Operational Manual Daihatsu

(DAIHATSUI
TYPE
SECTION
BEFORE RUNNING DAIHATSU DIESEL ENGINE
1
DL-20
SHEET
1
1. Read the following rules for correct and safe operation of Daihatsu Diesel Engines before use.
2. Engine specifications and separate assembly drawings shall have priority over this manual.
3. ln case of change in the fuel oil and/or in the working load, which is not shown in the
specification, necessitated after delivery, some modification is necessary on the engine side.
For the following units and special specifications, see separata manuais:
Turbocharger
Hydraulic governor (Woodward, Diesel Kiki and others)
Remote auto control unit and protective units
Automatic temperature control valves (for lubricating oil, cooling water, etc.)
Reduction gears and operating units . . . . . . . . . . . . . . . . . . . Marine propulsion engne
Generator ............. : . . . . . . . . . . . . . . . . . . . . . . . . . Engine for generator
Heavy fuel oil system related parts . . . . . . . . . . . . . . . . . . . . When heavy fuel oil is used
Other units as per special specification
Contents of this manual are subject to change for improvement without notice.
IDAIHATSU)
SECTION
TYPE
2
SHEET
DL-20
1
1. General Description of Engine
The Daihatsu DL-20 Type Diesel Engine offers
excellent performance and durability with special
design emphasis on simple and sturdy construc-
tion, easy operation, compact size, light weight
and high output.
Designed in accordance with various standards,
rules and regulations (NK, AB and LR-), it has
many applications as marine propulsion engine,
auxiliary engine and stationary engine for power
generation and power sources for various systems.
All the components parts are manufactured
under the mass-production system and the strin-
gent quality control system employed at Daihatsu
plants to have complete interchangeability, and are
available in enough quantities at ali times.
Output is at the flywheel end of the crankshaft.
The opposite end is referred to as the front of the
engine, where ali operation apparatus and gauges
are arranged.
Cylinder numbers shall be 1, 2, 3 and so on,
starting with the one locating at the front-most
position.
DL-20 Type Diesel Engine comes in 6-cylinder models
equipped with turbocharger and air-cooler. It is wide-
ly adaptable to special specifications that it can easily
be adapted to remate and automatic control systems
and also to MO system setup.
DL-20 j A 1 87-6
GENERAL
General Description of Engine
< Notation of types >
(Example)
(6) DL (M) - 20 (L)(F) (S)
( 6) . . . . . . . . Number of cylinders
DL (B) ...... Medium speed, vertical type
(M) ....... Marine propulsion engine
20 -.-....... Cylinder bore (cm)
(L) ........ Modified for reverse rotation
(F) . . . . . . . . Modified for front end power
takeoff
(S) ........ Modified for bottom installa-
tion sole plate design
Notes: 1) Rotating direction of engine when viewed
from engine flywheel side, shall be defined
as follows:
Clock wise rotation of flywheel:
Normal rotation
Counterclockwise rotation of flywheel:
Reverse rotation
2) Cylinder numbers shall be 1, 2, 3, and so
on, as below.
Flywheel
CD@ FO
IDAIHATSUI
GENERAL
TYPE
SECTION
2
Cross-section
DL-20
SHEET
2
1 DL-20 1 Z 1 84-3 1
IDAIHATSU)
SECTION
TYPE
GENERAL
2
SHEET
DL-20
Engine Specifications
3
Engine for generator and for general power unit Marine Propulsion engine
Model
6DLB-20 6DL-20 6DLM-20
Type Vertical, water-cooled, direct-injection type, four-cycle diesel engine
Number of
6
cylinders
Cylinder bore mm 200
Stroke mm 260
Engine speed rpm
* * *
Output PS * * *
Rotating
Clockwise as viewed from flywheel
direction
Supercharger Exhaust gas turbocharger (with air-cooloer)
Starting method Compressed air
Firing order 1 5-3-6-2 4
"' Length (A) 2645
mm
.:a
"'
Width
(!)
s
(B)
mm 1100
:e;
Height (C)
mm 1495
Weight kg 6700 6750
Notes: 1) The dimensions and weight of the engine shown above are of the engine proper only.
2) *Engine speed and output vary according specifications. Please fill them in at users.
i----------A------i
IDAIHATSUI
GENERAL
TYPE
SECTION
2
Auxiliary Equipment
DL-20 SHEET
4
E: Engine R: Engine room
Auxiliary equipment Type
Place of
Remarks
installation
Turbocharger Exhaust gas turbocharger E VTR
Intercooler Fine tube E
Governar Hydraulic E
Fuel oil injection pump Bosch E
ex
Fuel oil nozzle Bosch E
TE
Fuel oil pump Gear or trochoid type
Separately installed or driven
by engine.
Lubricating oil pump Gear E With safety valve
Rocker arm lub. pump Trochoid type E With safety valve
Cooling water pump
Centrifugai E
(for jacket)
Cooling water pump
Centrifuga! R
(for cooler)
Nozzle cooiing oil pump Gear
Separately installed or driven by
engine when heavy fuel oil is used.
Lubricating oil cooler Multi-tubular R
Fresh water cooler
Multi-tubular R
(for jacket)
Nozzle cooling oil cooler Fin R
When heavy fuel oil is used.
High-precision fuel oil filter Backwash type R
Not required, depending on
specifications
Fuel oil filter (engine inlet) Notche wire or Laminate E
Lubricatng ol filter Notch wire E
Governor lubricating oil filter Notch wire E When SG2 or PSG governar used.
Rocker arm lubricating filter Laminate E
Nozzle cooling oil filter Laminate E
When heavy fuel oil is used.
Full-flow fresh water filter
Y-type strainer R
(for jacket)
Rockerarmlubricatingtank E 10 R
Leaked oil tank E SR
Notes: 1) Refer to separate assembly drawings for specifications.
2) Descriptions in this table are subject to change according to specifications.
DL-20 1 D l so-9 1
(DAIHATSUI
SECTION
3
SHEET
1
Intake
valve
Exhaust
valve
Starting
rotary
valve
TYPE
DL-20
Item
Open (before T.D.C.)
Close (after B.D.C.)
Clearnace (A)
Open (before B.D.C.)
Close (after T.D.C.)
Clearance (A)
Open (after T.D.C.)
Close (after T.D.C.)
Fuel nozzle njection pressure
Maximum explosion pressure
Pressure of cylinder safety valve
(Relief pressure)
ENGINE AD'"1USTMENT STANDARDS
Engine Adjustment Table
Adjustment value
(Design value)
75
35
0.4mm
50
60
0.4mm
o
125
300 kg/cm
2
135 kg/cm
2
170 kg/cm
2
Remarks
B
1) Valve clearance is with engine cold.
2) should be set at "O" prior to the adjust-
ment of <A>
Refer to the factory operation test result as the
values vary wth individual engine specifications
and output.
Note: These values vary with each engine. For actual values, refer to engine nameplate and operation tesf
result sheet.
DL-20 1A1 87-6
IDAIHATSUI
ENGINE STANDARDS
TYPE
SECTION
3
Operating Specifications
DL-20 SHEET
2
Alarm Setting
Item Design Value (Emergency stop Remarks
Setting)
lntake air
According to turbocharger
specifications
Starting air 15 - 30 15
Fuel oil
2.0 - 3.0 Static pressure of tank head
*(5.0-6.0) should be considered.
Pressure Lubricating oil 4.0 - 5.0 2.5(2.0)
(kg/cm
2
)
Rocker arm lubricating oil 0.6,..,,, 1.2 0.3
Cooling
Jacket 2.5 - 3.5
Tank head and externai piping
water Coo ler conditions should be considered.
Nozzle coolant pressure L0-3.0
Specified for opration with
heavy fuel oil.
Intake air Engine inlet 4Q,..,,, 50
Cylinder outlet 480
Exhaust gas Turbocharger inlet 580 According to turbocharger
Turbocharger outlet 480
specifications
Fuel oil Engine inlet
65 sec. RW No.1 80 sec. RW No.l
Viscosities are for heavy fuel oil.
(14 cst) (18 cst)
Engine inlet 40-60 65
Tem per- Lubricating
ature oil
Engine outlet
70
(C)
(inlet of LO cooler)
Engine inlet 70 ln case of inlet control system
Jacket line
Engine outlet 75 85 (90) ln case of outlet control system
(fresh
Cooling
water)
Valve seat cool-
80
water ing water outlet
Cooler line
Engine inlet 24- 32
(sea water)
Notes: l) Lower limit values are used for pressure settings; upper limit values are used for temperature
settings for alarm and emergency stop.
2) Thermometer for measuring temperature of exhaust gas at turbocharger inlet is special
specification.
3) Whether or not alarm and emergency stopping <levices are provided depends on specifications.
4) The value shown with * is that with heavy fuel oil rated for 3,500 sec., RW No. l, l00F.
5) The design value shown in the above table are those when the engine is operated at the rated speed.
DL-20 1 C 1 89-51
IDAIHATSUI
SECTION
TYPE
ENGINE ADJUSTMENT STANDARDS
3
SHEET
DL-20
Capacity of Lubricating Oil and Cooling Water
3
(Unit: Q)
Item Capacity Remarks
Engine 10
Lubricating oil cooler
60 ...... A 50 ...... B A ... 9.7m
2
, B .... 7.3m
2
35 ...... e e ... 6.3m
2
Turbocharger 1.5 ...... A 0.7 ...... B
A ................ VTR161
B ................ VTR160
Lubricating oil
Lubricating oil tank
is recommended.
According to fuel oil porperty and
bath engine specifications.
Rocker arm oil tank 10
Hydraulic govenor
1.3 ...... A 1.5 ...... B
A ................ RHD 6
(Sump type)
B ................ UG-8
Engine 100
55 ...... A 45 ...... B A ... 9.7m
2
, B .... 7.3m
2
15 ...... e e ... 6.3m
2
Cooling water Turbocharger 11 ..... A 8 ....... B
A ............... VTR161
B ............... VTR160
Air cooler 15 ..... A ...... B
A ................. DK30
11
B .......... ....... DK27
Note: Capacity in ths table may dffer accordng to specifications.
DL-20 1 A l a7-6
IDAIHATSUI
ENGINE STANDARDS
TYPE
SECTION
3
Tightening Torque Table
DL-20 SHEET
4
Names of bolts and nuts Size
Width across Tightening torque
flats (mm) (kg m)
Cylinder head tightening nut M30x2.0 41 75
Main bearing mounting nut M30x2.0 41 75
Tie bolt M27 x2.0 41 40
Connecting rod bolt M30x2.0 41
A torque 35 kgm + 50
**
lB tornue 95 bml
Balance weight mounting bolt M30x2.0 46 60
Flywheel mounting bolt M33 X 3.0 50 70
Fuel cam tightening nut M72X1.5 - 80
**
Main
Camshaft drive gear tightening nut M42 X 1.5 65 100
bolts
Nozzle holder guide clamp nut M48 X 1.5 33 18
and
nuts Nozzle ho,lder tightening nut Ml6 X 2.0 24 7
Fuel nozzle mounting cap nut M28 X 1.5 27 10-13
*
Rocker arm shaft holder tightening nut (1) M22x2.5 32 25
Rocker arm shaft holder tightening nut (2) Ml4x2.0 22 7
ldle gear shaft mounting bolt Ml6x2.0 24 17
Delivery valve holder, F.0. pump M45 x3.0 46 42-45
*
ldle gear shaft oiling bolt M30x2.0 41 60
*
ldle gear shaft retaining bolt Ml2X1.75
19 8
MlOx l.5 17 1.5-2
Ml2 X 1.75 19 3-4
General bolts and nuts
Ml4 X 2.0 22 3.5-5
Ml6x2.0 24 5-7
Notes: 1) Main bolts and nuts marked * should be tightened according to the following specifications.
Connecting rod bolt . . . . . . . . . . . . . . . . . . . Section 7, Sheet 13, 14
Fuel cam tightening nut . . . . . . . . . . . . . . . Section 7, Sheet 20, 21
2) Nuts and bolts must be tightened in a diagonally alternating sequence.
3) Be sure to check for loose cylinder head t.ightening nuts and connecting rod bolts after a certain period
of operation. Refer to Section 6 for inspection frequency.
4) Anti-seizure agent should be applied before tightening to bolts seats and threads used for the parts
around the exhaust pipe, which are to be subject to high temperature.
5) Torque wrenches used for tightening shall be inspected periodically.
6) Anti-seizure agent (MOLYKOTE 1000 Spray type) should be applied before tightening to the seats
and threads of tightening bolts and nuts marked with;:.
DL-20 1 F J so-9
IDAIHATSU)
SECTION
TYPE
ENGINE ADJUSTMENT STANDARDS 3
SHEET
DL-20
Clearance and Wear Limit
7
Part Schematic drawing Size
Standard Wear and repair Remarks and .
clearance
limit
remedy
t; Tappet and tappet
A=45 a =O.O 3-0.0 8 0.25
Replace the one
P.
guide
wommore.
P.
s
Llt

>i
'O
i::
<'<$
e
"'
Tappet shaft and Repalce bearing
~
bearng
A 'ah
B=22 b=O.O 3-0.1 O
0.15
(bushing).
-5
<!)
s
e
IOll
i::
~
....
<!)
P.
o
.,
Intake/exhaust rocker
0.20
Replace bearing
>
D=46 d=0.03-0.11
til arm shaft and bearing
(bushing)
>
Crank pin bearing
~
A=l55 a=O.O 9-0.18 0.3
Repblce bearing.
Use uildersized
-U....._,,U-1 bearing when
'iii
crankshaft is
.;i
~ b
wom excessive-
~
Main bearing B
B=l 80 10-0.19 0.3
ly.
8
~ Thrust bearing C=0.13-0.3 0 0.6
Replace thrust
bearing.
Camshaft bearing
~
A=60 a=0.04-0.11 0.2 Replace bearing.
'!;i
ii
~
u Camshaft thrust
b=0.15
Replace thrust
bearing
0.45
bearing.
!d
Idle gear shaft and
e ~
A=60 a=O.O 3-0.12 0.3 Replace bearing.
.,
bearing
Cl)
Cl)
.$
.
E-<
Backlash.
b=0.2 - 0.3 0.5
Replace gear.
te
~
~
Backlash
b=0.3-0.6
0.8 Replace gear
OIOO
P.
A ~
e
IOll::::
Mouse ring and
i:: P.
A=105 a=0.25-0. 28
O. 7 5
:g ~
impeller
o <'<$
ui:!:
DL-20 1 Z 1 84-3 1
MAINTENANCE
Dimensions of Disassembly and Weights of Main
Detail "A".
( lVTR160
1674
Ml2X 1.75
t-
"'
8
""'

CRANK SHAFT
CENTER
Weights of main parts
Cylinder head, complete
Piston and connecting rod,
complete
Cylinder liner
Camshaft, complete
Lubricating oil pump
Turbocharger
Intercooler
::;
Q
....
"'
"'
"' ....
;:'.;
o
"' ;";
"" !!l
-
Aluminum
FCD
VTR 160
VTR 161
DK30
DK 27
(DAIHATSU)
TYPE
SECTION
3
Parts
DL-20 SHEET
8
NO.I CYL.
CENTER
725
Unit kg
6DL-20
78
55
58
52
77
27
160
204
240
220
1 DL-20 1 A 1 86-41
IDAIHATSUI
SECTION
TYPE
GENERAL CONSTRUCTION
4
SHEET
DL-20
Sole plate, Frame and Related Parts, Cylinder Head
1
and Related Parts
1. Sole Plate, Frame and Related Parts
(1} Sole Plate and Frame
Sole plate and frame, of one-piece construction
respectively, are so designed to be sufficiently rigid
yet lightweight and cause lease stress concentra-
tion.
A water-jacket is formed between upper part of
frame and cylinder liner. Crankcase is between
lower part of frame and sole plate.
A large inspection hole is provided for each cyl-
inder on the side face. of the crankcase to give
access for inspection and overhaul of main bearing,
connecting rod and the like main working parts.
Bach of the inspection windows is equipped
with a safety valve, and a mist-gas outlet hole is
provided at the rear part of the frame.
Standard design of the sole plate is a flat bot-
tom type which does not store oil, but a ship-
bottom type sole plate ( equipped with oil pan)
which can store mininum quantity of oil may be
available for special specification. Even in the case
of the ship-bottom type sole plate, (not to men-
tion the case where the standard flat-bottom type
sole plate is used) a separate lubricating oil tank
must be provided to store enough quantity of oil
for initial filling of oil to every part of the engine.
Sole plate and trame
(2} Cylinder liner
Main bearing
cap
Flat-bottom
type sole plate
Cylinder liner is made of high grade cast iron
material and its inner surface is super precision
finished by honing. It is a so-called wet type liner
forming a water jacket between the inner wall of
the frame.
DL-20 1 Z 1 84-3 1
Flange part of the liner is firmly secured via
packing along with the cylinder head to the frame
to prevent leakage of water and exhal,lst gas. O
ring is inserted to t:O.e lower periphery part of the
cylinder liner to prevent leakage of water into the
crankcase while providing relief for thermal expan-
sion of the liner.
(3) Main bearing
Main bearing cap is made of nodular cast iron
material and is set in the sole plate to be fixed to
the frame with two metal cap bolts. It is boring
finished together with the sole plate to form
metal housing.
Main bearing
Main bearing is of a two-piece split type, in
which aluminum alloy metal is deposited on mild
steel backing to form a thin wall complete bearing.
Although it is designed to be fully interchangeable,
it must be replaced when necessary in a set of the
upper and the lower halves without exception.
Catch is provided at asymmetric position on
each half of the bearing so that the bearing is set in
place without rotating along with the shaft and
that each half will be set correctly.
The main bearing provided at the flywheel end
serves concurren tly as a thrust bearing to the
crankshaft, with a thrust bearing being inserted in
the space between the side of the main bearing
house and the crankshaft.
2. Cylinder Head and Related Parts
(1) Cylinder head
The cylinder head is made to have sufficient
rigidity using high grade cast iron material and
designed to form effective cooling jackets and
highly efficient intake and exhaust passage. At its
center is the fuel nozzle, around which intake and
exhaust valves, rocker arm and rocker arm shaft
holder, starting air valve, cylinder safety valve and
indicator valve are provided.
IDAIHATSUI
TYPE
SECTION
4
Cylinder Head and Related Parts, Piston, Connecting
DL-20 SHEET
Rod and Related Parts
A semi-enclosed system is employed for the
automatc lubrication of the area around the
rocker arm on the top face of the cylinder head,
makng it splash-proof by means of the cylinder
head cover.
(2) lntake and exhaust valves
The intake and exhaust valves are of poppet
valve type equipped with valve rotator. They are
so designed that an uniform thermal load can be
obtained by rotating the valves.
The guide and the seat of both intake and
exhaust valves are pressure-fit to the cylinder
head.
Water-cooled design is employed for the ex-
haust valve seat in consideration of use of heavy
fuel oil.
The double-coil type valve spring is supported
with the cylinder head at its lower end, while at
its upper end split type cotter is inserted nesting
on the valve rotator, which serves to hold the
spring in place while securing the valve in position.
Valve rotator
lntake valve Exhaust valve
(3) Cylinder safety valve and indicator valve
The cylinder safety valve opens automatically if
the explosion pressure inside the cylinder (Pmax)
exceeds the normal value to prevent the mechani-
cal stress exerted on major structural parts of the
engine from becoming excessively great while issu-
ing an alarm for abnormality in the condition of
combustion. ln compliance with the ship classifi-
cation rules, the cylinder safety valve isso adjusted
th.t it will open automatically in case of a rise in
the explosion pressure within 1.4 times the maxrnum
explosion pressure.
The indicator valve consistues a unit together
with the cylinder safety valve and used when de-
tecting combustion pressure via a pressure indica-
tor connected or for aiding in tuming of the en-
gine by relieving the compression pressure.
2
3. Piston, Connecting Roei and Related
Parts
(1) Piston, Piston Pin and Piston Ring
The piston is available in solid aluminum cast-
ing type and solid nodular ron casting type for
selection according to the property of the fuel oil
used.
Cocktail shaker method on nozzle jet is em-
ployed for cooling the piston, and the construc-
tion of the piston having coolant passage inside
makes it resistant to high temperature and high
pressure.
Three piston rings are fitted to the upper part
of the piston; of which the top ring and the second
ring are chromium-plated to minimize wear on the
liner and the rings.
The oil ring with a high tension has a coil to
effectively shut out the upflow of lubricating oil.
The piston pin made of chrome-molybdenum
steel material is grinding finished after hardening.
The full-floating system employed for the piston
boss hole and the piston pin bearing, which allows
rotation in either . drection inside these parts,
effectively prevents local wear because of the
constant change in the pressure bearing surface
and the sliding surface.
Piston ring
Retaining ring
Oil ring
Aluminum piston FCD piston
. Piston
(2) Connecting rod and crank pin bearing
The connecting rod is made of solid forged
steel to have high rigidity. Precisely machined
piston pin bearing hole is bored at its small
end and a crank pin shaft bole is provided at its
large end. The trunk portion of the connecting
rod having 1-shaped cross section has an oil hole
for lubrication of the piston pin bearing at its
central part. The large end is split slantwise into
two with serrated surfaces, and is fixed frmly by
means of connecting rod bolts.
DL-20 1 A 1 87-6
(DAIHATSUI
SECTION
TYPE GENERAL CONSTRUCTION
4
SHEET
DL-20
Piston, Connecting Rod and Related Parts,
3
Valve Operating Mechanism, Crankshaft and Flywheel
The piston pin bearing press-fit in the small end
consists of lead bronze bearing metal deposited
on the forged steel back-up metal of cylindrcal
shape. The crank pn bearing is of thn-shell type
consisting of aluminum alloy bearng metal depos-
ited by non-solderng method on the two-piece
split type forged steel back-up metal, havng the
sarne feature as possessed by the main bearing.
The connectng rod bolts are made of special
steel material to have enough tightening force and
to be sufficently resistant to the force of inertia
repeatedly exerted during operation.
Connecting rod
4. Valve Operating Mechanism
The tappet which follows the intake/exhaust
cam is of roller tappet type and slides along the
tappet guide seated in the tappet hole provided
on the frame. The tappet is provided with a push
rod seat, and a push rod protectve sheath is pro-
vided between the tappet guide and the cylinder
head.
The rocker arm recieves the vertical movement
of the tappet controlled by the intake/exhaust
cam via the push rod and performs the rocking
motion around the rocker arm shaft to open and
close the intake and the exhaust valves.
The valve clearance is necessary so that the
valve will sit on the seat securely even when the
valve stem and push rod expand with heat during
operation. Thus an adjusting screw is provided on
the rocker arm.
DL-20 1A1 87-6 1
. Rocker arm shaft
Rocker ann
adjusting screw
Rocker arm
Push rod protective
sheath
Pushrod
Tappet guide
Tappet
Intake/exhaust cam
Valve operating mechanism
5. Crankshaft and Flywheel
The crankshaft is of one-piece constructon
using high grade RR forged steel and designed to
have a hgh rigidity with greater shaft diameter n
consideration of the pressure to be exerted on the
bearing and torsonal vibration that may occur n
each of the rotational frequencies durng opera-
tion, Their dimensions are made to meet the re-
quirements prescribed in different shp classifica-
tion Rules and Regulations.
The rear end of the crankshaft constitutes the
power output shaft coupling, to whch the fly-
wheel is mounted via reamer bolts.
If required by the special specifications, power
t k e ~ f f from the front of the crankshaft is
possible.
Roles are provded along the perphery of the
flywheel to faciltate for turning bynserting turn-
ng bar in these holes.
ln the case of marne propulsion engine, engine
torque is transmitted to the propeller shaft via
the shock-absorbing rubber. For more detail on
ths respect, please refer to the Operation Manual
for Reduction Gear supplied in a separate volume.
lDAIHATSUI
TYPE
SECTION
4
Camshaft and Cam, Timing Gear, Governar and
DL-20 SHEET
Fuel Contrai Devices
6. Camshaft and Cam
The camshaft made of carbon steel material is
driven, at 1/2 crankshaft rotation, by the crank-
shaft via the timing gears.
The cam bearing is of a complete thin-wall type
bearing, consisting of the white bearing metal de-
posited thinly over the surface of the thin forged
steel shell of semi-circular cross section, having
the sarne feature as that of the main bearing and
the crank pin bearing used in this engine.
Thrust of the camshaft is received via the cam-
shaft retaining ring at No.1 cylinder side.
Both the intake/exhaust cam and the fuel cam
made of special steel material with their roller
fit-up surfaces having been winding finished after
hardening.
While the intake/exhaust cam is fixed to the
camshaft by means of a key, the fuel cam is made
to rotate around the camshaft to allow fine adjust-
ment of fuel injection timing.
The camshaft is mounted to the frame via the
camshaft bearing provided for each section wall
in the frame and fixed with lubrication bolts.
Camshaft bearing cap is divided into two halves
to be fixed together with reamer bolts.
Where there is a limitation to the space needed
for extracting camshaft for maintenance, it is
possible by special specification to employ a split
camshaft construction divided at its central part.
Tightening nut

