crankshaft free of

play so that the correct pressing depth for the race is ensured. Pull in race using collar nut and pressing plate È and É in Fig. 8) until pressing sleeve Ç stops on the adapter.

Fig. 10 As spare parts the cover and shaft seal are deliv-

ered only as a complete assembly in order to ensure correct installation. To ensure that the shaft seal remains suitable for installation, it must remain on the transport and assembly sleeve until installed.

3481

Fig. 11 Fit cover with new seal (13mm).

3019

3436

Page 62

Removing and installing vibration damper,

changing front crankshaft seal

Installing vibration damper

Fig. 12 Place vibration damper on two guide pins (M16 x

1.5). Ensure that the position of the graduated disc relative to the crankshaft is correct.

Fig. 13 Tighten mounting bolts (24 mm) to specified

torque.

3584

Note:

Owing to the high tightening torque a reinforced socket in conjunction with a 1/2” tool is required.

Fig. 14 Screw on delivery start indicator and

V-belt pulleys. Fit and tension V-belts (see page 118).

3587

3484

Fig. 15 After the installation, check whether the scale of

degrees on the inspection hole cover of the flywheel housing and on the vibration damper indicate the same values.

If necessary readjust delivery start indicator.

2591

Page 63

Removing and installing flywheel,

replacing gear ring

Removing flywheel

Fig. 1 Loosen mounting bolts (24 mm), securing the en-

gine against turning if necessary.

Note:

Owing to the high initial torque a reinforced socket (for machine screws) in connection with a 1/2” tool is required.

Fig. 2 Remove two bolts facing each other and replace

them by two guide pins (special tool, see page 127, item. 16).

3466

Remove all bolts.

Fig. 3 Pull off flywheel using a flat metal bar and two

bolts M12 x 1.5. Do not tilt it so that it jams.

Caution:

The flywheel is heavy. Use lifting gear.

3675

3468

Installing flywheel

Fig. 4 Screw in guide mandrels

(special tool, see page 127, item 16). Apply sealing agent ”Antipor 46” to the inside of the flywheel. Place guide mandrels on the flywheel, ensuring that the centering mandrel (arrow) fits correctly into the bore in the flywheel. Push on flywheel until it stops.

3676

Page 64

Removing and installing flywheel,

replacing gear ring

Fig. 5 Lightly oil new mounting bolts (elasticated bolts) ,

screw them in and tighten alternately on opposite sides of the ring gear to specified torque (see ”Engineering S Data S Setting values”).

Changing starter gear ring

Fig. 6 Remove flywheel.

Drill a hole in starter gear ring and snap it using a chisel.

3470

Caution:

Take care not to damage the flywheel.

Fig. 7 Heat new starter gear ring up to approx. 200_C to

230_C and press on until it stops. Check axial runout and compare with max. permissible value.

3471

2716

Page 65

Removing and installing crankshaft seal

(flywheel end)

D Remove flywheel, see page 62

Removing crankshaft seal

Fig. 1 Use a screwdriver to prise seal out of the timing

case.

Installing crankshaft seal

Fig. 2 Insert new shaft seal into the flywheel housing.

3472

Fig. 3 Drive in seal with mandrel (special tool, see

page 127, item 12) until flush. The pressing mandrel consists of two parts.

Observe remarks and installation notes on page 66.

Note:

The pictures show the installation of the shaft seal with the flywheel housing removed. It is also possible to install the seal when the flywheel housing is attached.

To do this, place the guide ring of the press–in mandrel on the crankshaft before pressing in the shaft seal.

3473

3474

Page 66

Exchanging bearing race

D Remove flywheel, see page 62 Fig. 1

If the shaft seal on the flywheel end is to be exchanged, it is advisable to exchange the bearing race too.

Snap the bearing race to be exchanged by applying a blow with a hammer.

Danger:

Wear goggles and working gloves for protection against metal fragments.

Caution:

Do not damage flywheel. Do not use a chisel.

Fig. 2

3748

Insert the new bearing race into the pressing mandrel (special tool, see page 127 , item 14) so that for the subsequent assembly the internally chamfered side faces the flywheel.

Carefully heat the pressing mandrel with the bearing race. The installation temperature for the bearing race is about 150_C (300_F).

Fig. 3 Press in bearing race until it stops.

Fig. 4

3749

3750

Seal the gap between the flywheel and the bearing race with “Antipor 46”.

