250 Series Diesel Engine Manual

Instruction manual of 250 series diesel engines
Points for Attention

1. Before installation and operation, the operators should read this instruction
manual and manuals of supporting parts and assemblies and get themselves familiar with
the construction of the engine, and manipulate it strictly according to the regulations of
operation and maintenance.
2. The diesel engine has undergone rigorous release test according to test
specifications, and the lead seal on fuel injection pump has been set. It is forbidden to
remove lead seal to increase injection amount at will.
3. New diesel engine or diesel engine overhauled must be subject to running-in
without load for 10 hours, then to running-in under 60% load or less for 50 hours.
Replace oil and clean oil filter. Check if bolts and nuts of cylinder heads, main bearing
covers and connecting rods are still tight enough to meet the requirement. The engine
operation should not proceed unless everything is confirmed normal. Burning heavy fuel
oil is forbidden during running-in period.
4. Diesel engine shall be warmed up without load at 40%~50% rated speed after it is
started up. After warming up, the speed and the load can be increased gradually. Do not
shut it down suddenly when it is running with high load. Decrease speed and load
gradually, then allow it to run without load at low speed for 5~10 minutes, then shut it
down. It is forbidden to run it at idle speed for long term!
5. If crankcase overheats abnormally, do not open blank plates to inspect until it
cools down for 10 minutes at least after it is shut down.
6. When maintaining, repairing and checking diesel engine, it is essential to keep it
clean. After dismounting components and parts, all exposed oil holes and pipe holes shall
be protected by adhesive tape, plastic cover or wooden plug temporarily (it is forbidden
to block them with cotton yarns or fiber material) to prevent foreign matters from
dropping into holes. If machining should be conducted on the components and parts (for
example, drilling or reaming on assembly), its adjacent area must be covered. After
machining, chips and residue should be eliminated thoroughly. Chips or foreign matters
are forbidden to entry diesel engine and its peripheral system.
7. The antifreeze agent should be used in coolant if the ambient temperature is lower
than 0. If the ambient temperature is lower than 5, the diesel engine should not be
started up before its cooling water and oil are warmed-up.
8. The fuel oil, lube oil and hydraulic oil must be selected according to the
specifications, and are stored in special purpose of clean container. When they are filled
into engine, they should be filtered by a strainer. It is preferred that the fuel oil undergoes
precipitation more than 72 hours. Oil used for speed governor and turbocharger must be
in compliance with relevant manuals.
9. Service of electrical system should be carried out by the person who is familiar
with electrical knowledge.
10. Diesel engine should be installed and maintained only by trained and qualified
personnel.
11. Residual fluids must be disposed correctly according to local regulations.
12.Rated speed of the diesel engine has been adjusted and limited. Never attempt to
change the speed adjusting device.
13. Some parts, such as turbocharger, intercooler, piping and injection pump of
heavy fuel oil, as well as exhaust pipe of cylinder are very hot. All these parts are
protected by cover or thermal isolation material. Never attempt to remove these
protection till these hot parts cooled down when repair or maintenance. Replace these
protections in time after repair or maintenance.
14. Do not install and use the engines in explosive environment.
Foreword
CW250 series diesel engines are new models developed, designed and manufactured
by Chongqing Weichai Engine Co., Ltd. based on advanced techniques absorbed from
medium speed engines both at home and abroad.
The engines is compact in structure, reliable in operation, good in economic and
technical performance, less is part quantity, favorable in general purpose of utilization,
and convenient in manipulation and maintenance, so they are ideal propulsion power for
passenger ships, transport ships, fishing boats, etc. and also perfect primary power for
marine auxiliary sets, land-based generating sets and other power plants.
CW 250 diesel engine makes use of technologies of four-stroke, non-reversible
rotation, in-line, direct injection, water cooling, supercharging, intercooling, etc.
This manual highlights structural features of CW 250 series diesel engines, and
explains principle of every system, and gives all-around description about operation and
maintenance of the diesel engine.
The user is expected to read this manual carefully to acquaint himself with the
construction and operation of the diesel engine before starting it, so that the efficiency of
the engines can be brought out fully.
Turbocharger, speed governor, monitor and other devices supporting the diesel
engine are provided with their own manuals, so they are not introduced in the Instruction
Manual.
Both construction and performance of the CW 250 series engines will be improved
with the development of science and technique; thus, the users will not be notified if
there is modification in newly developed engine. Please notice the technical documents
delivered with the diesel engine. Therefore, the diesel engine shall be regarded as
standard if there is difference between the specification of manual and the actual
performance of engine due to the improvement of product.
December, 2013
Contents
Chapter 1 Main Specification of Diesel Engine ........................................................... 1
1. Main performance and technical parameters .......................................................... 1
2. Requirement of operating with overload under standard ambient conditions ........ 6
3. Correction of output and specific fuel consumption under nonstandard conditions
.................................................................................................................................... 6
4. Description of torsional vibration calculation of the diesel engine ........................ 6
5. Main specifications of accessories .......................................................................... 6
6. Sectional view of CW250 series diesel engines ................................................... 10
7. External view of CW250 series 6-cylinder diesel engines (with front-mounted
turbocharger) ............................................................................................................. 11
8. External view of CW250 series 6-cylinder diesel engines (with rear-mounted
turbocharger) ............................................................................................................. 12
9. External view of CW250 series 8-cylinder diesel engines (with front-mounted
turbocharger) ............................................................................................................. 13
10. External view of CW250 series 8-cylinder diesel engines (with rear-mounted
turbocharger) ............................................................................................................. 14
11. Characteristic curves of CW6250ZL diesel engine ............................................ 15
12. Characteristic curves of CW6250ZL-1 (CW6250ZL-1N) diesel engine............ 16
13. Characteristic curves of CW6250ZL-2 diesel engine ......................................... 17
15. Characteristic curves of CW8250ZL diesel engine ............................................ 19
Chapter 2 Structure and Maintenance of Diesel Engine ............................................. 23
1. Construction and rotation direction ...................................................................... 23
2. Weight of main components and assemblies ........................................................ 23
3. Cylinder body & oil sump assembly..................................................................... 24
4. Cylinder head and relative components ................................................................ 27
5. Crankshaft and its relative components ................................................................ 34
6. Piston and connecting rod assembly ..................................................................... 36

7. Camshaft and flywheel end drive ......................................................................... 38
Chapter 3 Fit Clearance and Permissible Clearance of Major Components............... 41
Chapter 4 Tightening Requirement of Screw Fasteners ............................................. 44
1. Basic requirements of tightening screw fastener .................................................. 44
2. Basic requirement of main screw fasteners .......................................................... 45
3. Recommended torque for undefined general bolt................................................. 49
Chapter 5 Quality Requirements of Fuel oil, Lube Oil and Cooling Water............. 51
1. Quality requirements of fuel oil ............................................................................ 51
2. Quality requirements of lube oil ........................................................................... 55
3. Quality requirements of fresh water ..................................................................... 58
Chapter 6 Introduction and Maintenance of Systems of CW250 Diesel Engine........ 60
1. Speed control system, mechanical overspeed safety device, and camshaft thrust
bushing ...................................................................................................................... 60
2. Starting and emergency shutdown systems .......................................................... 64
3. Monitoring and alarm system ............................................................................... 66
4. Fuel oil system ...................................................................................................... 68
5. Lube oil system ..................................................................................................... 71
6. Cooling water system............................................................................................ 75
7. Intake & exhaust and supercharging systems ....................................................... 76
Chapter 7 Operation of diesel engine ......................................................................... 77
1. Installation of diesel engine .................................................................................. 77
2. Operation of diesel engine .................................................................................... 81
3. Operating requirement of diesel engine ................................................................ 81
4. Check before operation, start, running and stop of diesel engine ......................... 82
5. Operating guide of diesel engine burning HFO .................................................... 85
Chapter 8 Regular Check and Maintenance................................................................ 88
1. Necessary repair .................................................................................................... 88
2. Maintenance and service ....................................................................................... 89
Chapter 9 Typical Failures and Troubleshooting ........................................................ 93
1. Low quality oil ...................................................................................................... 93

2. High temperature of cooling water ....................................................................... 93
3. Insufficient output ................................................................................................. 94
4. Black smoke.......................................................................................................... 94
Chapter 10 Troubleshooting Table .............................................................................. 96
Appendix 1:............................................................................................................... 100
Correction of Output at Nonstandard Condition..................................................... 100
Appendix 2:............................................................................................................... 103
Torsional Vibration Calculation Parameters ........................................................... 103
Constituent and Explanation of Model No.

Constituent and explanation of engine model:
Model No. of CW250 diesel engine consists of four portions: the first one indicating prototype
model No. and enterprise No.; the second one indicating cylinder quantity, cylinder arrangement,
stroke and bore; the third one indicating the construction and application; and the rear one indicating
the variant (expressed by arabic numerals) of this model and rotation direction. A hyphen could be
used between the third and the rear portion.
Expression of model No.:

CW
The rear portion: symbols of variant and rotation direction. N
means anticlockwise rotation. There is no N if the engine
rotates clockwise.
The third portion: symbols of construction and application
The second portion: symbols of cylinder quantity,
arrangement, stroke and bore
The first portion: symbol of new engine ( ), and enterprise
code (CW)
Examples:
CW6250ZL: 6-cylinder, inline, 4-stroke, bore 250mm, water cooling, turbocharging, marine
main engine rotating clockwise if viewed from flywheel end, basic version;
CW6250ZLC-1N: 6-cylinder, inline, 4-stroke, bore 250mm, turbocharging and intercooling, first
variant, marine main engine rotating counterclockwise.
Chapter 1 Main Specification of Diesel Engine

1. Main performance and technical parameters
1.1 Specifications of 6-cylinder diesel engine
Items Technical specifications
CW6250ZLC-1
(main engine)
CW6250ZLC
CW6250ZLD-1 CW6250ZLC-2 CW6250ZLC-3
(main engine)
(aux. engine) (main engine) (main engine)
Model CW6250ZLD
CW6250ZLC-1N CW6250ZLD-2 CW6250ZLD-3
(aux. engine)
(port main engine) (aux. engine) (aux. engine)
CW6250ZLD-1N
(port aux. engine)
4-stroke, non-reversible, in-line, direct-injection, water cooling,
Type
turbocharging, intercooling
Arrangement of
Options: front-mounted or rear-mounted turbocharger
turbocharger
Qty. of cylinders 6
Cylinder bore mm 250
Stroke mm 300
Rated power kW 1470 1103 1323 1058
Rated speed r/min 1000 750 900 720
Mean effective
2.0
pressure MPa
Mean piston speed
10 7.5 9.0 7.2
m/s
Max. explosion
15(rated operating condition)
pressure MPa
Compression ratio 13
Displacement
88.36
L
Specific fuel
196 189 195 189
consumption g/kW.h
Specific oil
1.2(rated operating condition)
consumption g/kW.h
Crankshaft rotates clockwise if viewed from flywheel end (Crankshaft
Rotation direction
rotates counterclockwise in case of port engine)
Firing order(No.1
cylinder nearest free 1-4-2-6-3-5 (port engine1-5-3-6-2-4)
end)
1
Minimum steady-state 400(main 360(main 288(main

300(main engine)
operating speed r/min engine) engine) engine)
Minimum steady
450(aux. 324(aux.
operating speed 338(aux. engine) 405(aux. engine)
engine) engine)
without load r/min
Exhaust back pressure
2.5
kPa
Boosted air pressure
MPa (@ rated 0.18~0.25 (gauge reading)
operating condition)
Exhaust
Manifolds:500 Main pipe: 630
temperature
Intake temp. of
turbocharged air 55( @ rated operating condition)
intercooled
Fresh water
temperature at engine 70~85(@ rated operating condition) Alarming value:85
outlet
Fresh water pressure at
engine inlet(rated
0.20~0.30 0.15~0.20 0.20~0.30 0.15~0.20
MPa
Lube oil temp. at
55~78(rated operating condition) Alarming value:78
engine inlet
Lube oil pressure at
0.35~0.5(0.20MPa: alarming value, 0.15MPa: shutdown value)
engine inlet MPa
Fuel oil pressure
0.30~0.60
MPa
Intake valve open: 52CA before TDC
Valve timing Intake valve close: 32CA after BDC
(crank angle) Exhaust valve open: 40CA before BDC
Exhaust valve close: 40CA after TDC
Advanced angle of fuel
oil supply (crank 181CA 171CA 181CA 171CA
angle)
Injection starting
pressure of injector 32~33
MPa
Starting method Started by compressed air (air starter)
Air pressure at inlet of
0.8~1
air starter MPa
Capacity of air
250
reservoir L
Pressure in air reservoir
3.0
MPa
2
Capacity of expansion
500
tank L
Lube oil designation CD40 in GB11122 (for engine burning light fuel oil)
The engine can burn light fuel oil and heavy fuel oil on basis of different
Fuel oil designation
configurations
Valve
Intake 0.9
clearance
mm (cold
Exhaust 0.9
state)
Net weight of diesel
12000
engine kg
Capacity of oil sump
380
L
Overall dimensions
381713712458front-mounted turbocharger
(LWH)
449415612458rear-mounted turbocharger
mmmmmm
1.2 Specifications of 8-cylinder diesel engine
Items Technical specifications
CW8250ZLC-1
(main engine)
CW8250ZLC CW8250ZLD-1 CW8250ZLC-2 CW8250ZLC-3
(main engine) (aux. engine) (main engine) (main engine)
Model CW8250ZLD CW8250ZLC-1N CW8250ZLD-2 CW8250ZLD-3
(aux. engine) (port main engine) (aux. engine) (aux. engine)
CW8250ZLD-1N
(port aux. engine)
4-stroke, non-reversible, in-line, direct-injection, water cooling,
Type
turbocharging, intercooling
Arrangement of
Options: front-mounted or rear-mounted turbocharger
turbocharger
Qty. of cylinders 8
Cylinder bore
250
mm
Stroke mm 300
Rated power kW 1960 1470 1760 1410
Rated speed
1000 750 900 720
r/min
Mean effective
2.0
pressure MPa
Mean piston speed
10 7.5 9 7.2
m/s
Max. explosion
15
pressure MPa
Compression ratio 13
3
Displacement L 117.81
Specific fuel
192 193 195 193
consumption g/kW.h
Specific oil
1.2(rated operating condition)
consumption g/kW.h
Crankshaft rotates clockwise if viewed from flywheel end (Crankshaft
Rotation direction
rotates counterclockwise in case of port engine)
Firing order(No.1
cylinder nearest free 1-3-2-5-8-6-7-4 (port engine1-4-7-6-8-5-2-3)
end)
Minimum
360(main 288(main
steady-state operating 400(main engine) 300(main engine)
engine) engine)
speed r/min
Minimum steady
405(aux. 324(aux.
operating speed 450(aux. engine) 338(aux. engine)
engine) engine)
without load r/min
Exhaust back
2.5
pressure kPa
Boosted air pressure
MPa (@ rated 0.18~0.25 (gauge reading)
Exhaust
Manifolds:500 Main pipe: 630
temperature
Intake temp. of
turbocharged air 55(rated operating condition)
intercooled
Fresh water
temperature at engine 70~85(rated operating condition) Alarming value: 85
outlet
Fresh water pressure
at engine inlet(rated
0.20~0.30
MPa
Lube oil temp. at
55~78(rated operating condition) Alarming value: 78
engine inlet
Lube oil pressure at
0.35~0.5 (0.20MPa alarming value, 0.15MPa shutdown value)
engine inlet MPa
Fuel oil pressure
0.30~0.60
MPa
Intake valve open: 52CA before TDC
Valve timing(crank Intake valve close: 32CA after BDC
angle) Exhaust valve open: 40CA before BDC
Exhaust valve close: 40CA after TDC
4
Advanced angle of
fuel oil supply 181CA 171CA 181CA 171CA
(crank angle)
Injection starting
pressure of injector 32~33
MPa
Starting method Started by compressed air(air starter)
Air pressure at inlet
0.8~1
of air starter MPa
Capacity of air
2160
reservoir L
Pressure in air
3.0
reservoir MPa
Capacity of
expansion tank 500
L
Lube oil designation CD40 in GB11122 (for engine burning light fuel oil)
The engine can burn light fuel oil and heavy fuel oil on basis of different
Fuel oil designation
configurations
Valve Intake 0.9
clearance
mm (cold Exhaust 0.9
state)
Net weight of diesel
15300
engine kg
Capacity of oil sump
490
L
Overall dimensions
472314322492front-mounted turbocharger
(LWH)
554315612492rear-mounted turbocharger
mmmmmm
Remarks
(1) Rated output is the power under the standard conditions (GB/T 6072.1-2000) of
100kPa atmospheric pressure, 25 ambient temperature, 25 charge water
temperature in intercooler. If the actual condition differs from the standard one, the
power indicated should be corrected.
(2) When burning heavy fuel, output of the diesel engine should be graded down by
10% due to higher thermal load.
(3) Specific fuel consumption is the amount of fuel with calorific value 42700kJ/kg
(10200kcal/kg) consumed by the diesel engine under the standard condition, in which
deviation within 5% is allowable (satisfying requirements of CB/T3254.1). Where fresh
water pump or seawater pump is driven by the diesel engine, the fuel oil consumption
should increase by 1% respectively.
5
2. Requirement of operating with overload under standard ambient conditions
Under standard ambient conditions, the diesel engine is permitted to run with 110%
load for 1 hour every 12 running hours (at which the speed of engine used as propulsion
system is to be 103.2% rated speed, and the speed of engine used for driving generator is
to be rated speed).
Standard ambient conditions:
Ambient temperature to=298K(25)
Atmospheric pressure Po=0.1MPa
Relative humidity of air o=30%
Water inlet temperature of intercooler tmco=298K(25)
3. Correction of output and specific fuel consumption under nonstandard conditions
If the engine is used under reference ambient condition within an unlimited range of
service, its power shall be graded down by 10%.
Standard conditions of unlimited range of service:
Ambient temperature to =318K(45)
Barometric pressure Po=0.1MPa
Relative humidity of air o=60%
Water inlet temperature of intercooler tmco=305K(32)
In order to guarantee that the engine can run safely and reliably under nonstandard
conditions, the output and specific fuel consumption shall undergo correction as per
Appendix 1.
4. Description of torsional vibration calculation of the diesel engine
User shall perform torsional vibration calculation according to the calculating
parameters, the design of power installation (as coupling, reduction gearbox, propeller
shafting, other loads, etc.), and relative model data to determine if resonance point exists,
and take the corresponding measures to prevent against excessive stress due to resonance.
The engine maker will not bear any responsibility for excessive amplitude or stress if the
user ignores determination and calculation of torsional vibration. Refer to Appendix 2 for
torsional vibration calculation.
5. Main specifications of accessories

5.1 Specifications of basic accessories of the diesel engine
6
Technical parameters based on relevant engine model

CW6250ZLC-1 CW8250ZLC-1
CW6250ZLC CW6250ZLD-1 CW8250ZLD-1 CW8250ZLC
S/N
Name Specifications CW6250ZLD CW6250ZLC-1N CW8250ZLC-1N CW8250ZLD

CW6250ZLC-2 CW6250ZLD-1N CW8250ZLD-1N CW8250ZLC-2
CW6250ZLD-2 CW6250ZLC-3 CW8250ZLC-3 CW8250ZLD-2
CW6250ZLD-3 CW8250ZLD-3
Type Driven by engine, gear transmission, gear pump
Rated speed range r/min 1313~1459 1050~1094 1050~1094 1313~1459
Lube Rated flow rate range

45~50 36~38 48~50 60~66
1 oil m3/h
pump Working pressure MPa 0.35~0.5
Opening pressure of
pressure regulating 0.6
valve MPa
Driven by engine, gear transmission, vane-type centrifugal
Type
pump
Fresh Rated speed range r/min 2584~2871 2067~2153 2067~2153 2584~2871
2 water
Rated flow rate range
pump 63~70 50~53 67~70 84
m3/h
Working pressure MPa 0.15~0.30
Driven by engine, gear transmission, vane-type centrifugal
Type
pump
Sea- Rated speed range r/min 2584~2871 2067~2153 2067~2153 2584~2871
3 water
Rated flow rate range
pump 63~70 50~53 67~70 84
m3/h
Working pressure MPa 0.15~0.30
Type Driven by engine, gear transmission, gear pump
Rated speed range r/min 2584~2871 2067~2153 2067~2153 2584~2871
Fuel oil Rated

3
flow rate range
2.2~2.4 1.7~1.8 1.7~1.8 2.2~2.4
4 delivery m /h
pump Working pressure MPa 0.30~0.60
Opening pressure of
pressure regulating 0.6
valve MPa
Individual pump (configuration and model depends on fuel
Type
Injection oil designation)
5
pump Plunger dia. mm 22
Lift mm 20
Type Multi-orifice injection of lube oil -cooling nozzle
6 Injector Orifice qty.dia 100.35 100.3 100.35
number /mm
Opening pressure MPa 32~33
7
YT111 Hydraulic (its model depends on main engine or aux.