Camshaft
Fuelcam
Fuel cam
Lubrication bolt
Bearlng metal
Camshaft
Cam bearing
4
7. Timing Gear
The timing gear mechanism transmits the
driving force imparted by the crank gear to drive
the cam gear via the idle gear.
Each of the gears is grinding finished after hard-
ened by carburizing to improve wear resistance.
The crank gear is mounted at the front part of the
crankshaft and fixed by shrinkage fit.
Crank: gear
Timinggear
8. Governar and Fuel Contrai Devices
The governor is of the hydraulic type.
For details of its construction and correct
handling, refer to the separate Manual.
The force of the governor used to control the
operation of the engine is transmitted to the rack
of the fuel injection purnp from the common rod
via the link spring fitted to the connecting rod.
The common rod is fitted with shock absorbing
springs for each of the cylinders, so that even if
the rack for a certain cylinder should fail to move
due to sticking during operation, other cylinders
are made to move in the direction reducing the
rate of fuel oil supplied.
It can be started, run and stopped by operating
the stop lever. ln the case of a remote-control or
self-starting type engine, the stop lever is normally
located at the RUN position and interlocked with
the pneumatic control piston at the time of start-
ing so that thrusting motion of rack is relieved.
Various kinds of sensors are provided around
the common rod, including the rack stopper and
other safeguard <levices.
l DL-20 1 A 1 87-6
IDAIHATSUI
SECTION
TYPE
GENERAL CONSTRUCTION 4
SHEET
DL-20
Rocker Arm Lubricating Oil System and Related Parts
9
15. Rocker Arm Lubricating Oil System
and Related Parts
1. Since the oil which lubricates the rocker arm is
apt t'O become dirty because of exhaust gas or fuel
oil contamination, the line is made independent
and separate from the line for system oil. As
shown in the following rocker arm lubrication
system diagram, lubricating oil pressured-fed by
the rocker arm lubrication pump, after lubricat-
ing the rocker arm, drops onto the top face of the
cylinder head and is recovered via the return main
pipe to the rocker arm lubricating oil tank.
However, some oil returns directly to the
rocker arm lubricating oil tank from the oil
pressure regulating valve at the end of the supply
oil main pipe.
The trochid type rocker arm lubrication pump is
fitted with a safety valve and driven by the gear at
the front of the camshaft.
The rocker arm lubricating oil filter is of the
metal lamination type; the pressure regulating
valve is installed at the end of the supply oil main
pipe to control the pressure inside the main pipe.
The rocker arm fbricating oil tank is located at
the rear of the engine.
Lubricating oi! filter
Rocker arm lubricating
oi! pump
:Retum main ppe
Rocker arm lubricating oil tank
2. ln Iand/emergency spec. engines, rocker arm and
system oil Iubrication are by sarne system.
Supply oi! main pipe
Pressure regulating valve
Oil flow regulating
valve
Rocker Arm Lubricating Oil system Diagram (Separate type)
IDAIHATSU)
TVPE
SECTION
4
Cooling Water System and Related Parts
DL-20 SHEET
1 o
16. Cooling Water System and Related
Parts
The cooling water system differs according to
the grade of fuel oil used and the operating
specifications of the engine. Typical water cooling
system setup is shown below.
The water cooling system shown in this diagram
is divided into twQ lines; the jacket line and the
cooler line. Thejacket line is so constructed that
the cooling water in the line is bypassed to branch
off from the cylinder jacket line to cool the
turbocharger.
Standard cooling media used for the jacket tine
is fresh water and that for the cooler tine is sea
water.
The cooling water adjustment flange perrnits even
distribution of cooling water to each cylinder. The
adjustment flange is designed so that it is not fully
closed even if it is set at the fully shut position. The
fully open position is marked "0" on the adjustrnent
flange, while the fully shut position is marked "S".
Fresh water
head tank
. Air release valve
Fresh water pump
.for jacket line
The tine marked with * is added for the specifi-
cation of heavy fuel oil, where water-cooling of
the exhaust valve seat is employed. To prevent
blockage of the flowline in the exhaust valve seat
cooling system, a full-flow strainer (installed on
the ship's hull) is provided at the intake side of the
cooling water pump.
Adjustment flange
Cooling Water Adjustment Flange
Jacket line outlet main pipe
* Valve seat outlet main pipe
Jacket line inlet main pipe
Turbochargeri----
Seawater pump
for cooler line
Intercooler
* Applies for engines operated on
heavy fuel oils
Lubricating oi! cooler
Cooling Water System Diagram
1 oL-20 1 e 1 so-s I
(DAIHATSUJ
SECTION
TYPE
4
SHEET
DL-20
Nozzle Cooling Oil System and Related Parts
1 1
17. Nozzle Cooling Oil System and Related
Parts
(For engine operated on heavy fuel oil)
Either grade Diesel fuel oi! or thermal oi! is used as
nozzle cooling oi!, depending on the specifications. An
example nozzle cooling oi! system is shown below.
Pressure-fed cooling oil from the nozzle cooling
oil pump cools the nozzle and then returned to the
cooling oil tank.
Part of the oil is directly returned to the return
main pipe through the pressure regulating valve of
the return main pipe.
When grade Diesel fuel oi! is used for this purpose,
the tank containing the oi! may commonly be used as
the nozzle cooling oi! tank with the nozzle cooling oi!
cooler omitted in some cases.
(adjustable)
Automatic temperature
control valve
Nozzle cooling
oi! tank
Filter
Return main pipe
Supply main pipe
Nozzle
Nozzle Cooling Oil System Diagram
1 DL-20 1A1 87-6
(setting fixed)
IDAIHATSUI
M E M O
TYPE 1 SECTION 1
DL-20 . SHEET -
1 DL20 1 Z 1 84 3 1
IDAIHATSUI
SECTION
TYPE OPERATION AND DAILY MAINTENANCE
5
SHEET
DL-20
Preparation for lnitial Starting and Starting after Extended
1 Disuse
1. Preparation for lnitial Starting and
Starting after Extended Disuse
( 1) 1 nspection prior to operation
Check for:
1) Crankcase interior condition
2) Sufficient feed rate of cooling water; check
for leakage after supplying water.
3) Quantity of lubricating oil and leakage after
feeding oil in:
1. Lubricating oil tank (along with reduction
gears in the case of marine propulsion
engine).
2. Rocker arm lubricating oil tank.
3. Turbocharger.
4. Governor, (When model RHD6 or UG8 is
used.)
5. Quantity of lubricating oil to cooling water
pump.
4) Quantity of cooling oil supply to nozzle and
leakage after oil supply. (When heavy fuel
oil is used.)
5) Fuel oil quantity and leakage after fuel oil
supply.
6) Starting air tank pressure
Starting air pressure should always be main-
tained at 25 - 30kg/cm
2

7) Indicator valve looseness
8) Rack movement
Check if rack and common rod move smoothly.
Also check if the graduation on the rack comes
to the position of "O" when the control lever is
brought to the STOP position.
Also lubricate by hand around link.
9) Rotating condition (especially of turning bar)
10) Valve opening/closing of pipelines
11) Neutral position of clutch (in the case of ma-
rine propulsion engine)
12) Drain discharge from intake pipe and intercool-
er outlet.
13) With indicator valve fully opened, tum engine
and check that cylinder is free from fuel oil,
water or lubricating oil.
1 DL-20 1 C 1 89-51
o
Corract lavel of oil in the rockar arm
lubricating oil tank
Oil port
Turbin sida Blowar sida
Corract laval of oil in tha turbochargar
RHD6
UG8
Correct levei of oil in the governor
IDAIHATSUI
OPERATION ANO DAILY MAINTENANCE TYPE
SECTION
5
Preparation for lnitial Starting
Extended Disuse, Starting
Note: Supply oi!
until overflow
Correct levei of oil in the cooling water pump
. (21 Opening and cleaning filters
Each of the filters used in the fuel oi!, lubrica-
ting oi!, rocker arm Iubricating oi!, cooling water and
nozzle cooling oi! Iines should be opened and cleaned
without fail prior to operation to remove dust or other
foreign matter gathered there during transport or in
mounting.
(3) Preparation for operation
1) Fuel oi! priming and air bleeding
1. Open fuel oi! Iine valves. (ln oi! feed pump at-
tached to engine, open check valve at
bottom.)
2. Open fuel oi! filter air vent cock to purge air.
3. Open injection pump air vent plug to purge
air.
2) Lubricating oi! priming
Prior to operation, after turning and priming
the engine sufficiently, check main bearing, piston
pin, crankpin, cam bearing and cylinder Iiner for
oi! drip. If operation is to be Iong suspended,
spread lubricating oi! over Iiner and piston.
Since piston cooling oi! is injected at 1 kg/cm
2
max., check pressure regulating valve for sticking
and injection carefully.
Also hand Iubricate rocker arm parts, governor
and around common rod link.
and Starting after
DL-20 SHEET
2
3) Starting air
Keep starting air pressure at 25- 30 kg/cm
2

Prior to operation, discharge drain from air
tank.
It is desirable to keep air tank handle at 1/3
tum in consideration of high startability and Iow
air consumption.
4) Operation of bypass valve
Check for proper flow of cooling water. ln sea
water cooling, operate bypass valve carefully. ln
the cold seasons, keep Iubricating oi! cooler
bypass valve open. Close valve when Iubrication
oi! temperature is increased to 35C or more.
If L.O. thermostatic valve is provided, check
for its proper operation.
5) Running motor-Oriven pumps for individual
lines
Run motor-driven pumps for individual tines
and check if Iine pressures and temperatures
attain th.e specified values.
For standard p r s s u r ~ and temperat.ures,
refer to the Operating Specifications shown on
Section 3, Sheet 2.
When no warming-up has been done prior to
starting, warm up in accordance with the in-
structions given in Section 5, Sheet 3 and in-
crease the Ioad grad ually.
2. Starting
It is advisable to conduct check and preparation
for daily operation in accordance with the instruc-
tions given in "Preparation for lnitial Starting and
Starting after Extended Disuse: on Section 5 ,
Sheet 1. But this may be ignored according .to the
circumstances, if for example the period of disuse
is short.
The engine shou1d be started using diesel fuel
oil unless the use of heavy fuel oil is specified.
( 1) Precautionary instructions for starting
Before starting, check that:
o Operation levei is set at STOP and the rack
amount is reduced to zero.
o Rotary section is not obstructed by turning
rod.
Cold start (with reference to automatic remote
start-up engine)
For initial starting or starting after a Iong in-
terruption should start the engine manually
1) Air running
Perform the air running 3 times (15 seconds/time)
with the indicator valve held open.
Be sure to set the governor control Iever at '
1
STOP".
After air running, the indicator valve should
be closed completely.
DL-20
1 e l a9-5
(DAIHATSUl
SECTION
TYPE
OPERATION ANO DAILY MAINTENANCE
5
SHEET
DL-20
3
2) Confirmaon of position of govemor con-
trol lever
When starting the engine, ascertain that the
control lever is in "ST ART" position. After
confirming the following items, move the lever
to "RUN" position. The control lever of the
auto start-remote control engine is always set
in "RUN" position, so it is unnecessary to
operate the l v r ~
Power switch for the protective circuit
should be set at "ON" position.
"ST ART" position of
governor control lever
"RUN" position of governor
control lever
3) Confirmation immediately after starting
Pay special attention to the following items
immediately after starting and ensure that there
is no abnormality. (ln the case of marine pro-
pulsin engine, reduction gear is also included.)
I . Oil pressure
2. Cooling water pressure
3. Vibration at various parts
4. Sound
5. Pilot lamp in the protective circuit
6. Others
DL-20 1B1 87-6 1
Starting, Running-in, Warming-up
4) Increase rpm quickly
If no abnormality is found among items in
3) above, increase engine revolution quickly to
eliminate excessive torsional vibration. Refrain
from continuous running at below the designat-
ed idling speed.
3. Running-in
For running-in operation, use oi! specified in class
1 (Primary oi!), Section 9, Sheet 7.
To prevent abi1ormal wear m the initial stage, an
engine specified for operation on heavy fuel oil
should be run with diesel fuel oi! for a period of 300
to 500 hours after installation.
Also, sudden increase in load should be avoided as
much as possible for a period of 300 to 500 hours af-
ter installation, or replacement of piston, piston ring
or cylinder liner.
4. Warming-up
1) Warm-up at the rated engine speed (from
idling speed to 500 rpm for marine pro-
pulsion engines) for about 1 O minutes under
no load.
ln the case of an engine having a specific
speed region at which torsional vibration
must be avoided, such region should be
passed as quickly as possible.
2) Warm-up with diesel fuel oil.
3) Prior to warm-up, air-bleed the lubricating oi!
filter, rocker arm lubricating oil filter and noz-
zle cooler filter.
Rocker arm lubricating
oil filter
Nozzle cooling oil filter
IDAIHATSUf
TYPE
SECTION
5
Warming-up, Normal Operation
Lubricating oil filter
4) Increase load gradually after engine operation
is stabilized.
If engine is started when cold, take much time
to increase load.
5. Normal Operation
(1) Caution during normal operation
1) Measurement of engine performance
Measure the following values regularly, under the
sarne operational conditions, as possible, and record
the data. These data can be utilized when working
out countermeasures in case of change in the en-
gine's performance or in the case of an abnormali-
ty, and can also serve as reference material for
setting up maintenance and inspection schedules.
1. Exhaust temperature at the outlet of each
cylinder.
2. Maximum explosion pressure for each
cylinder.
3. Intake air pressure.
4. Intake air temperature.
5. Turbocharger rpm.
6. Graduation of the fuel rack indicated for
each cylinder.
7. Temperature and pressure of jacket cooling
water.
For details of the standard temperatures and
pressures specified for individual parts and of
the operating specifications, refer to the table
of operating specifications, Sectioi1 3, Sheet 2
and the operation test results sheets.
Also check exhaust smoke concentration from
time to time to ascertain if combustion is going on
normally.
DL-20 SHEET
4
2) Intake air temperature
It is desirable to keep the temperature of
intake air at 40-50C Adjust the temperature
with the cock provided at the inlet side of the
air cooler according to the room and cooling water
temperature. The manufacturer's "TEST
RECORD" is available in connection with the
explosion pressure, etc. at full load with the
intake air temperature 40 50C. If intake air is
overcooled, condensate is formed, with the resul-
tant damage to intake valve and reduction in
lubricating performance. Therefore be sure to
keep intake air at appropriate temperature.
It is generally claimed that the temperature
of exhaust gas will change at twice the rate at
which intake air temperature changes. How-
ever, since the temperature change is affected
by the fuel oil fu use, exhaust gas pressure,
cleanliness of the turbocharger and intake and
exhaust valves, and also by the degree of stain-
ing on the ship's hull or the navigation con-
ditions (including the shape of the propeller
used), etc. in the case of marine propulsion
engine, conditions of the installed engine must
be understood with reference to the factory
operation data.
3) Draining of intake pipe
In turbocharging engines, condensate is
likely to collect because of the high intake air
pressure and larger intercooler capacty. To
cope with this, a drain separator is provided for
such engines. The drain separator cock is
normally open I/3, and this should be increased
as the quantity of condensate increases.
Also open the drain cock installed on the
intake air pipe from time to time to drain it.
4) Explosion pressure
The maximum explosion pressure (Pmax)
varies according to the nature of fuel oil in
use, the intake air temperature, etc. The dis-
persion between cylinders should preferably be
held within 3kg/cm
2
. (However, it should not
exceed the design pressure plus 3kg/cm
2
.)
Measure explosion pressure as described below.
1 DL-20 1 C 1 89-51
fDAIHATSU)
SECTION
TYPE
OPERATION AND DAILY MAINTENANCE
5
SHEET DL-20
5
How to measure maximum explosion pressure
l. Let relieve pressure indicator valve slightly
just once.
2. Set pressure indicator.
3. Open pressure indicator valve to the full and
measure pressure.
4. When pressure has been measured, dose
pressure indit:ator valve completely, and
tighten lock nut.
S. After reading the maximum explosion pres-
sure, open the exhaust valve for the indica-
tor and disconnect the indicator after it
indicates "O" kg/cm
2