3751

Page 67

Crankshaft seals

General remarks on crankshaft seals

As a matter of fundamental principle only radial shaft seals made of polytetrafluor ethylene (PTFE), trade name Teflon, are used.

PTFE seals can be easily distinguished from the former elastomer seals by their considerably wider and flat sealing lip which is no longer pre-loaded by means of a tubular spring.

As a result of its relatively high initial stress the sealing lip curves inwards. For this reason PTFE seals are supplied on transport sleeves. They must not be taken off the sleeves before they are needed so as to ensure that they can still be installed. Great care should be taken when fitting lip seals. Even the slightest damage to the seal would result in leaks.

The sealing lip and the race of the flywheel must not be coated with oil or any other lubricants. When installing a new seal always replace the race too.

Assembly instructions for crankshaft seals

D The PTFE seal must be absolutely free of oil and grease when installed. Even the slightest traces of oil

on the race or the sealing ring cause leakage. D Before installing the race remove oil, grease and anticorrosion agent from it. All cleaning agents nor-

mally used in workshops can be used for this purpose.

D A PTFE seal soiled with oil or grease is useless. Cleaning it is not permissible. D The PTFE seal must never be stored without the transport sleeve delivered with it. Even after a storage

period of only 30 minutes without the transport sleeve it looses its initial stress and becomes useless.

Page 68

Removing and installing intake manifold

D Drain coolant, see page 37 D Remove intercooler, see page 77

Note:

When carrying out work on the intake system, ensure meticulous cleanliness to prevent dirt and foreign matter from penetrating into the system.

Removing intake manifold

Fig. 1 Remove hose connection from LDA.

Fig. 2 Remove the mounting bolts from the intake

pipe (13 mm).

Fig. 3 Take off intake pipe.

3490

3491

Installing intake manifold

Fig. 4 Place intake manifold with new seals in position.

Tighten mounting bolts to the specified torque. Ensure that the seals are correctly seated.

3492

3493

Page 69

Removing and installing exhaust manifold

D Drain coolant, see page 37. D Remove turbocharger, see page 73. D Remove heat exchanger, see page 46.

Removing exhaust manifold

Fig. 1 Remove the mounting bolts from the exhaust pipe

(17 mm).

Fig. 2

Caution:

The exhaust pipe is heavy.

3494

Before removing all mounting bolts, it is advisable to replace two bolts with self–made threaded guide pins (arrow) (10 mm).

Fig. 3 Take off the exhaust pipe.

3495

3496

Installing exhaust manifold

Fig. 4 Before fitting the exhaust pipe, screw in two guide

pins.

3497

Page 70

Removing and installing exhaust manifold

Fig. 5 Fit exhaust pipe with new seals.

Fig. 6 Tighten the mounting bolts to specified torque (see

”Engineering S Data S Setting values”).

3498

3499

Page 71

Turbocharger, trouble shooting

Before removing the turbocharger carry out the following checks

Turbochargers are frequently exchanged if the oil consumption is too high, the output too low or the intake and/or exhaust gas noises appear to be abnormal. Subsequent inspections by the manufacturer of the supposedly defective parts frequently prove the turbochargers to be in order.

To ensure that only defective turbochargers will be exchanged in future, the following checks are to be carried out beforehand:

If the oil consumption is too high

– Check air filter for contamination, – ensure that the engine room ventilation is adequate, – check intake pipe for cross section reduction (owing e.g. to damage, contamination).

These causes lead to higher oil consumption owing to the increased vacuum on the intake side of the compressor.

– Check outside of turbocharger for oil traces. Oil consumption caused directly by turbocharger depends on the bearing wear and results in relatively early

mechanical damage.

If engine performance is not satisfactory

Correct adjustment of the – delivery start,

– valve clearance, – speed adjustment (to full load stop).

In addition, the following are to be checked: – the compression,

– the air filters for contamination, – the charge-air pressure, – the pressure in the inlet chamber of the injection pump, – the exhaust back pressure.

If you do not detect any possible cause in the above checks, check the turbocharger for: – Carbonization in the turbine area, which impairs the movement of the wheel assembly

(can be eliminated by axial movement). – Dirt in the compressor area. – Damage caused by foreign objects. – Scraping of the turbine rotor on the housing.

If a considerable amount of dirt has accumulated, clean the compressor end and check the bearing clearance.

Important! Do not damage the aluminium compressor wheel.