Type
engine)
Speed
Capacity Nm 11.1
7 govern
or Adjustable range of
steady state speed 0~10%
governing rate
Type Boosted by turbocharger
8 T/C
Boosted pressure MPa 0.16~0.25MPa (gauge reading)
Inter- Type Tube fin type
9
cooler Cooling area m2 50 40.6 50 88/72.5
Lube Type Shell and tube type
10 oil 2
cooler Cooling area m 16 12.5 16 26
Fresh Type Shell and tube type
11 water
cooler Cooling area m2 8 5.4 8 14.2
Type Started by air starter

Air
12 Starting air pressure
starter 0.8~1.0
MPa
Capacity of air reservoir
250 2160
Air L
13
reservoir Pressure in air reservoir
3.0
MPa
Type Screen pan
Fine oil
3
Flow rate m /h 50
filter
14
Pressure MPa 0.6~1
Filter rating m 30
Type Screen pan
fuel
3
Flow rate m /h 2.4
15 Pressure MPa 0.30~0.60
filter
Fine
Filter rating m 10
8
1. Displays of revolution speed of diesel engine, oil pressure

at engine inlet and outlet, oil temperature at engine inlet
and outlet, fresh water temperature at engine outlet,
exhaust temperature of cylinders and exhaust header,
supercharged air pressure.
16 Monitor Basic functions 2. Alarming and shutting down when out of corresponding
limit.
3. Control of starting solenoid valve and pneumatic
emergency stopping solenoid valve.
4. With long transmission display
9
CW250
6. Sectional view of CW250 series diesel engines
Longitudinal section of CW250 series diesel engines Cross section of CW250 series diesel engines
10
CW250
7. External view of CW250 series 6-cylinder diesel engines (with front-mounted turbocharger)
11
CW250
8. External view of CW250 series 6-cylinder diesel engines (with rear-mounted turbocharger)
12
CW250
9. External view of CW250 series 8-cylinder diesel engines (with front-mounted turbocharger)
13
CW250
10. External view of CW250 series 8-cylinder diesel engines (with rear-mounted turbocharger)
14
11. Characteristic curves of CW6250ZL diesel engine
Exhaust temp.
Smok
e
Power
SFC
Speed
Propulsion characteristics curve of CW250ZL diesel engine
Exhaust temp.
Smok
e
SFC
Power
Load-bearing characteristics curve of CW250ZL diesel engine
15
12. Characteristic curves of CW6250ZL-1 (CW6250ZL-1N) diesel engine
Exhaust temp.
Smok
e
Power
SFC
Speed
Propulsion characteristics curve of CW6250ZL-1 diesel engine
Exhaust temp.
Smok
e
SFC
Power
Load-bearing characteristics curve of CW6250ZL-1 diesel engine
16
13. Characteristic curves of CW6250ZL-2 diesel engine
Exhaust temp.
Smok
e
Power
SFC
Speed
Exhaust temp.
Smok
e
SFC
Power
17
Exhaust temp.
Smok
e
Power
SFC
Speed
Exhaust temp.
Smok
e
SFC
Power
18
15. Characteristic curves of CW8250ZL diesel engine
Exhaust temp.
Smok
e
Power
SFC
Speed
Propulsion characteristics curve of CW8250ZL diesel engine
Exhaust temp.
Smok
e
SFC
Power
Load-bearing characteristics curve of CW8250ZL diesel engine
19
Exhaust temp.
Smok
e
Power
SFC
Speed
Exhaust temp.
Smok
e
SFC
Power
20
Exhaust temp.
Smok
e Power
SFC
Speed
Exhaust temp.
Smok
e
SFC
Power
21
Exhaust temp.
Smok
e
Power
SFC
Speed
Exhaust temp.
Smok
e
SFC
Power
22
Chapter 2 Structure and Maintenance of Diesel Engine

1. Construction and rotation direction
Type CW250 series, in-line
Free end The end mounted with engine-driven oil pump
Flywheel end The end mounted with flywheel
Control side The right side if viewed from free end
Exhaust side The left side if viewed from free end
Numeration Cylinders indicated by numbers as 1, 2, 3, 4sequentially from free end
of cylinders
Rotation viewed from flywheel end, clockwise rotation for starboard engine, and
direction counterclockwise rotation for port engine
2. Weight of main components and assemblies

**: The first * indicates the required quantity per engine, and the second * means the
weight of each component or assembly.
Weight (Kg)
Designation
6-Cyl. 8-Cyl.
Diesel engine (without water and oil) 12000 15300
Cylinder block assembly 3500 4500
Main bearing cover (shells included) 741 941
Wet oil sump assembly 300 365
Cover plate at free end 130 130
Cover plate at flywheel end 120 120
Camshaft cover plate 65 80
Cylinder liner 680 880
Cylinder head assembly 6220 8220
Connecting rod assembly 665 865
Piston assembly (piston pin, piston ring included) 645 845
Piston and connecting rod assembly (connecting rod
691 891
cover excluded)
Crankshaft (flywheel and vibration damper excluded) 1770 2250
23
Camshaft assembly (drive gear included) 235 310

Injection pump assembly 632 832
Turbocharger assembly 430 430
3. Cylinder body & oil sump assembly
3.1 Structural features

3.1.1 Cylinder block
The cylinder block is of integral high strength cast iron, in which cooling water
space, air inlet space and lubricating oil passages are arranged. There are main bearing
seats at the lower parts of lateral partitions, on which main bearing oil holes are drilled.
Its bottom is open, facilitating installing crankshaft. Access openings, which are used for
installing / dismounting and inspecting internal components as crankshaft, connecting
rods, main bearing shells are arranged on both sides of crankcase. Viewed from free end,
there is large size opening at upper part of right side, from which camshaft and related
components are installed.
3.1.2 Oil sump
The bottom of cylinder block is sealed by oil sump fabricated from welded steel
plates. Oil sump is equipped with a perforated baffle on its top to separate oil sump from
crankcase so as to prevent foreign matters from entering oil sump.
3.1.3 Main bearing cover
Main bearing cover of each journal is fabricated from high strength spheroidal cast
iron, fixed on its corresponding seat by two longitudinal stud bolts, and tightened
laterally by two tie bars passing through two sides of cylinder block.
3.1.4 Main bearing
The main bearing of each journal consists of two identical halves, mounted on
bearing seat and in bearing cover respectively. At the last journal of crankshaft (nearest to
flywheel end), thrust bearing are mounted at the both sides of saddle of bearing seat to
limit the axial movement of crankshaft.
3.1.5 Cylinder liner
Cylinder liner is made of special abrasion resistant cast iron and its inner surface
subject to nitriding treatment. Cylinder liner is pressed into cylinder block from the top
and supported at the upper part of cylinder block. Two O-rings between cylinder liner
and block separate cooling water space from crankcase.
3.2 Precautions during mounting/ dismounting and maintenance
3.2.1 Cylinder liner
3.2.1.1 Before dismounting, drain away cooling water fully and cover the
crankshaft and oil sump to prevent water from dropping into oil sump. Install the
mounting/ dismounting tool as shown in the figure shown as below. Tighten the nuts, and
24
pull liner out by approx. 70mm. When pulling cylinder liner, clamp the head of lifting
bolt to guard against its turning so as to guarantee that the fixed stop at the lower part of
liner will not drop off. After loosening cylinder liner, screw out nut, and invert the tool
and reinstall it as shown in the figure shown as below. Then screw nut down to press the
cylinder liner, and lift liner out.
3.2.1.2 Before mounting cylinder liner, clean and inspect the liner and cylinder
block to guarantee that the pressure bearing surface between liner and block, guide
surface, two O-rings clean and free from damage. Then apply a thin film of Loctite 510
on the pressure bearing surface. Install mounting / dismounting tool as shown in Cylinder
Liner Lifting Figure shown as below. Screw down the nut to press down the liner tightly,
then transfer it into cylinder block, before which apply grease on O-ring to protect its
surface. After installing cylinder liner, it shall be subject to pressure test to make sure that
cooling water space does not leak.
3.2.2 Main bearing cover and main bearing shells

3.2.2.1 Before dismounting/ mounting main bearing cover and shell, measures
shall be taken to guard against accidental rotation of engine when someone is handling
the components and assemblies inside of crankcase.
25
3.2.2.2 Each main bearing cover is marked with a stamped number, corresponding
to its bearing seat number. Mount the cover in accordance with its number, and the
locating groove of cover shall be on the same side as that of bearing seat (i.e. exhaust
side).
3.2.2.3 Shells are machined accurately so that lapping is not required when
mounting. Neither file the binding surface nor scrape friction layer.
3.2.2.4 There are locating groove at main bearing seat and in bearing cover. When
mounting, press locating lip of shell into locating groove and adjust main bearing cover
until the end faces of upper and lower shells are flush roughly.
3.2.2.5 When installing / dismantling main bearing cover nut, unscrew the tie bars
of main bearing cover. Install hydraulic tool as shown in the Dismantling/ Installing Main
Bearing Cover Bolt. Use Tee-type distributor, metallic flexible tube and quick adapter to
connect the two bolt-tensioning tools and a hydraulic booster pump. Dismount / mount
the bolts according to the requirements of fastening screws in Chapter 4. When
dismounting main bearing cover nut, install the lifting tool of main bearing cover to
prevent cover from dropping off.
3.2.2.6 When installing/ dismantling main bearing shells and thrust bearings, locate
the main bearing cover on to appropriate position. Then install required tool as shown in
the figure as below (when installing and dismantling main bearing shell of other journals
without thrust bearing, only tools for main bearing shell are required). Rotate crankshaft
clockwise from flywheel end (the locating groove of upper and lower shells are at the
same side and close to exhaust side) to turn the main bearing shell out. Rotate crankshaft
counterclockwise when installing the shell. If the turned out shell or thrust bearing can be
reused, mark it immediately to make sure that it will not be installed on other place by
mistake.
26
Installation and Removal of Main Bearing Shell and Thrust Bearing

4. Cylinder head and relative components
4.1 Structural features

Cylinder head is made of heat-resistant grey cast iron, and secured on the cylinder
block by four bolts, one cylinder head for each cylinder.
Cylinder head and relative components are shown in the schematic diagram as
below. Each cylinder head has two intake and two exhaust valves respectively, valve
spring, valve rotator, valve guide, rocker arm, fuel injector, and power indicator, relief
valve, etc.
The valve mechanism is driven directly by rocker arm, push rod transmission and
camshaft.
Fuel injector is installed in a bushing between valve mechanisms, clamped by two
bolts and a tension block.
Power indicator valve is connected to the screw hole at the front side of cylinder
head through a pipe extension. This valve can be used to blow engine off before starting
or measure the explosion pressure of cylinder.
Relief valve is mounted at the front side of cylinder head, which could open
automatically when explosion pressure in cylinder exceeds the limit.
27
Schematic Diagram of Cylinder Head and Components Installed on It

4.2 Precautions during installation, removal and maintenance
4.2.1Lifting cylinder head
Before lifting cylinder head, it is necessary to remove the casing, then fix the cross
bar of installing and dismantling tool of intake & exhaust valve or two M22 eye nuts on
the stud of casing. After that, cylinder head could be lifted up.
4.2.2 Leveling of valve mechanism
a. Insert a feeler gauge of 0.02mm thickness between adjusting screw and valve as
shown in the figure as below. Hold down position indicated by arrow by hand
(guaranteeing another valve to contact with pad). Regulate adjusting screw and nut. Lock
adjusting nut tightly after there is 0.02mm valve clearance.
b. Pull out the feeler gauge. Hold down the position indicated by arrow by hand, and
recheck clearance between adjusting screw and valve with the aid of feeler gauge. It is
acceptable if clearance is within 0mm~0.05mm.
28
4.2.3 Adjustment of valve clearance

Remove casing on the cylinder head, rotate the crankshaft until the piston in the
cylinder to be checked locates at TDC (four valves are closed). Measure valve clearance
at cold state with feeler gauge (the checking position is shown in Schematic Diagram of
Cylinder Head and Components Installed on It). Where it is necessary to adjust valve
clearance, hold on the ball head shore with a screwdriver, then loosen nut slightly to
adjust it to specific clearance. After that, hold the ball head shore motionless, tighten the
nut.
4.2.4 Cylinder head nut
When installing and dismantling cylinder head nut, install required tool as shown in
figure as below. Use metallic flexible tube and quick adapter to connect bolt-tensioning
tools and a hydraulic booster pump. Install and remove the cylinder head nut strictly
according to the requirements of fastening screws in Chapter 4.
Hydraulically Installing and Dismantling Cylinder Head Bolt
4.2.5 Fuel injector jacket

When installing jacket of injector, clean and inspect it to make sure the mating
surface of jacket and cylinder head as well as O-ring clean and free from damage. Apply
29
a little lube oil on surface of O-ring, and a thin film of Loctite 510 on mating surface
between bottom portion of injector jacket and cylinder head. Install required tool as
shown in the figure of installing and dismantling injector jacket, then screw down
hexagonal nut to compress injector jacket.
When dismantling injector jacket, install required tool as shown in figure of
Dismantling Injector Jacket, then screw down hexagonal nut to pull out guide.
Attention! When press-fitting or pulling out injector jacket, hold on the stud at the
designated position to prevent it from turning when pulling it out. Where replacing or
reassembling injector jacket, it should be subject to hydraulic pressure test to make sure
that there is no leakage in its cooling water chamber.
Press-fitting Injector Jacket Pulling out Injector Jacket
4.2.6 Intake and exhaust valves

When removing intake and exhaust valves, install required tool as shown in figure as
below, then tighten hex. head bolt to compress valve spring to remove collet. Release
valve spring, remove tool, and take out components of valves.
When mounting intake / exhaust valve, clean and inspect to make sure components
30
clean and free from damage, clearance between valve and guide within specific range.
Apply lube oil on valve stem to guarantee free movement of valve in guide and check if
rotator can rotate freely. Install required tool as shown in figure show as below, screw
down hexagonal head bolt to compress valve spring to appropriate position, then install
collet. Release valve spring and remove tool.
Schematic Diagram of Installation and Removal of Intake and Exhaust Valve
4.2.7 Valve seat ring

When removing valve seat ring, insert seat ring puller into valve seat hole until
appropriate depth. Tighten nut to make claws extend outwards to compress the top face
of valve seat (as shown in View B, Pulling out Valve Seat Ring), then install required tool
as View B. Tighten compression nut at bottom and pull out seat ring.
When installing valve seat ring, clean and inspect it to make sure the mating surface
between seat ring and cylinder head and O-ring clean and free from damage. Apply a thin
and uniform film of Loctite 272 on surface and end face of bore on cylinder head where
valve seat ring mates with it. Install required tool as shown in figure as below, and knock
seat ring gently into cylinder head or cool the seat ring with liquefied nitrogen (-195.8)
then install it into cylinder head.
Attention: Where replacing or reassembling valve seat ring, it should be subject to
hydraulic pressure test to make sure that there is no leakage of cooling water chamber.
31
4.2.8 Fuel injector

When dismantling injector, make sure that lubrication system of diesel engine stops
working. Use spanner dedicated to fuel pipe union to remove seals and union. Install
required tool as shown in figure as below, tighten nut to pull out injector.
Before installing injector, use injector calibrating tool to verify its opening pressure,
sealing and atomization ability to guarantee its qualification. If opening pressure does not
satisfy requirements, unscrew adjusting nut on injector and adjust pressure with
adjustable stud of injector spring.
When installing injector on cylinder head, clean and check it to make sure the
mating surface between injector and cylinder head, sleeve and O-rings clean and free
from damage. Apply lube oil on O-rings, and compress injector as shown in figure as
below (before compressing injector, adjust it so as to guarantee that fuel pipe union can
be installed.). Install fuel pipe union and other accessories.
32
4.2.9 Relief valve