(Note)
1. Use gloves, since indcator becomes hot.
2. Measure after suffcient warm-up.
3. When compression pressure is measured by
operating the priming handle, cut off the
injection pump and measure at no load. If
measured at load, the turbocharger may
surge.
In case of a heavy deviation of the Pmax
from the design value, adjust by changing
the timing of the beginning of delivery of
the fuel cam. (Refer to Section7, Sheet 20.)
5) Deaeration of jacket cooling water
Throughout engine operation keep open
(fully to 1/2) the deaeration valve at the end of
jacket cooling water outlet main pipe so as to
deaerate the jacket tine.
However, throttle the flow to an extent that
deaeration is maintained smooth when jacket
cooling water temperature is to be rapidly
increased immediately after engine start.
DL-20 1 C 1 89-5
Normal Operation
(2) Daily maintenance
1) Cleaning filters
The various filters should be opened and
cleaned periodically to keep them clean at all
times. For detail of the cleaning procedure,
refer to Section 10, Sheet 1.2.
Fuel oil filter
Either metal laminate type filter or notch
wire double filter is used, depending on the
quality of fuel oil used.
Be careful when heavy fuel oil is used, as the
fuel oil and the filter have been heated and
become hot.
It is recommended that the filter be over-
hauled and cleaned while the engine is out of
operation.
@ Full-flow l_ubricating oil filter
This is a notch wire type double filter, both
sides of which are normally used. If the
lubricating oil pressure falis, the filter should be
blown off.
Should the pressure fail to recover the
specified pressure levei even after blowoff, open
filter and clean.
@ Rocker arm lubricating oil filter
This is a metal laminate type filter. Since
rocker arm lubricating oil is contaminated
especially heavily, the filter should be turned
once a day, witb draining and cleaning upon
disasseinbly once a week and once a month,
respectively.
@ Nozzle cooling oil filter
This filter is the sarne metp.l laminate type as
the rocker arm lubricating oil filter.
@ Full flow fresh water filter (for jucket)
This is Y-type filtor
The cleaning procedures are described in
section 10
2) Daily maintenance offiliers
1. Metal laminate typefilter(Self-cleaning type)
Filter Handle Operation
.
IDAIHATSU)
TYPE
SECTION
5
2. Notch wire type filter
(Blow-off procedures)
Normal Oper ation
During normal operation, the lever should
be kept at the upright position, where both filters
are in use.
Select lever position with care taken to its
stopper and marking position.s, while observing
the pressure gauge (at idling or under low load).
Blow-off operation should be performed
when the pressure drops during operation. If
pressure is not be restored after blow-off, be
sure to clean filters.
To perform blow-off, recline the lever to
either left or right side blow-off position (to
about 60) and then return it to the normal
upright position. Repeat this step for one side
several times, allowing 1 to 2 seconds for each
operation.
Perform blow-off for the other side in the
sameway.
The cleaning procedures are described in
Maintenance.
Standard blow-off and cleaning procedures
are also described on the filter nameplate.
Operation Position
3) Lubricating oil pressure regulating valve
Standard lubricating oil pressure is 4- 5 kg/cm
2
when engine is operated at the rated speed.
Pressure is adjusted via the pressure adjust-
ment screw of the lubricating .oil pressure-
regulating valve. lf oil pressure does not rise
even when the adjustment screw is turned, the
valve may stick, or excess intake air or failure
in the lubricating oil lines may be considered;
investigation of these possible causes is then.
necessary.
DL-20 SHEET
6
Adjustment of lubricating oil pressure
4) L.O. thermostatic valve
The main function of the L.O. thermostatic
valve is to raise lubricating oil temperature in a
short time when the engine 'is started in a cold
condition. ln also functions to keep lubricat-
ing oil temperature in the proper range (40 -
60 C). It is, however, very difficult to keep
precise control of temperature and it is not
necessary to doso.
lf cooling water temperature changes over a wide
range due to seasonal change or change of posi-
tion at sea, lubricating oil control temperature may
be affected accordingly.
This, however, can be compensated via the
adjusting screw. The positioning of cap and
lock nut is determined by the nature of the wax
used. So, refrain from loosening them un-
necessarily.
Even when the thermostatic valve is in order,
lubricating oil temperature may sometimes rise
excessively, if the lubricating oil cooler be-
comes too dirty, volume of cooling water flow
decreases, or lubricating oil is heated too much
because of abnormal combustfon. Care should
be taken as to these phenomena. If lubricating
oil control temperature becomes too high due
to a defective thermostatic valve, take the
following emergency measures: Screw in the
adjusting sc;ew (about 8mm max.) and open
the valve at the cooler side passage by hand. If
the engine (with L.0. thermostatic valve) is
equipped with a bypass cock for lubricating oil
cooler for emergency use, keep it fully open.
This bypass cock is intended for use when the
L.O. thermostatic valve is out of order and is
removed. If the engine is operated with the
cock closed, it may result in damage to the
lubricating oil cooler and the thermostatic
valve or in seizure of the engine.
1 DL-20 1 C 1 89-51
IDAIHATSUI
SECTION
5
TYPE
SHEET DL-20
7
/ L.O. thermostatic valve
ln the absence of such an L.O. thermostatic
valve, it is necessary to manually adjust the
bypass valve for the lubricating oil cooler to
control the temperature of the lubricating oil.
When the lubricating oil temperature is too
low during the cold season, a vibrating sound is
sometimes heard around the lubricating oil
outlet pipe and pressure relief valve due to the
high viscosity of the oil. ln this case, open the
bypass valve fully to raise the lubricating oil
temperature quickly to appropriate temper-
ature.
Operation of bypass valve
5) Cooling water outlet thermostatic valve
This valve is provided to raise the tem-
perature of cooling y;ater in the jacket line in a
short time. when the engine is started from the
cold state, and to keep the temperature in the
proper range (at around 75C at the engine
outlet) during operation.
Careful temperature control is essential, as
too low a temperature of cooling water in the
jacket line, especially when'heavy fuel oil is in
use, is likely to cause insufficient combustion
or corrosion of important parts.
For details of the automatic cooling water
temperature adjusting valve, refer to the
separate manual.
ln the case of an engine without such an
automatic cooling water thermostatic valve,
perform sufficient warm-up in starting the
1 DL-20 1 C 1 92-9 (
Normal Operation
engine, with the bypass valve in the fresh water
cooler fully open, and avoid feeding water of
excessively low temperature.
6) Cooling water adjustment flange
Throttle the cooling water adjustment flange on
the cylinder head properly so that cooling water
will be supplied evenly to each cylinder with
appropriate resistance, while reserving sufficient
cooling water for the turbocharger and the valve
seat cooling line, which are in the bypass line.
Adjust flange so that cylinder outlet tempera-
ture difference falis within 3 C of the standard
temperature specified in Section 3, sheet 2.
For adjustment flange, refer to Section 4,
Sheet 10.
7) Rocker arm lubrication oil
l. For details. of the rocker arm lubricating
oil, refer to Section 9, Sheet 3, Rocker
Arm Lubricating Oi!.
2. Use manual lubricaton along with the
automatic lubrication system to com-
pensate for the insufficient lubricating
oil immediately after starting.
3. The lubricating oil feed rate will decrease
as the oil becomes contaminated. To
cope with thiS, the initial feed rate should
be set a little higher and lubrication at the
valve end position should be checked
periodi cally.
Adjustment of lubricating oil feed rate to rocker
arm (1)
IDAIHATSUJ
TYPE
SECTION
5
Normal Operation
Adjustment of lubricating oil feed rate to rocker
arm (2)
4. Lubricating oi! for the rocker arm tends
to become contaminated more heavily
than that in other Iines. Therefore, this
oil should be replaced more frequently so
as not to cause sticking or abnormal wear
in the intake/exhaust valves. (It is desira-
ble to replace the oil once every 150 to
200 hours of operation).
5. Oil level should be checked at least once
a day.
6. Inside of lubricating oil tank should be
flushed once a month.
7. Special care should be taken in cleaning
inside the lubricating oi! tank with dust
cloth or the like to prevent cotton dust or
similar foreign matter from blocking the
suction inlet port, which may reduce the
capacity of the rocker arm pump.
8) Nozzle cooling oil (when heavy fuel oil is
used)
For detail of nozzle cooling oil, refer to
Se ction 9 , Sheet 4.
Optirnum temperature of the nozzle cooling
oil differs according to the kind of fuel oil used
and the particular starting method employed
(for example, starting with heavy fuel oil).
Refer to separate specification to determine
proper oil temperature.
9) Turbocharger washing
Contamination of turbocharger reduces intake
air pressure, increases exhaust gas temperature or
emits black exhaust gas, adversely affecting en-
gine performance or service Iife. Therefore be sure
to wash turbocharger periodically in accordance
with Section 6.
If turbochrger is provided with differential
pressure manometer, wash turbocharger when the
pressure loss exceeds 200 mmAq. or when intake
air pressure is reduced by about IOo/o.
DL-20 SHEET
8
Wash prefilter wound around silencer filter
weekly.
For silencer washing procedures, refer to In-
struction Manual for Turbocharger.
Turbocharger not contaminated so heavily can
be injection-washed during operation. Perform in-
jection washing appropriately for the effective use
of turbocharger.
Refer to Section !O, Sheet 3 for blower-side in-
jection washing procedures and Section !O, Sheet
4 for turbine-side injection washing procedures.
10) Protective devices
For each of the protective devices provided,
refer to individual manuais.
1. Should any alarms be actuated during
operation, stop engine immediately and
investigate the cause. Close contact
should be maintained with the personnel
working on the decks so that appropriate
actions may be taken in case of an alarm,
to prevent accidents in the incipient
stage.
2. Each of the protective devices shall be
functionally tested at least once a month
to ensure that each functions satis-
factorily, actuating the alarm whenever
an alarm condition is reached.
Prior to conducting decreased pressure
tests, be sure to throttle the pressure
switch takeoff valve to reduce the pres-
sure.
The pressure reduction in this case takes
place only in the pressure switch circuit.
Therefore, such testing may be conducted
while the engine is run under normal
operating condition. The temperature
switch can be functionally tested on utiliz-
ing the separate hot water line.
11) Adjustment of fuel injection amount
If. a cylinder with replaced fuel injection
pump or nozzle differs in exhaust gas tempera-
ture from other cylinders, adjust rack scale with
adjusting screw shown below.
No adjustment is required if variation in cyl-
inders falls within approx. 30C. Variation in
racks should be kept at 1 scale.
Do not adjust rack beyond that range.
Gradual increase in exhaust gas temperature
may generally result from con tamination in
turbocharger or intercooler.
Sudden increase in exhaust gas temperature,
on the other hand, may result from damage to
propeller or other externai causes.
DL-20
1B1 87-6
IDAIHATSUI
SECTION
5
TYPE
SHEET DL-20
9
< Rack adjustment >
Loosen the adjusting screw as shown in
the illustration and adjust the rack to the
proper position on the graduated scale. Then
tighten screw.
DL-20 1 A 1 86-4
Normal Operation
IDAIHATSUI
TYPE
SECTION
5
Allowable Operational Range
DL-20 SHEET
10
6. Allowable operational Range (for marine
propulsion engine)
Allowable continuous operation range and
recommended continuous normal operational range
for marine propulsion engines are shown below.
Values for low load limit may vary according to
the output when heavy fuel oi! is in use; the values
are normally set at about 35% and 20% for the
specifications set up to deal with such low load
operations.
( 1) With FPP (fixed-pitch propetler)
Allowing for sea margin (hull resistance) created
by soiling of ship bottom, etc., propeller horse-
power absorption is designed generally as shown
in the graph with respect to the general marine
engine characteristics. Such sea margin should be
taken into consideration to avoid a torque-rich state
in the engine as a result of soiling on the ship's
bottom, which may lead to possible damage of the
parts constitu ting the com bustion cham ber, or
may render proper engine maintenance at proper
intervals impracticable. It is therefore, necessary to
understand the accurate operational performance
of the engine and operate it within the recom-
mended range at ali times.
An excessively torque-rich condition may some-
times induce a surging effect in the supercharger.
it::] Allowable operation range
b:J Recommended continuous normal operational range
1
60
40
20
50 60 70 80 90
ldling speed
(2) With CPP (controllable-pitch propeller)
ln a CPP, the vane angle can be changed to
match different engine speeds, allowing optional
selection of engine output (load). This feature
contributes to fuel saving and permits optimum
engine operation through proper combination with
other auxiliary equipment driven by the marine
propulsion engine.
Because of its greater degree of freedom, how-
ever, it tends to produce a torque-rich sfate in
operation. To handle this, it is desirable to operate
the engine on a planned schedule, with thorough
understanding ofthe engine's allowable operational
range and with the use of an ALC (automatic
load control device) if possible.
Where generator or other auxiliary equipment is
driven by the main engine, loads to be applied by
the concurrent operation of the propeller and the
auxiliary equipment and by independent oper-
ation of such equipment should also be taken into
full consideration, so that the engine will be
operated within the recommended continuous
normal operational range.
When deviation from the allowable operational
range, as shown below, is inevitable dueto special
specifications, the proper operational range should
be determined in accordance with user specifica-
tions or other instructions mutually agreed upon.
P curve: marine propulsion engine characteristic curve
M curve: curve taking sea margin into consideration
Propeller design point
95 100 105
___ .. ..,. Revolutions
Allowable operational range
DL-20
IDAIHATSU)
SECTION
TYPE
5
SHEET DL-20
11
7. Stoppage
( 1) Precautionary instructions
1) lnspect every section of the engine at the
time of stoppage to ensure that no trouble
will occur at start up.
2) Stop the engine in an unloaded state (with
the clutch in neutral in a marine propulsion
engine.)
ln order to let the engine coo! down gradually,
be sure to operate under no Ioad for about 10
minutes where diesel fuel oi! is used, before stop-
ping the engine, except for the case of an emer-
gency, or operate under no load for 3 - 5 minutes
when blended fuel oi! (or heavy fuel oil) are n use.
3) ln an engine with a turbocharger, ascertain
that the turbocharger has stopped smoothly.
Generally it will take two to four minutes
after the stoppage of the engine till the turbQ-
charger comes to a complete stop. The matter
should be checked when the ship is tested at
launch.
4) After the engine has stopped, open the in-
dicator valve and tum the engine over several
times so that the combustion gas is discharged.
After the engine has stopped, run lubri-
cating oi! priming pump for about 10 minutes
and cool piston down gradually.
5) Leave the cooling water undrained until
the engine is completely cooled.
6) It is recommended that cooling water be
drained from the engine and turbocharger,
when the stoppage is expected to be
ed.
The cooling water should be drained with-
out fail in winter as it may freeze and cause
damage.
(2) When engine must be stopped immediately
1) When alarm monitor functions.
2) When an abnormal sound is heard from the
working parts of the engine.
3) When smoke is observed at bearings or
other working parts.
4) When lubricating oil pressure drops
suddenly.
5) When lubricating oil temperature rises
suddenly.
6) When engine revolutions increase rapidly
due to trouble in the governor or fuel injec-
tion pump.
7) When supply of cooling water has stopped
and water can not be supplied immediately.
(Refrain from supplying cold water suddenly
after overheating.)
f DL-20 1 B 1 87-6 1
Stoppage, SpeCial Operation
8) When temperature of the cooling water has
rsen too high and no adjustment is effective
in lowering it.
9) When any damage or looseness of screws or
bolts of working parts is detected.
1 O) When piping for fuel oil, lubricating oil or
cooling water is found to be broken.
11) When moisture is found mixed in the
lubricating oil.
12) When turbocharger rpms and discharge air
pressure decrease or exhust gas temperature
rises to an abnormal levei.
13) When propeller or shaft is out of order.
(This applies to marine propulsion engine.)
(3) Precautionary instructions to be observed
during stoppage (These commonly apply
during outfitting of a ship as well.)
1) When the stoppage .is expected to be
prolonged, take rust preventive measures with
regard to the engine. Apply rust preventive
oil to the exposed machine-finished portions
and cover the cylinder head.
2) Operate the engne more than once a week
for about 10 minutes so that lubricating oil
film is not lost. When this cannot be done,
turn engine over several times to change
contact positions of pistons, bearings, cams,
etc.
3) Apply proper covers to the exhaust
silencer, air filter ofturbocharger and mist gas
vent pipe to prevent water from entering.
4) Apply cover over all the electric equip-
ment, so that insulation resistance will not be
impaired.
8. Special Operation
( 1 l Low Ioad operation
1) Operating the engine at low load for a long
stretch of time should be avoided insofar as
possible, as this may result in contamination
of ir intake system and the combustion
chamber due to the counter flow of the
exhaust gas, incomplete combustion or
abnormal wear ofindividual parts.
2) Low load limit varies according to the
engine specifications. If engine must be run
below the low load limit, use grade A heavy
fuel oil without fail and restrict operation to
as short period as possible.
(DAIHATSUI
TYPE
SECTION
5
Special Operation
3) To maintain a satisfactory combustion state,
adjust intake air cooler outlet cock. Increase in-
take air temperature with care taken to keep
cylinder outlet exhaust gas temperature below
450C.
If the water is reduced until intake air temper-
ature exceeds 75C, scales are formed in fin tube.
Therefore be sure to keep intake air temperature
below 75C.
3/4 or more load operation for 30 minutes af-
ter low load operation is effective to prevent con-
tamination of combustion chamber and
intake/exhaust system.
4) It is desirable to minimize low-load operation
insofar as possible. If it takes a long time, be sure
to increase injection washing of turbine or
blower.
(2) Non-turbocharger operation
<Operationwhen turbocharger isout oforder>
Each vessel is provided with a set of turbo-
charger blank plates ( or exhaust relay pipes) so
that the engine can be operated when the turbo-
charger is out of arder. Load in this case is gener-
ally at Pme (average effective pressure), which
equals 4.5 kg/cm
2
(about 25 "" 30% of the rated
output). Since the carn and pistons are conditioned
for turbocharged operation, exhaust gas temper-
ature becornes quite hgh. Thus, when contnuous
operation is req ured under non- turbocharger con-
dition, take greater care with exhaust gas ternper-
ature than load; operate the engine with the ex-
haust gas temperature kept below 450C using
diesel fuel oil.
ln non-turbocharged operation, refer to Section
1 O, Sheet 5 for the use of turbocharger blind plate
and exhaust gas relay pipe.
(3) Operation with intercooler cut off from main
line
If fin tube for the intercooler is broken or if
water leaks into the air supply system, cooling
water (sea water) may flow into the cylinders
through the intake air line.
This may result in corrosion in the air supply
system or in the parts constituting the combustion
chamber, or damage to these parts. To avoid this,
take the following countermeasures promptly if a
failure in the intercooler is detected.
1) Stop feeding water to the intercooler and
drain cooling water remaining inside the inter-
cooler.
2) As a make-shift measure, operate the
engine with diesel fuel oi! with the intake air
temperature kept at 70C or lower and exhaust
gas temperature at less than 450C.
DL-20 SHEET
12
When resuming supply of cooling water
after temporary suspension, check carefully
for any leakage of water through packing.
3) When the intercooler can be overhauled,
check for the following and repair.
1. Fin tube damage
2. Fin tube expansion failure
3. Packing defect at air intake side drain hole
If the fin tube has broken, plug the cooling
water inlet and outlet associated with the
damaged tube with the wooden plugs supplied
and continue operation.
Since the cooling efficiency of the inter-
cooler is diminished in this case as well, con-
tinue operation, paying attention to the tem-
perature of exhaust gas.
(4) Operation with reduced number of cylinders
Operation of diesel engine with reduced
number of cylinders should be restricted to
emergency use for only a short period, because of
the possible torsional vibration or externai vibra-
tion which may accompany such an operation.
Care should be taken of the following points when
performing such an operation.
1) Expected output should be limited to:
(Number of Number of
cylinders - cylinders inoperative) x
70
%
Number of cylinders
If outlet temperature of each cylinder exceeds
the tolerance, reduce load furthermore.
2) Because of the increased vibration torque
exerted on flexible joints and reduction gear
in the case of a marine propulsion engine, care
should be taken to prevent damage thereto,
and also for chattering. Refrain from operat-
ing at the rpms at which chattering takes
place.
3) ln the case of an engine used for a gene-
rator, the vibrational stress exerted on the
generator shaft may exceed the allowable
limit established by the Ships Classification
Societies. ln such a case, pay attention to the
sound of the gears located at the front end of
the engine and refrain from operation if the
levei of sound is greater than normal.
4) When the engine is operated with some
pistons and connecting rods removed, externai
vibration of the engine may increase. ln such
a case, refrain from using it if the vibration is
excessive.
This is particularly true with a flexible mount-
ing system, so special care is necessary for
type of engine:
l DL-20 1 C 1 89-5 1
IDAIHATSUI
SECTION
5
TYPE
SHEET DL-20
13
lt is preferable to inquire of the manufacturer
and observe the instructions gven.
For proper treatment of the lubricating oi!
feed holes etc. left open as a result of the
remova! of some pistons and connecting rods,
please contact our Service Division.
5) If surging takes place, open drain cock to
purge air.
ln this case, take due care of increase in ex-
haust gas temperature.
(5) Measurement of compression pressure
Turn the fuel oi! prirning Jig by 180 to shut off
fuel oil supply. Measure pressure inside the cylinder
in this state. (Be sure to tum the priming jib as
quickly as possible by 180; the notched part on
the prirning jig may be damaged if it is turned
slowly by resting on half-way.)
Fuel oil priming jig
Fuel oil pump push rod
'
Fuel oil cam .
T
1
<Caution>
Measurement of pressure inside cylinder is taken
with fuel supply to the cylinder being cut off,
which applies a torsional stress to the crankshaft.
Therefore, it must be finished in as.shortest time
as possible.
Special Operation
IDAIHATSU)
M E M O
TYPE 1 SECTIDN 1
DL-20 . SHEET -
1 DL-20 1 Z 1 84 3 1
(DAIHATSUI
SECTION
6
TYPE
MAINTENANCE SCHEDULE
SHEET
DL-20
1
1. Maintenance Schedule
(1 ) General precaution
Periodic inspection and maintenance are essen-
tial to keep performance from the engine.
Standard overhauling intervals differ greatly
according to application, working conditions and
quality and control of fuel and lubricating oils.
It is recommended that a schedule be worked out
to match the individual engine, using the table
shown on the next page as a guide.
DL-20 1 Z 1 84-3
General Precaution
The standard overhauling intervals shown here
are intended for engines that have undergone
breaking-in and have entered normal operation.
The first overhaul on newly built ships should be
performed earlier than normal and engine condi-
tions should be fully understood.
Maintenance lntervals (Diesel fuel oil)
lnspection Item Task Monthly 3 mon.
Daily Weekly 300- 1,000-
500 1,500
Cylinder head cover
Check of interior
(check for smooth rotation o
the rotator etc.)
Fuelnozzle
Check injection pressure
*
and condition, clean
lntake valve Inspect and fit
Exhaust valve ln spect and fit
Inspectand fit
""
..
lnspect and fit ..
.e
11
Rotatot lnspect overhaul
i!
=
,.,
u Valve spring lnspect
Valve end clearance lnspect and adjust o
Valve opening/closing
lnspect
time
lnspect overhaul
Cylinder head Check cylinder head
fixing torque
Extract piston, clean,
measure and inspect
Pston Inspeet
lnspect and measure
pin
t piston pin bearing
Connecting rod lnspect crankpin bearing
Check tightening Iorque
of connecting rod bolt
lnspect and measure
interior
Cylinder liner
Extract liner and inspect
jacket
lnspect and measure
crankpin and journal
Measure deflection and

Crankshaft adjust
"'
Ch eck tigh tening torque
..
or balance weight fixing
. 5

bolt
e Inspect main bearing

Main bearing
metal
::. Cheek tightening torque
of main bearing bolt
Check cam and roller
o
fitting
Check tappet and bush
fitting
Camshaft
lnspect and measure
carnshaft
lnspect camshaft bearing
Check fuel cam fixing nut
*
tightening Iorque
Check tooth meshing and
backlash
Timinggear lnspect idle gear bush
Check tightening boi!
torque
..
Check amount of operation
o
oil
e
. Check and replace operation
Governor;
* 8!Z.
oil
-.;"! Disassemble and inspect
&: fl
major parts
Fuel control link
lrispect
o
Adjust and lubrica te
o
Disassemble and lnspect
Pumps
Replace seal

Clibrate tachorneter
.. lnspeet pressure gauges
..

Gauges and thermometers
lnspect vibrationabsorb
spting for gauge board
Safety devices lnspect, test and adjsu t o
(DAIHATSUJ
TYPE
SECTION
6
DL-20 SHEET
2
Running Hours
6 mon. 1 yr.
2,000- 4,000-
3,000 6,000
C2
:
o
Olc)
*
o
0 z; e,
o
..

o e ;r';., t
"
o
C'-
Color penetran t check
once every 4,000-6,000 Jus.
of operation
Afier l-0 hn. in smke for lhe initi11 chcck
o
"'( '.)Ll j
/
o 0-i,t(l,
*
o
<:_1
6
8,000- I0,000 Jus.
8 ,000--- 10 ,000 llis.
a,000-10,000 hrs.
F s.000-10. hrs.
8,000-1 hrs.
*
t='
8,000-10,000 hrs.
Every 4 yrs.
o
o
o
o
.(
o
o
o
o
o
o
(16,000-24,000 hts.)
Every 2 yts.
(8,000-12,000 hrs.)
Every 2 yrs.
(8,000-12,000
Every 2 yrs.
(8,000-12,000 hrs.)
Every 4 yrs.
(16,000-24,000
Every 4 yrs.
(16,000-24,000 hrs.)
Whenever fuel injection
1 ,;,,.., ;,,., ....
.
)
Every 2 yrs.
(8,000-12,000 hrs.)
RH06 or UGS Governor
RHD6 or UG8 Governor
Whenever leakage is found
'
/
Note: ltems marked * denote those to be checked at time of first inspoction. The flrst inspection for these lteins shoud be as early as
practical; optimum interval for disasseinbly for inspection should be detem1ined according to the actua.I findings on the first inspection.
1 DL-20 1 C 1 92-9
IDAIHATSU)
SECTION
TYPE
6
SHEET
DL-20
Maintenance lntervals (Diesel fuel oil)
3
Running Hours
Inspection Item Task Monthly 3 mon. 6mon. 1 yr.
Daily Weekly 300- 1,000- 2,000- 4,000-
soo 1,500 3,000 6,000
Check amount of Jubricating
o
oil /
s
Replace lu bricating oil
11
Every 500-1,000 hrs.

Clean air cleaner / o
.:=
Disassemble, clean and
.'
"'
Turbocharger
'
o

inspect jacket
.,
,/ Refer to Turbocha.rger
..<::
Replace bea.ring
X
R
Operation Manual .,
"
Flush blower side Every 150-200 hrs.
...
..
.5
Disassemble and clean,
Intercooler
hydrostatic leak test
I
o
S ta.rting air valve
Inspect
I
o
<>
:l and sta.rting con-
Drain condensate o
"'
trol valve
/
s
:::>
Inspect rotary valve,
::! s Starting rota.ry
.
o
Q.., check seat fitting

valve
Drain condensate o
.::
o :;i
Starting air
Check air pressure
ili
tank
Drain condensate
/
o
Check rack graduation
o
position
s
Fuel injection Check fuel injection
.'
o

pump timing
/

./
o
'
inspect
'<; Drain condensate o
:::>

Fuel oil filter (for noich wire type filter) o lf fuel oil pressure falls
Disassemble and clean
/.
o
Check lubricating oil
o
Lubricating oil
quantity
E
tank
Make-up or replacement
" 1;l
Analyze oil properties / o dependng on result of

analysis
'
Drain condensate / o
'"' t:
Blow-off (for notch wire lf lubricating oi! pressure

Full-flow filter
type filter) /
o
falis
l5
Disassemble and clean o
:::>
,...!
Lubricating oil Every 2 yrs.
and clean
/
coo ler (8,000-12,000 hrs.)
-
of
o
"' Rocker arm !u bri- .z
.e
cating oil tank
m lubricating
/
.::
and clean
Every 150-200 hrs .