Page 72

Turbocharger, trouble shooting

When there is unusual intake or exhaust noise

– Check the intake and exhaust system in the area of the charger group. – Defective gaskets can lead you to think the turbocharger is defective. Replace them. – If there are still unusual noises, check the bearing clearance. – Turbochargers in good working order do not make any excessive noise.

Oil accumulation in charge-air lines and the intercooler

A small amount of oil collects in the charge-air system. This is supposed to happen, is caused by oil mist, and is desirable. The oil mist is required to lubricate the intake valve seats.

If more oil accumulates than usual, that is, if oil pockets develop in the lower air box of the intercooler, for example, this can lead to oil disintegration or uncontrolled raising of the engine speed when the oil is separated. In such cases, you must eliminate the cause.

Possible causes: – The engine is overfilled with oil.

– Check whether the correct dipstick and guide pipe combination is installed. – The engine oil used is unsuitable (see publication ”Fuels, Lubricants, Coolants for Industrial and Marine

Diesel Engines”). – The engine is being run on impermissibly steep inclines. – The crankcase pressure is to high. This may be caused by a defective oil separator valve or piston ring

wear.

Compressor carbonization

This can occur when the charge-air temperature is permanently high, for example when the engine is constantly run at full load.

Carbonization lowers the charging pressure but does not negatively affect performance or acceleration. Carbonization can lead to increased exhaust clouding.

If exhaust emissions test values are no longer met:

– Remove the compressor housing, being careful not to let it get jammed. If it gets jammed, the compres-

sor wheel blades may get damaged or bent, and the resultant imbalance can ruin the turbocharger. – Remove carbonization in the compressor housing with a suitable cleaning agent.

Caution:

Never spray in cleaning agent while the engine is running. – ineffective – dangerous

In problem cases, use oil types that are less likely to lead to compressor carbonisation (see publication ”Fuels, Lubricants, Coolants for Industrial and Marine Diesel Engines”)

Page 73

Checking the charge-air pressure

Why must the charge-air pressure be checked?

Sufficient charge-air pressure is indispensable for full power output and clean combustion. Checking the charge-air pressure helps detect damage to the turbocharger, operating faults in the waste-

gate and leaks in the intercooler and in the charge-air pipes. Extreme operating conditions (full-load operation and high air temperature) and the use of unsuitable en-

gine oils (also see publication ”Fuels, Lubricants, Coolants for Industrial and Marine Diesel Engines”) may cause deposits on the compressor as well as in the intercooler, which results in a reduction in charge-air pressure.

Preconditions for the measurement:

The delivery start and the valve clearance must be set as specified, and the engine must be at operating temperature.

How high must the charge-air pressure be?

A general set-point value for the charge-air pressure cannot be given. Values ascertained on the test bed ought not to be used for comparison, as the respective installation conditions are decisive. The value which was ascertained when the ship was commissioned and was noted in the commissioning report is to be used as the set-point value.

What must be observed during the measurement?

Owing to various atmospheric reference conditions during the measurements and to tolerances of the pressure gauges used, deviations of max. ± 100 hPa (± 100 mbar) are permissible.

Fig. 1 Two measuring connections for checking the

charge-air pressure and the charge-air temperature (also see the measuring points table in ”Engineering S Data S Setting values”) are located in the charge-air elbow behind the intercooler.

Remove the screw plug and connect up the pressure gauge (M14x1.5).

3500

Fig. 2 Measure the charge-air pressure downstream of

the intercooler at nominal engine speed and full load.

3501

Page 74

Removing and installing turbocharger

Removing turbocharger

D Drain coolant, see page 37

Fig. 1 Take off air filter. Remove the hose from the crank-

case breather. Take off air filter. Remove the hose from the crankcase breather. Remove the air intake funnel and the connection from the compressor to the charge-air elbow. Remove the hose from the wastegate.

Fig. 2 Remove oil supply and return lines (17 mm).

3502

Fig. 3 Remove the coolant supply line from the turbo-

charger.

Fig. 4 Remove the mounting bolts from the exhaust man-

ifold (17 mm). Remove the coolant line between the turbine hous-

ing and the exhaust manifold.

3503

3504

3505

Page 75

Removing and installing turbocharger

Fig. 5 Take off exhaust manifold.

Fig. 6 Remove the four (self–locking) nuts from the turbo-

charger flange (17 mm). Take off turbocharger.