Maintenance of relief valve is shown in the figure as below. Relief valve is
press-fitted on the front side of cylinder head to prevent explosion pressure in cylinder
from exceeding specific value, at which the relief valve opens automatically. Opening
pressure of valve is set to 17~18 MPa. The maintenance and service of relief valve shall
be carried out after engine comes to stop. Opening pressure can be adjusted through
adjusting screw. Remove the cover of valve, the whole valve can be dismantled with the
aid of puller. After long term of running or standstill, turn the valve stem with
screwdriver to guard against leakage from sealing conical face.
33
5. Crankshaft and its relative components
5.1Structural feature
Crankshaft is fabricated from high quality alloy steel subject to upsetting and heat
treatment. Crankshaft and its relative components are shown in the figure as below.
Driving gear (two halves combined type), flywheel and starting ring gear are mounted at
flywheel end of crankshaft, and vibrator damper and gears driving pumps mounted at
free end. Power can be output at free end if required.
5.2Precautions in installation, removal and maintenance

5.2.1 Crankweb deflection
In order to prevent crankshaft from producing excessive stress when installing,

bearings of crankshaft and those of rotating and moving parts connecting with crankshaft
shall be in good condition. In principle, in overhaul or after accident (which incurs
34
abnormal wear of bearings of crankshaft), and changing new bearings, it is essential to

measure crankweb deflection.
Crankweb deflections are indicative of the misalignment of the main bearings with
relation to each other and of main bearings with relation to the bearings of the connected
shaft. The measurements shall be taken in the engine in cold state (crankcase temperature
is close to the room one), shown as below. Crankweb deflection gauge is to be placed at
the same position of each journal (holes to be used for measurement drilled on counter
weight and at internal face of the crankweb nearest flywheel). After turn crankshaft to
point 1 in accordance with rotation direction of the diesel engine, mount crankweb
deflection gauge with a gentle pre-loading force and set dial gauge to Zero. After
crankshaft turns to point 2, 3, 4, 5 respectively, take down the reading of gauge and mark
it. An increment in the distance between a pair of webs, compared with the datum
position, is to be recorded in the table with a plus sign (+), a minus sign (-) is to be used
when the distance grows smaller. The permitted value of crankweb deflection (cold state)
for newly assembled engine: 0~-0.105 at the crank nearest flywheel end, and 0.035 at
other cranks; the permitted value of crankweb deflection (cold state) for diesel engine
running for long term: +0.035~-0.14mm at the cylinder nearest flywheel end, and
+0.07~-0.10mm at other cylinders. If the values measured exceed the permissible
maximum, the crankshaft must be realigned. Possible causes are: uneven wear of main
bearings, a dislocation of the driven shaft, inferior alignment of shaft coupling or changes
in the support of the engine on the foundation or changes in the foundation itself.

5.2.2 Tightening requirements

The crankshaft and relative components shall be tightened in accordance with the
requirements of fastening screws in Chapter 4.
35
5.2.3 Combined type spur gear assembly and clamp

When installing combined type spur gear assembly on crankshaft, a gap shall be kept
in one of two joints between the pair of gear halves at least. The maximum permissible
gap in one joint is to be 0.02mm. If there is no gap, create a clearance by means of
lapping joint faces. The permissible maximum lapping at each half is to be 0.01mm. If
the gap exceeds 0.02mm, the bore of gear shall be lapped to match the shaft.
When installing clamp on crankshaft, its joints shall line up with those of spur gear
assembly. Inspect the widths of two splits of clamp, difference between which shall not
exceed 0.15mm.
5.2.4 Vibration damper
Silicone oil vibration damper is contained in the standard configuration of CW250
series diesel engine. During running, if engine vibrates or speed fluctuates evidently, it is
required to check if damper is damaged or leaks. If it does, remove the damper to replace
silicon oil. If the casing of damper bulges or discolors due to heat, replace the whole
vibration damper assembly. The engine should not run before fault is removed.
Damper shall be inspected once after every 3000 running hours and silicon oil be
replaced once every 10000 running hours. It is recommended to use silicon oil with
viscosity 300000 mm2/s (cSt) at 25.
6. Piston and connecting rod assembly
Piston and connecting rod assembly
is shown in figure as below. CW250
series diesel engines employ combined
type pistons with steel crown and
aluminum skirt or steel crown and cast
iron skirt. The crown and skirt are
connected by nuts and studs. Each piston
is fitted with four rings. The first two
rings from top (No.1 and No.2) are
identical, and the No.3 is taper-face ring,
and the last one is oil ring. Piston is
oscillation-cooled by oil in piston
chamber from connecting rod.
Connecting rod is fabricated from
high grade forged steel. The cross
section of body appears round, and the
big end is oblique-split, contact surface
tooth-shaped. The cap is fixed on body Schematic Diagram of Piston &
by two bolts and nuts. Connecting Rod Assembly
36
6.2Precautions in installation, removal and maintenance

6.2.1 Piston & connecting rod assembly
Piston & connecting rod assembly is to be hoisted out from or into cylinder liner
with the aid of M12 eye bolt mounting in screw hole at the top of piston. Before hoisting,
remove connecting rod stud, cap and shell.
Piston & connecting rod assembly is to be mounted on engine strictly according to
its quality requirements of installation. Each assembly is to be marked with the cylinder
No., into which the assembly shall be installed. Attention shall be paid to install assembly
into correct cylinder after hoisting it out for inspection or repair.
Before installing piston & connecting rod assembly into cylinder liner, clean it and
check if liner and assembly are clean and free from damage. Apply oil on the surface of
piston rings, then use insertion bush to guide assembly into liner.
Connecting rod body shall be
machined and marked in assembly with
cap. They are not exchangeable. The
tooth-shaped contact surface of oblique
split of body is to be oriented to exhaust
side, with the small end of cap upwards
and big end downwards.
Each piston is equipped with four
rings. The first two from top (No.1 and
No.2) are identical, having a mark
TOP1. The No.3 is taper-faced ring
with a mark TOP3 on it. The last one is
oil ring. When removing / installing
rings, use special purpose ring
expanding pliers, and arrange the
butting joints of No.1, 2 and 3 rings to
be alternately offset by 120, with the
surface marked toward top of piston. The piston ring must not be installed conversely for
position or upper and lower surface, or harmful result will be incurred.
6.2.2 Connecting rod nut
Before installing / removing connecting rod cover, bid end shell and nut, safeguard
shall be set up to avoid accidental rotation of engine when someone is servicing
crankcase.
When installing /removing nuts, use eye bolt to hoist piston with connecting rod to
prevent them from dropping off. Install required tool as shown in the figure as below,
then use Tee distributor, metallic flexible tube and quick adapter to connect two
bolt-tensioning tools and a hydraulic booster pump, and install / remove according to the
requirements of fastening screws in Chapter 4.
37
6.2.3 Connecting rod shell (big end)

Connecting rod shells are manufactured precisely so that adjustment is not needed in
installation. Never file running face of shell nor scrap friction layer. There is locating
groove in connecting rod body and cover respectively. When installing, press locating lip
of shell into groove, and adjust cover until edge of cover is flush with that of body
principally, and that of upper flush with that of lower one.
6.2.4 Upper bearing of connecting rod
When removing upper bearing, use method that does not damage connecting rod, or
install required tool as per the figure as below. Tighten nut to pull bearing out.
When installing upper bearing, check to ensure that connecting rod bore and bearing
are clean and free from damage. Heat the adjoining area of connecting rod bore to 120,
then install bearing at room temperature or cool the bearing with liquefied nitrogen
(-195.8) then press it into connecting rod. In any event, it must be guaranteed that the
heights that both edges of bearing protrudes from that of bore are equal and that the oil
hole of bearing coincide with that on connecting rod.
7. Camshaft and flywheel end drive
Following figure shows the assembly of camshaft. The camshaft is fabricated from
alloy steel by sections. The sections are almost identical, but they are assembled in
accordance with their firing order in cylinder. The mid portion of each section consists of
a fuel cam, an inlet cam and an exhaust cam, which drives directly injection pump,
rollers on inlet and exhaust tappets respectively. Sections of camshaft are to be assembled
with each other with the aid of end flanges and studs and nuts.
38
The end journal of camshaft at flywheel is mounted with cylindrical gear (camshaft
gear). The transmission is shown in the figure Flywheel End Drive. The bearing seats, in
which camshaft bearings are installed, are fixed on the transverse partitions between
adjacent cylinders of cylinder block by studs and nuts. The end journal at free end of
camshaft is equipped with mechanical overspeed safety device (as required) and thrust
bush to avoid against axial movement.
7.2 Precautions during installation and maintenance
7.2.1 Camshaft bearing
When installing camshaft bearing, clean and verify that camshaft seat holes and
bearings clean and free from damage. Heat the surrounding area of seat hole to about
150, then install bearings at room temperature into bearing seats, or install the bearings
into camshaft seat after cooling them with liquefied nitrogen (-195.8).
7.2.2 Assembly of camshaft
As shown in figure of Assembly of Camshaft, each cylinder of camshaft is marked
with a cut line M and N. When assembling camshaft, marking M should be positioned in
accordance with firing order. See marking M in the figure, The outer end plane with a
M and N mark articulation hole in place of the camshaft to the hole install hinge
bolt,camshaft journal at flywheel end install hinge bolt at the N mark on the flange,install
hinge bolt on camshaft journal at free end with M and N mark .
Interference fit is applied to spur gear (camshaft gear) and journal of camshaft. Heat
the periphery of gear hole up to 200 and fit it on the journals. Make sure that the
marking M2 on gear, the two markings M2 on camshaft journal and the marking M on
the first cylinder of camshaft align with each other. It is permitted to expand the gear hole,
through the hydraulic oil hole at the end of journal, by pressing a hand hydraulic pump to
120MPa, to adjust advanced angle of fuel oil supply.
39
7.2.3 Assembled camshaft and

flywheel end gearing
As shown in the figure, lock
the crankshaft after crank it to TDC
in cylinder No.1, and engage the
gear assembly (intermediate dual
gear) with combined type gear
assembly (crankshaft gear). Stamp
M1 at the engagement of gears (if
mark M1 exists, it is needed to align
the engagement with M1 only), then
engage the assembled camshaft gear
with the gear assembly
(intermediate dual gear) and make
sure that the two markings M3 on
camshaft gear aligns with the edge
of crankcase approximately.
40
Chapter 3 Fit Clearance and Permissible Clearance of Major

Components
To ensure the engine running effectively and cost-efficiently, the fit clearance and
the max. permissible clearance shall meet the requirement as follows:
The fit clearance and the max. permissible clearance Unit: mm
Clearance for new diesel
S/N Measuring position Maximum clearance (mm)
engine (mm)
Radial clearance between
crankshaft journal and main 0.17~0.28 0.40
bearing shell (vertical)
Axial clearance between
0.11~0.28 0.35
crankshaft and thrust bearing
The cylinder nearest
The crank nearest flywheel
Max. permissible crankweb flywheel end:
end: 0~-0.105mm,
1 deflection (at cold state) +0.035~-0.14mm, other
Other cranks: 0.035mm
cylinders: +0.07~-0.10mm
crankshaft journal and wiper 0.31~0.40 0.53
ring
crankpin and connecting rod 0.12~0.21 0.35
bearing shell (vertical)
Radial clearance between piston
pin and upper bearing of 0.115~0.17 0.20
connecting rod
Radial clearance between piston
2 0.025~0.062 0.09
pin and pin hole of skirt
End clearance between upper
bearing of connecting rod (big 0.5~0.9 1.2
end) and piston end face
Max. permissible inner
3 Inner diameter of cylinder liner 250~250.04
diameter 250.6
Clearance between piston
grooves and rings and keystone 0.16~0.20 0.30
ring (3 in total)
Clearance between groove and
0.033~0.095 0.20
oil ring
4
Split gap of rings and keystone
1.3~1.5 3.0
ring (3 in total)
Split gap of oil ring 0.6~0.8 3.0
Piston rings must be replaced if there is any abnormal wear at surface of piston ring.
41
Clearance between intake/

5 exhaust valve and its valve 0.130~0.152 0.30
guide
0.085~0.188 0.25
camshaft journal and bearing
camshaft journal and thrust 0.06~0.136 0.20
6
bushing
Axial clearance between
camshaft journal and thrust 0.05~0.19 0.50
bushing
Backlash of transmission system
7 See 7.1
at flywheel end
Backlash of transmission system
8 See 8.1
at free end
7.1 Backlash of transmission system at flywheel end (see the figure Flywheel End
Gearing)
7.1.1 Intermediate gear bushing
(in pinion gear): radial fit clearance:
0.03~0.095mm, axial clearance:
0.3~0.8mm;
7.1.2 Backlash between
intermediate (bull gear) and
combined type gear assembly
(crankshaft gear): 0.14~0.27mm;
backlash between intermediate
(pinion gear) and cylindrical gear
(camshaft gear): 0.12~0.24mm;
7.1.3Axial clearance between
spur bevel gear (gear 1) bushing 2
and spur bevel gear (gear 2) bushing
1: 0.05~0.26mm;
7.1.4 Backlash between spur
bevel gear (gear 1) and cylindrical
gear (camshaft gear): 0.12~0.23mm;
7.1.5 Backlash between spur
bevel gear (gear 2) and spur bevel
gear (gear 1): 0.12~0.24mm;
42
8.1 Backlash of transmission system at free end (see the figure Free End Gearing)
8.1.1 Backlash between transmission gear of cooling water pump and spur gear
8.1.2 Backlash between transmission gear of fuel delivery pump and spur gear
8.1.3 Backlash between transmission gear of oil pump and spur gear (crankshaft
gear): 0.12~0.22mm;
43
Chapter 4 Tightening Requirement of Screw Fasteners

1. Basic requirements of tightening screw fastener
1.1When tightening screw fasteners, it is necessary to select suitable tools to prevent

against damage to the threads. In the case of a component or part that is fastened by two
or more screw fasteners, the screws shall be tightened symmetrically crosswise, and each
screw shall be tightened in two steps at least.
1.2 Unless otherwise specified, screws shall be tightened by standard spanner
without extension rod.
1.3 Screws to be tightened to specified torque shall be tightened by torque wrench.
Screws to be tightened to specified angle shall be tightened to specified torque, then to
specified angle. When using torque wrench, care shall be taken to prevent against
performance beyond the max. permissible limit. Calibrate torque wrench at regular
intervals to guarantee correct reading.
1.4 Studs and nuts of main bearing covers, cylinder heads and connecting rods shall
be tightened by bolt-tensioning tool. The tensioning force applied on screw fastener shall
relate to the tightening pressure produced by the dedicated bolt-tensioning tool according
to following requirement.
Table 1: Tightening pressure of dedicated bolt-tensioning tool corresponding to the
tensioning force applied on the bolted joint
Tensioning tool:
Tensioning tool: 625088000002
625088000002 Maker: Jiangyin Wode Tensioning
Screw fastener Maker: Machinery Factory force
Thread size
to be tightened Tongzhou Zhiheng Tensioning tool: applied on

by hydraulic Hydraulic Machinery GR6250880006 fastener
bolt-tensioning Factory Maker : Chongqing Yuejin after
tool Machinery Factory tightening
Pre- Tighten- Unscre Pre- Tighten- Unscrew (kN)
load ing wing load ing ing
(MPa) (MPa) (MPa) (MPa) (MPa) (MPa)
Studs and nut
of main M45 19~20 67~68 69~70 29~30 100~101 103~105 456.4
bearing covers
Studs and nuts
of cylinder M45 19~20 67~68 69~70 29~30 100~101 103~105 456.4
heads
Studs and nuts
of connecting M36 23~24 67~68 69~70 34~35 100~101 103~105 456.4
rod
44
1.5 When tightening and un-tightening with bolt-tensioning tool, all studs of main
bearing of same journal, or of same cylinder or connecting rod shall be tightened at same
time.
1.6 Before applying tensioning force to studs with bolt-tensioning tool, screw down
the tensioning tool on the studs until the tool locates on the bearing surface. Check the
interference between supporting block and nut. If there is interference, adjust the location
of supporting block until the bottom edge of piston in hydraulic system is level with that
of supporting block. (Attention: when unscrewing screw fastener, after bringing the
bottom edge of piston in hydraulic system level with that of supporting block, unscrew
the tool bolted onto studs by 1/4 turn so that it can be removed after pressure relief) .
1.7In the case of screw fastener to be tightened with the aid of lubricant, apply
lubricant to the threads and frication surface of head of fasteners before tighten it to
specified requirements.
2. Basic requirement of main screw fasteners
2.1Requirement to tighten studs of main bearing covers on crankcase, studs and nuts
of main bearing covers nuts, tie bar of main bearing cover:
2.1.1Tightening sequence: (In case of integral: journal number of main bearings: the
first journal is nearest free end)
6-cyl. engine: No. 4 journalNo.5 journal No.3 journal No.6 journalNo.2
journalNo.7 journalNo.1 journal.
8-cyl. engine: No.5 journal No. 6 journal No. 4 journal No. 7 journalNo.3
journal No.8 jounral No. 2 jounralNo.9 journalNo.1 journal
2.1.2 Tightening sequence: (Attention: Do not use lubricant in step 1, step 2 and step
3!)
Step 1: Screw down the studs of main bearing covers into crankcase to torque
100~200 Nm torque.
Step 2: Tighten studs of main bearing covers to torque 300~400 Nm.
Step 3: Tighten studs and nuts of main bearing cover as per following requirement.
Regulate main bearing cover so that the lateral clearances between the bearing seat
of crankcase and the both ends of bearing cover are equal. With special purpose round
bar, tighten nuts uniformly to contact with main bearing cover closely.
After mounting dedicated bolt-tensioning tool, operate hydraulic pump to strain two
studs in same journal according to hydraulic pressure shown in column Preload in
Table 1. Maintain the pressure and tighten the nut to contact main bearing cover closely
with round bar (check contact situation with feeler gauge).
With a scriber, draw a line through the main bearing cover and nut as a reference.
45
Operate hydraulic pump according to hydraulic pressure shown in column Preload