.
e o
M-
., "'
Rocker arm lu bri- Clean while turning with
/o
... >.
" "'
catng oil filter handle

::.:._
D isas sem ble and clean o
Check amount of lubricating
o

oi!
"""
C.W.pump

Replenish lubricating oi! / o
o;:
o >.
Replace lubricating oi!
/
-
o

(.)
Lubricating oil
/
,'
.5
Inspect _and replace / o
<> N
coo ler

Inter cooler Inspect and replace
./
o ,,,,,_
Check for leakage o

Piping
Check for loose bolts/
o
1l
nuts
Check for leakage o
Exterior of engine
Check for !oose bolts/
o
nuts
Full flow fresh water
I
o
filter
DL-20

(DAIHATSU)
TYPE
SECTION
6
Maintenance lntervals (Heavy fuel oil)
DL-20 SHEET
4
Running Hours
lnspection Item Task
Monthly 3mon.
6mon.
Daily Weekly 300- 1,000- 2,000- 4
soo !,SOO 3,000
Check of in tcrior
Cylinder head cover (check for smooth rotation
lhe rotator etc.)
o
Fuelnozzle
Ch eck injection pressure
*
700-1,200 hrs.
and condition, clean
Exhaust valve lnspeC and fit
*
3,000-4,000 hrs.

lntake valve lnspect and fit o
"'
S tarting air valve lnspect and fit o
l
Cylinder safety
lnspect and fit o ..
"'
valve
Rotator lnspect overhaul 1 o

o
Color penetrant clteck
u V alve sprng lnspect once every 4,000-6,000 hrs.
of operation
Valve end clearance lnspect and adjust o Alirr Sll ho. n smitt for tire inrtal check
Valve opening/closing
lnspect
o
time
lnspect overhaul o
Cylinder head Check cylinder head
*
o
f'JXng Iorque
Extract piston, cleant
measure and inspect
o
Piston lnspect piston ring o
lnspect and measure
o
piston pin
Inspect piston pin bearing o
Connecting rod lnspect crankpin bearing o
Check tightening Iorque
*
o

re
o
Cylinder liner
Extract liner and inspecl Every 4 yrs.
jacket (16,000-24,000 h.rs.}
Jnspect and measure llvery 2 yu.
crankpin and journal (8,000-12,000 hrs.)
Measure deflection and
o
Crankshafl adjust

Check tightenng torque
o or balance weight fiicing
a.
bolt
.5'
lnspect maJn bearing Every 2 yrs.
>
o
metal i (8,000-12,000 ltrs.)
s Main bearlng
.s
Check tighten1g Iorque
o 1
..
of main bearing bolt
::;
Check cam and roller
o
fitting 1
Check tappet and bush Every 2 yrs.
fitting (8,000- 12,000 hrs.)
Camshaft
lnspect and measure Every 4 yrs.
camshaft (16,000-24,000 hrs.)
lnspect camshaft bearing
Every 4 yrs.
(16,000-24,000 hrs.)
Check fuel cam fi.xing nut
*
\Vhenever fuel injection
tightening torque tning is adjusted
Check tooth meshng and Every.2 yrs.
back:lash (8,000-12,000 hrs.)
Timinggear lnspect idle gear bush
Every 2 yrs.
(8,000-12,000 hrs.)
Check tighterung bolt Every 2 yrs.
Iorque ( 8,000-12,000 hrs.)
Check mount of operation
o RHD6 or UG8 Governor
oi;
.
Governor
Check and replace operation
*
o RHD6 or UG8 Governor
"ti oil
8 "
Dsassemble and inspect
li major paris
o

Fuel control link
lnspect o
Adjust and lubricate
o
Pumps
Disassemble and inspect o
Replace seal o Whenever lcakllge is found
Calibrate tachometcr o
5 :!f

;a ..
o
""
Gauges

Inspect
=t
o
spring for gauge board
Safety devices lnspect, test and adjsu t
o
Note: ltems marked *denote those to be checked at time of first inspection. The first inspcction for these items sltoud be as early as
practical; optimum interval for disassembly for inspection should be determined accordng to the actual findings on lhe first inspection.
[DAIHATSU)
SECTION
TYPE
6 MAINTENANCE SCHEDULE
SHEET
DL-20
Maintenance lntervals (Heavy fuel oil)
5
Running Hours
Inspection Item Task Monthly 3mon. 6mon. 1 yr.
Daily Week!y 300- 1,000- 2,000- 4,000-
500 1,500 3,000 6,000
Check amount of lubricating
o
oil
e
Replace lubricating oil Every SOO- 1,000 hrs.
li>
;,;;
Clean air cleaner o

. ~
Turbocharger
o
"'
inspect jacket
-:;;
"
Refer to Turbocharger ..
Replace bearing
~ Operation Manual
.,
Every 150,;,200 hrs.
"
F1ush blower side
.>(
:l
Flush turbine sde Every 150-200 hrs.
.5
Intercooler
Disassemble and clean,
o
hydrostatic leak test
~
S tarting air valve
Inspect o
';;
and starting con-
Drain condensate o
E
trol valve
"
lnspect rotary valve,
o
ge
S tarting rotary
~ ~
check seat fitting
.... valve
D rain condensate o
::: >-
..
~ ~
S tarting air
Check air pressure o
ri
tanke
Drain condensate o
Check rack graduation
o
position
E
Fuel injection Check fuel injection
o .,
pump timing
-:;;
~ Disassemble, clean and
o
:;::
inspect
o
;;
Drain condensate o
~
Blow-off (for notch wir
o If fuel oil pressure falis Fuel oil filter
type filter)
*
Depends on fuel oil conditior
Check lubrica ting oi!
o
Lubricating oil
quantity
E
tank
Make-up or replacement
~
Analyze oil properties o depending on result of
~
analysis
'
Drain condensate o
""

Full-flow filter Blowoff (for nmch wire type fiher) o
If Iubricating oi! pressure
"' falis .:
z
"
...l
Lubricating oil Every 2 yrs.
coo ler
(8,000-12,000 hrs.)
.!. Check quantity of
o
"'
Rocker arm lbri- Jubricating oil
"
~
cating oil tank
Replace rocker arm lubricating
Every 150-200 hrs.
oil, disassemble and clean
:::
o
;::: ::::
Drain condensate
~
~
Rocker arm lubri- Clean while turning with
li> .,
o
.>( >-
()"'
cating oil fil ter handle
o OI)
e<:.S
u Check amount of lubricating
o a
oi!
"
.5 5
C.W. pump
Replenish Jubricating oil
o
8 ~
.Replace Jubricating ol
o
(., ~
li
Lubricating oil
Inspect and replace o
cooJer
Inter cooler lnspect and replace o
Check for leakage o
"'
Piping
o
..
nuts
"' .e
Check for Jeakage o

Exterior of engine
ro nuts
Fui! flow fresh water
Disassem ble and clean
o
filter
B 89..,..5
Note: ltems marked denote those to be checked at time of first inspection. The first inspection for these
items should be as ea.rly as practical; optimum interval for disassembly for inspection should be
determined according to the actual futdings on the fust inspection.
IDAIHATSUI
TYPE
SECTION
6
Manual Lubrication Maintenance lntervals
DL-20 SHEET
6
(When disel fuel oil and heavy fule oil are used)
Equipment Lubrication Lubrication Interval Lubricant Used Remarks
Cooling water pump
*Oil cup
Weekly # 30 engine oil Replace with new oil every 6 months.
(by removing plug)
Governor Handle Every 3 months Grease
Fuel oi! control <levice Common rod link Weekly # 30 engine oil
Fuel oil control <levice Rack link Weekly # 30 engine oil
Fuel oi! control <levice Common rod bearing Weekly # 30 engine oil
Starting air vai ve' Valve stem Every 3 months Grease
* When feeding oil to cooling water pump, be sure to loosen plug and fill until oil overflows from oil cup rim.
DL-20
1e1 90-9
fDAIHATSU)
SECTION
TYPE
MAINTENANCE
7
SHEET
DL-20
General Precautions for Disassembly, Assembly and
1 Adjustment
7 - 1 General Precautions for Disassembly,
Assembly and Adjustment
General Precautions for Disassembly, Assembly
and Adjustment Prior to disassembly, assem bly
anl /or adjustment of the engine, the engine in-
ternai construction and standard adjustment pro-
cedures should be fully understood, and the
standard maintenance procedures to be described
herein read thoroughly.
1. Handle the engine and other parts carefully
"Safety first" should always be your slogan.
2. Give heed to the assembly sequence and
tally marks to avoid misassembly.
3. When disassembling jointed parts, pay special
attention to the match marks. If the match
marks are not provided or are blurred, mark
them clearly. When overhauling parts associat-
ed with specific cylinder numbers mark them
with paint or magic pen so that they can be
clearly identfied in assembly.
4. Each disassembled part should be put in a
designated box or the like container in good
order or kept neatly in designated places to
avoid misplacement.
5. Do not mix the special heat-resistant bolts and
nuts used with the exhaust pipe, etc. (exposed
to. high temperature) with other kinds of bolts
and nuts in assembly.
6. Tighten bolts and nuts with even force observ-
ing the correct tightening torques, as specified
on Section 3, Sheet 4.
7. Check periodically for looseness of bolts and
nuts for internai components which are not
overhauled.
8. If tuming is necessary midway in disassembly
or assembly, ensure that there are no parts
that may come into contact . with the rotary
part and that there is no danger to the per-
sonnel working nearby.
9. Use standard tools when disassembling and
assembling the engine.
10. When disassembling, take specified measure-
ments at as many points as possible; data thus
gained should be filed for later reference.
11. Packings should be replaced at each dis-
assembly. So a sufficient number of packings
should be at hand to match the degree of dis- .
assembly.
12. When some spare parts are used, replenish
them at once.
13. From the viewp_oint .of full utilization of
engine performance, with appropriate periodic
overhauling intervals, and of the interchange-
ability and accuracy of the parts used, Daihatsu
genuine parts should always be used.
14. Cover each of disassernbled parts without fail to
keep out dust.
15. Before assernbling, mke sure that ali parts are
clean. If any are soiled, wash with gas oil, or air-
blow clean.
If you have any questions concerning about handling and main-
tenance, please contact a Daihatsu Service engineer.
DL-20 1B1 87-61
MAINTENANCE
Cylinder head, High pressure fuel
7 - 2 Disassembly, Assembly and Adjust-
ment of Main Parts
1. Cylinder Head and Related Parts /
(1) Cylinder head
< Overhauling process >
1. Remove cylinder head top cover.
2. Disconnect all pipings around cylinder head.
3. Remove rocker arm shaft holder.
4. Disconnect hgh pressure fuel pipe.
5. Remove cylinder head lower cover.
6. Remove push rod and protective sheath.
7. Remove cooling water regulating cock.
8. Remove nozzle holder.
9. Unscrew exhaust pipe fixing bolts.
10. Unscrew intake air pipe fixing bolts.
11. Remove indicator valve.
12. Remove cylinder head tightening nuts.
13. Remove cylinder head.
< Precautions >
1. When detachng cylinder head, take care not
to damage. fit-up surface of 0-ring fitted to
cooling water guide.
2. Before scraping carbon deposits from com-
bustion chamber, check deposit condition
and quality.
3. Remove carbon deposits from combustion
chamber and carefully check for cracks.
4. Since cylinder head packing has the impor-
tant function of sealing high pressure gas,
always replace it, insofar as possible, at each
overhaul.
Since cylinder head packing seat section is
susceptible to flaws, give special care to
handling.
5. .Check for corrosion on fit-up surface of
0-ring for cooling water guide, and also for
gas leakage through cylinder head packing.
Minor corrosion or gas leakage should be
corrected at once.
6. Check and remove fur accumulated on
water jacket of cylinder head at least once
every two years. If not cleaned for a long
time, cooling efficiency drops, water passage
is clogged and cracks may develop.
7. Upper surface of cylinder head serves as
teturn passage for rocker arm lubricating oil.
Clean this surface with care so that foreign
matter such as dust or cotton waste, etc. does
not enter lubricating oil.
8. When lifting cylinder head, lift it horizon-
tally. Take care not to allow water inside
jacket to enter cylinder.
9. Loosen cylinder head fixng nuts gradually n
the sequence shown below, so that ali are
loosened completely after second run. Loosen-
ng each one fully at once will exert undue strain
oil
(DAIHATSUI
TYPE
SECTION
7
pipe
DL-20 SHEET
2
on other bolts still tightened firmly. Proceed n
the sarne manner also when tightening to fix
cylinder head.
Loosening cylinder head fixing nuts
(Numbered for sequence of loosening.)
10. When loosening cylinder head tightening nuts,
use a box spanner. Use torque wrench only for
tightening.
11. Thke special care in setting cylinder head so
as not to scratch or dent packing surface of
cylinder head or Iiner or fixing nut. Clean
thoroughly to remove dust, etc. before fixing.
"ln consideration of nitial run-in, it is desirous
to retighten cylinder head tightening nuts at an
early stage after launching:
12. Tighten intake/exhaust pipe fixing bolts prior
to tightening cylinder head fixing nuts.
Cylinder head adjust intake/exhaust pipe
flange face to face.
(2) High pressure fuel oil pipe
When conneting high pressure fuel oil pipe to
nozzle holder or disconnecting it, use double span-
ners so no torque will be exerted on inlet connector.
High pressure fuel oil pipe should be handled
with good care as it is subject to very high pres-
sure. Special care should be taken not to scratch
the fit-up surface of each fitting and joint.
(Disassembly procedure) ..... (For extracting
nozzle holder on A type or H type)
1. Remove 0-ring guide set bolt.
2. Displace 0-ring guide toward holder side.
3. Using special spanner provided, remove cap
nut at holder side.
4. Displace tube retainer upward.
5. Loosen cap nut at pump side.
6. Rotate nozzle holder sideways and detach
fitting to high pressure pipe from nozzle
holder.
7. Extract nozzle holder.
For B type, carry out steps 3. through 7. described
above.
oL-20 1e1 as-s I
IDAIHATSUI
SECTION
TYPE
7
SHEET
DL-20 High
3
< To extract B type high pressure fuel oil pipe >
Remove cap nut at pump side in step S. above
and pull out the pipe along wth the cover.
Nozzle holder
1
tT_J
. 1
1 i
3
head cover)I
2 1 !
11
((
) '
;:L
Fuel injection pump_..-r: ,''=F!,. :
l;=:f:_:\
. i
Disassembly of high pressure fuel oil pipe {A type)
Fuel injection pump
MAINTENANCE
pressure fuel oil pipe, Fuel nozzle
holder
3
Fuel injection pump __-

Disassembly of high pressure fuel oil pipe (B type)
(31 Fuel nozzle
Since maintenance of the fuel nozzle has a great
effect on the condtion of combustion and output,
be sure to disassemble and inspect it whenever any
change in exhast gas temperature or color is
noted.
Be sure to use the nozzle specified on the
factory operation data sheets.
Before removing nozzle, check condtion and
quality of carbon deposits.
< Nozzle injection testing >
1. Detach the high pressure fuel oil injection
pipe and other piping, and remove nozzle
from cylinder head using nozzle holder dis-
assembly tool.
Disassemble of high pressure fuel oil pipe (H type)
Nozzle extraction
DL-20 1 C 1 89-5
MAINTENANCE
Fuel nozzle
2. Before removing nozzle, measure and record
nozzle injection pressure.
3. Remove pressure adjustment bolt cover of
nozzle holder; loosen pressure adjustment
bolt.
4. After removing carbon deposits, detach noz-
zle from holder.
Be sure to loosen
the pressure adjust-
ment bolt without
fail when attaching
nozzle to nozzle
holder, or detach-
ing it from the noz-
zle holder. (for
avoid mal-atomi-
zation)
Nozzle extraction
5. Clean carbon from nozzle tip.
Nozzle cleaning
6. Attach nozzle to nozzle tester; set injection
pressure as specified on Assembly and Ad-
justment Table shown on Section 3, Sheet 1.
Nozzle testing
(a)
IDAIHATSUI
TYPE
SECTION
7
DL-20 SHEET
4
Pressure adjustment bolt
' .
/
'
,
. ' ._,
Adjusting fuel injection pressure
< Precautions >
1. Operate the nozzle tester hand lever at a stroke
of 4- 6 times per second and check the spray
mist to see that it is uniform without abnormal-
ity due to the blocked injection hole.
Sliown below are different conditions of
fuel spraying through injection nozzle.

)t(

1
' 1
. "'
Clogging in (b} Malfunction
(e) Dripping
nozzle of needle valve of fuel oil
Fueloil

(d) Normal state of injection
DL-20 1 C 1 89-51
IDAIHATSUI
SECTION
TYPE
7
SHEET DL-20
Fuel nozzle,
5
2. When removing nozz1e, be sure to loosen
nozzle holder pressure adjustment bolt.
When remounting, pressure adjustment bolt
should be loose.
Nozzle removal/remounting with pressure
adjustment bolt tightened may damage
needle and cause mal-injection.
3. ln nozzle testing, check carefuDy also for
wear or corrosion of needle valve, and replace
it if worn.
Special care should be taken as to injection
port wear, which is likely to occur when
heavy fuel oil is used.
4. Check for smooth movement of nozzle and
needle; replace if either is stuck.
Do not fit nozzle and needle with lapping
agent.
Nozzle and needle are used as a pair; do
not intermix pairs.
5. After cleaning nozzle and needle of carbon,
wash in clean gas oil and air-dry.
6. Before fitting tested nozzle to nozzle
holder, clean mating. faces thoroughly to
remove dust or other foreign matter; then
tighten with correct torque as specified in
the Tightening Torque Table shown in
Section 3, Sheet 4.
Tightening with excessive torque may result
in sticking of needle valve.
7. Since the high pressure fuel injection pipe
is subject to very high pressure dUring oper-
ation, install it without imposing any stress.
Check occasionally for Ioosening of joints
of high pressure fuel injection pipe and other
piping as it may cause. lel!kage of oil into
rocker arm lubricating oil.
14) Nozzle holder guide
If t is necessary 10 remove scale collected in jackct,
at the time of a periodic maintenance, extracl the
nozzle holder guide.
When reinstalling the nozzle holder in place,
confirm that the nozzle holder guide retainer
is tightened firmly to the speeified torque.
DL-20 1 D 1 90-9
MAINTENANCE
Nozzle holder guide, Fitting exhaust valve
Nozzle holder gude
0-ring
< Precautions >
1. When nozzle holder guide is dismounted for
maintenance, be sure to replace the 0-rings and
the gasket with new ones.
2. Special heat-resistant type 0-rings are used for
the nozzle holder guide; be sure to use the
genuine Daihatsu parts.
(5) Fitting exhaust valve
1) Exhaust valve seat is pressure-fitted into
cylinder head. Therefore, exhaust valve should
be fit with cylinder head overhauled.
2) Exhaust valve fitting is the most compli-
. cated maintenance task. Although the interval
of maintenance varies depending upon lad
ratio, combustion condition, fuel oi! grade,
etc., it is advisable to conduct the first round
maintenance as early as possible and then to
prolong the interval according to the circum-
stances.
3) Measure clearance between valve stem and
valve guide at the time of inspection of ex-
tracted valve. Excessive c l e r n ~ e may result
in gas leakage or breakage of valve spring. Re-
place valve stem or valve guide, whichever is
worn more.
4) For fitting valve, first coat with proper
amount of fitting agent and fit using intake
and exhaust valve fitting tooi. Use "Medium"
to "Fine" fitting agent. Then, wash the valve
well and perform final fitting with machine oi!.
Since exhaust valve and valve seat are very
hard because of stellite teinforcement, it is
desirous to use grinding for dressing the fit-up
face. Valve should be fit with best care, spar-
ing enough time for obtaning good fit.
MAINTENANCE
Fitting exhaust valve, Fitting intake
5) If valve seat is worn excessvely, dress the
seat face by either machining or with grinding
tool. Grinding tool is optionally available.
] Standard seat angle of exhaust valve: 90 1
When repairing either exhaust valve or exhaust
valve seat, finish the seat portion to the angle as
shown below, so that the valve will be seated hard-
er at the combustion chamber side.
O'
90'-!5'
Valve Valve seat
6) Frequent fitting of valve or frequent ma-
chining tends to widen the seat width. When
the valve has worn beyond the allowable wear
limit as specified in Section 3, Sheet 6, re-
place it with new one.
7) Machining of back side of valve is prohibited
as it lowers the valve strength.
< Disassembly procedure > v
1. Set intake/exhaust valve extraction tool to
the nozzle holder guide hole on top of cylin-
der head.
2. Holding the spring by tuming the bolt,
extract cotters.
< Precautions >
1. Valve spring cotters are manufactured as a
pair. ln disassembly and assembly, be sure to
keep them together and use them on the sarne
valve.
2. Check valve spring for cracks with color
penetrant.
3. Check valve rotator.
4. When assembling, do not forget to insert
valve retaining ring into groove on valve stem.
< Cbeck items > v
1. High temperature corrosion of valve head
2. Sulfuric acid corrosion or bend at valve stem
3. Blow-by or pitting at valve seat
4. Fit-up at valve seat
5. Fit-up at valve stem end
6. Valve spring cracking or corrosion (check via
color penetrant test as necessary).
(DAIHATSUI
TYPE
SECTION
7
valve
DL-20 SHEET
6
< Wben tbe valve stem is seriously corroded >
1 . Make adjustments to increase the cooling
water temperature.
2. When the engine stops, perform air-running
where applicable and ventilate the combustion
chamber and exhaust port.
3 . Increase the amount of oil applied to the velve
stem.
4. Increase the base number of the valve arm oil.
(To approx. TBN20 to 30)
(6) Fitting intake valve
1) Intake valve seat is pressure-fit into cylind-
er head. This part should be fitted when
overhaulng cylinder head.
Nozzle holder clamp
Extracting intake and exhaust valve
2) When clearance between valve guide and
valve stem exceeds the allowable wear limit,
replace stem or guide, whichever is worn more.
3) When valve seat exceds specified repair
limit after machining or due to wear, replace
it with new one.
4) . Fitting of intake valve and valve seat.
l. Intake valve and valve seat should be fitted
crefully, as with exhaust valve. Wash it
welf and perform final fitting with machine
oil.
DL-20
1 D 1 92-91
IDAIHATSUI
SECTION
TYPE MAINTENANCE
7
SHEET DL-20
Fitting intake valve, Valve guide removal and fitting procedures,
7 Valve seat removing and fitting procedures
2. Heavy scratching or dents on face or seat
portion of intake valve should be rough
dressed by machining or with valve seat
cutting tool. Do not forget to fit after
dressing. Valve seat cutting tool is available
as optional part.
1 Standard seat angle of intake valve: 120 1
When repairing either intake valve or imake
valveseat, finish the seat portion to the angle
as shown below, so that the valve will be seat-
ed harder at the combustion chamber side.
+15'
120 o
Valve Valve seat
Fitting intake and exhaust valve
3. As with exhaust valve, intake valve worn
beyond the allowable limit should not be
reused.
< Disassembly procedure > /
1. Set intake valve extraction tool n the noz-
zle holder guide hole provided on top of cyl-
inder head.
2. While holding spring by turning the bolt,
extract cotters.
< Precauiions >
As with exhaust valve, be careful of the follow-
ing:
l. Handle two valve spring cotters as a pair.
2. Check valve spring carefully.
3. Do not forget to fit retaining ring that
secures valve spring in position.
DL-20 1 E 1 92-91
<Check items > /
l. Sulfuric acid corrosion of valve seat. Be care-
ful of possible sulfuric acid corrosion at valve
seat, which is likely to occur on intake valve due
to condensate of intake air.
2. Blow-by or pitting at valve seat
3. Check valve spring in sarne manner as for ex-
haust valve.
(7) Valve guide removal and fitting procedures
1) Remova!
1. Attach bar-like valve guide extraction too! to
valve guide drive it out by hitting the too! with
a hammer.
2) Fitting procedure
Valve guide is cold-fitted.
{8) Valve seat removing and fitting procedures
1) Removal
l. Valve seat has been cold-fitted; when
removing, be careful not to damage the
valve seat contact area.
2. Valve seat can be easily removed by cir-
cular bead-welding on the face to heat it.
3. Removal of water-cooled exhaust valve seat
When removing scale collected in the water pas-
sage for water-cooled exhaust valve seat, re-
move the seat referring to the figure shown
below.
Exhaust valve seat extraction
\ too! (EX-1)
Exhaust valve seat
extraction too!
(EX-2)
Exhaust valve seat
extraction too! (3)
Valve seat fixing bolt
MAINTENANCE
Valve seat removing and fitting procedures,
2) Fitting procedure
1. If interference of the valve seat fails to meet
the requirement shown below, use an over-sized
valve. ln such a case, it is necessary to machine
the valve seat fit-in hole in the cylinder head.
lntake valve seat Interference 0.086 to 0.125
Non-cooling type
" 0.083 to 0.121
exhaust valve seat
Cooling type
exhaust valve seat
"
0.024 to 0.062
(exhaust port side)
Cooling type exhaust
valve seat (combustion " 0.083 to 0.121
chamber side)
2. Soak valve seat in liquefied nitrogen until
bubbles have disappeared. Then fit into
cylinder head. When using Dry Ice, coo!
valve seat for approx. 20 ,..,,, 30 min. in a
widemouth thermos bottle (lining: stain-
less steel) containing alcohol and Dry Ice.
3. Special cooled type exhaust valve seat
(for heavy fuel oil) should be cooled with
0-rings in position. To protect 0-rings
from damage while fitting valve seat, be
sure to apply grease to outer face of valve
seat at normal temperature, then incorpo-
rate it into cold-fit jig, and cool as is. After
cooling, remove cold-fit jig and fit valve
seat into position quickly.
Special cooled type
exhaust valve seat
Cooling of exhaust valve
IDAIHATSUI
TYPE
SECTION
7
Valve rotator
DL-20 SHEET
8
(9} Valve rotator (for intake and exhaust valves)
When the valve rotator rotates improperly,
valve life is adversely affected, although the valve
will not be damaged immediately. ln such a case,
overhaul the rotator as soon as possible.
Rotational frequency of valve rotator
...... Approx. 2 r.p.m. (engine speed: 720 r.p.m.)
When revolution of valve rotator be come 1/2 of
initial revolution, please check valve rotator.
< Possible causes of improper valve rotator
rotation>
l. Deformed or corroded rotator roller.
2. Wear or corrosion of rotator spring.
3. Compression mark on ball race.
4. Groove clogged with sludge.
5. Corroded belleville spring.
6. Compression mark on groove of rotator
body.
ln all cases, normal operation can be resum-
ed only after replacing improper parts.
This rotator can be simply disassembled by
removing the rotator retaining ring as shown
below. When reassembling, install ball and
spring in the proper dirt<ction. Reassemble correctly as
shown below, with spring set at the rotator body oiling
hole side.