3506

Note:

Ensure meticulous cleanliness when putting the turbocharger aside to prevent dirt and foreign matter from penetrating into the interior of the turbocharger.

Installing turbocharger

Fig. 7 The turbocharger is assembled in reverse order.

When assembling, use new seals and new self– locking nuts. Before connecting up the oil supply line, fill bearing housing up with clean engine oil. Check all connections for leaks and tension.

3508

3509

Page 76

Checking axial and radial play of turbocharger rotor shaft

D Remove turbocharger, see page 73

Fig. 1 Mark turbine housing relative to the bearing hous-

ing and remove turbine housing.

Axial play

Fig. 2 Remove turbocharger. Mark turbine housing rela-

tive to the bearing housing and remove turbine housing.

Apply dial gauge holder and dial gauge under preload to shaft end face of the turbine wheel as shown.

Press rotor shaft against dial gauge. Read and note down value. Push rotor in opposite direction. Read and note down value.

The difference between the two is the axial play. Change turbocharger if axial play is exceeded.

3507

Radial play

Fig. 3 Radial play is measured only on turbine end with

dial gauge or feeler gauge. Apply dial gauge tip to side of hub. Push turbine

wheel towards dial gauge. Read and note down value.

Push turbine wheel in opposite direction. Read and note down value. The difference between the values is the radial play.

Place turbine housing in position, observe markings and screw on turbine housing.

3742

3743

Page 77

Exchanging waste gate

Fig. 1 D 2866 LE4.. engines are equipped with waste

gates (arrow). Their task is to limit the charge-air pressure to a precisely defined value.

Manipulation or modification of the setting is not permitted.

Fig. 2 The waste gates are maintenance-free.

Remove the air hose and the mounting bolts to exchange the wastegates. Use new seal.

3512

3502

Page 78

Removing and installing intercooler

D Drain coolant from crankcase and intercooler,

see page 37

Fig. 1 Remove the pipes from the fuel filter and detach

the fuel filter. The coolant lines are fastened by means of plug

connections. To remove them, unscrew pressure flange. (10 mm).

Fig. 2 Remove neck from the raw-water pump (13 mm).

3485

Fig. 3 Remove the five bolts from the intercooler con-

necting elbow leading to the intake pipe (13 mm).

Note:

For reasons of space, one bolt between the expansion tank and the elbow can be reached only with a 1/4” socket and an extension.

Take the brackets off the charge–air pipe leading from the compressor to the intercooler (13 mm).

Caution:

The intercooler is heavy. It is now supported only by the lower coolant intake neck.

Fig. 4 Take off intercooler. Shake the intercooler to open

the lower plug connection from the coolant intake neck.

Take off intercooler with the assistance of a helper.

3486

3585

3488

Page 79

Removing and installing intercooler

Disassembling and cleaning intercooler

Fig. 5 Remove charge-air elbow (13 mm).

Fig. 6 Clean the fins on the intercooler of oil and resi-

dues, using a steam jet cleaner. Do not damage the fins.

3487

3489

Page 80

Removing and installing cylinder head

Removing cylinder head

D Drain coolant, see page 37

Note:

The intake and exhaust pipes need not be detached for removing the cylinder head.

Fig. 1 Remove the injection nozzles, see page 30.

Take off the cylinder head covers (13 mm).

Fig. 2 Remove the coolant bleed pipe.

3406

Fig. 3 Back off valve adjusting screws.

Loosen mounting bolts of rocker arm bracket (17mm).

Fig. 4 Remove rocker arm bracket.

3513

3514

3515

Page 81

Removing and installing cylinder head

Fig. 5 Take out push rods.

Fig. 6 Remove cylinder head bolts in reverse order of

tightening.

Note:

Use reinforced socket (screw–driving machine) to loosen and tighten the cylinder head bolts.

3516

Fig. 7 Remove the mounting bolts from the intake and

exhaust pipes for the respective cylinder head. Also remove those intake and exhaust pipe bolts,

which are adjacent to the respective cylinder head. This will reduce the tension on the cylinder head,

and the head can be taken off more easily.

Fig. 8 Take off cylinder head and cylinder head gasket. Check whether cylinder head sealing face and cyl-

inder block are plane using a straight edge. Non-plane cylinder heads can be remilled 1 mm. Notice specified projection of injection nozzles and valve recess (see ”Engineering S Data S Setting values”).