in Table 1. Maintain this pressure and tighten the nuts to contact with main bearing cover
closely with round bar (check contact situation with feeler gauge). Turn on the release
valve on hydraulic pump to reduce pressure to zero and remove the tensioning tool.
In verification, check if the nut has turned by 39 approximately, indicated by drawn
line on nut and on main bearing cover, between two tensioning operations (i.e. the angle
by which the nut rotates after final tightening, on the basis of scribbled line). If the nut
did not turn by 39 approximately, reinstall bolt-tensioning tool. Check if the supporting
block interferes with the nut. If it does, regulate the location of supporting block to
eliminate interference and retighten the nut.
Step 4: Apply molybdenum disulfide (MoS2) grease to the threads and friction
surface at head of tie bar on main bearing cover, and screw the tie bar into main bearing
cover with 50~55Nm torque.
Step 5: Turn the lateral bolt of main bearing cover for 58~60 to tighten it.
2.2 Requirement to unscrew studs of main bearing cover from nut, and tie bar from
main bearing cover:
Step 1: Remove tie bar of main bearing cover in reversed order of tightening
sequence specified in 2.1.1.
Step 2: Remove main bearing cover nut according to following procedure:
Install dedicated bolt-tensioning tool. (Attention: After bring the bottom edge of
piston of hydraulic tool level with that of supporting block, it is necessary to unscrew the
tool installed on stud by 1/4 turn so that the tool can be unscrewed from the stud after
pressure relief). Strain two studs on main bearing cover of same journal according to
pressure shown in column Unscrewing in Table 1. Maintain the pressure, and unscrew
the two nuts by about one turn with special purpose round bar. Turn on the relief valve on
hydraulic pump to reduce pressure to zero, then dismantle the tensioning tool. Now the
nut can be screwed out easily.
2.3 Requirement to tighten stud of cylinder head on cylinder block, and the stud of
cylinder head with nut:
2.3.1 Tightening sequence and tightening/ unscrewing principle of each cylinder:
(Cylinder number: No.1 cylinder is nearest free end):
6-cyl. engine: No. 3 cylinderNo.4 cylinder No.2 cylinder No.1 cylinder
No.6 cylinder
8-cyl. engine: No. 4 cylinderNo.5 cylinder No.3 cylinder No.6 cylinder
No.2 cylinder No.7 cylinder No.1 cylinderNo.8 cylinder
Tightening or unscrewing principle in each cylinder: Tightening or unscrew
crosswise.
2.3.2Tightening sequence: (Tightening sequence is appropriate in case of integral
tightening. Do not use lubricant)
46
Step 1: Screw the stud of cylinder head down to cylinder block with 100~200Nm
torque.
Step 2: Tighten the stud of cylinder head to torque 300~400Nm.
Step 3: Tighten stud and nut of cylinder head according to following procedure.
Tighten the nut uniformly with special purpose round bar until the nut contacts to
cylinder head closely.
After installing dedicated tensioning tool, operate hydraulic pump according to
pressure shown in column Preload in Table 1 to strain four studs on same cylinder
heads. Maintain the pressure, and tighten the nuts with the aid of round bar until it
contacts to cylinder head closely (check the clearance with feeler gauge).
Draw a line with scriber through the nut and cylinder as a reference.
Operate the hydraulic pump according to pressure shown in column Preload in
Table 1. Maintain the pressure, and tighten the nuts with special purpose round bar until
the nuts contacts with cylinder head closely (check the clearance with feeler gauge). Turn
on the relief valve on hydraulic pump to reduce the pressure to zero before removing
tensioning tool.
2.4 Requirement to unscrew studs and nuts of cylinder head
Nut of cylinder head shall be removed according to inverse order of tightening
sequence specified in 2.3.1, procedure shown as below:
Install dedicated bolt-tensioning (Attention: After bring the bottom edge of piston of
hydraulic tool level with that of supporting block, it is necessary to unscrew the tool
installed on stud by 1/4 turn so that the tool can be unscrewed from the stud after
pressure relief). Strain four studs on main bearing cover of same cylinder according to
pressure shown in column Unscrewing in Table 1 at same time. Maintain the pressure,
and unscrew four nuts by about one turn with special purpose round bar. Turn on the
relief valve on hydraulic pump to reduce pressure to zero, then dismantle the tensioning
tool. Now the nut can be screwed out easily.
2.5 Requirement to tighten stud and nut of connecting rod stud and nut (Do not use
lubricant)
Step 1: Screw the stud into to connecting rod with 150~250Nm torque.
Step 2: Tighten the stud and nut as per following requirements:
First, tighten the nuts uniformly with special purpose round bar to bring it contact
with connecting rod cover closely. Then installing dedicated tensioning tool, operate
47
hydraulic pump according to pressure shown in column Preload in Table 1 to strain two
studs of same cylinder. Maintain the pressure, and tighten the nuts with the aid of round
bar until it contacts to connecting rod cover closely (check the clearance with feeler
gauge). Draw a line with scriber through the nut and cylinder as a reference.
Operate the hydraulic pump according to pressure shown in column Preload in
Table 1. Maintain the pressure, and tighten the nuts with special purpose round bar until
the nuts contacts with connecting rod cover closely (check the clearance with feeler
gauge). Turn on the relief valve on hydraulic pump to reduce the pressure to zero before
removing tensioning tool.
2.6 Requirement to unscrew stud and nut of connecting rod
Install dedicated bolt-tensioning (Attention: After bring the bottom edge of piston of
hydraulic tool level with that of supporting block, it is necessary to unscrew the tool
installed on stud by 1/4 turn so that the tool can be unscrewed from the stud after
pressure relief). Strain two studs of same cylinder according to pressure shown in column
Unscrewing in Table 1 at same time. Maintain the pressure, and unscrew the two nuts
by about one turn with special purpose round bar. Turn on the relief valve on hydraulic
pump to reduce pressure to zero, then remove the tensioning tool. Now the nut can be
screwed out easily.
2.7 Tightening torque for other main screws
In the case of screws to be tightened with the aid of lubricant, it is necessary to
apply specified lubricant to the threads and friction surface of head of fastener before
tighten it to specified torque. See the table as follows, in which Lubricant M means
molybdenum disulfide grease (MoS2).
Table 2: Tightening requirement of other main screws
S/N Bolted position Size Lubricant Torque (Nm) Angle ()
Studs and nuts to fix rocker arm
1 seat M22 M 235~255
Bolts and nuts to fasten clamp ring

2 of crankshaft gear halves at M221.5 M 157~177
flywheel end
Bolts and nuts to fix crankshaft
3 gear and flange at free end M302 M 520~550 12~15
4 Bolt to fit flywheel on crankshaft M302 M 520~550 27~30

48
Bolts to fix balance weight on

5 crankweb M332 M 50~55 58~60
Bolts and nuts to combine sections

6 of camshaft M10 Oil 65~70
3. Recommended torque for undefined general bolt
Tightening torque of general bolts depends on load borne by bolt, applied lubricant,
surface finishing, thread type and matching material, etc.
Tightening torque is determined on the basis of bolt material of strength class 8.8.
After being tightened, stress of bolt should be less than 70% of elastic limit.
Corresponding conversion coefficient should be used with tightening torque specified in
Table 3 to determine tightening torque of material having other strength class.
Conversion coefficient table Coefficient of friction
As per MoS2 lubricant

Strength
5.6 6.8 10.9 12.9 =0.08 (molybdenum disulphide
class
Gn)
Conversion If the surface is rough,
coefficient 0.47 0.75 1.40 1.7 =0.14 slightly oil or coat with
x Loctite.
Table 3 Tightening torque for 8.8 strength class of bolts (recommended)

Tightening torque (Nm) Tightening torque (Nm)
Size Coefficient of friction Size Coefficient of friction
0.08 0.14 0.08 0.14
M5 4 6 M222 380 565
M6 7 10 M24 470 690
M8 17 25 M242 500 750
M10 34 50 M27 700 1020
M12 60 85 M272 730 1100
M14 95 135 M30 950 1380
M141.5 100 145 M302 1015 1540
M16 140 205 M33 1270 1870
M161.5 150 220 M332 1350 2060
M18 200 280 M36 1640 2400
M181.5 215 320 M363 1710 2550
M182 205 300 M39 2115 3120
49
M20 275 400 M393 2190 3300

M201.5 295 450 M42 2630 3860
M202 285 425 M423 2760 4170
M22 370 540 M45 3260 4820
M221.5 395 595 M453 3415 5180
50
Chapter 5 Quality Requirements of Fuel oil, Lube Oil and Cooling

Water
1. Quality requirements of fuel oil
1.1 Quality requirements of light diesel fuel used by CW250 diesel engine
According to the dedicated GB252, the light diesel fuel should meet the
requirements as follows:
Item 10 0 -10 -20 Test method
Kinematic viscosity at 20, mm2/s 3~8 25~8 GB/T265
Flash point (closed cup) 55 GB/T261
Cloud point 10 0 -10 -20 GB/T510
Coke residue 10%%(m/m) 03 GB/T268

Ash content %(m/m) 0.01 GB/T508
Water content %(V/V) Trace GB/T260
Sulphur content %(m/m) 0.2 GB/T380
Mechanical admixture None GB/T511
Acidity mg KOH/100mL 7 GB/T258
Copper-strip test class(503h) 1 GB/T5096
Cetane number 45 GB/T386
Note: The light diesel fuel of 10, 0, -10, -20 grades could be used respectively
according to the various regions and seasons, and configuration of fuel system.
1.2 Quality requirements of heavy diesel fuel used by CW250 diesel engine
1.2.1 According to the standard GB445, heavy diesel fuel should meet the
Item RC3-10 RC3-20 RC3-30 Test method
Kinematic viscosity at 50 mm2/s 13.5 20.5 36.2 GB/T265
Flash point (closed cup) 65 GB/T261
Cloud point 10 20 30 GB/T510

Carbon residue, % 0.5 0.5 1.5 GB/T268
51
Ash content % (m/m) 0.04 0.06 0.08 GB/T508
Water content % 0.5 1 1.5 GB/T260
Sulphur content % 0.5 0.5 1.5 GB/T387

Mechanical impurity % 0.1 0.1 0.5 GB/T511
Water soluble acids or alkalis None None None GB/T259
1.2.2 Determination of preheating temperature of heavy diesel fuel

Draw a line, through the point which is the kinematic viscosity of given fuel at
reference temperature (50), paralleling to the marine diesel oil (MDO) diagonal on the
Viscosity-Temperature Diagram. Thus, the preheating temperature of the desired
injection viscosity can be determined.
For example: The kinematic viscosity of fuel sample is measured as 9.864 mm2/s at
50. Draw a line B through the point (509,9.864 mm2/s), paralleling to line MDO.
Line B intersects horizontal lines 10 mm2/s, 12 mm2/s, 15 mm2/s respectively at B1, B2,
B3. Then draw three vertical lines from B1, B2, B3, meeting Temperature coordinate axis
respectively. The values on Temperature coordinate indicate the preheating temperature
range, i.e, 41~53. The preheating temperature should be from 41 to 53 if the
kinematic viscosity of heavy diesel fuel is required to be 12 mm2/s before it flows into
injection pump.
Choice of heavy diesel fuel grades should depend on the design of primary heater
unit and purifying equipments adopted.
If different brands of fuel mix, a large amount of sludge may be produced and block
the filter to decrease filtering effect. Therefore, the fuel tank should be drained off before
replacing with other designation of oil.
Note: Kinematic viscosity of marine diesel fuel (heavy diesel fuel) before injection
pump is restricted to 10~14mm2/s. The fuel should be preheated if the limited value is
exceeded.
52
53
1.3 Quality requirements for heavy fuel oil used by CW250 diesel engine
1.3.1 According to the standard GB/T17411, marine residual fuel should meet the
Items RMA10 RMD15 RME25 RMG35 Test method
Kinematic viscosity at 100 mm2/s 10 15 25 35 GB/T11137
Flash point (closed cup) 60 60 60 60 GB/T261
Pour point Winter 30

0 30 30
30 GB/T3535
Summer 6 30 30
Coke residue %(m/m) 10 14 15 18 GB/T17144
Ash content %(m/m) 0.1 0.1 0.1 0.15 GB/T508
Water content %(V/V) 0.5 0.8 1 1 GB/T260
Surphur content %(m/m) 3.5 4 5 5 GB/T11140
Vanadium contentmg/kg 150 350 200 300 GB/T12575
Al+Simg/kg 80 80 80 80 ISO10478
Total potential precipitate % (m/m)
0.1 0.1 0.1 0.1 ISO10307-2

1.3.2 Viscosity conversion of marine fuel oil
Kinematic GB/T17411 Kinematic Redwood No.1

Kinematic viscosity
viscosity viscosity Second
mm2/s50 mm2/s80 mm2/s100 100 F
40 15 10 (RMA10) 300
80 25 600
120 35 15 (RMD15) 1000
180 45 25 (RME25) 1500
380 75 35 (RMG35) 3500
Note: (1)RMD15 Marine fuel oil is equivalent approximately to RIS 1000s (100F).
(2) RME25 Marine fuel oil is equivalent approximately to RIS 1500s (100F).
(3) RME35 Marine fuel oil is equivalent approximately to RIS 3500s (100F).
(4) 1cSt=1mm2/s
54
1.3.3 Determination of preheating temperature of heavy fuel

Characteristics of fuel determine largely the operation of engine, service interval and
service life of parts. Especially, when the engine burns heavy diesel fuel or heavy fuel,
poor fuel atomization, inferior combustion, serious carbon accumulation may occur in the
operation due to high density, viscosity, mechanical foreign matters, water content,
elements as S, V, Na, etc. in heavy fuel. Therefore, it is necessary that perfect devices for
separating, filtering, preheating and supplying are equipped to fuel system. Separating
and filtering devices could remove solid matters and water in fuel (requirements: water
0.2%(V/V), solid matters content 50mg/kg, particulate size 5m ) . Preheating device
could ensure 12 mm2/s kinematic viscosity of fuel before injection pump. The preheating
temperature can be determined by Viscosity-Temperature Diagram.
For example, determination of preheating temperature of heavy fuel 120cSt (50
kinematic viscosity) =1000s (Redwood No.1):
Refer to Diagonal 3 in Viscosity-Temperature Diagram, the lower section of which
intersects horizontal lines 10 mm2/s, 12 mm2/s, 15 mm2/s respectively at A1, A2, A3.
Then draw three vertical lines from A1, A2, A3, intersecting Temperature-coordinate axis
respectively. The values on Temperature-coordinate indicate the preheating temperature
range, i.e, 108~126. The preheating temperature should be 117 if the kinematic
viscosity of heavy fuel is required to be 12 mm2/s before it flows into injection pump.
Note: The V-T Diagram is for reference only. In practical situation, the viscosity
shall be measured by viscosimeter, then the required viscosity shall be controlled by
fuel-controlling unit.
2. Quality requirements of lube oil
2.1 Quality requirements of lube oil used by CW250 diesel engine

Lube oil lubricates and cools the moving pairs of diesel engine. The determination of
lube oil influences the economical efficiency and service life directly.
The quality of the lube oil used for CW250 series diesel engines should be in
accordance with the technical data of CD40 in Standard GB11122. Its main specification
is shown in table as below:
Quality
Item Test method
requirements
Viscosity grade 40 Equivalent
Kinematic Viscosity at 100

12.5~16.3 GB/T265
mm2/S
High temperature and high shear viscosity SH/T0703
3.7
(150C106s-1) /(mPa.s) SH/T0751
55
Flash point (open cup), 225 GB/T3536
Water content % Trace GB/T260

Pour point -25 GB/T3535
Foamability 24 25/0
(foam
tendentiousness/ 93.5 150/0 GB/T12579
stability)
mL/mL) After 24 25/0
Mechanical foreign matters (mass 0.01 GB/T511
percentage) %
Lube oil must be CD40 in GB11122. Technical specifications of other brands of lube
oil used should be in compliance with requirements in above table, otherwise the
manufacturer would not bear the service responsibility if the diesel engine does not
operate normally due to inferior oil.
When the engine burning heavy fuel, acidic oxide would be produced easily during
combustion since there are many foreign matters, especially high sulphur content in
heavy fuel. If the temperature of fresh water in cylinders is low, when the high
temperature combusted gas contacts the cool surface of combustion chamber, sulfuric
acid and sulfurous acid are easily produced. If flowing back to oil sump, the acids will
lead to acidification and deterioration of oil, which aggravates the low temperature
corrosion of components and parts. The marine engines work under foul conditions with
poor lubrication, the lube oil inevitably mixes with water. So the oil for marine engine
should be added with additive, such as metallic detergent, ashless dispersant and
antioxygen, anticorrosion and antiwear water diversion additive, to increase the cleanness
and dispersivity, stability under thermooxidizing condition, water diversion performance
and anticorrosion of lubricating oil. The basic oil with which additives have been mixed
must demonstrate the following characteristics:
1) The additives must be dissolved in the oil and must be of such a composition that
an absolute minimum of ash remains as residue after combustion. The ash must be
soft.
2) The cleaning capacity must be so high that coke and tar-like residues occurring
when fuel is combusted must not build-up.
3) The dispersing capacity must be able to remove the combustion deposits from the
used oil.
4) The neutralization capacity must be so high that the acidic products which result
during combustion are neutralized.
5) The tendency to evaporate must make the lube oil not form a stable emulsion with
water. Water should be separated rapidly from other foreign substance in separator.
56
Generally, additives in lube oil is determined by qualities of parts and fuel in HFO
engine. High alkaline lube oils as API-CD grade and above are preferably used for
turbocharged or intensified HFO engine. Low quality lube oil is permitted to be
substituted by a higher one.
Therefore, only lube oil designed for marine mid-speed engine with trunk piston can
be used for HFO engine.
Note: We recommend Kunlun(trade name) alkaline lube oil DCB4015 when
burning heavy diesel fuel and Kunlun DCB4030 when burning heavy fuel oil. Other oil
may be acceptable provided that it has the equivalent performance as the recommended.
Main specifications of Kunlun lube oil DCB4015 and DCB4030 used by
middle-speed trunk piston diesel engine:
Items Test method
Products DCB4015 DCB4030 /
Viscosity grade SAE40 SAE40 /
Kinematic Viscosity(100) mm2/S 14.5 14.5 GB/T265
TBN mgKOH/g 15 30 GB/T7304
Viscosity index 88 88 GB/T1995
Flash point, (open cup) 238 238 GB/T3536
Water content % 0.03 0.03 GB/T260
Pour point -15 -15 GB/T3535
Rust test in liquid phase(synthetic seawater) No rust No rust GB/T11143
Sediment % 0.008 0.01 GB/T6531
Water separation Free water ml 1.4 1.3