\
CONED disk.
r------t sprmg
1
Retainer

Roller
( Coil spring stopper
Oiling bole
(Roller type)
Construction of valve rotator
DL-20
IDAIHATSUI
SECTION
TYPE
7
SHEET
DL-20
Adjustment
9
(10) Adjustment of valve clearance
If clearance at valve end is too small, valve stem
and push rod wilf expand by heat during operation
causing improper valve seating, which may result
in damage to valve or improper combustion.
Conversely, too large a clearance may cause an
increased levei of noise in operation or damge or
abnormal wear in the valve operating mechanism.
Therefore, maintaining the right amount of
clearance is essential for normal operation.
Valve operating mechanism in this engine
presses two intake valves (or exhaust valves)
simultaneously with one T-shaped yoke.
If the heights of these two valves fail to agree
precisely, imbalance in the valve pushing force will
cause valve or valve holder to fall, leading to
abnormal valve guide wear or valve. damage. To
avoid this, adjust valve end clearance in the follow-
ing procedure after valve maintenance.
(First valve end clearance should be adjusted after 50
hours operation)
< Measurement of valve end clearance >
l. Bring intake and exhaust valves for cylinder
to be measured to fully closed positions.
1
B
(At this position, graduation marked on fly-
wheel points to TOP position, with the
marked line on the fuel injection pump at
the up position.)
Measuring valve end clearance
2. Loosen lock nuts and unscrew clearance
adjusting screws l and 2.
3. With valve contacting firm at end A, adjust
with screw l so that the other end fits
closely at B.
4. With adjusting screw l held securely via
spanner applied to the square head, tighten
lock nut firmly.
5. Insert a feeler gauge of the specified thick-
ness at part C and adjust screw 2 in the
sarne manner as for screw l .
DL-20 1B1 87-6 1
MAINTENANCE
of valve clearance, Starting air valve
( 11) Starting air valve
If the starting air valve fitting is improper or
the valve rod or the starting air valve piston be-
comes stuck, gas counterflows into the main start-
ing air pipe, causing sticking of the starting rotary
valve and starting air valve and thereby damaging
them. For this reason, it is necessary to perform
the fitting work with care.
Operational overheating of starting air pipe is
caused by gas leakage from starting air valve. Check
valve at once and stop leakage.
It is recommended that starting air valve fitting be
done together with the intake valve.
< Disassembly > ' -
l . Remove starting air valve piston case.
2. Remove split pin for tightening nut of
starting air valve spring seat and remove nut.
3. Remove starting air valve spring seat and
spring.
4. Pull out starting air valve rod to combus-
tion chamber side.
1
2
3
4
j
----
Starting air valve disassembly
(Numbered in sequence of remova!)
MAINTENANCE
Starting air valve, Piston overhaul
< Precautions >
1. Do not tighten tightening nut of starting
air valve seat with excessive force otherwise
screw part of valve rod may be broken and
valve rod drop during operation.
2. Divide split pin carefully, making sure that
it does not touch starting air valve piston.
2. Piston, Connecting Rod and Related
Parts
(1) Piston overhaul
Piston overhaul intervals differ according to the
degree of daily maintenance, especially to the con-
trol of lubricating oil. Since appropriate overhaul-
ing interval varies with the individual engines, it is
to be decided by the judgement of the person in
charge of the engine.
It is recommended that an optimum schedule
be arranged to match the individual conditions
using the Maintenance intervals shown on Section 6.
lnterval can also be judged by the amount of
lubricating oil consumption. As lubricating oil
deteriorates its consumption increases due to stick-
ing in rings and increased blow-by.
If consumption is double the normal levei,
overhaul must be considered with replacement
of rings as necessary. '
< Piston extraction procedure > v
1. Remove carbon accumulated in the com-
bustion chamber at the upper part of cylind-
er liner.
2. Remove set bolt for connecting rod lock
washer and take out washer.
3. Set crank pin at 20 30 past top dead
center n the crank normal rotation direction
and pull out cnnecting rod bolt.
4. Remove connecting rod cap.
5. Attach piston lifting ring to top of piston
and lift it up.
6. Place piston at designated place. Mter re-
moving piston pin retaining ring, extract
piston pin while holding the connecting rod.
< Piston assembly procedure >
l . Set piston pin and connecting rod.
2. Insert piston pin retaining ring in the groove.
3. Fit piston insertion frame to the upper part
of liner.
4. Attach piston lifting ring to top of piston
and lift it up.
IDAIHATSUl
TYPE
SECTION
7
DL-20 SHEET
10
1 1
Piston extraction/insertion
5. Set crank pin at the sarne position as for
disassembly, and insert piston slowly into
the liner using the piston insertion frame as
a guide.
6. Fit connecting rod cap from beneath;
tighten . connecting rod bolt to specified
torque and fit lock washer.
< Precautions >
1. When loosening connecting rod bolt, use a
spanner.
Do not use a torque wrench for this purpose.
Be sure to use a torque wrench when tight-
ening connecting rod bolt and tighten cor-
rectly referring to Tightening Torque Table
shown on Section 7, Sheet 13.
2. Since carbon is likely to deposit in hole for
piston lifting ring, be sure that the ring is
screwed in firmly. It may be advisable to
clear threads with a tapping 'tool beforehand.
(Nominal size of screw: MI 2 x 1.7 5)
3. When extracting and replacing piston, take
care not to damage crank pin bearing and
serrated section of connecting rod.
4. Be careful not to damage inner surface of
liner with the large end of connecting rod.
5. Before inserting piston in the liner, lubri-
cate all the sliding parts (outer surface of
piston, liner and bearing) with lubricating
oil, except for the back face of bearing.
6. Be sure to align matchmarks of connecting
rod and cap when assembling.
7. When extracting piston, be careful not to
allow connecting rod to contact piston cool-
ing system.
8. Take care not to damage crankpin with
serrated portion of connecting rod.
1 DL-20 1 B 1 87-61
IDAIHATSUI
SECTION
TYPE
MAINTENANCE
7
-
SHEET DL-20
Piston overhaul, Piston, Piston ring and oil ring
11
9. Take special care to position the piston
correctly, with "I" mark on piston valve
relief face matched with intake valve and
"E" mark matched with exhaust valve.
(Depth of valve relief on piston combustion
surface differs for intake valve side and
exhaust valve side.)
Engine front
Exhaust valve side
Engine rear
wheel side)
Piston weight
Piston remodeling No.
Rule mark
Piston serial No. Injection pump side
Viewed from lnjection Pump Side (Cam Side)
1) When positioning piston, be sure not to
confuse intake (1) and exhaust valve sides
(E).
2) With incorrect positioning, intake valve
will strike upper part ofpiston, potentially
leading to a serious accident.
(Intake valve side has deeper valve relief.)
10. When inserting piston into liner, tap pe-
riphery lightly piston with a plastic hammer
or the like. If it cannot be inserted smoothly,
do not force it; lift piston temporarily and
re-insert.
11 . Thoroughly remove carbon deposits from
piston and liner.
(2) Piston
1) When extracting piston, carefully check
carbon deposit and condition of lubricating
oil drip and record the findings for reference
for use during later maintenance.
2) Check for any abnormal contact marks on
the piston or seizing in rings.
3) Check the condition of scale deposit inside
the piston from back side.
DL-20 1 C 1 90-9
4) Check at piston c-0oling oil inlet for contact
marks caused by interference with nozzle.
5) Check for any abnormal contact marks on
piston pin and pin boss parts.
6) Scale off carbon deposit on the piston
thoroughly. After washing, measure dimensions
of all the parts.
Use fine grain sand paper to scale off carbon
deposit, except for the piston skirt part; avoid
use of sand paper here, which would damage
special coating. (When FCD piston is used)
For standard clearance, refer to Section 3,
Sheet 5.
(3) Piston ring and oil ring
1) The top and the second rings and oil ring
wjth are chrome-plated. If the chrome-
plated layer is abraded, the abraded ring
should be replaced with a new one.
2) At the time of periodic overhaul of piston,
replace the rings in consideration of the length
of operating time until the next overhaul.
3) Measure each part after removing carbon
and oil completely.
4) Since oil ring quality affects lubricating oil
consumption, special care should be taken in
this regard.
1. After a long period of operation, circum-
ference of each ring will have become
sharp-edged. Therefore, be careful in han-
dling them and wear gloves during over-
haul.
2. When mounting ring, place the marked side
up (toward the combustion chamber), and
set in the correct order as specified in
Section 3, Sheet 5, 6.
Be sure to have the joints staggered by 90
and not set in alignment.
5) How to fit oil ring with coil
1. Set the coil in the oil ring groove in the
piston.
2. Insert the coil j oint.
3. Fit the Teflon tube to the part of the coil op-
posite to the coil joint.
4. Fit the oil ring. (Make sure that the Teflon
tube comes to the joint part of the oil ring.)
5. When inserting the piston, be careful so that
the Teflon tube and the coil are held exactly
at their respective positions shown below,
without shifting.
MAINTENANCE
Piston ring and oil ring, Connecting rod,
Ring joint part
Teflon tube
Oi! ring
(4) Connecting rod
1) Check serrated mating surface at large end
of connecting rod for cracks or wear.
2) Check f piston pin bearing at small end fits
firmly in poston with proper fit-up.
3) Measure bore of bearing and outsde dia
meter of piston pin and check that dimensions
are wthin allowable wear limit specfied on
Section 3, Sheet 6, 7.
When replacing piston pin bearing worn
beyond the allowable wear limit, remove it
with a press or by driving it out, confirm
position of the oil hole on new bearing and
press it in.
4) When too large a load is applied to the
engine as a result of piston seizure or water
hammer, connecting rod may have bent or
fallen. Accordingly, at overhaul, connecting
rod should be thoroughly examined for cracks
by color check. However, such checkng is
not required at periodic overhaul.
(5) Crankpin bearing
1) When detaching crankpin bearing from
connecting rod, lightly tap notch side of back
shell with a piece of wood to create a gap be-
tween shell and bearing housing for easier
remova!.
2) Check condition of crankpin bearing wth
care and measure how much it has abraded.
3) To ensure that crankpin bearing maintains
close contact with surface of housing, crank
pin bearing shell must have proper crush and
tension. Refrain from using files or scrapers
at any time.
4) If erankpin bearing must be replaced, re
place upper and lower shells at . sarne time.
(DAIHATSUI
TYPE
SECTION
7
DL-20
SHEET
Crankpin bearing
12
5) On assembling crankpin bearing, thorough
ly wipe dust or other foreign matter from
housing and shell back face. Refrain from
applying any grease or lubricating oil to back
face of shell. Align notches so that direction
of bearing will not be mistaken. Tap center
part of bearing by hand a few times to fit it
wth housing.
Assembling crankpin bearing
6) Even if bearing abrasion is still within the
allowable limit, f it is used for a long time,
it loses tension. Its surface also becomes
hardened, which may cause cracks. There
fore, it is better to replace it with a new one
after 4 years or so of operation.
7) If bearing check is required while engine is
stopped, disassemble and check bearing by
lifting piston via piston supporting tool.
1. Bring piston in cylinder to top dead center.
2. Detach nozzle holder from cylinder head.
3. Insert piston supporting ring into hole on
nozzle holder and screw it into threaded
hole provided at the upper part of piston.
4. Loosening connecting rod bolt, remove cap
at large end and disassemble bearing for
nspection.
1 DL-20 1 C 1 89-51
IDAIHATSU)
SECTION
TYPE
MAINTENANCE
7
SHEET DL-20
Crankpin bearing, Tightening of connecting rod bolt
13
r-1
-1
~ i(
Piston
, r
( ~ , L
supporting
too!
~ 1
'L.\
1 1
r"
'1
~
I
r
_l
--e
"'--'
J
r
j
v- . v"
Supporting of piston
(6) Tightening of connecting rod bolt
Be sure to tighten connecting rod bolts firm- .
Jy. Poor tightening may result in damage to bear- i
ing metal or serrated portion at large end, or to
a catastrophic accident such as bolt breakage.
1) Handle parts carefully so as not to cause
scratches, dents or deposition of dirt on screw
portion of bolts and connecting rod contact
surface.
2) Roughening or scratching on bolt threads or
seat surface may result in poor tightening; to en-
sure firm tightening, spray anti-seizure agent
(MOL\'KOfE 1000 spray type) over these
surfaces.
Rougheness or scratches on surface, if any,
should be repaired by machining or otherwise.
3) Screw the bolt into the original hole from
which it was removed.
4) At first screw bolts by hand and check
without any resistance.
5) Tighten bolts as following procedure
1. First confirm the matchmarks punched at
(A) and (B) on large-end cap shown below.
2. Attach large-end cap without bearing metal;
using a torque wrench, tighten bolts to torque
A (35kg-m).
Tightening sequence:
Bolt CD - Bolt @ Bolt CD
3. Punch tally mark on bolt heads to match
with (A) marks on Jarge-end cap.
1 DL-20 1 B 1 87 - 6 1
Tally mark
on bolt
torque A
Mark denotin!(; B Angel of rotation: 50
Mark matching
4. Attach bearing metal and install in engine.
Tighten bolts with torque wrench of the
specified capacity. Be sure to tighten them by
two steps.
Tightening sequence:
lst step: At torque A (35kg-m)
Bolt - Bolt @ - Bolt CD
2nd step: At mark B (50)
Bolt CD Bolt @ - Bolt CD
Note) 1. Anti-seizue (MOLYKOTE 1000 Spray
type) should be used to bolt seats and
threads before tightning.
2. At connecting rod bolts, A torque and
rotation angle should be the first con-
cern, B torque is for reference only.
Bolt tightening sequence @-CD
5. After tightening to mark B, check tally marks
on bolts coming to B position on large-end
cap or slightly beyond it, and set lock washer
in place.
MAINTENANCE
Tightening of connecting rod bolts,
Cylinder liner
After long term operation, each part become
running-in condition, resulting in some deflec-
tion of the relative positions of bolt and large-
end cap.
Therefore, bolt tally marks cannot be reused
after extended operation; punch new marks.
When tightening bolts to new marks, distinguish
new marks from conventional marks.
Tally mark matching
6) After installation, check side motion of con-
necting rod without fail to secure the appropri-
ate clearance between rod metal and shaft.
After test running, thoroughly check, by hand
touching, that there is no abnormality; and then
start normal operation.
ln consideration of initial running-in, check
for appropriate tightening of connecting rod
bolts within 3000 hours after starting normal
operation. Thereafter, check it within 6000
hours.
Easy maintenance according to the following;
Tighten bolts to proper torque (95kg-m) of
mark (B) by torque wrench from side cover. And
bolts non-moving bolts tightening is appropriate
condition. ln case of moving. Tighten bolts by
angle-tightening method again.