3517

3518

Note:

Check cylinder heads for cracks.

3705

Page 82

Removing and installing cylinder head

Installing cylinder head

Fig. 9 Before installation clean and blow out threaded

bores in crankcase. Clean sealing faces on cylinder head and crankcase.

Lay new cylinder head gaskets in place in dry condition, ensuring that the holes match those in the crankcase, and place cylinder head on top.

Fig. 10 Each cylinder head is located with two fitting

sleeves (arrow).

3520

Fig. 11 Check whether the cylinder head bolts have the

max. permissible length (see: ”Engineering S Data S Setting values”). Bolts that have been removed may be used again if the max. permissible length is not exceeded.

Coat cylinder head bolts with engine oil before inserting them and apply ”Optimoly WhiteT” assembly paste to the contact face of the bolt head.

Fig. 12 Tighten bolts by angle. Observe order of tightening

and specified tightening method, and see instructions and notes on the cylinder head bolts in the publication ”Engineering S Data S Setting values”.

Note:

To avoid any distortion between cylinder heads and exhaust manifolds, we recommend proceeding as follows: D Place cylinder head gaskets and cylinder

heads in position.

D Screw in head bolts by a few turns. D Secure steel ruler (special tool) with

ground face on the exhaust side; tightening torque for mounting bolts: 20 Nm. If a steel ruler is not available, mount exhaust manifold and tighten to 20 Nm.

D Tighten cylinder head bolts as specified. D Remove steel ruler. D Tighten exhaust manifold and intake man-

ifold to specified torque.

3521

2811

3522

Page 83

Removing and installing cylinder head

Fig. 13 Check push rods for distortion. When inserting the

push rods ensure that they fit into the seat of the valve tappet.

Put rocker arms and push rods in place. Screw in the mounting bolts without washers and tighten them slightly.

Align rocker arms to valves. Tighten the mounting bolts to the specified torque.

Note:

Use only M10x70 mounting bolts (property class 10.9).

Fig. 14 Fit new seals between the cylinder head and the

intake and exhaust pipes. Tighten the mounting bolts on the intake and ex-

haust pipes to the specified torque.

3523

Fig. 15 Set valve clearance. Fit injection nozzle.

Mount cylinder head cover with new seal. Fit coolant bleed line with new seals. Fill up with coolant.

3499

3608

Page 84

Removing and installing cylinder head

General notes:

The sealing effect of the cylinder head gasket largely depends on whether the required initial tension for the cylinder head bolts is reached and maintained.

Use calibrated torque wrenches to tighten the cylinder head bolts. When the specified final torque is applied it must be maintained for at least 5 seconds. When using snap-type torque wrenches tighten bolts gradually since otherwise the torque selected will not be fully transferred to the bolts.

Observe notes on usability of cylinder head bolts, order of tightening and specified tightening method in publication ”Engineering S Data S Setting values”.

Tightening

”Tightening” is defined as the first–time tightening of newly fitted bolts that have not been tightened after a repair, e.g. changing the cylinder head gasket. Tighten cylinder head bolts while the engine is cold, i.e. the crankcase is warm to the touch or colder.

Before inserting the cylinder head bolts, apply engine oil to the thread (not to the threaded hole) and ”Optimoly White T” assembly paste to the contact faces of the bolt heads. Do not use oil or oil additives containing MoS2. If the bolts are not oiled, a significant amount of the tightening torque is converted into friction and thus lost for the bolt pretensioning.

D To position cylinder heads, tighten cylinder head bolts only lightly. D Align cylinder heads by screwing on the steel ruler (special tool). If a steel ruler is not available, use ex-

haust or intake manifold. D Tighten bolts in specified order and to specified torque / tightening angle in steps.

Caution:

If during initial tightening some bolts are excessively tightened, the cylinder head will be distorted. This distortion cannot be cancelled out by continuing to tighten according to the instructions.

Page 85

Setting valve clearance

Fig. 1 Remove cylinder head cover (13mm).

Figs. 2 and 3 Use barring device to turn engine so that the pis-

ton in the cylinder to be set is at TDC and the two valves are closed. At this point both inlet and exhaust valves will be open i.e. valves overlap.

3389

Note:

As far as possible turn engine only in direction of rotation (anti-clockwise as seen when looking at the flywheel) in order to prevent the direction of rotation of the raw water pump impeller being reversed.