SH/T0619
Emulsion ml 0.2 0.3
Carrying capacity(CL-100) 11 11 SH/T0306
2.2 Oil change

The oil quality should be received the proper care during the running period of
engine. Check oil quality periodically, especially its viscosity and water content. Oil must
be changed if it is diluted, or else its viscosity grade and other performances shall
degenerate severely, and even explosive blended gas shall be engendered in crankcase.
57
When replacing oil, nonserviceable oil should be drained out. Clean oil circulation
system and oil filter carefully. But using cotton yarn or rag or wool cloth is prohibited.
Oil should be renewed according to regulation specified as below. However, its
service life could be prolonged properly if its quality does not degenerate remarkably.
Change oil after first 10 running hour without load plus 50 running hour under 60%
rated load.
Under normal situation, change oil every 5000 running hours. Or change oil with
shorter interval if there is abnormal situation.
Change oil according to following data:
Viscosity: 25% higher or 15% lower than that of new oil
Flash point: 180 (opened cup)
Total acid number: mg (KOH)/g<2.5
Concentrated acid number: not permitted
Water content: >0.2%
Saline matter: not permitted
3. Quality requirements of fresh water
3.1 Fresh water shall be treated before it is used for cooling diesel engine. During
the operation the quality indexes of cooling water specified by the manufacturer must
always be ensured.
The characteristics of the water used in close-circuit:
Water type Fresh water free from foreign matter
Total hardness 100mgCaO/L
PH value (at 20) 6.58
Chloride content Max. 50mg/L
Sea water, brackish water, brines, industrial waste
Not suitable water
water.
3.2 Fresh water additives

Additives can prevent water chamber of diesel engine from corrosion and
cavitations. Chemical or emulsifiable anticorrosion oil are usually used.
We recommend type NL emulsified antirust as anticorrosion emulsifible oil, which
contains ingredient as follows:
5#~7# high speed engine oil 38.8%
Petroleum sodium sulfonate: 36%
58
Castor oil sodium soap: 19%

Triethanolamine: 6%
Benzotriazole: 0.2%
After additives is added, in the percent of 0.8%~1%, in the cooling water, there will
be a protective layer formed on the metallic inner surface of cooling-water piping. The
layer will not bring negative influence on heat conduction, and will prevent from
producing calcic layer on the metallic surface. The user should check periodically
concentration and working condition of cooling water system, to ensure that additives
forms stable bubble- tight emulsion layer in water.
When the water temperature is lower than 0 or higher than 95, anticorrosive
emulsible oil will be unsuitable for this situation. Change to antifreeze or chemical
addition agent!
Note: If there have been anticorrosion emulsifible oil in the cooling water, antifreeze
should not be added in the water, or the emulsifying agent will be destroyed, and
generate oil sludge in the system.
59
Chapter 6 Introduction and Maintenance of Systems of CW250 Diesel

Engine
Attentions:
1. In the case of engine burning diesel fuel, its fuel system and oil system shall be
designed in accordance with the schematic diagrams of diesel fuel system and oil system
of diesel engine (Refer to Installation Guide of CW250 Series Diesel Engine).
2. In the case of engine burning HFO, its fuel system and oil system shall be
designed in accordance with the schematic diagrams of HFO and oil system of HFO
engine (Refer to Installation Guide of CW250 Series Diesel Engine).
3. Where the ambient temperature is below 5, it is not permitted to start engine
unless its cooling water and oil have been preheated by preheating device.
4. The flow capacity of valves in piping of systems shall not be less than that of
concerning pipes.
5. In the systems, elastic joint must be employed in the connections between pipe
installed by user and the inlets / outlets of engine. The route from the elastic joint to
inlets/ outlets of engine shall be less than 500mm.
6. In the systems, the pipe that is too long or subject to intense vibration shall be
supported in addition appropriately and elastic-jointed.
7. In the systems, welding slag in the steel pipe welded by user shall be removed.
All steel pipes shall be subject to acid pickling and phosphatizing.
8. Make sure of clean inside of pipes, separate components and other parts when
installing them. Any foreign matter is forbidden in the pipes and components. All systems
shall be kept clean and unobstructed.
1. Speed control system, mechanical overspeed safety device, and camshaft thrust
bushing
1.1 YT111 speed governor
Marine main engine adopts YT111GC hydraulic governor, and diesel engine driving
generator adopts YT111UG hydraulic governor.
Governor works by cylindrical gear (camshaft gear) driving gear assembly
(transmission dual gear of governor), then the latter driving transmission shaft after gear
shifting by spur bevel gear. As to the service and maintenance of governor, as well as oil
change, please refer to the instruction manual of governor maker.
1.2 Speed governor system
Refer to following illustration for the speed control system:
1.2.1 The speed of diesel engine is controlled by governor installed on the control
60
side near the flywheel end. The governor adjusts the position of fork of injection pump
via fuel control linkage to control the speed of diesel engine.
Speed Governor Control System

The movement of the fuel control linkage is, in direction of FULL LOAD,
transmitted to the fork of injection pump by force-locked dog arm, and in the direction
STOP elastically by tension springs. This arrangement permits the fuel control linkage to
be pulled in the direction STOP if one or more injection pumps are blocked so that the
engine can be shut down in any case. The elastic linkage is to prevent against
interference between control linkage and governor in emergency shut-down.
For assembly, in accordance with the illustration as follows, position the output
61
shaft, control lever of governor and fork of injection pump in such a way that the fuel is
supplied in the half of maximum delivery. Mount the flexible linkage and guarantee it
parallel to top surface of cylinder block. Connect the adjust lever to the fork of control
lever. Pull the control lever to position STOP and maintain it. Mount baffle and make
sure that a 0.5mm of clearance is left between baffle and the end of control lever. Then
fix the forks of all cylinders to the sliding block of injection pumps, then push them to
the position STOP (i.e. fork contacts the stop stud of Zero fuel supply). Lock the dog
arm after the pushing face of dog arm in the direction of increasing fuel contacts the
pushing face of fork of fuel supply tightly.
1.2.2 If the engine is used as marine propulsion, it shall be equipped with a
pneumatic positioner. With the manual operating level of rotary pneumatic positioner,
control the load setting of governor to perform operation at control side of engine; or
with the operating air switched into pneumatic positioner to control the load setting of
governor to perform remote manipulation.
If the engine is used for generating set or marine auxiliary set, with the speed
adjusting knob of governor, adjust the load setting of governor to perform operation at
control side of engine; or with the electric speed regulated motor of governor to control
the load setting of governor to perform remote manipulation.
1.3 Mechanical overspeed safety device and thrust bushing of camshaft
1.3.1Mechanical overspeed safety device is a mechanism to guard against overspeed
mechanically and automatically by shutting down the engine. It works according to
following principle: when marine main engine runs at a speed over 115% rated one and
not higher than 120% rated one, or when engine driving generator runs at a speed about
115% rated one, the flyweights move outwards by the action of centrifugal force axially,
to overcome the spring tension to screw out the trip of shift lever. Thus the spring sleeve
is released, which bring the screw pin (tappet) to move upwards and push the operation
linkage to position STOP, thus the overspeed shutdown is fulfilled mechanically.
1.3.2If mechanical overspeed safety device acts, as shown in the figure of
Mechanical overspeed safety device, the speed regulating operation linkage will work
again after press the push rod of safety device by wrench through return rocker arm to
reset.
1.3.3 Maintenance of mechanical overspeed safety device as follows:
In maintenance and adjustment, in order to ensure security, the trip of shift lever
shall be pushed out by screwdriver (Attention! The spring socket and screw pin shall not
be shot at person), so that the trip is screwed out, bringing the spring socket and screw
pin (push rod) to move upwards. In such a way, it will not spring out accidently to hurt
people during maintenance or adjustment.
The set screw of centrifuge counterweight may be adjusted until the upper side of
shift lever is 10.2 away from the outer edge of centrifuge counterweight vertically, if
necessary.
62
After long running, the speed at which engine is shut down may deflect from the
original setting of the mechanical overspeed safety device. For such purpose, after shut
down the engine, regulate the tension of spring by adjusting the spring seat on guide pin,
then lock the spring seat on guide pin by steel wire.
1.3.4 Attention: The mechanical safety device is only able to shut down the
overspeed engine automatically in mechanical way. The emergency shutdown due to
overspeed, low oil pressure, etc. will be realized by monitoring system and solenoid
valve in manner of controlling the compressed air at the inlet of pneumatic emergency
shut-down device. See the start and emergency shutdown systems as follows.
Mechanical Overspeed Safety Device
1.3.5 Thrust bushing of camshaft

If thrust bushing of camshaft needs to change, remove the thrust bushing by method
63
of keeping camshaft seat undamaged; or, install necessary tool as per the figure as below,
and increase the pressure of tool via an adapter to 80MPa by a hand hydraulic pump, thus
the thrust bushing inside will be pressed out. In some special cases, when another thrust
bush shall be struck out by a hammer, the end face of tool to be struck shall be protected
by a soft metal block.
When installing a new thrust bush of camshaft, verify to ensure the seat holes and
bearings clean and free from damage. Heat the area adjacent to the bearing seat hole up
to 150, then mount the bushing at ambient temperature into camshaft seat; or cool the
bushing with liquid nitrogen (-195.8) then mount it into bearing seat.
Dismantling Thrust Bushing of Camshaft

2. Starting and emergency shutdown systems
Refer to illustrations as below for schematic diagram of air system for starting and
emergency shutdown
2.1 Starting air system
2.1.1 Process of starting: air bottle hand control valve Pressure reducing valve
2/3-way solenoid valve (starting solenoid valve and monitor control) Pneumatic
motor.
64
2.1.2 Air starter is mounted on the exhaust side of engine, controlled by starting key
of monitoring system through 2/3-way solenoid valve (starting solenoid valve). The
pinion is automatically engaged with the gear rim on the flywheel when the engine is
being started. After the engine is started, switch the starting key to its original position,
thus the 2/3-way (starting) solenoid valve is closed. At that moment, the pinion
automatically disengages with the gear rim. If 2/3-way solenoid valve fails, a manual
starting button is used for emergency starting. Pressure reducing valve reduces the air
pressure existing in the air tank (Max. 3MPa) to 0.8~1.0MPa which is the admissible
pressure for the air motor.
2.2 Emergency shutdown air system
Process of emergency shutdown due to overspeed, low oil pressure, etc: air bottle
Pressure reducer 2/3-way solenoid valve (E-stop solenoid valve) Pneumatic
emergency shutdown device
Open drain tap or water escape plug regularly to drain away condensate water in air
bottle.
65
3. Monitoring and alarm system
Monitoring and alarm system are shown in schematic diagram as below. Functions
of monitoring and alarming are achieved by monitor, on which starting key and stop
pushbutton are equipped. The monitor can also be equipped with long-distance
transmission display. As for operation and maintenance of monitor, please refer to the
instruction manual issued by the maker.
Basic functions of monitoring and alarm system of monitor are:
(1) Starting and pneumatic emergency shutdown, controlled by solenoid valve. (If
diesel engine is shut down via emergency shutdown pushbutton on monitor, it should be
reset manually after the diesel engine comes to a stop. If the pushbutton is not reset
manually, emergency shutdown solenoid valve may be burnt out due to long term
energizing electrically.)
(2) Displays of rotation speed of diesel engine, oil pressure at engine inlet, oil
temperature at engine inlet, fresh water temperature at engine outlet, exhaust temperature
of cylinders and header, boost air pressure at engine inlet.
(3) Engine shall be capable of giving alarm where:
<1> Oil pressure at engine inlet is lower than 0.20MPa.
<2> Oil temperature at engine inlet is higher than 75.
<3> Fresh water temperature at engine outlet is higher than 85.
<4> Rotation speed is higher than 11% rated speed.
<5> Fuel leaks if leakage alarm of high pressure fuel pipe is installed.
(4) Engine shall be able to shut down automatically where any of following cases
occurs:
<1> Oil pressure at engine inlet is lower than 0.15MPa.
<2> Speed of marine main engine is higher than 115% and lower than 120% rated
speed, or speed of engine driving generator is higher than 115% rated speed.
66
67
4. Fuel oil system
4.1 Schematic diagram of diesel fuel system

Refer to illustration as below for schematic diagram of diesel fuel system.
Fuel from tank flows through coarse filter then into fuel oil delivery pump. The
pump delivers the fuel oil into fine filter, then into fuel injection pump, where it becomes
high pressure fuel, then to fuel injectors via high pressure fuel pipe assembly, where it is
atomized and sprayed into combustion space. Excessive fuel returns to tank via piping
for next circulation. Bottom of day tank of fuel oil should be 2.5m at least higher than
center line of crankshaft of the diesel engine.
4.2 HFO system
4.2.1 Schematic diagram of HFO system is shown as below:
68
Fuel oil after being preheated and treated is supplied through fuel pump to fuel filter,
then into injection pump to form high-pressure fuel. Then it is delivered into injector and
atomized and injected into combustion chamber. The fuel supplied in excess returns, via
piping, to the day tank T-013 or mixing tank T-016.
4.2.2 Major auxiliary devices in the system
4.2.2.1 HFO day tank (T-013)
The HFO is filled into day tank after being separated in the separator. The day tank
is always filled with fuel because of the continuous working of separator. The volume of
69
day tank should be able to afford to 8 hours running of HFO engine under full-load, so
that there is enough time for maintenance of the separator. The 10 slant bottom of day
tank serves for deposition of HFO, and the drainage valve should be designed at the
lowest position. The deposition in day tank should be cleared regularly. In order to keep
the temperature of day tank, it should be equipped with a heating device.
4.2.2.2 Diesel oil day tank (T-015)
The volume of diesel oil day tank should also be able to afford to 8 hours running
of engine under full-load. Its deposition space and drainage valve are designed same as
HFO day tank.
4.2.2.3 Mixing tank (T-016)
The mixing tank is for switching the supply of fuel oil, guarantying gradual change
of temperature of fuel oil, as well as releasing air from the HDO or HFO that returns
from the engine. The top edge of mixing tank, 100mm higher than that of day tank, is
designed for deflation of system. The volume of mixing tank, the min. diameter of which
is 100mm, should be able to guarantee 10~15 minutes running of engine with full-load.
4.2.2.4 Fuel oil delivery pump
A fuel delivery pump and a spare pump (P-015) delivers fuel oil into engine to
encourage the fuel cycling in the system.
4.2.2.5 HFO filter (FIL-007)
The filter, which must be of double barrels, can be cleaned during the running of
engine. There are two optional types: automatic back washing and manual flushing.
Clean the filter regularly according to the selected type. The filter element must be
replaced when the before-after pressure difference is greater than or equal to 0.15Mpa!
4.2.2.6 Viscosity measuring device (V1-001) and end pre-heater (H-002)
The measuring device can control automatically the end pre-heater depending on the
infused fuel viscosity, to guarantee the fuel viscosity the injectors require.
4.2.2.7 Three-way valve (CK-001) and (CK-002)
They switch over the fuel oils. Switchover is achieved manually or remotely from
pneumatic-electronically remote controller in control room.
4.2.2.8 One-way (pressure limiting) valve
It is used to keep the stable fuel oil inlet pressure.
4.2.2.9 Alarm pipe unit of high pressure fuel pipe
If the high-pressure fuel pipes fails, the leaking fuel oil flows through shield into a
monitoring tank, in which a float switch will give alarm. Fuel oil in monitoring tank can
also be led to leak fuel tank via a tube.
4.2.2.10 Leak fuel tank (T-006)
It collects leaking fuel.
70
4.3 Maintenance of fuel oil system

(1) Draining air from system (with light diesel oil)
Before starting engine, the operator should drain out air from system. Start the
standby delivery pump to circulate the fuel oil in pipes, then unscrew the bleed screw on
fuel filter. When the whole piping is full of fuel oil and deflated, start the engine. If no
standby delivery pump is equipped, start engine repeatedly until air is eliminated fully
and fuel full of filter and piping.
(2) Inspecting fuel-supply advance angle (with light diesel oil)
The fuel-supply time of injection pump influences directly the performances of
engine. Generally, user neednt adjust it. Because it has been adjusted at optimal position
before HFO engine is delivered. However, if the engine works abnormally, it may be
necessary to inspect the fuel-supply advance angle, in following procedure:
a. Open indicator valves on cylinder heads.
b. Dismantle high-pressure fuel pipe and pull fuel control linkage to Max. position.
c. Crank engine according to direction of revolution of engine until fuel level at
outlet of injection pump moves upwards. As soon as the fuel level moves upward, scale
value at flywheel indicated by TDC indicator is the starting position of fuel supply of the
cylinder. According to this, the advance angle can be determined. Carry out these steps
two times. The measurement error should be less than 1crank angle.
(3) Diesel engine burning HDO or HFO:
<1> It is permitted to switch over to burn HDO or HFO used where kinematic
viscosity of fuel before injection pump can be guaranteed within 10~14mm2/s by heating
device.
<2> Before long term of standstill of diesel engine, the engine shall switch over to
burn light diesel oil. In such a case, HDO or HFO in piping shall be burnt out to ensure
piping full of light diesel oil to facilitate next start smoothly.
<3> In design and installation, fuel return piping at HDO or HFO engine inlet and
outlet shall be shortened as much as possible. Piping in which HDO or HFO flows and
HDO or HFO tank shall be provided with appropriate thermal insulation.
5. Lube oil system
5.1 Schematic diagram of lube oil system of diesel engine

5.1.1Schematic diagram of lube oil system of engine burning light diesel oil is
illustrated as below.
Oil pump draws oil from oil sump and delivers it to moving parts or components to
be cooled via the oil cooler and filter, and further to return it to oil sump for next
circulation. Lube oil piping should be equipped additionally with pressure regulating
valve shown in diagram as below. Pressure regulating range: 0.15Mpa~0.6MPa. Opening
pressure of pressure regulating valve: 0.5MPa.
71
5.1.2 Main accessories of lube oil system of engine burning diesel fuel
5.1.2.1 Oil sump, filler and yardstick
The oil sump is welded with rolled steel sheet, which is fixed under the crankcase
by bolts. Oil filler and yardstick are mounted on cover plate of control side of crankcase.
Oil can be added into engine through oil filler until required level, which can be check by
yardstick.
5.1.2.2 Lube oil pump