IDAIHATSUI
TYPE
SECTION
7
Engine trame,
DL-20 SHEET
14
7) Notes on bolt replacement
1) Chec.:k for proper fit of bolt head seat sur-
faces with minium or blue dubbing agent. Bolt
with inadequate fit at seat surface should be
repaired to obtain good fit.
2) Spray anti-seizure agent (MOLYKOTE
1000 spray type) to both screw portion and
contact surface of bolts. Tighten to proper
torque (95kg-m) of mark (B) and repeat
tightening and loosening two or three times to
get initial running-in.
Check bolts can be screwed by hand
easily.
3) Mark bolt head with engine identification
number, cylinder number and bolt number.
Bolt number ----
Engine identification
number
Cylinder number
Bolt marking
(When replacing bolt,
mark sarne numbers
as on vrevious bolt.)
3. Engine Frame, Cylinder Liner and
Related Parts
( 1) Engine frame
Except for special case as in re-grinding or
seizure of crankshaft, the engine frame is not
dismounted.
However, periodic check should be conducted
for loosening of tightening bolts or nuts and for
condition of inside of the water jacket.
(2) Cylinder liner
1) Wear of cylinder liner bore differs accord-
ing to fuel oil grade, control conditions of
lubricating oil and temperature of cooling
water, etc. As progress of wear leads to such
problems as blow-by, increased lubricating
DL-20
IDAIHATSUI
SECTION
TYPE
7
SHEET DL-20
15
oil consumption, etc., cylinder liner worn
beyond the allowable limit as specified on
.=.::.:.::..::::.::..:::_.::;_i.....:=.;:_;;_._;;;_ should be replaced with
a ~ w one at an stage.
Because of initial wear, a newly built
engine generally shows slightly more wear in
its cylinder liner at this time than at other
stages.
2) Remove carbon deposited on cylinder
liner when overhauling and inspect and
measure each part wth care.
< Measurement >
Set liner wear locating gauges in the axial
directon and the normal rotation directon.
Measure wear by cylinder bore gauge.
Measuring cylinder liner (1)
Measuring cylinder liner (2)
3) If air is mixed in cooling water, cavitation
may occur in the liner jacket, and the liner
may be corroded from its. exterior. Therefore,
deaerate fully, take out liner at least once
every four years to remove fur collected in
jacket, and carefully check extent of
corrosion.
1 DL-20 1 e l a9-5 I
MAINTENANCE
'
1
Cylinder liner
< Check items > 1/
l. Scratches, corrosion, scuffing, or cracks on
sliding srface.
2. Remova! of carbon deposits from upper inner
side of liner (Check of jacket side of liner)
3. Cracks on flange fillet (Use color penetrant
test).
4. Traces of erosion by carvitation. Minor ero-
sion may be touched up with "Devcon" etc.
5. Corrosion or fretting at upper and lower
parts of liner, where it is fit to engine frame.
6. Remova! of deposits on jacket side of liner,
excepting thin film of rust-preventive agent
(greyish-brown).
7. Cracking where liner is fit to engine frame
(color penetrant test). Peeled rust preventive
coating on water jacket in engine frame should
be repainted.
< Extraction and insertion > V
1. Cylinder liner is extracted and inserted
using cylinder liner extraction too! as
follows.
lnsertion Extraction
~
t--
~
~
R
1
"- t-- J
1-
'
i
'
'
i
'
- P.
Apply silicon
rubber here
Liner
Cylinder liner extraction and insertion
2. Align marks on liner and engine frame
when inserting new liner.
3. When reassembling, replace upper packing,
liner rubber ring and 0-ring.
4. Since liner rubber ring and 0-ring are
watertight to seal between lower part of
jacket and crankcase, take special care in
fitting so as not to break them. Apply
silicone mbber to prevent possible corrosion
at the clearance.
However, do not apply silicone rubber to 0-ring.
MAINTENANCE
Piston cooling unit, Sole plate, Main
(3) Piston cooling unit
1) Piston cooling nozzle is mounted at the
lower part of engine frame. This part should not
be disassembled unless absolutely necessary.
2) Piston cooling support is assembled with
two knock pins. After overhauling piston,
bring the piston to bottom dead center as
illustrated below and check for conect align-
ment with counterpart on piston using nozzle
locating jig.
3) Upon completion of assembly, turn with
care to ensure there are no pro blems in any
parts. Do not forget to detach the nozzle
locatingjig.
V. /1
Engine frame
" "/'
Nozzle support
Piston
cooling
nozzle
4. Sole Plate, Crankshaft and Related
Parts
( 1) Sole plate
1) When inspecting main bearing, check for
proper fit at spigot-joint part and mating
surface, and for scratches or cracks on these
surfaces, including check of main bearing cap.
2) Check for loose main bearing bolts, and
retorque if any bolt has become loose in
operation.
3) lf excessive load was applied to main
bearing or if crankshaft is burnt, measure
dimension of bole on main bearing.
Check also for cracks or other damage on
sole plate around main bearing.
4) When main bearing cap is disassembled for
inspection of metal and reassembled, be sure
to set it in proper direction, with embossed
"F" toward front of engine.
(2) Main bearing metal
1) Since main bearing metal is thin-shell type
as crankpin bearing, no shim should be in-
serted between sole plate and bearing metal
and no file or scraper should be used.
IDAIHATSU)
TYPE
SECTION
7
bearing
DL-20 SHEET
16
2) Since larger clearance may result in cracking,
seizure or lubricating oi! pressure drop, periodic
overhaul is required. Otherwise, bearing metal
wear causes increased crank deflection, bringing
about a dangerous crankshaft condition due to
the application of repetitious stress by internai
moment.
3) Carefully check back side of bearing metal
and mating surface for fretting, traces of seizure
of buildup of foreign matter; measure degree of
wear.
< Bearing metal clearance measurement >
l. Metal thickness measurement
Extract bearing metal and measure thick-
ness.
2. Measurement by means of lead wire
Extract main bearing cap and put a soft
lead wire (O.Smm) on upper part of crank-
shaft. Then replace cap and tighten to
prescrbed torque. Remove cap and measure
with a micrometer the thickness of the lead
wire thus pressed.
3. Measurement with bridge gauge
Apply bridge gauge across crank journal and
measure clearance between gauge and circum-
ference of journal. An optional bridge gauge is
available.
Measurement of clearance with bridge gauge
4. Measurement of outside diameter of crank-
shaft and inside diameter of metal
Remove crankshaft from sole plate and
measure outside and inside diameters. This
is the most reliable method for obtaining
correct values.
1 DL-20 1 e 1 a1-s I
IDAIHATSUI
SECTION
7
TYPE
SHEET DL-20
Main
17
4) When the main bearing metal is worn,
replace it wth a new one. When crank journal
or crankpin is worn, replace with an under-
sized metal. (ln this case, crankshaft must be
ground accordingly.) Metals undersized by
0,5, 0.75, 1.0, 1.5, and 2.0 are available as
standard service parts.
5) When replacing main bearing metal, replace
upper and lower shells as a pair.
< Extraction and installation >
1. Remove main bearing cap tightening nut
and cap.
2. Holding crank journal lubricating hole up-
ward, insert main bearing extraction tool.
Main bearing metal extraction tool
Extraction of lower half of main bearing metal
Lower metal insertion tool
Main bearing metal extracting tool
lnsertion of lower bearing metal
3. Turn the crankshaft slowly in regular rota-
tion drection until bearing appears com-
pletely, then stop turning and take out
metal.
4. Remove debris from surface of metal; of
surface defects, remove only burrs.
5. Assembling in reverse of above process.
1 DL-20 1 e 1 as-s I
MAINTENANCE
bearing metal, Thrust bearing metal
6. When metal is inserted, it can be pushed in
about l /3 way by hand; from that point,
hold t with the tool by its butt end and tum
the shaft slowly without forcing it.
7. lf the metal fit is too tight, it is advisable
to hold the crankshaft using an adjacent
cylinder. A lower metal insertion tool is
optionally available.
8. Ascertain that metal is positioned snugly
inside the housing.
9. Make sure that main bearing metal with
claw is set in the proper direction at cap
side.
10. Refrain from applying too much torque to
main bearing cap fixing bolt.
(3) Thrust bearing metal
l) Thrust bearings metal, pro vide d on both
sides of rearmost cylinder journal, limit crank-
shaft movement in the axial direction.
u
/
Thrust bearing
2) Thrust bearing metal clearance is not ad-
justable, so worn bearings should always be
replaced with new ones.
3) For extraction and installation of the
thrust bearing metal, follow the procedure
given for the main bearing.
4) The thrust bearing metal consists of upper
and lower pieces. ln assembly, take care not
to create one-sided contact and check side
clearance well. Be careful not to install it
upside-down.
5) Before measuring side clearance, move crank-
shaft toward front or rear using a crowbar.
MAINTENANCE
Thrust bearing metal, Crankshaft,
Measurement of crankshaft deflection,
lnstallation of thrust bearing metal
(4) Crankshaft
1) Although crankshaft is designed with ample
strength and rigidity, care should be taken as
to the following, which may result in crank-
shaft breakage:
1. When the engine is operated for a long
period at criticai speed, with torsional
vibration.
2. When operated with crankshaft deflection
exceeding the allowable limit.
3. When there is excessive clearance between
crankshaft and bearing, or uneven wear of
crankshaft.
2) When there is burning of crankshaft or
bearing due to depletion of oil, etc., carefully
check for cracks using color penetrant check
method or the like.
3) When crankshaft must be reground because
of uneven wear or hair cracks, consult manu-
facturer.
< Items to check and measure > V,
1. Scratches or dents on bearing surface, con-
dition of fit-up, uneven or abnormal wear
2. Fillet portion and lubricating oil hole in
bearing (color penetrant testing method)
3. Soiling or clogging of lubricating oil hole
4. Loose balance weight fixing bolt
5. Crankshaft deflection
6. Contours of pin and journal
IDAIHATSUI
TYPE
SECTION
7
DL-20 SHEET
Timing gear
18
7. Surface hardness: if hardness degrades
below the specified value, consult with the
manufacturer.
< Precautions for disassembly and reassembly>
1. With sheeting, protect bearing part from
damage during disassembly or reassembly.
2. Wash lubricating oil hole carefully and air
blow dry.
3. Clean bearing surface thoroughly to keep
it free from dirt.
(5) Measurement of crankshaft deflection
Refer to section on Measurement of crankshaft
Deflection, Section 10, Sheet 7.
5. Timing Gear, Camshaft and Related /
Parts
(1) Timing gear
1) Overhaul timing gear every two years;
check gear tooth surfaces and perform color
penetrant check.
2) lmproper backlash not only increases noise
and vibration but also creates pitting or
burrs on tooth surfaces. Therefore, during
overhaul if anything abnormal is observed
with regard to the backlash, replace either
the bearing or gear with a new one.
< Disassembly >
1. Disassembly connecting pipe.
2. Dismount auxiliary equipment (Lubricat-
ing oil pump, cooling water pump, etc.)
3. Remove idle gear shaft holder.
4. Remove gear case.
5. Remove auxiliary equipment drive gears.
6. Extract idle gear.
7. Crank gear is shrinkage-fit to crankshaft.
Refrain from extracting it unless it is re-
placed with a new one.
DL-20
1B1 87-6
(DAIHATSUI
SECTION
TYPE
7
SHEET DL-20
19
< Precautions >
1. Timing gear tally marks are provided on
the side of each gear. Check marks carefully
in assembling.
2. When extracting idle gear, bring the cutout
portion on auxiliary equipment drive gear
mounting boss to the gear meshing position
and then extract it.
3. When shrinkage-fitting, heat crank gear in
oil bath to around 150-180C and set it
quickly at specified position.
Timing gear il'!stallation
< Items to check and measure >
1. Fit-up, wear and pitting, if any, of tooth
surface
2. Contact and wear on bearing and shaft
3. Loose bearing mounting bolt
4. Gear backlash
5. Clearance between bearing and shaft
(2) Camshaft V
The camshaft is provided with a thrust bearing
which serves to prevent the shaft from moving in
the axial direction. If the clearance between
bearing and shaft increases, breakage of the
governar driving bevel gear, or governar malfunc-
tion nay occur. Therefore, the clearance should be
checked from time to time.
If camlift decreases due to an abraded cam, the
camshaft should be pulled to replace the cam with
anew one.
DL-20 1 A 1 86-4 1
MAINTENANCE
Timing Gear, Camshaft, Cam
< Disassembly >
1. Disassemble gear case front cover.
2. Disassemble governar drive gear.
3. Remove cam bearing (thrust bearing) at
the front end.
4. Extract cam bearing lubrication bolt
(which is concurrently serving s cam bear-
ing locator).
5. After removing each tappet, move cam-
shaft toward governar side.
6. After cam bearing comes off the engine
frame, disassemble cam bearing bolt.
7. Remove cam bearing.
8. Extract camshaft toward governar side.
(3} Cam
The intake and exhaust cams are shrinkage-fit
to the camshaft directly; the fuel cams are tighten-
ed on the taper sleeve.
< Extraction and installation >
1. With camshaft firmly secured, knock cams
out with a brass bar or similar soft metal
piece, or draw them out with an oil jack
using a suitable jig.
2. Detach fuel cam using fuel cam removing
nut and take it out with taper sleeve.
3. To make extraction and installation easier,
each cam, from shaft ends to center, has a
diameter 0.lmm larger than the one before.
Diameter is marked on each cam.
4. Pay attention to the mark in reassembling
and install each cam in the correct position.
lnstallation of cam
MAINTENANCE
Cam, Adjustment of fuel cam
5. When installing the cams, heat them in an
oil bath to approximately 150 - 180 C and
install them in their prescribed positions.
Take care not to heat over 180 C; otherwise,
the cam may be changed in structure and
lose strength.
6. Misalignment between cam and tappet
roller should be kept to within O.Smni. For
this purpose, it is advisable to put the posi-
tion mark on the camshaft before extracting
the cam.
< Items to check and measure > /
1. Pitting or wear on cam surface
2; Loosely fit cam
3. Clearance between camshaft and bearing
4. Clearance between thrust bearing
(4) Adjustment of fuel cam
Fuel cam should be adjusted when Pmax is
abnonnal, and only after the operator has clearly
determined the true cause of the disorder; it
should never be handled without reason.
The data shown on the factory operation data
sheet are for operation on diesel fuel oi!. When
switching to heavy fuel oi!, value of Pmax and ex-
haust gas temperature vary, but no adjustment is
needed for Pmax unless it exceeds the prescribed
limit.
< Adjustment procedure >
1. The fuel oil cam removing nut is located at
the right side, and the fixing nut at the left
in a standard engine. Align the marked line
on the removing nut with the base line on
the side of the cam and read the scale at the
sleeve end. It is recommended that the
tappet roller be placed on the base circle
line of the cam.
ln engines modified for reverse rotation,
be careful the positions of removing nut and
tightening nut are reverse of those in stand-
ard engines.
lDAIHATSU)
TYPE
DL-20
Adj ustment of fuel cam
{Reading scale)
SECTION
7
SHEET
20
2. Loosen fixing nut (right-handed thread).
(Push wrench upward.)
Adjustment of fuel cam
( Loosening fixing nut)
3. Tum cam removing nut and detach taper
sleeve of a m
{Turn removing nut to detach taper sleeve)
4. Return removing nut, align to read position
referring to cam shifting hole and shift cam
either to advance or delay position.
DL20 1 B 1 87-6
IDAIHATSUI
SECTION
TYPE MAINTENANCE
7
SHEET
DL-20
Adjustment of fuel cam, Fuel injection pump,
21
lnstallation and adjustment of fuel injection pump push rod
5 . . When cam is shifted in the rotation direc-
tion, the timing becomes earlier. The
maximum combustion pressure Pmax
changes by 3 - 5kg/cm
2
per notch on the
cam scale.
6. While holding cam, fix it in position by
tuming tightening nut.
(Fixing with tightening nut)
7. Put removing nut to collar end of ta per
sleeve and clamp it. Never clamp it at the
cam side.
< Precautions >
1. Deviation between the Pmax's in the
cylinders should be kept within 3kg/cm
2
while observing the requirement of the
ceiling; the total pressure must not exceed
design Pmax value plus 3kg/cm
2
in any case.
Pmax is increased by advancing injection
timing and decreased by delaying it.
2. When tightening cam-fixing nut, spray
anti-seizure agent (MOL YKOTE 1000 spray
type) on nut contact surface and threads. Also
faithfully tighten to torque specified in
Section 3 - Sheet 4.
Spray MOLYKOTE 1000
DL-20 1B1 87-6
As the taper sleeve breaks in quickly, check it
periodically in accordance with Maintenance in-
tervals in Section 6, and tighten it further if
necessary.
Tighten cam fixing nut to the specified
tightening torque (80kg-m) using torque
wrench set as shown in the figure on the
below.
Tightening too!
Torque wrench lOOOOQLK
Cam tightening nut
3. Misalignment between cam and tappet
roller should be within 0.Smm.
Insufficient tightening of fuel cam tighten-
ing nut may cause fuel cam slippage, resulting
in the ill-timed fuel injection. To avoid this,
take special care to tighten nut securely to the
specified torque.
6. Fuel lnjection Pump and Tappets
(1) Fuel injection pump
For details of fuel injection pump disassembly
and reassembly, refer to Section 10, Sheet 6, over-
haul Inspection of Fuel Injection Pump.
(2) 1 nstallation and adjustment of fuel injection
pump push rod
When fuel injection pump is replaced, align
marked line on plunger guide with basic line by
means of push rod adjusting shim inside tappet.
However, fuel injection timing adjustment via
this shim, should strictly be avoided since the
delivery valve may be pushed up with the plunger.
(DAIHATSUI
OPERATION ANO DAILY MAINTENANCE TYPE
SECTION
7
Fuel injecton pump tappet, lntake
Governor, Governor drvng gear
Initial pushing position
Base line
(Base circle)-.,..
Adjustment of fuel i n j e t i ~ n
pump push rod
(3) Fuel injection pump tappet
l) Since extreme pressure will be imposed on
the tappet roller at the initial pushing stage of
the fuel cam, the utmost care should be taken
that the cam is completely parallel with the
roller.
2) If the spring inside the tappet is broken,
the governor will malfunction or the
maximum combustion pressure will change.
Check the spring on such occasions.
3) lf a scratched roller is continuously used as
it is, it may damage itself or the cam. Accord-
itigly' repair the scratch with an oil stone,etc.
before use.
4) Because the tappet roller bush is subject to
great pressure, it is liable to wear quickly;
therefore timely inspection and wear measure-
ment are necessary.
5) The 0-ring used for the fuel injection
pump mount should be replaced with a new
one at each overhaul.
< Disassembly >
1. Take out fuel injection pump.
2. Extract fuel injection pump mount.
3. Extract push rod.
4. Extract tappet set screw on mount.
5. Extract tappet.
6. Extract roller pin and take out roller.
(4) lntake and exhaust tappets
l) lntake and exhaust tappets should be
handled in the sarne as fuel injection pump
tappet.
2) If tappet roller outer diameter or roller
shaft and bush are abraded, valve end clea-
rance increases, changing opening/closing
timing of intake and exhaust valves and ad-
versely affecting combustion. For this reason,
periodic inspection and wear measurement are
essential.
and exhaust tappets,
DL-20 SHEET
22
3) lf sticky exhaust or intake valve is found,
inspect it; if left unattended, it may bend
push rod or cause cracks in push rod seat.
4) When push rod and protective pipe have
been extracted, cover hole so that no foreign
matter can fall inside. Foreign matter may
damage push rod and seat.
< Disassembly >
l. Remove push rod and protective pipe.
2. Disassemble tappet tightening nut and
extract tappet guide from engine frame.
3. Extract set screw from tappet guide.
4. Extract tappet.
5. Extract roller pin and take out roller.
7. Governor and Governor Driving Gear,
and Fuel Control Device
( 1) Governar
1) Since the governor controls engine speed,
it should be maintained in the best working
condition at all times ..
2) The governor should not be overhauled on ,.
site. Although the overhauling procedures are
described in the separate instructions, it is
advisable to have it overhauled by the manu-
facturer.
3) The intal replacement of working oil
should be after 1,000 hours of operation or 3
months after startup, whichever comes earlier.
Thereafter, replace oil once every 6 months. v
(When governor RHD6 or UG8 is used)
4) For further details on handling, refer to
separate manual for governar.
(2) Governor drivi_ng gear
1) The governar driving bevel gear is fitted at
the leading end of the camshaft, together with
the pump driving gear, via a cushion spring
which frees the governar from torsional vibra-
tion.
2) To check the condition of the cushion
spring, tum gear in both directions while
checking fitting of gear tooth surfaces. Over-
haul and inspect once every two years.
< Disassembly > v
1. Remove governor gear fixing nut.
2. Extract pump driving gear and governor driv-
ing gear assemblies as assembled.
3. Remove pump driving gear set bolt.
4. 5. Remove washers for governor driving gear
and pump driving gear.
6. 7 Remove cushion spring and cushion spring
seat.
DL-20 1B1 87-6
IDAIHATSUI
SECTION
TYPE MAINTENANCE
7
SHEET
DL-20
Governor driving gear, Fuel control de vice,
23
Auxiliary equipment driving gear
< Precautions > v
1. Do not overtighten governor driving gear
tightening nut; otherwise, cushion becomes
ineffective.
(3) Fuel contrai device
1) Refrain from undue adjustment of fuel in-
jection pump rack. If adjustment is absolute-
ly necessary, adjust in accordance with
standard rack adjustment procedure given on
Section 5, Sheet 8.
2) If link pin and other joint parts or lever set
screw come loose misposition during opera-
tion, governor control is lost, resulting in over-
speed. To avoid this, check joint parts from
time to time.
3) Govemor link spring should not be dis-
assembled.
If disassembly is absolutely necessary,
measure and record spring fitting length (L) so
that it can be reassembled to precisely the
sarne fitting length. If the spring is fitted at a
longer (weaker) length, the force from the
governor will no longer be transmitted.
Conversely, if it is fitted at a shorter
(stronger) length, then the fuel cutoff <levice
cannot function.
4) Check for deflection in the governor link
system.
5) With control lever set at stop position,
check that graduation on rack registers "O".
8. Auxiliary Equipment Driving Gear
1) The lubricating oil pump drive gear is
located at the end of the crankshaft. To
protect this gear, a cushion spring is employed.
If this spring malfunctions, pitting may occur
on the teeth surfaces.
DL-20 [ C [ 91-12 l
2) To inspect the spring, move gear right and
left. If defective, the spring does not function
at all or moves lightly on only one side; over-
haul and replace it with a new one.
3) Inspect at least every two years.
< Disassembly >
1. Remove gear boss mounting bolt.
2. Detach auxiliary equipment driving gear
assembly from crankshaft.
3. Remove gear side plate (1) set bolt.
4. Remove gear side plate (2) set bolt.
5. Remove both gear side plates (1) and (2).
6. 7. Push out cushion spring seat and cushion
spring.
8. Remove auxiliary equipment driving gear
mounting boss.
Disassembly procedure for auxiliary equipment
driving gear (ln numerical order)
Assembling auxiliary equipment driving gear
MAINTENANCE
Turbocharger. lntercooler, Exhaust
9. Turbocharger, lntercooler and Related
Parts
( 1) Turbocharger
1) As the turbocharger greatly influences
engine performance, it requires careful handl-
ing.
2) For Maintenance intervals, refer to Section 6.
For water flushing details on turbo-charger,
refer to Section 10, Sheets 3 and 4.
3) For other details on handling and standard
disassembly procedures, refer to separate in-
struction manual for turbocharger.
(2) lntercooler
l) The intercooler is likely to be soiled at the
cooling water side and the air side. lnspect
and clean it at appropriate intervals, determn-
ed with reference to the Maintenance intervals
as shown on and according to the
actual operating conditions of the engine and
loss in performance, if any.
2) Wet inside of cooling pipe slightly with
water and clean with a nylon brush.
After brushing, rinse with running water.
3) Clean outside of cooling pipe with com-
pressed air.
If soiled heavily with oil, etc., dip cooling
pipe, with water chamber detached, in a
neutral detergent bath.
After cleaning, rinse with clean water and
let dry.
4) Check condition of protective zinc once
every 6 months. Adjust inspecton interval
depending on degree ofwear.
S) The drain separator installed at the inter-
cooler air outlet should also be cleaned at
each overhaul.
(3) Exhaust pipe
l) Check exhaust pipe bracing periodically to
ensure that it is secure.
2) Fit flexible joint in proper direction as
illustrated below. Check+-mark on flange part.
3) Do not mix special heat-resistant bolts for
setting the exhaust pipe with other bolts.
4) Apply anti-seizure agent to bolts used for at-
taching exhaust pipe.
pipe,
IDAIHATSU}
TYPE
SECTION
7
DL-20
Gauges,
SHEET
24
Gas flow direction
"""--'=='
Flexible joint used in exhaust pipa
10. Gauges
(1} General
1) The gauge board is supported with a shock-
absorb spring member. lf the spring loses elastic-
ity, the gauges are liable to early damage. Replace
the spring with a new one. The average life of
the spring is about two years.
2) When the engine is stopped, make sure that
ali gauges ndicate zero. Cooling water gauges
sometimes do not ndicate zero even when the
engine is stopped.
3) If any of the gauges malfunctions, have it
repaired at a qualified gauge repair shop
specializing n that kind of job. If the repair
work has to be done on site, be sure to use
proper calibration tools.
4) The ntake air pressure gauge has small
graduations and the indicator tends to
oscillate due to pulsation. So, it is better to
dose of the gauge except for measurement.
S) The gauges should be checked every 6
months.
6) Replace pressure gauge rubber hoses every
two years.
{21 Seal pot (for engines for which heavy fuel oil
is specifiedl
1) The seal pot prevents fuel oil from entering
the pressure gauge. It is filled with ethylene
glycol, which serves as a substitution liquid.
2) The ethylene glycol in the seal pot should be
replaced once a year.
To replace, disconnect seal pot from pipng
and discharge fuel oi! and used ethylene glycol.
After cleaning inside of seal pot change new
ethylene glycol till it flows out through the bot-
tom hole.
1 DL-20 1 C 1 92-91
fDAIHATSUI
SECTION
TYPE
7
SHEET
DL-20
Starting
25 Starting
11. Air Starting System Related Parts
( 1) Starting control valve anel starting air valve
1) The starting control valve should be in-
spected every 6 months. The starting air valve
seldom needs overhauling as long as piping is
flushed and air receiver is drained as required.
2) If the starting control valve is stuck at the
"Open" position, an engine which has stalled
may start to rotate when the air receiver air
stop valve is opened.
Be careful of this.
3) When these valves are disassembled, take
particular care not to drop the valves or
springs; check them carefully for scratches or
clogging and remove rust caused by con-
densate.
4) Both construction and handling of starting
control valve and starting air valve of the auto-
start remote control engine differ from the
conventional.
Refer to. the separate instructions.
Starting control valve
< Disassembly >
1. Detach valve.
2. Remove valve case cover and take out
upper valve.
3. Remove joint at lower part and remove
valve spring and valve.
< Precautions >
1. Do not remove valve seat unless absolutely
necessary.
2. When starting control valve has been in use
for a long time, the projecting part becomes
worn and the lift diminishes, resulting in
engine start failure. Therefore, replace the
valve. with a new one every four years.
3. Press for push button stop ring firmly in-
to groove; otherwise,the ring may be pushed
out of position by high pressure air.
@ Starting air valve e/
< Disassembly >
1. Remove connecting pipe.
2. Remove upper valve cover.
3. Remove grooved nut and take valve out of
lower valve cover.
< Precautions > V
1 . When. starting air valve has been dis-
assem bled, be sure to apply grease of good
quality to starting air valve shaft bearing.
2. Clean air passage from starting control
valve well.
DL-20 A 86-4
MAINTENANCE
control valve and starting air valve,
rotary valve
(2) Starting rotary valve /
l) If sludge or dust is caught in valve seat, air
will be introduced into every cylinder, result-
ing in difficult engine start.
2) If rotary valve bush is worn, lubricating oil
may enter air pipe, making it difficult to start
eingine.
To prevent this, it is necessary to drain the
pipe once a month by removing the tlrain
plug. Burrs hinder good contact between valve
and valve seat. Remove any burrs with file or
scraper.
3) If starting rotary valve is worn at engage-
ment with camshaft, valve closing/opening is
delayed, resulting in difficult engine start.
4) If the valve seat is scratched by foreign
matter, and the scratches extend to the
cylinder port, fitting of the valve seat is
necessary.
< Disassembly >
1 Remove air inlet pipe.
2. Remove bolt fixing starting rotary valve
cover.
3. 4. Remove packing and cover.
5. Extract rotary valve.
6. 7. Remove pilot pipe.
8. 9. Remove starting rotary valve seat.
Disassembling starting rotary valve
< Precautions >
1. After starting rotary valve and valve seat
have been inspected and repaired, clean well
and coat with lubricating oil.
2. When inserting rotary valve into valve seat,
align engagement section to camshaft groove.
Fit rotary valve port to valve seat port of
cylinder at its combustion stroke (where fuel
cam is in pushing position with intake and
exhaust valves closed). If it cannot be align-
ed, turn 180 degrees.
3. The air distribution boles of the starting
rotary valve are as shown below.
MAINTENANCE
Starting rotary valve, Starting
Fuel. oil pump, Fuel oil filter
Positions of air distribution holes of
starting rotary valva
(3) Starting air receiver
1) The design value for starting air pressure is
15 30kg/cm
2

2) Air consumption increases as room tem-
perature lowers.
3) The safety valve starts working when the
air pressure exceeds 32kg/cm
2
Avoid in-
creasing pressure over 30kg/cm
2
.
4) Since air of high temperature and pressure
passes through the air supply valve, it should
be disassembled and cleaned every three
months.
5) Water contaminated with oil tends to
collect in the bottom of the receiver. Drain it
once a week by opening the drain valve. It is
best to drain when air pressure is over
20kg/cm
2