Fig. 4 Arrangement of cylinders and valves I Engine front end

II Flywheel side A Exhaust valve E Inlet valve

3390

Valves are in crossover in cylinder

1 6

Set valves in the cylinder

3607

5 3 6 2 4 2 4 1 5 3

123456

EA EA EA EA EA EA

Page 86

Setting valve clearance

Fig. 5 Push feeler gauge between valve stem and rocker

arm. Loosen lock nut (17 mm) and turn adjusting screw with screwdriver until feeler gauge can be moved with slight resistance.

Tighten lock nut to the specified torque (see ”Engineering S Data S Setting values”) using screw- driver to prevent adjusting screw from turning. Check clearance again.

Refit cylinder head covers.

Fig. 6 If the inspection hole on the flywheel housing is

accessible, a device with ratchet (special tool) may be attached there for turning the engine over.

3608

3392

Page 87

Fig. 1 Remove rocker arms.

Fig. 2 Unclip circlip.

Disassembling and assembling rocker arms

3524

Fig. 3 Take rocker arms off the rocker arm shaft.

Note:

If the rocker arm bearing bushes have to be exchanged, ready-to-install new or reconditioned rocker arms are to be used.

Fig. 4 Before fitting the rocker arms (1) to the rocker arm

shafts and brackets, coat sliding faces (2 and 3) with Optimoly Paste White T. This applies to both new and already used parts.

3525

3526

1 2

2812

Page 88

Removing and installing valves

D Remove rocker arms. Take off cylinder head

see page 79.

Removing valves

Fig. 1 Screw valve assembly lever on to cylinder head.

Note:

Valve spring and valve spring retainer can also be replaced with the cylinder head installed. For this purpose the relevant piston must be at TDC, and the valve assembly lever is required.

Fig. 2

Note:

If a valve fixture is available in the workshop, the procedure described may also be carried out on the said fixture.

3527

Use valve assembly lever to press valve spring retainer and spring downwards and take out tapered elements using a magnet. Lift assembly lever (caution: the spring is loaded) and slew it to one side.

Figs. 3 and 4 Take out valve discs, springs, discs and valves.

Remove valve assembly lever.

Note:

The engines D 2866 LE4.. are equipped with valve stem seals (arrow).

Take off valve stern seals. Turn cylinder head over and take out valves.

3528

3529

3712

Page 89

Removing and installing valves

Installing valves

Fig. 5 Apply oil to valve stern and insert valves into valve

guides.

Note:

Minor damage to the valve seat can be eliminated by lapping using valve lapping paste. New valves must always be lapped until an even valve seat has been achieved. Machine valve seat insert if necessary.

Turn cylinder head over and insert valve spring washers. Screw off valve assembly lever.

Figs. 6 and 7 Place insert sleeve for valve shaft seals (special

tool, see page 129, item 19) on the respective valve and push on seal.

3530

Note:

Use new valve shaft seals only.

Fig. 8 Take off insert sleeve. Fit press-in sleeve and

press in seal.

3752

3753

3754

Page 90

Fig. 9

Removing and installing valves

Insert discs and valve springs. The word ”TOP” facing upwards, the tight coils facing downwards. Replace damaged or weak springs.

Fit valve discs and tapered elements. 1 Valve

2 Valve stem seal (on the inlet valve only) 3 Washer 4 Outer valve spring 5 Washer 6 Inner valve spring 7 Spring retainer 8 Tapered element

Measuring valve recess

Figs. 10 and 11 Place dial gauge holder and dial gauge on cylinder

head so that the dial gauge tip contacts the cylinder head and set dial gauge to - 0 -. Slew dial gauge towards the valve disc and read off retrusion. If necessary, change valve and/or valve seat insert.

8 7

6 5 4

3 2

2817

3531

3532

Page 91

Removing and installing valve guides

D For removing and installing cylinder head,

see page 79

D For removing and installing valves,

see page 87

Fig. 1 Press valve guide out of the combustion chamber

side using pressing mandrel (special tool, see page 129, item 20).

Oil new valve guide and drive/press it into the cylinder head using pressing mandrel and spacer sleeve (special tool).

Fig. 2 The valve guides vary only in length.

3533

1 Inlet = long guide 2 Exhaust = short guide 3 Press-in depth (see publication ”Engineering S

Data S Setting values”).

The correct press-in depth is obtained by using the spacer sleeve. Afterwards ream valve guide to specified dimension.