It is a gear pump, fixed at cover plate at free end. The standby oil pump is identical
with engine-driven oil pump generally in flow and pressure. With the aid of pressure
regulator built in oil pump (pressure can be regulated by adjusting stud of compression
spring), excessive oil can overflow to low pressure port of oil pump inlet via regulator
where pressure in main oil passage exceeds specified pressure.
5.1.2.3 Oil cooler and temperature regulator
It is tubular cooler. The temperature regulator and bypass are installed at the inlet of
oil cooler. The former is a device that controls automatically temperature to the setting
72
value according to the variation of temperature in piping. The setting value can be
regulated manually (see instruction manual of temperature regulator). A temperature
gauge is mounted at the inlet and outlet pipes of oil cooler respectively to supervise the
temperature regulating and cooling result.
5.1.2.4 Oil filter
Oil filter plays the important role of guaranteeing cleanness of entire oil system.
Pay attention to the cleanness of filter element during use, especially fine filter
before engine. Where pressure drop is found, filter element shall be inspected and
cleaned, and piping of system be flushed if necessary. Cleaning method of filter is to be
in conformance with its instruction manual.
5.1.2.5 Manual or power-operated oil priming pump
Oil priming pump provides lube oil to moving parts in advance before start of
engine, and draws oil from oil sump and deliveries it to oil piping in engine via one-way
valve, finally to oil sump. Oil circulates in such a manner.
5.2 Schematic diagram of lube oil system of HFO engine
5.2.1 Schematic diagram of lube oil system of HFO engine is illustrated as below:
Oil pump draws the oil from day tank and delivers it to moving parts or components
to be cooled via oil cooler, and further to return it to oil sump, finally to day tank for next
circulation.
5.2.2 Main accessories of oil system of HFO engine
5.2.2.1 Oil sump and day tank
Oil sump used in HFO engine does not store oil generally. For the purpose, a
separate day tank shall be mounted. The minimum effective capacity of day tank is
1.0m3 in the case of 6-cylinder engine, or 1.3m3 in the case of 8-cylinder engine. Where
day tank cannot be mounted under oil sump, i.e. oil cannot return to day tank
automatically, an oil suction pump shall be arranged between oil sump and day tank. The
flow capacity of the pump shall be in accordance with that of engine-driven oil pump. Oil
suction pump is used to draw oil in dry sump to day tank.
Day tank shall be fitted up with oil separator to purify oil in day tank to remove ash
sediment generated by burnt HFO. Day tank shall be arranged with oil filler, oil drain,
yardstick or level indicator to facilitate filling and draining oil, cleaning and level
checking.
5.2.2.1 Other accessories
Except for Oil sump, filler and yardstick listed in section 5.1.2.1, other accessories
are same as those described in section 5.1.2 Main accessories of lube oil system of
engine burning diesel fuel.
73
74
6. Cooling water system
6.1Schematic diagram of cooling water system

Schematic diagram of cooling water system (fresh water, seawater) is illustrated as
below:
Cooling water system is to guarantee diesel engine works continuously at
appropriate temperature. The system contains fresh water circulation and seawater
circulation.
Fresh water circulates in close circuit. Fresh water from centrifugal fresh water
pump is divided into two portions: One flows into turbocharger, then to water drainage
main after cooled; Another flows into water jacket of cylinder body to cool cylinder
liners and heads, then to water drainage main. The two portions of water are gathered to
be cooled by temperature regulator and cooler, then returns to fresh water pump for next
circulation.
Seawater system circulates in open circuit. Seawater from seawater pump flows to
intercooler, then to oil cooler to cool oil. After that, seawater flows to fresh water cooler
75
to cool fresh water. At last, it returns to seawater resource.

6.2 Main accessories of cooling water system
6.2.1 Fresh water pump and seawater pump
Fresh water pump and seawater pump are centrifugal pumps driven by engine,
mounted on cover plate at free end of engine. Pumps are fitted up with water drain screw
plug, through which water can be drained out when checking and repairing engine.
6.2.2 Fresh water cooler and temperature regulator
Fresh water cooler is tubular cooler. The temperature regulator and bypass are
installed at the inlet of oil cooler. The former is a device that controls automatically
temperature to the setting value according to the variation of temperature in piping. The
setting value can be regulated manually (see instruction manual of temperature regulator).
A thermometer is mounted at the inlet and outlet pipes of oil cooler to supervise the
temperature regulating and cooling result.
6.2.3 Expansion tank
Expansion tank is to remove steam in cooling system to prevent from air resistance
and to make up water for cooling system. Capacity of expansion tank shall be determined
to be greater than 0.5m3. Vertical height from bottom of expansion tank to crankshaft
center line shall not be less than 5m.
7. Intake & exhaust and supercharging systems
Turbocharging intercooling technology is employed for the engine.

Exhaust pipes are made of spheroidal graphite cast iron. Thermocouples are
mounted on exhaust manifold of each cylinder to measure the temperature. Each exhaust
pipe is bundled with heat-insulation layer. The pipes, as well as the heat insulation
barriers are also enclosed by cover casing, to prevent from over-temperature in engine
cabinet and from scald to operator.
Supercharger adopts exhaust gas turbocharging technology. Air cleaner and silencer
are mounted at gas inlet of compressor.
Turbocharger is lubricated by built-in oil chamber and cooled by fresh water system
of diesel engine in parallel with engine. It is required that the diesel engine should run for
a while without load before run with load. If the engine runs at high speed with heavy
load, it is prohibited to stop immediately. The engine should run for a short time with
decreased gradually load and speed; then run without load for a while, or else the
bearings of turbocharger will be damaged. Please refer to manual of turbocharger issued
by turbocharger manufactory for introduction of construction and maintenance.
Air cooler is mounted at free end of cylinder body. It shall be cleaned or replaced
regularly. A device with small hole is installed at air inlet chamber at exhaust side of
cylinder body to drain off condensation water in chamber. Check the screw plug
regularly to guarantee it always unobstructed.
76
Chapter 7 Operation of diesel engine

1. Installation of diesel engine
Precautions and technical requirements:

1.1Before installation, the installation personnel should read the instruction manual
and documents delivered with engine carefully to acquaint the engine structure and
installation requirements.
1.2Installation personnel must be experienced mechanical technician and electrical
technician.
1.3 Engine space or room shall be always kept well ventilated, sufficiently
air-changed. Temperature in engine space or room shall not differ from ambient
temperature greatly (difference shall not exceed 15) to guarantee normal operation of
diesel engine. Heat radiated from exhaust pipe, waste heat boiler, air compressor,
electrical equipments, steam pipe and condensation tube, hot oil tank, water tank and
other auxiliary equipments of propulsion engine or engine driving generator is absorbed
by air in engine space or room. So engine space or room shall be equipped with
ventilation facilities. Mounting suction fan and exhausting fan is the most effective
measure. The capacity of ventilation facilities shall be determined in such a way that they
can provide sufficient air volume for consumption of engine and take radiant heat away.
Air flow rate in engine room is shown as below when diesel engine works properly:
Heat dissipating capacity
Air flow for combustion
removal of radiant heat

Exhaust flow rate kg/h
Air flow required by
Mass air rate m/h

Power
Speed
Engine model
r/min
MJ/h
m/h
m/h
S/N
kW
1 CW6250ZL 1470 1000 6513 229 12261 8467 14980

2 CW6250ZL-1 1323 750 5862 170 10535 7620 13482
3 CW6250ZL-2 1103 900 4887 206 8782 6353 11240
4 CW6250ZL-3 1058 720 4688 163 8423 6094 10782
5 CW6250ZL-1N 1103 750 4887 187 8821 6353 11240
6 CW8250ZL 1960 1000 8684 306 16300 11289 19974
7 CW8250ZL-1 1470 750 6513 230 12448 8467 14980
8 CW8250ZL-2 1760 900 7798 275 14782 10137 17936
1.4 When installing engine, adequate space around engine shall be reserved to
facilitate dismounting, reinstalling and maintaining engine. Please refer to external view
of engine, in which space requirement is noted.
77
1.5 When hoisting engine, install and lock hoisting tool on cylinder head studs at
cylinder 2 and 4 in the case of 6-cylinder engine, or on cylinder head studs at cylinder 3
and 5 in the case of 8-cylinder engine, shown as below.

1.6 When jointing the diesel engine with common base, the base must be in
possession of enough rigidity. Steel plate thickness at top of common base should not be
less than the recommended values shown in the diagram as below. Windows shall be
arranged on side plate of common base or spacer block of installation hole shall be
welded on the bottom plate to facilitate installation and removal of oil sump. After
common base is fabricated, the surface bearing engine mounting should be machined to
guarantee that its surface roughness not lower than Ra6.3 and contact area between
bearing surface and engine mounting is greater than 95%. Installation base of diesel
engine and engine mounting should be jointed and fixed by M30 bolts for reamed hole,
M M30 high strength hexagonal head bolts and nuts. Please refer to diagram as below for
78
installation requirement. Apply anti-rust oil on end of bolt projected from nut after all
bolts are tightened.
1.7 After engine is in place, its level can be regulated through adjusting washer of
engine mounting. Flywheel must align with output shaft. Dial indicator is used to check
alignment. Alignment of flywheel and output shaft in cold state IS required as follows:
coaxiality less than 0.20mm, face runout less than 0.15mm. Re-inspect crankweb
deflection and alignment of flywheel and output shaft after fixing engine. The engine
shall not be started until the requirements are met.
Arrangement of Engine Mounting Bolts: 6-cylinder Diesel Engine
79
Arrangement of Engine Mounting Bolts: 8-cylinder Diesel Engine
1.8 If diesel engine is equipped with belt-driven pumps, adjust center spacing of
pumps and install tensioner at corresponding side. Specification of belt: type
GB/T1171-B-2500.
80
2. Operation of diesel engine
2.1 The diesel engines shall be operated and maintained by trained and experienced
personnel only, who shall also have read this instruction manual carefully.
2.2 All of important data and work operations (operating hours, oil change,
maintenance and overhaul work etc.) should be written down in a log, which must be
kept properly.
2.3 Operator shall operate and maintain correctly according to the instruction
manual.
2.4 If the temperature of engine room drops lower than 5, cooling water and lube
oil must be preheated before starting diesel engine. Meantime, cooling water must be
mixed with antifreezing agent. If the engine is taken out of operation for a longer time,
the cooling water in cooling space must be drained.
2.5 Operation, maintenance and overhaul of the engine should conform to safety
regulations. It is recommended that the safety regulations should be put up in evident
place in engine room to remind the operator of accident danger.
2.6 After maintenance or general overhaul, insulation barriers are to be bound up
integrally with great care. Check fuel oil piping and lube oil piping respectively for
sealing property at regular intervals. Leakage is to be eliminated immediately.
2.7 Use of fuel, lube oil and other inflammable represents an inherent fire hazard in
the engine room, so care must be taken. In case of fire in the engine room, cut off the
supply of fuel and oil without any delay, and stop engine immediately. Attempts are to be
made to extinguish the fire by means of fire extinguishers. If the fire could not be
extinguished and no one is trapped in the engine room, all openings are to be sealed
tightly, cutting off admission of fresh air to quench the fire, until air in the room is
consumed and fire is smothered.
3. Operating requirement of diesel engine
3.1New engine or overhauled engine must undergo running-in without load for 10
hour, then running-in under 60% and less load for another 50 hour. (During running-in,
do not burn HFO!) Change oil; clean oil filter; check if bolts and nuts of cylinder heads,
main bearing covers and connecting rods still meet the requirement of tightening torques.
The engine shall not be restarted unless all requirements are satisfied.
3.2 Long-term running with low load will result in serious smudginess inside of the
engine, carbon deposit accumulating on piston rings and air intake pipe, greasy filth in
supercharging air pipe, exhaust manifold, intercooler and turbocharger. Clean them
where necessary. The piston has matched the inside surface of cylinder liner well when
the engine runs with low load. If speed of diesel engine increases rapidly, the good match
between piston and the inside surface of cylinder liner under low load will be changed
81
suddenly, which results in increasing wear rate and other damages (fleeing air on piston
ring, or piston stuck). Therefore, running-in is necessary after long-term running with
low load.
3.3 Diesel engine shall be warmed up without load at 40%~50% rated speed after it
is started up. After warming up, the speed and the load can be put on gradually. Do not
shut it down suddenly when it is running with high load. Decrease speed and load
gradually until it runs without load at low speed for 5~10 minutes. At that time, the
engine can be shut down.
3.4 When engine burning heavy fuel runs at low load (lower than 30% full load), the
fuel to be used would be diesel fuel regardless of running period.
3.5 It is not permitted to burn heavy diesel fuel or HFO unless the engine has be
started by burning light diesel fuel and run for 30 minutes or more, and the kinematics
viscosity of fuel before injection is guaranteed 10~14mm2/s by heating device.
3.6 Before stopping engine, allow it run for 30 minutes at least by burning diesel
fuel to burn out heavy diesel fuel or HFO in piping and to ensure the piping full of diesel
fuel, so that the next start can be implemented easily.
3.7 If the diesel engine is shutdown with emergency shutdown pushbutton on
monitor, reset the pushbutton manually after the diesel engine comes to a stop. If the
pushbutton is not reset manually, the emergency shutdown solenoid valve may be burnt
out due to long time electrical energizing. Every after turning crankshaft, the turning ear
should be reset and insert limiting pin into limiting hole to prevent that turning gear
moves out suddenly during operation of diesel engine, which will cause accident. During
operation of diesel engine, keep supply compressed air to 2/3-way solenoid valve for
prevent diesel engine from overspeed.
4. Check before operation, start, running and stop of diesel engine
4.1 Checking cooling water level

Check cooling water level through the expansion tank. Check whether the tank is
filled up with water before starting. Start the engine with low speed, and inspect whether
the water level decreases. If so, full up the expansion tank with water till the level keeps
stable.
4.2 Checking fuel oil level
Before start of engine, check level of fuel oil, and open the vent plug of fuel filter,
then expel air from piping with hand pump.
4.3 Checking oil level and oil priming
Lube oil level should keep between the upper line and the lower one of oil dipstick.
If the level is lower than the lower line, additional oil should be supplied to the diesel
engine through priming pump. At the same time, turn crankshaft a few turns and make
sure that there are no foreign matters and block.
4.4 Blowing off diesel engine
82
If a diesel engine is started up initially or has stand still for a long time, it should be
blown off before starting. Open the indicator valve on each cylinder head, and set the
fuel-control grip to Shutdown position, then turn the engine manually or with the aid of
air motor to blow off condensate water or other foreign matters from combustion
chamber.
4.5 Starting diesel engine
4.5.1In the case of a new engine, or diesel engine that has undergone maintenance in
fuel system, or diesel engine stands still for long time, it will be difficult to start it up
because of air trapped in fuel system. When starting an engine for the first time, unscrew
the fuel oil return connector and open fuel filter. Blow the diesel engine off a few times
to eliminate air in system thoroughly to facilitate startup.
4.5.2 Load of diesel engine should be set at no load position. Set the fuel supply
grip at the position of one third or half of full range to allow the fuel injection pump at
supplying position. Switch on the starting key on monitor to start the engine up. After
the diesel engine is fired, return starting key to the initial position before startup. Adjust
fuel supply grip to keep the speed at 400 rpm (idle speed). The engine at cold state is not
allowed to run at high speed with load. Only when the oil temperature and water outlet
temperature increases higher than 40, could the engine be allowed to run at high speed
with load.
Note: Air starting pressure is 0.8~1 MPa and the starting time shall not be greater
than 10s when starting the diesel engine. Close the control valve on main air pipe after
starting successfully to cut off air supply to air starter.
4.6 Running diesel engine
Running parameters (under rated lod) as below:
Lube oil temp. at engine inlet 65~78
Oil pressure 0.35~0.5 MPa
Fresh water temperature at engine outlet 75~85
During the running period, reading on instruments or gauges and operating