6) Should a fire occur, open drain valve and
release air.
7) Inspect and, if necessary", fit main valve and
other attached valves every four years.
12. Fuel Oil System Related Parts
(1) Fuel Qil pump
l) Fuel oi! pump specified for use with Diesel
fuel oi!.
< Overhaul and inspecton >
1. Since the fuel oil pump is small, there
should riever be any strain applied from ex-
ternai piping, which may result in breakage
of pump mount.
2. A check valve is provided to aliow fuel oil
to flow down via the head when the engine
is at rest, permitting priming. Be careful of
damage to check valve or seat, which may
result iii depletion of fuel oil.
3. Average life of oil seal and ball bearing is
two to three years.
air
IDAIHATSU}
TYPE
SECTION
7
receiver,
DL-20 SHEET
26
< Disa&'iembly >
1. Remove cover fixing nut.
2. Remove cover.
3. Remove pump gear.
4. Remove driving gear fixing nut.
5. Remove driving gear.
6. Remove snap ring.
7. Remove pump gear shaft.
8. Remove bali bearing.
9. - 12. Remove oil seal holder, oil seal and
oil thrower ring.
< Precautions >
1. Take special care not lose the check
valve, a tiny steel bali.
2. Do not use packing on mating surface of
pump body and cover. Apply proper sealant
to mating surface.
3. Diesel fuel oil pump of the sarne type is used
for special specification fitted with nozzle cool-
ing system.
Disassembling fuel oil pump
2) For engines operated on heavy fuel oi!, fuel oil
pums differ according individual specifications.
(2) Fuel oil filter
Notch wire type filter
For correct handling and standard overhauling
and cleaning procedures, refer to Section Sheet
1.
Self-cleaning type filter
For correct handling and standard overhauling
and cleaning procedures, refer to Section l O, Sheet
2.
DL-20 1 C 1 89-51
(DAIHATSUI_
SECTION
TYPE
MAINTENANCE
7
SHEET DL-20
Fuel oil pressure regulating valve, Lubricating oil pump
27
13) Fuel oil pressure regulating valve
l) The valve, an adjustable pressure regulating
valve, permits pressure adjustment via adjust-
ing screw. (For standard fuel oil pressure,
refer to Operating Specifications shown on
Section 3, Sheet 2.)
2) Should fuel oil pressure deviate from
specification during operation, ascertain if
viscosity is appropriate prior to adjustment
via adjusting screw.
Check also for possible sticking of valve on
such a case.
< Disassembly >
1. Remove cap nut.
2. Remove spring case.
3. 4. Remove spring and pressure, regulating
valve.
4 3 2 1
Disassembling fuel oil pressure regulating valve
< Precautions >
1. When disassembling, thoroughly remove
sludge accumulated in oil passage and at
parts of pressure regulating valve.
2. When reassembling, check for corroded or
deformed packings and replace y.rith new if
any have worn beyond the allowable wear
limit.
13. Lubricating Oil System Related Parts
(1) lubricating oil pump
1) The lubricating oil pump is Iocated under
the crankshaft beside the auxiliary equ1pment
driving gear.
Its backlash is designed to be slightly larger
than required so that it can drive the pump
even after the main bearings are worn.
Backlash: 0.3 ""'0.6 mm
2) Since the lubricating oil pump is of the
gear type, the clearance between casing and
gears is very closely related to volume of dis-
charge and lift. Check clearance at disassem-
bly.
1 DL-20 l s l a9-5 1
//
< Disassembly >
1. Extract lubricating oil pump cover-fixing
reamer bolt.
2. 3. 4. Remove lubricating oil pump cover,
section plates and pump gear box.
5. Remove pump driving gear.
6. Remove other pump driving gear.
7. 8. Remove pump gears ( 1) an4 (2).
9. l O. Remove snap ring and oil seal.
Disassembling lubricating oil pump
(Numbered in sequence of removall
< Precautions >
1. Packings should not be used on the match-
ing face between section plate and pump
cover, and between section plate and gear
box and pump body.
2. When installing driving gear, tapered part
should be tightened securely.
3. If suction pipe is not adequately con-
nected, pump may suck in air and pressure
may not rise. Therefore, see to it that pipe
is connected positively.
4. Arrow mark indicating normal flow direc-
tion is provided on pump cover. Assemble in
correct direction so that oil release hole
comes to delivery side.
5. Be sure to overhaul safety valve provided
on pump cover and check for sticking. If
any trace is found, repair place by lightly
applying an ol stone.
6. Check bearing and oil seal at time of over-
haul and replace them as necessary.
fDAIHATSUI
MAINTENANCE TYPE
SECTION
7
Lubricating oil cooler, L ubricating oil pressure regulating valve,
DL-20 SHEET
Lubricating oil filter, Rocker arm lubicating trochoid pump 28
(2) Lubricating oil cooler
1 ) Accumulated sludge on surface of cooling
tube reduces cooling effect signifcantly.
Wash periodically according to the Maintenance
intervals, as specified in Section 6.
a) It is recommended that steam and neutral
detergent be used as Neos, etc., for effec-
tive cleaning. Carry out post-washing treat-
ment correctly.
Cleaning lubricating oil cooler
3) Oil may leak at packng due to expansion
or shrinkage of interna! cooling tube. Tghten
packing additionally from time to time or
replace it with new as requred.
< Precautions > /
1. The cooling tube should be handled with
great care.
Be sure not to apply heat over 150 C to
joint between holder plate and cooling tube.
2. A hydrostatic test should be conducted
after the oil cooler is assembled.
(3) Lubricating oil pressure regulating valve
1) If oil pressure fails 1.o rise even after the
adjusting screw is driven in, the valve may
be stuck. Check valve after checking for other
possible causes for low oil pressure: oil
shortage, ar entry, defective lubricating
system, etc.
2) If valve is stuck, pressure changes signi-
ficantly, depending on oil viscosity and engine
speed. If the pressure change exceeds l .Skg/
cm
2
, check the valve.
It should be remembered, however, that ol
pressure may increase over the specified value
when the engine speed is increased rapidly
during cold weather, but as the oil tem-
perature rises, oil pressure will drop to normal.
< Disassembly >
1. Remove cap.
2. Remove spring case.
3. Take out spring and pressure regulating
valve.
Overhauling lubricating oil pressure regulating valve
< Precautions >
1. When overhauling, carefully inspect for
sludge accumulation in oil passage and
regulating valve. If necessary, remove and
clean.
2. If any scratches are noted on pressure regu-
lating valve, dress with oil stone, and check
that valve moves lightly.
(4) Lubricating oil filter
l. For overhauling and cleaning procedures
of full-flow filter, refer to Section 10, Sheet
l Blow-off and Cleaning Procedures on
Notch Wire Filter.
14. Rocker Arm Lubrication System
Related Parts
(1) Rocker arm lubrication trochoid pump
< Disassembly > ./
1. Remove pump cover mounting bolts.
2. Remove pump cover.
3. Remove rotor along with shaft.
4. Dismount pump body.
5. Remove snap ring.
6. Remove oil seal.
oL-20 1 e 1 as-s I
IDAIHATSUI
SECTION
TYPE MAINTENANCE
7
SHEET DL-20
Rocker arm lubricating trochoid pump, Rocker arm lubricating oil filter,
29
Rocker arm lubricating oil pressure regulating valve, Cooling water pump
Disassembly of rocker arm lubrication trochoid pump
< Precautions >
l. Pump rotor and driveshaft are tiny parts.
Handle them with best care and do not
remove out forcibly.
2. Oil seal, 0-ring and packing should be re-
placed with new ones.
3. Check and clean safety valve incorporated
in pump cover when overhauling.
4. Overhaul and check pump once every two
years.
5. Driveshaft and rotor (both inner and ou ter
parts) should be replaced as a set.
(2) Rocker arm lubricating oil filter
1. Since rocker arm lubrication system lubricates
sections subject to heavy contamination, drain-
age at least once a week and overhaul and clean".
ing once a month are necessary.
2. Pressure regulating valve and oil tank used in
the system should also be overhauled and
cleaned from time to time.
(3) Rocker arm lubricating oil pressure regulating
valve
< Disassembly >
1. Remove cap nut.
2. Remove spring seat.
3. Remove adjusting screw.
4. Remove pressure regulating valve.
S. Detach pressure regulating valve body.
DL-20 1 A 1 86-41
Disassembling rocker arm lubricating oil pressure
regulating valve
(Numbered in sequence of removal)
< Precautions>
l. When disassembling, thoroughly remove
sludge accumulated in oil passage and
pressure regulating valve.
2. When reassembling, check for deformed
packings and replace with new if worn
heavily.
15. Cooling Water System Related Parts
(1-) Cooling water pump
1. Check thoroughly for wear of impeller and
mouth ring as wear in these parts' tends to lower
pump head.
(Allowable wear limit)
Clearance between mouth ring and impeller:
0.75 mm
2. Mechanical seal is an important part that seals
pump chamber from atmosphere. If it is fit
inadequately, water leakage may result from
air chamber at back of section wall via drain
pipe.
Average life of mechanical seal: 4,000-6,000
hrs.
3. Cooling water pump run at 2,000 rpm on
average is directly coupled with engine and sUb-
ject to engine vibration. Therefore, ball bearing
used therein is most likely to wear. Overhaul
the pump and replace ball bearing with new
one at regular intervals.
Average life of ball bearing is 7 ,000 to 10,000
hrs.
It is desirable to replace the bali bearing earlier,
since continued use of a worn bearing may
result in driving gear damage at crankshaft side,
involving unnecessarily higher repair cost.
4. Since the pump section is subject to severe
vibration, check carefully for pitting or scratch-
ing on gear face when overhauling. Such sur-
face, if any, should be dressed with a set of
files or the gear as a whole should be replaced
with a new one if it has worn beyond the allow-
able limit.
(DAIHATSUI
MAINTENANCE TYPE
SECTION
7
Cooling water pump, Nozzle cooling oil filter,
DL-20 SHEET
Nozzle cooling oil pressure regulating valve
30
5. As allowance for ambient temperature fluctu-
ation or strain caused by faulty piping, driving
gear is made to tolerate a backlash of 0.3 to 0.6
mm.
6. Other items to check
Traces of cavitation or corrosion on impeller
Drive shaft wear at oil seal sliding portion
neterioration or cracks on oi! seal rubber
< Disassembly > V
1. Remove conn'ecting pipe.
2. Remove pump cover.
3. Loosen impeller tightening nut.
ln standard engine specification, the nut is
left-hand threaded (turned clockwise to
loosen when viewed from flywheel.)
4. Remove impeller.
Impeller is fixed on taper-fit method. To
loosen it, strike the vane end two to three
times with a wooden hammer. The use of
a jig is also recommended for extracting
impeller.
5. Remove mechanical seal.
6. Dismount pump body.
7. Remove seal holder.
8. Remove driving gear fixing nut.
9. Extract driving gear.
10. to 13. Remove bearing holders.
14. Extract shaft along with ball bearing (14 ).
15. Extract bearing from shaft. (Shape of
bearing differs slightly, according to the
type of engine.)
< Precautions > v
Do not get oil on carbon part of mechanical
seal.
Incorporate oi! seal in the right direction as
shown in the exploded view below.
Disassembly of cooling water pump
16. Nozzle Cooling Oil System Related
Parts (When heavy fuel oil is used.)
(1) Nozzle cooling oil filter
For overhauling procedures, refer to Section
10, Sheet 2, Cleaning Metal Laminate Type Filter.
(2) Nozzle cooling oil pressure regulating valve
< Disassembly >
1. Remove spring case. (In adjustable type,
remove cap nut first.)
2. Remove spring.
3. Remove pressure regulating valve.
DL-20 1 C 1 89-51
(DAIHATSUI
SECTION
TYPE
MAINTENANCE
7
SHEET DL-20
Nozzle cooling oil pressure regulating valve, Protective Zinc
31
Pressure regulating
valve ( setting fix ed)
Pressure regulating
valve (adjustable)
Disassembling nozzle cooling oil pressure
regulating valve
< Precautions >
2
1. When disassembling, thoroughly remove
sludge accumulated in oil passage and
pressure regulating valve.
2. When disassembling, check for deformed
packings, and replace with new if worn be-
yond the wear limit.
17. Protective Zinc (When seawater em-
ployed for cooling system)
Inspect protective zinc at the following inter-
vals and scrape off scale accumulated on zinc
surface. lf zinc is worn 20 30%, it should be
replaced with new.
Only Daihatsu genuine protective zinc should
be used.
Otherwise, troubles due to different zinc
content, etc., may occur.
Sites_ of protective zinc use and standard in-
spection intervals are as follows:
Lubricating oil cooler side covers
........ every 3 months
Intercooler side cover ....... every 6 months
1 DL-20 1 A 1 86-4
1 ntercooler
The above intervals are standard. Since they
vary with conditions of operation and sailing
route, it is recommended that the intervals should
be decided for each individual vessel.
When zinc is only slightly corroded, it may not
have worked efficiently. To prevent possible
engine corrosion that mght be accelerated there-
by, remove the oxidized layer from the zinc and
expose the original surface. ln addition, scrape
rust from the mounting surface for good contact,
so that the zinc works more effectively.
IDAIHATSU)
1
M E M o
1
TVPE 1 SECTION 1
DL-20 SHEET
l DL-20 1 Z 1 84 3 1
(DAIHATSU)
SECTION
TYPE USABLE LIMIT OF HEAVY FUEL OIL ANO
8
SHEET DL-20
ENGINE OPERATION CONTROL
1 General Precautions, Usable Limit of Heavy Fuel Oil, Engine Operation Control
1. General Precautions
When heavy fuel oil is used, proper selection
and control of fuel oil, lubricating oil, nozzle cool-
ing oil and cooling water are most essential.
For fuel oil characteristics and control, and
recommended lubricating ols and control, refer to
Section 9. For fuel oil viscosity-temperature dia-
gram, refor to Section 9, Sheet 8.
2. Usable Limit of Heavy Fuel Oil
Based on the fuel oil characteristics shown in
Section 9, Sheet 1, heavy fuel oil up to 700 cSt,
S0
6
C (7,000 sec. oil, RW No. 1, 100F) can be
used in the direct burning process. A heavy fuel
oil exceeding the usable limit can be used by
mixing it with diesel fuel oil in a mixing apparatus.
ln such a case, however, thorough consultation
with the fuel oil supplier is necessary, as some
heavy fuel oils have extremely poor stability after
mixing, depending on refining method and other
factors.
lmpurities in blended fuel oil increase in pro-
portion to the mixture ratio of hevay fuel oil, but
viscosity on the other hand decreases significantly;
that is, viscosity of blended fuel oil is relatively
low, given the abundant amount of impurities
contained.
Accordingly, when blended fuel oil is used, the
heavy fuel oil blending ratio should be determined
based on the characteristics (impurities) after
blending and not on the estimated viscosity.
Limit of heavy fuel oil blending ratiO to diesel
fuel oil is as follows.
Limit of Heavy Fuel Oil Mixture Ratio
IS
800 Sec. 1,500 Sec. 3,500 Sec. 7,000 Sec .
.
Oil Oi! Oi! Oil
before Mixing
800 Sec. 100% - -
1,500 Sec. 80%
100% -
- -
3,500 Sec. 35% 50% 100% -
7,000 Sec. 20% 35% 65% 100%
Refer to Estimated Viscosity of Blended Fuel
Oil on attached Section 9, Sheet 9.
DL-20 1 C 1 89-c-5 1
3. Engine Operation Contrai
(1) Operation with diesel fuel oil
Although fuel oil of 7,000 sec. (@ 100F) 700
cSt (@ S0C) can be used for DL-20 type engine
serving as a marine auxiliary machine, diesel fuel
oil should be used in the following cases to secure
steady combustin.
1) Break-in period
1. To accelerate break-in and prevent ab-
normal wear during initial use, use primary oil
of low alkaline value during the first 300 to
SOO hours after launch. If heavy fuel oil
is also used, use diesel oil during the first SOO
hours after launch for the sarne reasons. By
the sarne token, primary lubricating oil should
be low alkaline value and subsequent re-
plenishment should be made with lubricating
oil of higher alkaline value.
2. If the use of blended fuel oil in the early
stages of operation is inevitable, increase
heavy fuel oil mixture ratio in steps, as shown
below, and conduct checks of fuel oil injec-
tion nozzles, exhaust valves and cylinder lines.
Heavy fuel oi! Operation
Lubricating oi!
mixture ratio hours
Diesel oi! 200HR
Primary oil of
30% lOOHR
low alkaline value
50% lOOHR
Replenishment oi!
70% lOOHR
of higher alkaline
100% Thereafter
value
Check item
Fuel oi! injection
250HR-lcyl., allafter 500HR
nozzle
Exhaust valve 500HR-2cyl., ali after 1500HR
lOOHR and 200HR (Check
Cylinder liner from lower part of cylinder
lner.)
3. To avoid abnormal wear, operate engine using.
Disel fuel oil during running-in period. after
replacing piston, piston ring or liner.
Should not operate under constant lood.
(DAIHATSU)
USABLE LIMIT OF HEAVY FUEL OIL ANO TYPE
SECTION
8
Engine Oparation Control
2) At starting
A cetane num ber is used to indicate
flammability of fuel oil. Generally, a cetane
num ber of 45 or more is required to ensure
steady ignition. If the num ber is 40 or less,
ignition is nticably delayed, causing poor
starting.
Use diesel fuel oil at the time of starting
because it is difficult to obtain data of the
cetane number of fuel being loaded on board
and also because the cetane number is on a
downward trend in recent years.
Recently, the cetane number of diesel fuel
oil refined by the FCC process or visbreaking
process is extremely low; however, that of
diesel fuel oil produced domestically is
satisfactory at present.
3) Low load or standby operation (Use diesel
fuel oil when operating under a load of
about 35% or less.)
During low load operation, fuel spraying
characteristics are bad and ignition is remarkab-
ly delayed when fuel has high content of hard-
burning asphaltum.
Furthermore, since combustion pressure
increases at an unproportionate rate, knocking
noise and heat impact load on piston ring
increase, resulting in unstable combustion.
Moreover, fuel nozzle as well as intake and
exhaust valves tend to undergo sulphuric acid
corrosion because com bustion temperature is
low during the low Ioad operation.
4) When load fluctuates considerably.
ln such a case, normal combustion can be
difficult.
To avoid soiling in the combustion cham-
ber and to relieve the strain on the fuel
injection system, it is advisable to change to
diesel fuel oil.
5) Period before engine stop
Although the timing of oil replacement
differs according to engine specifications or
operation conditions, change over to diesel
fuel oil is normally required 30 minutes
before stopping to allow oil replacement
from heavy fuel oil to diesel fuel oil so as to
ready the engine for subsequent starting.
DL-20 SHEET
2
(2} Temperature control
1) Where heavy fuel oil is used, temperature
control is especially important for maintaining
smooth engine operation and proper engine
overhauling interval.
Maintain proper temperature referring to
the Operating Specifications as shown on
Section 3, Sheet 2.
It is desirable, when operation is continued
at a load close to the low limit using heavy
fuel oil, to keep the temperature of each part
a little h'igher than that s'pecified in the above
mentioned specifications.
2) Temperature control of heavy fuel oil is a
most criticai item; improper viscosity adjust-
ment may result in major trouble in the fuel
injection system. Therefore, special care
should be exercised in this respect.
Particularly when a high viscosity fuel oil
is used, an automatic viscosity control device
or a viscosity meter should be provided.
For Viscosity-Temperature Diagram for
Fuel Oil, refor to Section 9 Sheet 8.
(3) Changeover between diesel and heavy fuel oils
1) Changeover from diesel to heavy fuel oil
(Changeover when load of 50% or more be-
comes stable.)
N ormally, the heavy fuel oil service tank is
heated up to 80 to 90C. So, the rate of
temperature increase at the engine inlet must
be kept wthin 5-10C/min. to avoid sticking
of fuel pump plunger due to temperature dif-
ferential with diesel fuel oil at time of
changeover.
2) Changeover from heavy to diesel fuel oil
(Change fuel oils when a load is stabilized.)
Changeover from heavy to diesel fuel oil is
made in ase of a fali in temperature at the en-
gine inlet, where there is no fear of the difference
in the thermal expansion of the plunger and the
barrei because of the greater clearance between
these parts. As with the case of changeover from
heavy to diesel fuel oil, rate of temperature rise
should be kept at 5 to lOC/min or lower, to pre-
vent a possibility of causing. vapor lock due to
the abrupt change in the temperature.
1 DL-20 1 C 1 89-51
(DAIHATSU)
SECTION
8
SHEET DL-20
3
3) Mixing stability
When fuel oil of poor mixing stability is
used, fuel pump or fuel valves may stick due
to sludge .formation. Mixing stability can be
checked via spot test. If the stability is found
to be poor, the number of blow-offs for the
second fuel filter must be increased.
(4) Precautions in changeover between diesel fuel
oil and heavy fuel oil
Standard changeover operation procedures
differ somewhat according to the difference in the
fuel oil pre-treatment system, depending on the
engine application: therefore, the best method for
replacing .diesel fuel oil with heavy fuel oil should
be sought, to suit inQ.ividual types. Described here-
under are precautionary instructions commonly
applicable to any of the types.
1) The engine should be sufficiently warmed
up. Heavy fuel oil should be heated to the
optimum temperature (viscosity).
For recommended viscosity of fuel oil at
engine inlet, refer to Section 3, Sheet 2.
2) Limit for heating diesel fuel oil is set, as a
rule, at a point not exceeding the flash point;
approx. 60 C can be taken as a general guide.
3) After fuel oil is replaced, vapor lock may
occur due to different oil temperature, inter-
fering with normal engine operation., To
prevent such problem, release air from the
fuel oil heater, filter and the air vent tank as
necessary.
4) The fuel oil piping and the drain line are
heat-traced when high viscosity fuel oil is
used. Check that heating is normal during use
of heavy fuel oil.
5) ln addition to heat insulation, lagging is
provided on piping for fuel oil and other
lines subject to high temperature. When
checking such parts, be sure to wear gloves,
being careful not to touch the exposed
metal parts with bare hands.
6) The first changeover between diesel fuel
oil and heavy fuel oil after launching should
preferably be done after the breaking-in
period (300"' 500 hours after launch), when
each of the ship's crew has been fully familiar-
ized with correct handling of equipment.
DL-20 A 86-4
Engine Operation Control
(5) Countermeasures for emergency stop during
operation using heavy fuel oil
ln case of an emergency stop, immediately
change over to diesel fuel oil and flush engine with
motor-driven pump. Flush fuel pump of each cyl-
inder by turoing the engine. As this will not flush
inside of high pressure piping, remove the high
pressure piping and flush it with a nozzle tester.
IDAIHATSUI
USABLE LIMIT OF HEAVY FUEL OIL ANO TYPE
SECTION
8
DL-20 SHEET
Starting, Operation & Suspension of Heavy Fuel Oil Engine
4
D.O. (Diesel Fuel Oil) Starting/Stop H.O. (Heavy Fuel Oil) Starting & Stop
A. Checks and Check if equipment installed on hull is Check that equipment installed on hull is
precautions prior to operating normally. Especially in case of operating normally. Also check if viscosity
starting H.O. (heavy fuel oil), control of temperature and pressure at H.0. engine entrance are
(viscosity) and F.O. pressure is most im- normal. Redwood No. 1 100F 65 seconds
portant. Heat until H.O. viscosity is appro- (Alarm value: 80seconds)
priate. Redwood No. 1 at engine entrance,
100F 65 seconds. (Alarm value: 80 seconds)
Check that cooling water, fuel oil and
thermal oil are circulating at specified
temperature. Lower temperature may
cause poor starting or excessive pressure
rise inside high pressure piping.
Tum engine and check if abnormality is
found. Also prime injection pump, and Sarne as left
check if any sticking is observed in plunger.
Check for sticking in each control rack of Sarne as left
each fuel injection pump; confirm smooth (Confirm that emergency stop <levice of
movement of each. Lubricate rack by hand. control rack of each cylinder is released.)
B. Checks and Warm-up after starting should be via D.O. Operation without load after starting
precautions during Change to H.O. when normal stable load should be held to within 1 O minutes.
operation is attainrd. If longer, carbon deposits inside cylinders
will in crease.
Clean blower and turbine sides of turbo-
charger periodically. For cleaning details Sarne as left
see instruction manual.
Extended operation at low load may cause
trouble in various parts. Avoid such as
much as possible. Low load lirnit differs
according to engine specif:ations. When Sarne as left
operation under load be lower the lirnit is