Note:

When the valve guides have been changed, the valve seats too must be reworked (see technical data and manufacturers’ instructions for valve seat lathes found in individual workshops).

2818

Page 92

Replacing valve seat insert

Removing valve seat insert

Note:

If the valve seat inserts have to be changed it is necessary to change the valve guides too, as otherwise exact refacing of the valve seat inserts after the replacement cannot be guaranteed. For these reasons previously mentioned the tool for removing and installing valve guides and valve seat inserts was also designed in such a way that if this tool is used valve seat inserts can be replaced only together with the valve guides, i.e. valve guides, however, can also be changed alone.

Fig. 1 Use a valve seat machining tool (valve seat lathe)

to cut an approx. 3-4 mm wide groove in the valve seat insert.

Insert internal puller into the groove and tighten it.

Fig. 2

Note:

To avoid damage to the cylinder head sealing face, lay disc (2) or similar item under the arms (3) of the support.

Turn threaded spindle (4) into the internal puller (1), align the arms (3) of the support and pull out valve seat insert by turning the nut (5).

Clean contact face of the seat insert in the cylinder head.

Fig. 3 If no valve seat machining tool is available, the

following procedure may be followed: D Apply circular weld bead on the valve seat us-

ing an arc welding set (arrows),

D then pull out valve seat insert. D Clean contact face of the seat insert in the

cylinder head.

2816

3 1

3581

3580

Page 93

Replacing valve seat insert

Installing valve seat insert

Fig. 4 Heat cylinder head to approx. 80_C (175_F) in

water bath. Cool new valve seat insert to approx. –200_C (–330_F) and insert it in the cylinder head. Carry out check by driving it in until the stop is reached using pressing tool. Install valve guides.

Note:

When the valve seat inserts have been changed, the valve seats must be reworked.

Notes:

D After temperature equalization, machine valve seats. D After machining, clean cylinder head and check for leaks using leak testing device. D If the cylinder head is excessively heated (above +200_C, +390_F) the core hole covers (end

covers) loose their tightness and must be exchanged.

D To do this, clean core holes, blow out channels and press in new core hole covers with

”LOCTITE 648” and pressing mandrel (special tool, see page 133).

3534

Page 94

Reworking valve seat

(with Mira precision valve seat machining device)

Fig. 1

1 Feed nut with mm scale 2 Guide ball 3 Jaccard lever 4 Lubricating nipple 5 Rotary head 6 Hex socket screw 7 Tool 8 Guide mandrel 9 Driving crank

10 Toggle switch

11 Handle 12 Lubricating nipple 13 Mains connection 14 Magnetic flange with coil 15 Guide pipe 16 Slewing arm

Fig. 2 Select suitable guide mandrel, screw it in with a

spanner (12 mm) and tighten it.

1 2 3

4 5 6

7 8

3358

12 13

14 15

Note:

For extreme precision work the guide mandrel must fit snugly.

Select and insert the tool with the corresponding seat width and the corresponding seat angle.

Fig. 3 Set the tool with a setting gauge and tighten it with

the hex socket screw. Insert unit with guide mandrel into the valve guide.

3360

3359

Page 95

Reworking valve seat

Fig. 4 Release Jaccard lever, place magnetic flange flush

on the clamping plate and set the height so that the tool does not contact the valve seat. Set toggle switch to position 1. Tighten the Jaccard lever.

Fig. 5 Machine the valve seat by turning the driving crank

evenly in clockwise direction and simultaneously operating the feed nut.

3361

Caution:

During the machining process turn the driving crank vigorously and evenly but under no circumstances against the direction of turning, as otherwise the carbide cutting edge may break.

Fig. 6 Once the valve seat has been expertly machined,

reduce the working pressure of the tool by 2-3 revolutions without feed motion. During these revolutions turn the feed nut 2-3 revolutions back. Press toggle switch briefly to position 2 to lift the magnetic field. Now move the whole Mira unit out upwards and insert it into the next valve guide, repeating the centering operation. Use the same tool settings for all intake and all exhaust valve seats (see below).

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Fig. 7 Observe specified seat angle.

1 Exhaust, total angle: 90_, tool setting: 45_ 2 Inlet, total angle: 120_, tool setting: 30_

Repeat the chip-removing machining process until the valve seat is clean and free of pores.