condition of the diesel engine must be recorded regularly. When the engine is running,
please observe and record with care the data as follows:
(1) Check lube oil or fuel level in oil sump, fuel tank, speed governor and water
level in expansion tank and make it up in time. If level in oil sump drops fast, it is most
probable that there is leak in the oil system. If the level rises, the cooling water or fuel oil
may infiltrate into the oil sump. In such cases, the engine should be shut down to
examine or assay the oil. Replace the oil when necessary.
(2) Check exhaust temperature and smoke regularly.
83
(3) Open power-indicator valves on the cylinder heads regularly to check the
combustion condition in cylinders.
(4) Listen to the noise of engine and distinguish the abnormal. If there is piston
knocking or bearing-loosening knocking or other abnormal shock and noise, the operator
must shut down the engine immediately and remedy the failures.
(5) Observe all the tightening and locking condition of all exposed parts.
(6) Check fuel system. If high-pressure fuel pipe shocks violently and heats, it is
possible that the fuel injector is blocked. It should be checked and eliminated
immediately.
(7) Care shall be taken to uniformity of running speed of engine. If the speed varies
excessively, the reason must be detected. The engine should be shut down and checked if
necessary.
(8) Identify and record all positions of leakage and poor seal so that they can be
eliminated as soon as possible.
(9) When a new vessel is put into trial trip, the marine main engine should be
tested with rated speed under the condition of rated load of vessel. If the engine does not
reach rated speed, the match of engine and propeller should be checked. The engine
maker would not bear the responsibility for the overloading due to the match of engine
and propeller or responsibility for the abnormal wear and failure due to deformation of
base and improper operation.
(10) The diesel engine is irreversible itself. When it serves as marine main engine,
it can realize reversal of shafting via gearbox.
(11) Temperature of bearing of each journal:
Main bearing temperature 90
Big end temperature of connecting rod 95
Temperature difference of journals 10
4.7 Stopping engine
4.7.1 Normal stop
Adjust speed governor to decrease the load gradually, so that the engines speed
decreases to min. steady-state speed. Allow the engine to run at idle speed without load
until the temperate of oil and water decreases lower than 50. Stop the engine by STOP
handle. (The shutdown button on monitor only serves for emergent shutdown).
4.7.2 Emergent shutdown at abnormal condition
If the abnormal condition such as noise or smoking occurs during the running of
engine, or explosion or smoke occurs on crankcase safety valve, diesel engine equipped
with stop solenoid valve can be shut down via Emergency Shutdown pushbutton on
monitor. However, after the engine is stopped, it should be supplied with oil for 5~10
minutes by standby oil pump. Open power-indicator valve and turn manually crankshaft
84
to prevent seizure or scuff of cylinder bore due to high temperature of engine. At same
time, the operator should investigate the cause and eliminate it.
If the diesel engine will not operate again, all the valves that need to be closed in
fuel system and cooling water system should be closed. In cold ambient condition, in
which cooling water may freeze, if the engine is intended to stand still for a long time,
the cooling water should be drained when it is 30~40 . After the engine has been
stopped, open the crankcase blank plate, and check temperature of bearings and tightness
of main screws and bolts, if necessary. In addition, after the engine has been stopped, the
operator should rectify the trouble in operation to facilitate the next start.
5. Operating guide of diesel engine burning HFO
CW250 is designed in such a way that it can burn light diesel fuel and HFO.
Burning HFO can reduce operating cost, but it requires more stringent maintenance and
service. Personnel involving in maintenance and operation must be trained and familiar
with HFO treatment unit, performance and parameters of systems of the diesel engine,
and must operate and maintain relevant equipment to reduce failures and prolong service
life of components and parts of diesel engine. HFO that has been treated with modern
advanced technologies is used widely. The most evident characteristics of such HFO
include high viscosity, high density and more foreign matters (e.g. sulphur, vanadium,
sodium, dust, etc). Therefore, performance of optimal fuel oil treatment and enhanced
management of diesel engine are prerequisite for diesel engine burning HFO acquiring
cost-efficient operation.
This section is only a supplement for introduction of diesel engine when burning
HFO. Operator should also comply strictly with some accepted technical codes, general
safety regulations and local accident-preventing rules.
5.1 Attentions when burning HFO:
1. Operator must read the instruction manual carefully. In addition to the operating
and maintenance procedure, operator must also comply with accepted technical codes,
general safety regulations and local accident-preventing rules;
2. In case of diesel engine burning HFO, its fuel oil system, lube oil system, fuel oil
quality and lube oil quality must satisfy requirements specified in the instruction manual
(refer to Chapter 5 and Chapter 6).
3. In case of diesel engine that is put into operation by burning HFO for the first
time, or the diesel engine that is overhauled, it must be subject to 150 hours of running in
by burning light diesel fuel, before it operates by burning HFO.
4. The diesel engine must be started by burning light diesel fuel and running time by
burning light diesel fuel should not be less than 30 minutes. After load of the diesel
engine is stable and not lower than 30% rated load, and cleanness and viscosity at engine
inlet of HFO after treated satisfies specified requirement, the diesel engine can be
switched over to burn HFO.
85
5. Where switching the diesel engine over to burn light diesel fuel, the light diesel
fuel should be heated up to 50~60. Care shall be taken to prevent fuel temperature
from exceeding its flash point. Switchover between light diesel fuel and HFO must be
done slowly to control fuel temperature change rate at inlet of injection pump to 5
~10/ minute, and fuel kinematic viscosity at inlet of injection pump less than limit 14
mm2/s. During switchover, fuel oil heating and monitoring device, viscosity monitoring
device must work properly. Rapid switchover between light diesel fuel and HFO will
cause seizure, air block in injection pump and fuel injector.
6. When burning HFO, load of the diesel engine should be kept higher than 30% the
rated. If diesel engine will work with power less than 30% the rated for long time, it must
be switched over to burn light diesel fuel.
7. Before stopping, the diesel engine must be switched over to burn light diesel fuel.
Open drain plug of fuel oil filter to confirm that the filter is full of light diesel fuel only
and HFO in treatment unit and piping of the diesel engine has been burnt out. Then stop
the diesel engine.
8. After emergency shutdown, if the diesel engine will stand still for more than 1
hour, switch it over to light diesel fuel immediately after shutdown, and start up
emergency pump to flush fuel piping as soon as possible to eliminate HFO in the piping.
Rotate the crankshaft several turns to expel HFO from injection pump and fuel injector to
prevent cooled HFO from blocking the piping.
9. When burning HFO, if two diesel engines share one heat recovery boiler, when
one diesel engine stops, close the valve on its exhaust pipe to heat recovery boil and open
air vent valve to prevent exhaust gas from back-flowing to corrode parts and components
of the diesel engine.
10.Management person of the diesel engine should write down necessary
information for reference in maintenance of the diesel engine.
5.2 Description of switchover between light diesel fuel (LDF) and heavy fuel oil
(HFO) on diesel engine
1) Startup
Start diesel engine up by running on light diesel fuel and increase its load to more
than 30% rated load.
2) Preparation before switchover between LDF and HFO
Heat up HFO in HFO storage tank, HFO day tank to specified temperature, which is
determined according to Viscosity-Temperature Diagram. In order to keep good delivery
of HFO pump, the minimum temperature in storage tank should be 10~15 higher than
cloud point of HFO. Then heat diesel fuel in mixing tank up to 50~60, but not
higher than flash point of diesel fuel. Care shall be taken to keep temperature change rate
within 5~10/ minute, making sure that the temperature rises slowly and stably.
3) Switchover from LDF to HFO
86
After both LDF and HFO are heated up to the specified temperature, turn LDF-HFO
Switchover Valve to position HFO. At that time, the diesel engine is burning mixture of
LDF and HFO. Control end heater manually, keeping change rate of viscosity of fuel at
engine inlet lower than 1mm2/s per minute. Allow fuel temperature to rise slowly until
the viscosity of fuel oil at engine inlet reaches required value for burning HFO: 10
mm/s~14mm/s. At the time, the light diesel fuel inside the engine has generally burnt
out. Then switch viscosity monitoring device and end heater to Auto mode.
4) Switchover from HFO to LDF
Turn the LDF-HFO switchover valve to position LDF. At that time, the diesel engine
is burning mixture of LDF and HFO. Control end heater manually, keeping change rate
of viscosity of fuel at engine inlet lower than 1mm2/s per minute. Allow the fuel oil
temperature to drop slowly. Open plug on fuel filter to confirm that only LDF flows out,
then turn off viscosity monitoring device and end heater.
5) Normal stop
Before stop, the diesel engine must be switched over to run on light diesel fuel.
Open plug on fuel fine filter to confirm that only LDF flows out, HFO in treatment unit
and piping of the diesel engine has been burnt out, then stop the diesel engine.
6) Emergency shutdown
After emergency shutdown, if the diesel engine will stand still for more than 1 hour,
switch it over to light diesel fuel immediately after shutdown, and start up emergency
pump to flush fuel piping as soon as possible to eliminate HFO in the piping. Rotate the
crankshaft several turns to expel HFO from injection pump and fuel injector to prevent
cooled HFO from blocking the piping.
7) Running under low load
Where the diesel engine runs under a load lower than 30% rated load continuously
for more than 0.5 hour, switch the diesel engine over to burn light diesel fuel.
87
Chapter 8 Regular Check and Maintenance

Importance of regular check and maintenance:
1) Guarantee safe and reliable engine operation;
2) Reduce failure rate and lower the operating cost of the engine plant;
3) Operator can recognize incipient malfunction at an early stage;
4) Evaluate the maintenance work performed and work out plan of next
maintenance so that overhaul can be carried out during scheduled service
interruptions.
Prior to starting any maintenance and overhaul work, release pressure in all pipes.
Loosen threaded joint carefully, and confirm there is no pressure in pipe via reading on
corresponding pressure gauge.
When work is being carried out on the crank gear or other moving parts, it must be
ensured that the engine cannot be started and cannot be turned unexpectedly (close valve
on air receiver, disconnect battery, put up warning board).
When disconnect pipe joint, all pipes that are to be reinstalled must be carefully
plugged, especially those for fuel oil, lube oil and air. New pipes must be checked for
cleanness and, if necessary, flushed before installation. On any account, it must be
avoided that foreign matter can get into the pipes.
If the engine is to be stored for a prolonged time or if it is to be laid up, all
individual parts must be carefully preserved.
1. Necessary repair
No matter how minor the defect is, the repair shall be carried out immediately.
For the cleaning of the engine, and its individual parts, please use diesel fuel or
special solvents. The use of gasoline is not permitted in closed room. For drying engine
components, pressure air or soft cloth, instead of waste cotton yarn, is to be preferred.
Upon completion of repair and overhaul work, check if all tools, cleaning material
and other foreign matter are taken out from the engine. The exact setting as well as
clearances of new or reinstalled parts must be checked and the data must be written down
in the engine log.
Allow the diesel engine running for a few hours, check lube oil filter for fouling,
and clean them if necessary.
The fire risk prevailing in the engine room should be borne in mind. The firefighting
equipment should be readily available. In particular, when carrying out welding work on
pipelines, fuel and lube oil pipes in the immediate vicinity should be covered up. When
installing or removing larger engine components, suitable lifting gear and the special
88
tools supplied should be used. Attention should furthermore be paid to the good condition
of ropes, shackles and the tools being used.
2. Maintenance and service
1. Maintenance after first 30~60 running hours of new or overhauled engine

1) Check oil, water and air of system for leakages and remedy them in time.
2) Check and adjust the clearance of air valve.
3) Check the oil level and cooling water capacity and refill them.
4) Check lube oil, fuel oil filter, and replace oil.
5) Check looseness of fastening parts and connecting parts, and recheck tightening
torque of connecting rod bolts (Observe alignment of reference lines on bolt
and nut.).
6) Check crankweb deflection of crankshaft.
2. Daily maintenance
1) Unscrew the drain plug of fuel filter to eliminate accumulated water or dirt.
2) Check used conditions of gauges and meters. Check oil, water and air of system
for leakage and remedy them in time.
3) Summarize and check the running log (Record carefully the faults that occured
and remedies that were carried out).
4) Examine lube oil quality, and assay it if necessary.
3. First-class maintenance
In addition to all the checking items specified in daily maintenance, the following
contents should also be included after 400 running hours:
1) Clean lube oil and fuel oil filter, and lube oil filter before engine inlet (if it is
mounted).
2) Replace oil according to the water content and smudginess in oil. Clean oil
sump when renew oil.
3) Check clearance of intake and exhaust valve, and advance angle of oil supply.
Adjust them if necessary.
4) Inspect impeller and inner chamber of compressor of turbocharger and clean
them if necessary.
5) Clean air cleaner.
6) Check accumulated filth in oil and water cooler. Clean it if necessary.
7) Check all fasteners and connecting parts for looseness. Re-inspect the hydraulic
tightening parts for their fastness (Observe alignment of reference lines on bolt
and nut.).
89
8) Clean filter gauze in breather.

4. Second-class maintenance
In addition to all the checking items specified in first-class maintenance, the
following contents should also be included after 1000 running hours:
1) Check working equilibrium of cylinders. Readjust uniformity of fuel oil from
fuel injection pump to cylinders if necessary.
2) Check injection pressure and atomization of fuel injector. Readjust and repair it
if necessary.
3) Examine connecting and fastening condition of oil, water and air in systems,
elements of electrical circuits, as well as fasteners.
4) Check if hydraulically tightening parts (observe alignment of reference lines on
bolt and nut) and flywheel fasteners become loose. Tighten them to specified
torque.
5) Check water seal of water pump. Lap or replace it in time.
6) Clean piping of oil or fuel system. Clear oil sludge and dry the piping with
compressed air.
5. Third-class maintenance
In addition to all the checking items specified in second-class maintenance, the
1) Clean air cooler, especially oil sludge on radiation fins.
2) Dismantle two cylinders to check the degree of carbon deposit on piston top.
Eliminate carbon deposit if necessary. Check sealing performance of air valves.
Grind valves if necessary. Make a decision if all cylinder heads should be
removed according to check result.
3) Check sealing performance of delivery valve in fuel injection pump. Replace it
if necessary.
4) Check working condition of needle valve of fuel injector. Replace it if
necessary.
5) Clear water scale in cooling system.
6) Check bearing clearance of turbocharger.
7) Check working condition of lube oil pump. Adjust it if necessary.
8) Discharge air from air bottle. Unscrew the blowdown plug at bottom to drain
away accumulated water and dirt in bottle.
9) As to engine burning blended fuel and heavy fuel oil, the piston rings must be
checked and replaced depending on the check result.
6. Fourth-class maintenance
In addition to all the checking items specified in third-class maintenance, the
90

1) Dismantle all cylinder heads to clear carbon deposit in combustion chamber.
Check wear condition of intake and exhaust valves, rocker arms, bearings,
valve guides and valve seats. Determine if they should be replaced according to
actual condition.
2) Lift two pistons out from engine to check pistons and piston rings. Measure
clearance of the rings. Check crank pin bearing and piston pin bearing and
measure clearance of the bearings, then determine if all pistons should be lifted
out. Replace pistons or piston rings if necessary. (Record the numbers of
cylinder from which the pistons are lifted, so that examine pistons from other
cylinders next time.).
3) Check working surface of two cylinder liners. Measure inner diameter, and
calculate value of wear to determine if taking out all liners. Replace with new
cylinder liners when they are worn away or damaged badly.
4) Check lube oil pump, fuel oil pump and cooling-water pump.
5) Check axial clearance of camshaft and radial clearance of bearings, and write
down the measured values.
6) Check crankweb deflection of all cylinders and write down the measured
values.
7) Check randomly any two main bearings to examine wear condition of bearing
shells, thus decide if it is necessary to check other bearing shells and to replace
them;
8) Start priming pump and check visually lubrication condition;
9) Measure all backlashes of drive gearing and bearing clearances. Replace them if
necessary.
10) Check looseness of hydraulically tightening parts (observe alignment of
reference lines on bolt and nut) and flywheel fasteners. Tighten them to defined
torque if necessary.
11) Check speed governor. Replace worn parts and retest its performance;
12) Check fastening condition of bolts of turbocharger and speed governor.
13) Check fastening condition of bolts of engine mountings.
14) Dismantle and check turbocharger according to its instruction manual.
15) Re-verify or replace all measuring meters, alarm system, pipelines and leads on
engine.
7. Fifth-class maintenance
In addition to all the checking items specified in fourth-class maintenance, the
1) Dismantle all cylinder heads and check air valves, rocker arms, bearings, valve
91
guides and valve seats. Check cooling water passages and sealing gaskets.
Replace them if necessary.
2) Lift all pistons out from engine. Check pistons and piston rings. Measure
clearance of the rings. Check crank pin bearings and piston pin bearings.
Measure bearing clearances. Replace them if necessary.
3) Lift out cylinder liners. Check wear condition of working surface and corrosive
condition of outside surface. Replace them according to actual condition.
Replace all O-rings.
4) Check all main bearings and thrust bearing. Replace them if necessary.
5) Check wear condition of all air valves and relative parts. Replace them if
necessary.
6) Check wear condition of camshaft bearings and cams. Replace them if
necessary.
7) Check if crankcase safety valve works reliably.
8) Check whether the vibration damper should be replaced. Change silicon oil.
Replace damper if necessary.
9) Check air starter. Replace its parts if necessary.
8. Specified items of daily check
1) Check oil and water level (including lube oil, coolant and fuel oil) after engine
stops.
2) Unscrew the blowdown plug at the bottom of fuel filter to drain the accumulated
water or dirt; Check and clean starting pressure-reducing valve and air filter at
regular interval.
3) Check lube oil level in turbocharger and speed governor, and refill it till specific
volume if oil has run low.
4) Check the readings of gauges and meters to detect abnormality and remedy it.
Attention!
Running hours are for reference only, and the operating conditions must be taken
into consideration, which may prolong or shorten the interval of maintenance. The items
mentioned above are a part of job instead of all. It is recommended that general overhauls
be carried out with the guidance of technicians of our service stations.
92
Chapter 9 Typical Failures and Troubleshooting
1. Low quality oil

If oil quality deteriorates, abnormal wear of early phase will appear, and thus it will
lead to raise noise of engine, aggravate vibration, increase fleeing air to crankcase, raise
temperature of oil and cooling water, decrease oil pressure and overheat engine and so on.
It can also influence the output of engine and thus result in damage of engine when the
wear of moving parts reaches the limit.
So the user must pay more attention to the quality and grade of lubricating oil and
use it exactly according to the prescribed.
The user should examine regularly the quality of oil during operation. A simple way
is to remove the cover of cylinder head and examine the oil accumulated in cylinder head.
If there are many water globules in oil or the oil color turns to pale creamy white, it
indicates that the oil contains much water. If the oil turns to black or gluey, it indicates
that the oil quality is inferior or the oil has been used for a long time. The oil should be
replaced with new one.
A simple method is employed to examine the viscosity of oil. Drop several unused
and used oil globules on a smooth surface of metal or glass plate. Then incline the plate,
and check the flow speed of oil globules. The flow speed of used oil is distinctly faster or
slower than the unused oil if there is much difference between their viscosities. Generally
speaking, in such case, it shows that the viscosity of used oil has been greatly changed. It
must be renewed with clean one.
When renewing lube oil, lube oil system and oil sump should be cleaned, and lube
oil filter should be flushed.
When renewing oil, filter the new oil and drained waste oil with fine strainer
respectively. Inspect abnormal wear and components damage.
2. High temperature of cooling water
Controlled automatically by temperature regulating valve, the temperature of cooling

water, under normal conditions, should be generally stable. If outlet water temperature is
too high (>85), following causes should be taken into consideration:
1) Whether ambient temperature is too high;
2) Whether cooling system, fresh water pump, fresh water cooler and seawater
pump work normally;
3) Whether there is abnormal wear in engine;
4) Whether there is water scale accumulated in cooling chamber of cylinder block
and cylinder head;
5) Whether the sensor of temperature regulating valve is stuck due to much water
scale.
93
Generally, the cooling water should be treated and mixed with rust inhibiting
additive. If the user does not do so, water scale will accumulate in cooling chamber of
engine after the engine operates a period of time. Water scale will result in insufficient
heat elimination, thus the water temperature will rise abnormally.
Method of treatment: remove the scale in cooling water chamber with tank scale
dissolver sold in market.
3. Insufficient output
Failure of insufficient output results from insufficient air input, insufficient oil
supply or low cylinder pressure.
Generally speaking, the possible cause of insufficient output first lies on fuel oil
system. If the engine runs with the conditions of even speed, good exhaust smoke,
normal operation of cylinders, proper fuel-supply timing, favorable seal property of
cylinders and sufficient air input, and it still output insufficiently, the following causes
can be taken into consideration:
1) Whether the low-pressure oil pipe is broken or leaks;
2) Whether the fuel filter is badly blocked and the oil /fuel piping is blocked or
leaks;
3) The fuel delivery time and clearance of air valves shall be checked and adjusted
when the air input is insufficient. In addition, the operator should check air filter,
clearance of rotor and idle motion of turbocharger.
4. Black smoke
Black smoke is caused by following conditions:
1 Uneven fuel-injection in cylinders
2 Poor atomization of injector nozzle
3 Insufficient cylinder pressure, and inadequate combustion
4 Lube oil into combustion chamber
5 Blocked in air filter
6 Poor fuel oil quality
7 Damage on turbocharger and insufficient air admission
Methods of eliminating the trouble:
1) Reduce resistance in air intake system. Clean the filtering element of air filter
and air intercooler in time. Guarantee right valve timing and check turbocharger.
2) Adjust advanced angle of fuel oil supply.
3) Check and adjust duly fuel injector to ensure favorable atomization.
94
4) Guarantee the sealing performance of the cylinder. Replace piston rings and
cylinder liner if they are worn badly. Grind air valve if it could not seal well.
5) Use fuel oil satisfying quality requirement.
6) Operate the engine properly.
95
Chapter 10 Troubleshooting Table
S/N Symptoms Possible causes