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Page 96

Reworking valve seat

Fig. 8

Note:

When dressing the valve seat inserts, remove as little material as possible from the seat face. The valve retrusion is to be used as reference value.

If the cylinder head interface is to be machined (max. 1 mm), the seat inserts must be reworked to achieve the valve retrusion. If new valves and seat inserts are used, increase the depth of the seat bore in the cylinder head according to the amount of material removed from the cylinder head interface.

Fig. 9 The valve seat insert must be changed if as a re-

sult of the cylinder head interface and the valve seat insert having been machined the theoretical valve seat is too deep in the cylinder head or the seat face has become too wide. Ensure that the valve recess (X) is correct, see page 89.

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Page 97

Refacing valves

Fig. 1 Apply abrasive paste to tapered area on the valve

seat. Oil valve guide and insert valve.

Fig. 2 Use valve refacer to reface valve seat by applying

moderate axial pressure and describing a turning motion.

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Important:

Keep valve stem and valve guide free of abrasive paste.

Fig. 3 The valve seat must have a faultless, closed grind-

ing pattern (2). The grinding pattern width is correct if the valve seat insert is in order.

1 Valve tapered area 2 Valve seat

Fig. 4 1 Valve seat insert

2 Valve 3 Valve seat good 4 Valve seat too wide

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1 2

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12 12

Note:

Valve seats which are too wide tend to accumulate coking residues,

– valves become leaky –

Valve seats that are too small prevent rapid discharge of heat from the valve disc to the cylinder head,

– valves burn –

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Page 98

Checking compression

Fig. 1 D Check valve clearance and adjust, if necessary,

see page 84

D Let engine warm up D Remove all fuel injectors, see page 30 D For compression guideline values, see publica-

tion ”Engineering S Data S Setting values”

Start with 1st cylinder (water pump end). Insert new seal, screw on test connection of compression recorder with union nut and tighten with pin spanner.

Fig. 2 Insert test sheet into compression recorder. Screw

compression recorder for diesel engines on to test connection.

Turn engine over with starter until needle deflection of compression recorder stops, at the same time holding adjusting lever of injection pump in stop position.

Connect up compression recorder with test connection to the next cylinder, and check all cylinders as described above.

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Fig. 3 Depending on the compression recorder design,

the engine can also be started directly by the compression recorder. For this purpose the electrical connections on the starter electromagnetic switch (terminals 50 and 30) are to be accordingly connected up.

Fig. 4 Compare the values measured and remove com-

pression recorder and test connection. Apply ”Never Seeze” to contact faces on fuel injectors. Screw in fuel injectors with nozzle and new seal. Screw on union nut and tighten to specified torque (see ”Engineering S Data S Setting values”). Connect up injection lines and leakage fuel return lines.

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Page 99

Removing and installing timing case

D Remove starter, see page 116 D Remove flywheel, see page 62

Fig. 1 Remove the mounting bolts (17 mm).

The bottom of the timing case is bolted to the oil pan.

Fig. 2 Take off the timing case. Take the gasket off the

timing case and fit a new one.

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Fig. 3 Check the contact washer on the camshaft for

wear, if necessary fitting a new one.

Fig. 4 Stick new gasket to timing case using grease. Fit flywheel housing. Check whether the oil-pan

gasket is in order, if necessary fitting a new one. Slightly oil the threads and the contact faces of the

mounting bolts and tighten the bolts to the specified torque (see ”Engineering, Data and Setting values”).

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Page 100

Removing and installing camshaft,

exchanging camshaft bearing

Removing camshaft

D Drain coolant, see page 37 D Remove oilpan, see page 53 D Remove starter, see page 116 D Remove flywheel and timing case,

see page 98

D Remove the rocker arms and take out the push

rods, see page 79

Note:

For removing the camshaft the engine must be turned by 180_. For this reason the engine must be placed on a dolly.

Fig. 1 Remove raw–water pump with drive system

(13 mm, 19 mm)

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Fig. 2 Remove angle drive, cover (17 mm) and raw-wa-

ter-pump drive gear from the camshaft (17 mm).

Fig. 3 Turn engine upside down so that the valve tappets

do not obstruct removal of camshaft. Pull out camshaft, taking care not to damage the camshaft bearings. Check camshaft for wear and damage. If the camshaft or the drive gear is damaged, a new entire camshaft/gear unit must be fitted.

Check the tappets, if necessary fitting new ones.

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