1) Low pressure is in air bottle;
2) Starting valve or air-starting motor is defective;
3) Starter switch or cable to starter or starting valve is defective;
Engine starts 4) No DC24V power supply, or starting solenoid valve does not
1 difficultly. work;
5) Air pipes leaks, result in starting pressure less than 1.0 MPa;
6) Manual turning gear is not reset; safety interlock switch is not
closed.
1) Fuel tank runs dry.
2) Fuel oil system is air-bound.
3) Piping, fuel injection pump and fuel filter are not filled with fuel
oil;
4) Fuel oil is not appropriate;
5) Water in fuel oil. Eliminate water from fuel oil with centrifugal
separator.
6) Fuel oil is too cold, and congeals in pipelines;
7) Engine is too cold and lube oil is too viscous. Preheat cooling
Engine reaches
water or oil;
ignition speed
8) Fuel oil pressure is low before fuel injection pumps, supply pump
2 without firing or
is defective.
firing
9) Fuel oil filter is clogged up. Clean or replace filtering element.
intermittently.
10) Excessive clearance is between pump plunger and pump barrel or
pump plunger is stuck.
11) No fuel oil or insufficient fuel oil enters cylinder. Check the
position of fuel injection pump rack, and adjust it if necessary.
12) The orifices of fuel injector are clogged up or the element of
needle valve is seized. Clean or replace fuel injector.
13) Intake or exhaust valve leaks so that the air pressure is too low.
Grind the valve.
14) Piston ring or cylinder line wears or is damaged excessively.
2) Fuel oil is not appropriate.
3) Water in fuel oil.
Cylinders fire is defective.
3 irregularly. 5) Fuel oil filter is clogged up.
6) One or more fuel injectors are defective.
7) Intake or exhaust valve is stuck, valve spring broken, drive
defective.
8) Engine is too cold and lube oil is too viscous.
1) Pump plunger is stuck, or spring broken.
4 Fuel supply grip is 2) Control sleeve or pump element is bound.
96
stuck. 3) Speed governor or control lever malfunctions.

4) Fuel control linkage is bound or stuck.
2) Fuel oil is not appropriate.
3) Water in fuel oil.
is defective.
5) Fuel oil filter is clogged up.
6) Beginning of injection is too early.
7) Beginning of injection is too late.
8) Excessive clearance is between pump plunger and pump barrel.
9) Pump plunger is stuck, or spring broken.
Engine does not 10) Control sleeve or pump element is bound.
5 reach full speed or 11) Delivery valve in fuel injection pump leaks.
output. 12) One or more fuel injectors are defective.
13) Nozzle orifice or injection pipe is clogged up.
15) Intake or exhaust vale is stuck, valve spring broken, drive
defective.
16) Ring clearance or ring gap is excessive.
17) Piston ring is stuck or broken.
18) Marine engines: propeller is too large, damaged or hull fouled.
19) Turbocharger is fouled or defective.
20) Fuel supply grip of injection pump does not reach FULL LOAD
position.
is defective.
4) Beginning of injection is too early.
5) Pump plunger is stuck, spring broken.
Engine runs
7) Nozzle orifice or injection pipe is clogged up.
6 irregularly, knocks
8) One or more cylinders are overloaded excessively.
and vibrates.
9) Compression pressure varies in different cylinders.
10) Intake or exhaust vale is stuck, valve spring broken, drive
defective.
11) Piston pin bearing clearance is excessive.
12) Clearance of crank pin bearing or main bearing is excessive.
13) Piston or bearing running is hot or begins to seize.
14) Speed governor does not work properly.
1) Control sleeve or pump element is bound.
Speed fluctuates, 2) Speed governor or fuel control linkage malfunctions.
7 caused by hunting 3) Fuel control linkage is bound or tight.
of speed governor. 4) Engine is too cold, lube oil too viscous.
5) Lube oil is insufficient or fails in speed governor.
Engine speed 1) Fuel day tank runs dry.
8 2) There is water in fuel oil or too much air in piping.
drops, engine
97
comes to a stop. 3) Fuel oil pressure is low before fuel injection pumps, supply pump
is defective.
6) Safety shut-down device fails.
8) Piston or bearing becomes hot or begins to seize.
2) Indicating instrument is defective.
Cooling water
3) Cooling water is insufficient.
9 temperature is high
4) Cooling water space or cooler is fouled up.
/ low.
5) Cooling water pump is defective.
6) Temperature regulating valve is defective.
1) Piston or bearing becomes hot or begins to seize.
2) Oil level is low in oil sump.
4) Cooling water is insufficient.
Lube oil
5) Cooling water space or cooler is fouled up. Heat-exchange rate of
10 temperature is
oil cooler is low.
high/ low.
6) Cooling water pump is defective.
7) Temperature regulating valve is defective.
8) The diesel engine overloads.
9) Lube oil quality deteriorates.
1) Clearance of crank pin bearing or main bearing is excessive.
2) Oil level is low in oil sump.
3) Oil pressure-regulating valve is defective.
4) Lube oil pipe leaks.
Lube oil pressure 5) Viscosity of lube oil is too low or lube oil deteriorates.
11 is low. 6) Lube oil filter or cooler is clogged up
7) Oil filter is defective.
9) Suction pipe of oil pump is obstructed or leaks.
10) Oil pump is defective.
3) Speed governor or fuel control linkage malfunctions.
Exhaust gas 5) Intake or exhaust valve is stuck, valve spring broken or drive
12 temperature is defective.
high. 6) Indicating instrument is defective.
7) Marine engines: propeller is too large, damaged or hull is fouled.
8) Charge air temperature is too high.
10) Lube oil is insufficient.
Difference of 1) Fuel injection pump or one of fuel injectors fails, resulting in low
13 exhaust fuel supply or poor atomization.
temperature is too 2) Fuel injection amount in some cylinders is too high. Adjust the
98
much. value of fuel supply.

3) Air valves of some cylinders wears and leaks. Grind or replace
them.
3) Speed governor or fuel control linkage malfunctions.
Exhaust gas is 4) One or more cylinders are overloaded excessively.
14 sooty or dark. 5) Intake or exhaust valve is stuck, valve spring broken, drive
defective.
7) Fuel delivery valve of injection pump leaks.
1) There is water in fuel oil.
2) Clearance of piston ring is excessive.
Exhaust gas is
15 3) Piston ring is stuck or broken.
bluish.
4) Oil level in oil sump is too high.
5) Clearance of valve guide is excessive.
Temperature 1) Indicating instrument is defective.
difference at 2) Cooling water is in sufficient.
16 intercooler is too 3) Cooling water space or cooler is fouled up.
small. 4) Cooling water pump is defective.
1) Fuel system is air-bound.
2) Fuel oil is too cold, and congeals in pipelines.
Fuel injection 3) Fuel oil pressure is low before fuel injection pumps;
pump delivers 4) Fuel oil filter is clogged up.
17
irregularly. 5) Pump plunger is stuck, spring broken.
6) Control sleeve or pump element is bound.
7) Delivery valve in fuel injection pump leaks.
1) Pump plunger is stuck, spring broken.

Noise from valve
2) Intake or exhaust valve is stuck, valve spring broken or drive
or fuel injection
18 defective.
pump drive
3) Roller or rocker arm is defective, or valve clearance excessive.
depends on speed.
Smoke escapes 1) Piston ring clearance is excessive.

from crankcase 2) Clearance of piston pin bearing is excessive.
vent, and booming 3) Clearance of crank pin bearing or main bearing is excessive.
19
sounds come out 4) Piston or bearing becomes hot or begins to seize.
from crankcase. 5) Piston ring is stuck or broken.
Diesel engine
20 cannot be loaded. Fuel filter and fuel pipe is clogged up.
99
When ambient temperature is lower than 10, if no auxiliary

heating devices to warm up oil and fresh water, white smoke is
White smoke normal if it occurs in start from cold state (inadequate combustion of
21 occurs in start fuel). After 15 minutes of running without load, and temperature of
from cold state. oil and fresh water is higher than 40, white smoke disappears.
Therefore, in such a case, we suggest the user to install oil/ fresh
water preheater, or allow the engine run without load to warm it up.
Appendix 1:
Correction of Output at Nonstandard Condition
Standard reference conditions:

Ambient temperature t 0 =298K(25)
Atmospheric pressure P0 =0.1MPa
Relative humidity: 0 =30%
Water temperature at intercooler inlet t mc 0 =298K(25)
Correct the output at nonstandard condition by following two formulas to ensure the
trouble-free, reliable operation of diesel engine.
(1) Correction method 1:
Formula: N X N e K 0.7(1 K )(1 / m 1)
m n s
P a X PSX t0 t mc 0
K X
P0 a 0 PS 0 tX t mcX
Where, N X Brake power under actual condition, kW

Coefficient of power correction;
N e Nominal power under standard condition, kW
K Indicated power ratio;
m Mechanical efficiency, m =0.88
PX Actual atmospheric pressure, kPa;
P0 Standard atmospheric pressure, kPa;
X Actual relative humidity;
100
0 Standard relative humidity;

PSX Actual saturated vapor pressure, kPa;
PS 0 Standard saturated vapor pressure, kPa;
t 0 Standard ambient temperature; K;
t X Actual ambient temperature, K;
t mc 0 Standard water temperature at intercooler inlet, K;
t mcX Actual water temperature at intercooler inlet, K.
Factor and values

Factor Values
a m n s
0 0.7 1.2 1
Substitute the relative parameters under standard ambient condition and actual
condition, as well as correction factor and index into above formula to determine power
coefficient. So permissible output under actual condition can be calculated.
(2) Correction method 2:
Correction formula: Actual permissible output value = rated power Coefficient
of correction/100
Coefficient of correction C (relative humidity not concerned) can be obtained from
below table:
Ambient
0 5 10 15 20 25 30 35 40 45 50
temperature
Atmospheri
kPa
c pressure
Altitude
Coefficient of correction
(m)
0 101.33 99 97 95 93 91
110 100.0 100 98 96 94 92 90
200 98.93 99 97 95 93 91 89
300 97.73 98 96 94 92 90 88
101
400 96.67 99 97 95 93 91 89 87
500 95.47 98 96 94 92 90 88 86
600 94.40 98 96 93 91 89 87 85
700 93.20 99 97 95 92 90 88 86 84
800 92.13 98 96 94 91 89 87 85 83
1000 89.87 99 96 94 92 90 88 86 84 82
1500 84.53 96 94 92 90 88 86 84 82 80 78
2000 79.20 93 91 89 87 85 83 81 79 78 76 74
2500 74.67 89 87 85 83 81 79 77 76 74 72 71
3000 70.13 85 83 81 79 77 75 74 72 70 69 67
3500 81 79 77 75 73 71 70 68 67 65 64
4000 77 75 73 71 69 68 66 63 63 62 60
102
Appendix 2:
Torsional Vibration Calculation Parameters
Torsional vibration calculation parameters of CW250 series diesel engines
1. Structural parameters of CW 250 diesel engines
CW6250ZLC CW6250ZLC-1 CW6250ZLC-2 CW6250ZLC-3 CW8250ZLC-3 CW8250ZLC-1 CW8250ZLC CW8250ZLC-2
Engine type
CW6250ZLD CW6250ZLD-1 CW6250ZLD-2 CW6250ZLD-3 CW8250ZLD-3 CW8250ZLD-1 CW8250ZLD CW8250ZLD-2
Cylinder bore/ stroke 250/300
Type 4-stroke, irreversible, in-line, direct injection, turbocharging and intercooling
Qty. of cylinders 6 8
Rated output kW 1470 1103 1323 1058 1410 1470 1960 1760
Rated speed r/min 1000 750 900 720 720 750 1000 900
Reciprocating mass of per

66.4
cylinder kg
Crank/connecting rod ratio 0.2459
Starboard engine: 1-4-2-6-3-5 Starboard engine: 1-3-2-5-8-6-7-4

Firing order
Port engine: 1-5-3-6-2-4 port engine: 1-4-7-6-8-5-2-3
Mean effective pressure MPa 2.0
103
Mechanical efficiency 0.88
Journal diameter mm 200
Crankpin dia. mm 195
Drawing No. of flywheel 625002000005 825002000002
Type of vibration damper Silicon oil vibration damper
Number of damper 1
Damping coefficient
2408 4975
Nms/rad
104
2. Torsional vibration calculation systematic diagram of 6-cylinder single engine shafting

including vibration damper
Moment of inertia kgm2

Direction
CW6250ZLC CW6250ZLC-1
No. Name CW6250ZLD CW6250ZLD-1 Rigidity kNm/rad
CW6250ZLD-2 CW6250ZLD-3
1 Vibration damper inertia ring 10.43

900
2 Damper casing 6.75
136000
3 Shaft section at free end 0.566
208000
4 No.1 cylinder 8.567
From free end to flywheel end
29323
29323
29323
29323
29323
29908
10 Shaft section of flywheel end 1.762
205000
11 Flywheel end 114
105
3. Torsional vibration calculation systematic diagram of 8-cylinder single engine shafting

including vibration damper
Moment of inertia kgm2

Direction
CW8250ZLC-1 CW8250ZLC
No. Name Rigidity kNm/rad
CW8250ZLD-1 CW8250ZLD
CW8250ZLC-3 CW8250ZLD-2
1 Vibration damper inertia ring 10.43 13.8

900
2 Damper casing 6.75 10.8
136000
3 Shaft section at free end 0.549
208000
29323
From free end to flywheel end
29323
29323
29323
29323
29323
29323
29908
12 Shaft section of flywheel end 1.835
205000
13 Flywheel end 114
106

250 Series Diesel Engine Manual

Diunggah oleh

Informasi Dokumen

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

250 Series Diesel Engine Manual

Diunggah oleh

Hak Cipta:

Format Tersedia

Instruction manual of 250 series diesel engines

Points for Attention

6. Piston and connecting rod assembly ..................................................................... 36

1. Low quality oil ...................................................................................................... 93

Constituent and Explanation of Model No.

Expression of model No.:

Chapter 1 Main Specification of Diesel Engine

Minimum steady-state 400(main 360(main 288(main

2. Requirement of operating with overload under standard ambient conditions

5. Main specifications of accessories

Technical parameters based on relevant engine model

Name Specifications CW6250ZLD CW6250ZLC-1N CW8250ZLC-1N CW8250ZLD

Lube Rated flow rate range

Fuel oil Rated

YT111 Hydraulic (its model depends on main engine or aux.

Type Started by air starter

1. Displays of revolution speed of diesel engine, oil pressure

6. Sectional view of CW250 series diesel engines

11. Characteristic curves of CW6250ZL diesel engine

12. Characteristic curves of CW6250ZL-1 (CW6250ZL-1N) diesel engine

13. Characteristic curves of CW6250ZL-2 diesel engine

14. Characteristic curves of CW6250ZL-3 diesel engine

15. Characteristic curves of CW8250ZL diesel engine

16. Characteristic curves of CW8250ZL-1 diesel engine

17. Characteristic curves of CW8250ZL-2 diesel engine

18. Characteristic curves of CW8250ZL-3 diesel engine

Chapter 2 Structure and Maintenance of Diesel Engine

2. Weight of main components and assemblies

Camshaft assembly (drive gear included) 235 310

3.1 Structural features

3.2.2 Main bearing cover and main bearing shells

Installation and Removal of Main Bearing Shell and Thrust Bearing

4.1 Structural features

Schematic Diagram of Cylinder Head and Components Installed on It

4.2.3 Adjustment of valve clearance

Hydraulically Installing and Dismantling Cylinder Head Bolt

4.2.5 Fuel injector jacket

Press-fitting Injector Jacket Pulling out Injector Jacket

4.2.6 Intake and exhaust valves

Schematic Diagram of Installation and Removal of Intake and Exhaust Valve

4.2.7 Valve seat ring

4.2.8 Fuel injector

4.2.9 Relief valve

5. Crankshaft and its relative components

5.2Precautions in installation, removal and maintenance

In order to prevent crankshaft from producing excessive stress when installing,

abnormal wear of bearings of crankshaft), and changing new bearings, it is essential to

5.2.2 Tightening requirements

5.2.3 Combined type spur gear assembly and clamp

6.2Precautions in installation, removal and maintenance

6.2.3 Connecting rod shell (big end)

7. Camshaft and flywheel end drive

7.2.3 Assembled camshaft and

Chapter 3 Fit Clearance and Permissible Clearance of Major

Clearance between intake/

Chapter 4 Tightening Requirement of Screw Fasteners

1.1When tightening screw fasteners, it is necessary to select suitable tools to prevent

to be tightened Tongzhou Zhiheng Tensioning tool: applied on

2. Basic requirement of main screw fasteners

Operate hydraulic pump according to hydraulic pressure shown in column Preload

Bolts and nuts to fasten clamp ring

4 Bolt to fit flywheel on crankshaft M302 M 520~550 27~30

Bolts to fix balance weight on

Bolts and nuts to combine sections