unavoidable, operate with D.O. for the
shortest possible time.
Design is such that changeover from D.O.
to H.O. can be carried out gradually without
abrupt change of temperature. Check fuel
oil temperature before changeover and watch
temperature fluctuation.
Viscosity control of H.O. is one of the
most important points of maintenance.
Failure here may cause serious trouble Sarne as left
in injection system. Constantly monitor
viscosity meter.
When load fluctuates violently, change-
Sarne as left
over to D.O. for good combustion.
300 ,.._, 500 hours after launch, D.O. oper-
ation should be maintained, as this is
beneficial to engine break-in during initial Sarne as left
stage. If blended fuel oil is used, increase
blending ratio gradually up to specified value.
DL-20 1 A 1 86-4
IDAIHATSUJ
SECTION
8
SHEET DL-20
5
Starting, Operation & Suspension of Heavy Fuel Oil Engine
D.O. (Diesel Fuel Oil) Starting/Stop H.O. (Heavy Fuel Oil) Starting & Stop
C. Checks and , Engine should be stopped after running
Sarne as left
precautions at time without load.
of engine stop-down
Opt'ln valve or pressure indicator with fuel
rack positioned at "O" after engine stop-
Sarne as left
down for air-running, to prevent corrosion
at low temperature by ernitting fuel gas.
Changeover to D.O. 30 minutes (on load) pri- Confirrn that cooling water, fuel oil and
or to engine stop-down. (Fuel changeover time therrnal oil are circulating at specified
during engine stop rnust be adjusted in con- ternperature.
sideration of hull piping.) Engine should be
stopped after confirming changeover to D.O.
D. Checks and During restoration work, keep clean-
precautions at time water circuit, fuel circulation circuit and
of emergency stop- therrnal oil circulation circuit running as
down during oper- rnuch as possible, to keep them warrn.
ation via heavy
If engine stops suddenly due to emergency For a longer stop-down, piping system
fuel oil
tripping etc., ;re-starj:ing is possible with H.0. should be changed over to D.O.
if the engine is kept warrn (within one hour),
unless the cetane nurnber is excessively low .
. Check all parts of engine and start.
If restoration takes longer, change line over
to D.O. as soon as possible for flushing. If
D.O. line is not equipped with booster purnp,
drain H.O. from main piping and refill with
D.O. High pressure fuel piping rnust be
removed to drain heavy oil inside.
DL-20 1C1 92-9
FUEL, LUBRICATING OIL,
NOZZLE COOLING OIL, COOLING WATER
IDAIHATSUI
TYPE
GENERAL
SECTION
9
SHEET
o
SEC. -:-SHEET
CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - O
1. Fuel Characteristics and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 -1
(1) General Precautions .................................. . . . . . . . . 9 -1
(2) Fuel Oil Standard Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 -1
(3) Fuel Oil Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 9 2
2. Recommended Lubricating Oil and its Control ............. , . . . . . . . . . . . 9 3
( 1) General Precautions ...................................... . . . . . 9 3
(2) Recommended Lubricating Oil ............................. ; . . . . . 9 3
(3) Control of Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 3, 4
$. Type and Control of Nozzle Cooling Oil . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 9 5
(1) Type and Temperature of Nozzle Cooling Oil . . . . . . . . . . . . . . . . . . . . . . . 9 - 5
(2) Control and Precautions for Nozzle Cooling Oil . . . . . . . . . . . . . . . . . . . . . . 9 - 5
4. Cooling Wate; Control and Rust Inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 6
(1) Cooling Water Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 6
(2) Rust Inhibitor Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 6
(3) General Precautions for the Use of Rust Inhibitor . . . . . . . . . . . . . . . . . . . . 9 - 6
(4) Cooling Water Rust Inhibitor Brand List . . . . . . . . . . . . . . . . . . . . . . . . . . 9 6
(Appendix) Recommended Lubrcating Oil Brand List . . . . . . . . . . . . . . . . . . . . . . 9 7
(Appendix) Fuel Viscosity/Temperature Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 8
(Appendix) Blended Oil Viscosity Expectancy Graph .. . . . . . . . . . . . . . . . . . . . . . . 9 9
1 GENERAL! A 186-41
IDAIHATSUI
FUEL, LUBRICATING OIL, TYPE
SECTION
NOZZLE COOLING OI , COOLING WATER
9
GENERAL
SHEET
Fuel Characteristics and Control
1. Fuel Characteristics and Control
( 1 ) General Precautions
Fuel characteristics and control conditions
greatly affect the smoothness of engine operation,
maintenance interval and part service life. Fuel
replenishment requires great care; before replen-
ishing oil, confirm that oil to be charged has the
standard characteristics specified in the character-
istics analysis table below, and absolutely do not
charge oil from different origin and refined in
different process than the oil contained in the fuel
'tank.
Since the fuel oi! with a high density is low in
ignitability for its low viscosity, proper measures for
combustion, for example, are required.
(2) Fuel Oil Standard Characteristics
JIS
Diesel fue=
ISO-F DMA RMA 10
Fuel grade
CIMAC CIMAC AIO
BSI M4
Density (15C) glcm
2
max 0.890 0.975
Vis-
Kinematic
viscosty, 50C
mm
3
1s max l.5-6.0 at 40C 10
cosity
RW No.I, IOOF sec max 30-50 300
Flash point C min 60 60
Pour point C max o 6
Carbon residue OJo mim max 0.2 10
Ash content % mim max O.OI 0.10
Water content % vlv max 0.1 0.5
Sulfur contem % mim max 1.5 3.5
Vanadium mglkg max - 150
Aluminum mglkg max - 30
Cetanc rating mix 40
1
lf fuel oil which is inferior in mixing stability is
mixed, a large amount of sludge will generate; there-
fore, avoid mixing different types of fuel oi!.
The engine is designed according to the grade of fuel
to be used; however, the pretreatment system of the
fuel before being supplied to the engine is criticai to
fuel control, so it must be made sure that the pretreat-
ment system be most appropriate.
When using heavy fuel oi!, see SECTION 8 for the
use limit of such oil, classified by engine type.
...
Heavy fuel oil
RME 25 RMG 35 RMH 55
Remarks
CIMAC E25 CIMAC 035 CIMAC H55
M9
0.991 0.991 0.991
180 380 700
1500 3500 7000
60
6060
30 30 30
15 18 22 Note 2
0.10 0.20 0.20
1.0 1.0 1.0
5.0 5.0 5.0
200 300 600 Note 3
30 30 30 Note 1
-
- Note 4
The table above shows the standard characteristics at the fuel oi! bunker which are proposed in CIMAC (International
Combustion Convention WG).
<CAUTION > CD Since the particles of catalyst (aluminum contents) generated by the FCC method lead to abnormal
wear on the engine, the use of FCC oi! cannot be recommended.
When it is unavoidable, substantially clean the oi!, and then reduce the particles io less than 5 and
less than 5 mglkg where applicable.
carbon residue tends to create solid deposits and associated trouble, and therefore should be reduced
as much as possible by further purifying oi!.
@ Natrium contents, which become a vanadium medium, accelerate corrosion; therefore, keep them
within 50 mglkg where applicable. (Even when 0.2% mim of sea water is mixed in fuel oi!, the mix-
. ture will corrode the injection system in a short period of time; before supplying the contents to the
engine, therefore, use a fuel oi! purifier to eliminate the moisture contents up to 0.2% max.)
@ Using the standard values on the CCAI method, take less than 850 as a guide. for C heavy fuel oi!
direct startup specification, if 850 is exceeded, starting performance will be lowered; therefore, start
the engine, using the diesel fuel oil.
CCAl=D-141 Log Log (VK+C)-81
where: D Density in kglm
3
at 15C VK = . Viscosity in mm
2
Is at 50C
C Constant (0.3 for light grade and 0.85 for heavy grade fuel respectively)
1 GENERAL 1 D 1 aa-a I
IDAIHATSUI
SECTION
TYPE
9
GENERAL
SHEET
2
Fuel Characteristics and Control
(3) Fuel Oil Control
1) When using heavy fuel oil
Even though it may have the sarne viscosi-
ty, heavy fuel oil can have different character-
istics depending on its origi.n and refining
method; havey fuel oil refined by the FCC
process (catalytic cracking process) or the
thermal cracking process, is especi.l.ly likely
to cause poor combustion and extreme con-
tamination of the combustion chamber, due
to its constituents.
The catalyst contined in heavy fuel oil
refind by the FCC process (alumina slica),
may cause abnormal abrasion in the fuel
injection s y ~ t m and the slding sections.
Therefore, it is better not to use such fels
insofar as possible; however, if heavy fuel oil
is inevitably charged for resons of oil port
location, conform to the aforementioned
reference eharacteristics.
Generally, the characteristics table submitted
at the time of oil extraction specifies only oil's vis-
cosity, density and flash point, so it is not possi-
ble to know its stability or to identify if the oil
is a straight oil or cracked oi!.
However, simple analysis kit is now available
to measure stability and to identify_ catalyst on
board ship.
Charged heavy fuel oil shall be properly
pretreated and thermally controlled before
being supplied to the engi.ne. A centrifuga! oil
purifier is vital in the pretreatment of remov-
ing water and solid impurities from heavy oil;
however, sufficient effect cannot be o.btained
from the device unless it is properly operated.
Especially fuel oil separating viscosity (heating
temperature in other words) and fuel flow
rate shall be carefully controlled as specified
in the instruction manual supplied by the
purifier manufacturer. The fuel flow rate
should be reduced (throttled) as far as the fuel
consumption of the engi.ne permit's, so as to
ensure high detergency.
When pretreating <levices other than the
centrifugai oil purifier are installed, read their
instruction manuais carefully for proper fuel
control.
For fuel temperature control of heavy fuel
oil, see SECTION 8.
1 GENERAL 1 B [ 88-8 1
2) When using diesel fuel oil
The use of diesel fuel oil cut back by gas oi!
(light cycle oi!) refined by the FCC process may
hinder smooth operation due to delay in ignition,
so diesel fuel oil should not be used whenever
possible.
If abnormality is recognized in engine ignition
though fuel injection system and compressive
force are normal, measure the cetane member
(ASTM D4737-88) and /or CCAI of the fuel to
check to see if it has the characteristics specified
in the previous section. When initial design pre-
sumes the use of diesel fuel oi! of low cetane mem-
ber or low CCAI from the beginning, appropriate
measures for ensured engine ignition shall be
taken. When diesel fuel oil is used, water shall be
removed from the fuel. A settling or sedimenta-
tion tank removes water to some extent, however,
it is desirable to use a centrifugai oi! purifier when
large amounts of water are contained.
3) When using gas oil
Take great care to keep water from mixing
into gas oil during transportation or storage,
though the impurity content of gas oil is low.
The viscosity of gas oil is lower than that of
heavy oil, resulting in slght inferiority in
lubricating ability; inspect and overhaul the
fuel system sliding sections to shorter intervals
than other types of oils.
14) When using kerosene
Kerosene is often used to reduce pollution (of
the atomosphere). However, the cetane number of
kerosene is lower than that of diesel oi! in gener-
al, and its viscosity is even further below that of
diesel oil; thus kerosene has lower lubricating
efficiency than diesel oi!. Such drawbacks demand
that special measures be taken, e.g. partia! change
of parts in the fuel system. Please be sure to con-
sult us in advance.
IDAIHATSUI
TYPE
SECTION
9
GENERAL
SHEET
Recommended Lubricating Oil and
2. Recommended Lubricating Oil and
1 ts Con.trol
{1) General Precautions
Lubricating oil plays a significant role not only
in lubrication of sliding sections but also in engine
cooling, airtightness, detergency dispersion, and
acid-neutralization. Therefore, lubricating oil must
be selected most carefully.
Use lubricating oil of the sarne brand. Oils of
dfferent brands should not be mixed.
(2) Recommended Lubricating Oil
1) Engine system oil
Use high-grade diesel engine oil for heavy-
duty marine use as the system oil for this
engine.
Different system oil shall be used, accord-
ing to the type of fuel used; when using heavy
fuel oil with higher grade than light fuel oil
including blended oil, use the oil with a low
TBN value when running in the engine, to
ensure initial affinity.
However, as for charging oil, use the oil
with a high TBN value, corresponding to the
type of fuel, even during running-in. When oil
with a high TBN value is used from the begin-
ning, scuffing is likely to occur; take great
care during the running-in period. During the
running-in period after launching (300 - 500
hours), use diesel Juel oil.
See SECTION 9 SHEET 7, for the list of
lubricating oil brands recommended.
21 Rocker arm lubricating oil
Use the sarne brand as in engine lubricating
oil as rocker arm lubricating oi!.
Clean the tank every 150 to 200 hours, and replace
the old oi! with a new one at the sarne time. When
a new oil is only replenished, the acid neutraliza-
tion capacity in oi! used will lower to an insuffi-
cient levei since acid in residual oi! is condensed.
Accordingly, clean the tank as well at the sarne
time.
3) Other lubricating.oils
As for recommended lubricating oils for
supercharger, governor, reduction gear, etc.,
see respective instruction manuais.
lts Control 3
(3) Control of Lubricating Oil
Delicate control of lubricatirg oil is indispensa-
ble to maintaining smoth engine operation.
1 l Purifying lubricating oil
It is desirable to install a centrifugai oil
purifier or fine filter, in addition to an engine
filter, since fine dust and residue in the com-
bustion chamber enter lubricating oil. When
heavy fuel oil is used, lubricating oil is partic-
ularly extensively deteriorated and contami-
nated; be sure to install centrifugai oil puri-
fier.
As for the lubricating oil flow rate into
centrifugai oil purifier and the oil temperature
at inlet, see instruction manual supplied by
the manufacturer of the centrifugai oil
purifier.
Do not mix moisture with heavy duty lubri-
cating oil or clean the oil using water, which
niay cause a decrease in the TBN value or an
increase in insoluble matter.
2) Lubricating oil control standards
Periodically sample lubricating oi! (referring
to Section 6, Sheets 2- 5), and if the oil has
reached the standard limit values mentioned
below, immediately notify oi! manufacturers, and
replace or make up oi!.
It is recommended that oi! be sampled through
the air bleeder port for the notch wire type filter
unit and through the drain port for the gauze wire
type filter unit. If oil is taken from the drain cock
of the service tank, impurities at the tank bottom
may be mixed in with oi!, interfering with analysis.
Sample oil at least 500 ml once every 500 hours
or so of operation. Open air bleeder for severa!
seconds prior to sampling to discharge lubricat-
ing oil collected in the pipeline. Flush the lubricat-
ing oi! sampling container with the sarne oi! to
be sampled. Attach label to the sampling contain-
er, indicating the following information:
G) Name of client
Type of engine
@ Date and point of sampling
@ Tutal engine running hours
@ Brand name of the lubricating oil used
Total hours in service and the total quantity
used of the lubricating oi!
Quantity and date of the last replenishment
Of the standard values shown in the table
below, control of TBN and insoluble contents in
particular is important to check the degree of
deterioration of lubricating oi!.
1 GENERAL 1 D 1 88-81
(DAIHATSUJ
SECTION
TYPE
9
SHEET
GENERAL
NOZZLE COOLING O , COOLING WATER
4
Recommended Lubricating Oil and lts Contrai
1. TBN (Total Base Number)
A TBN value represents the amount of potas-
sium hydroxide (KOH), which is commensurate
with the amount of acid required for
ing alkali contents contained in l gram of a
lubricating oil, which is expressed with mg
KOH/g.
The TBN value which serves as the indicator
of acid neutralizing ability, not only indicates the
resistance to possible sulfric acid caused
by sulfric acid generated from sulphur content in
the fuel oil and other acids, but also indicates the
degree of detergency dispersion ability, on which
cleanliness of inside of engine is dependent.
2. Insolubles of solvents
Insolubles of solvents are contaminants insolu-
ble to oil, consisting chiefly of soot produced in
combustion process and calcium sulfate resulted
from the neutralization process. Since neither of
them is soluble to n-pentane in the solvent, the
n-pentane insoluble can serve as an important in-
dicator of deterioration or contamination of oil.
Gap in the amount of n-pentane insoluble and
toluene insoluble can be regarded as the waste left
after oxidation (or the resin content), andjt can
be utilized as an indicator for evaluating the oxi-
dation stability of lubricating oil.
We recommend use of the lubricating ol de-
terioration test system, available from some oi!
manufacturers, which faci!itates the testing
onboard.
Lubricating Oil Control Standards (System Oil)
TBN
Change in viscosity
Flash point
Water content
n-pentane insoluble
Gap between insolubles of
n-pentane and toluene
mg KOH/gr
C
Diesel oi!
3 min.
Light fuel oi!
or its equivalent
5 min.
Heavy fuel oil
or its equivalent
7 min.
Over - 20% but less than 300Jo of new oil
180C or higher
0.1. max.
2.5 max.
0.5 max.
*TBN is the value measured via ASTM, D664, JIS K 2501 (Testing method for neutralization number of petroleum
products.)
*Insoluble is the value measured via ASTM, D893 (on the method A).
1 GENERAL 1 e 1 88-81
IDAIHATSUI
TYPE
SECTION
9
GENERAL
SHEET
Type and Contrai of Nozzle Cooling Oil
5
3. Type and Control of Nozzle Cooling Oil
(1) Type and Temperature of Nozzle Cooling Oil
Use diesel foel oil, heat transfer oil (thermal
oil), hydraulic fluid and lubricating oil as nozzle
cooling oil, according to temperature used.
Oil types suitable for each cooling oil tem-
perature are as follows.
Cooling oil
Oil types
temperature
Below 60C Diesel fuel oil
Above 80C
Heat transfer oil, hydraulic
fluid, lubricating.oil
As for engine cooling oil temperature and
type, conform to the final document or specifica-
tions, prepared separately.
(2) Precautions for Nozzle Cooling Oil
Nozzle cooling oil is easily oxidized and dete-
riorated; periodically analyze the oil to check
degree of oxidization and contamination
(sludge generation), and replace the oil at the
early stage of oxidization/contamination.
1) When using diesel fuel oil
1. Periodically replace cooling oil.
2. Flash point of diesel fuel oil is low; do not
use it at temperatures above 60C.
2) When using heat transfer oil
Heat transfer oil has high flash point and ex-
cellent heat-stabilizing properties; however,
note the following.
1. Use non-toxic oil.
2. Do not mix oils of different brands.
3. Do not use oil of excessive viscosity which
increases pressure excessively, resulting in
an inadequate cooling oil flow rate.
Oil of less than 32 mm
2
Is @40C viscosity is
desirable.
4. lf cooling oil temperature becomes too low
when the erlgine stops or starts, replace oil
with oil with a viscosity of less than 10 mm
2
Is
@40C, or use an independent cooling oi!
pump and continuously circulate cooling
oil at a sufficient temperature even when
the engine is stopped:
5. Before using heat transfer oil, consult the
oil manufacturer.
3) When using hydraulic fluid or lubricating oil
Hydraulic fluid or engine system oil can be
used as well by unifying the oil grade;
however, note the following.
1. Since it has high viscosity, do not use the
oil at low temperature. (Maintain oil
temperature even during engine stop.)
The lower viscosity, the better.
2. Before using such oil, consult oil manu-
facturer.
4) When using turbine oil
It is preferable to avoid using turbine oil
insofar as possible, since, when such oil is used
at high temperature, sludge is easily generated
due ~ oxidization/deterioration, nd its
service lf e as cooling oil is extremely short.
However, if the use of turbine oil is unavoid-
able, take special care, as in the use of hy-
draulic oil or lubricating oil, and note the
following.
1. Use at temperatures below 85C.
2. Preferably use oil of ISO 32 viscosity.
3. Use makeup turbine oil.
4. Consult oil rrianufacturer before use to
ensure no problem.
1 GENERAL 1 81 aa-a I
[i)AIHATSUI
SECTION
TYPE FUEL, LUBRICATING OIL,
9
SHEET
GENERAL
6 Cooling Water Contrai and Rust lnhibitor
4. Cooling Water Control and
Rust lnhibitor
( 1) Cooling Water Control
1) For cooling water in cylinder jacket system, use
fresh water.
2) Even when fresh water is used, the generation
of scale and corrosion hinders tooling effect,
and lowers material strength; be sure to use
soft water and add a rust inhibitor to the
cooling water.
3) Before adding a rust inhibitor to the cooling
watr, adjust the properties of the cooling
water to the following conditions.
General condition Clarified
pH 6-8.5
Total hardness C a c o ~ in ppm) 100 mg/kg max.
Chlorine ions (CI- concentration) 100 mg/kg max.
Total salt concentration 250 mg/kg max.
Sulfric acid ion
60 mg/kg max.
(SOt-concentration)
Total iron content (Fe) 0.3 mg/kg max.
Silica (SiOz) 50 mg/kg max.
Residue on evaporation 400 mg/kg max.
4) It is desirous that the cooling water passages in
the part of engine where it is subject to high
temperature and in the supercharger
(turbocharger) casing periodically from the
initial stage of running the engine for scaling
and each part in the cooling water system for
corrosion, so as to determine the optimal
control of cooling water.
As a measure to be utilized for the control of
cooling water, it is recommended that small
pieces of polished iron are placed inside the
cooling water head tank to check the degree of
rusting.
(2) Rust lnhibitor Types
We recommend the nitrite type rust inhibitors
for their excellent rust-proofing effects and non-
toxic property to human body.
(4) Cooling Water Rust lnhibitor :erand List
Brand Name Manufacturer
DEWT-NC
Drew Chemical Corp. (U.S.A.)
MAXIGARD
COOLTREAT 101
Hauseman Marine Chemical (U.K.)
COOLTREAT 102
CWT DIESEL 102 VECOM B.V.
GENERAL 1 D 1 91-101
(3) General Precautions for the Use of Rust
lnhibitor:
1) When charging cooling water into the cooling
water system, be sure to add rust inhibitor.
That is, use rust inhibitor from the initial
stage of marine operation; it is recommended
to charge it into the system the first time
cooling water is supplied at the dockyard.
2) Absolutely avoid mixing rust inhibitors of
different properties.
3) When adding rust inhibitor to water, make an
intermediate liquid by sufficiently mixing
water and rust inhibitor, then pour the
mixture into the fresh water tank.
4) As for rust inhibitor concentration, conform
to its manufacturer's instructions. Since
this concentration determines the treating
effect, check the concentration periodically.
5) Keep pH of cooling water at 7.0 ~ 9.5.
(However, if manufacturer specifies a differ-
ent value, conform to it.) Weekly measure
the pH of cooling water via pH gauge; when
the pH has exceeded 9.5, replace 10 ~ 20%
of the water. Replace cooling water entirely
with new water once for every year or two.
6) When discharging cooling water for engine
opening or maintenance, take the water into
another tank if the water seems reusable.
Replenish water in the amount discharged,
and add rust inhibitor in corresponding
amount to replenished water.
7) As for the use and control standards of rust
inhibitor, conform to the instruction manual
of the rust inhibitor manufacturer.
8) Being reducing agent in nature, the nitrite type
rust inhibitors are subject to the Water
Pollution Prevention Law, which calls for
160ppm or lower COD concentration when
cooling water containing such rust inhibitors.
To comply with the requirement, it is necessary
to check the quality of the waste cooling water
discharged and take necessary treatment by
blowing in oxygen as necessary or by diluting
the COD concentration before it is discharged
to the outside.
Constituent Amount to be added (ppm)
3,000 4,500
Nitrite
20,000 22,000
Nitrite
1,250 5,000
Nitrite 1,250 - 5,000
IDAIHATSUI
SECTION
9
GENERAL
SHEET
Recommended Lubricating Oil Brand List
7-1
<Viscosity Grade: SAE #30>
Kind of F.O.
Gas oil or
Up to 200 Sec. Up to 1500 Sec. Up to 7000 Sec.
Diesel oil
R.W. No. 1 R.W .. No. L R.W. No. 1
Class I Class II Class ill Class IV Class V
Company's
(Primary oil)
Supplying or Supplying or (Supplying or) (Sqpplying or)
Name (Replacing oil) (Replacing oil) Replacing oil Replacing oil
BP
BPENERGOL BPENERGOL BP ENERGOL BPENERGOL BPENERGOL
DL-MP 30 DL-MP 30 IC-HF 253 IC-HF 303 IC-HF 303
RPM DELO RPM DELO RPM DELO RPMDELO RPM DELO
CALTEX 1000 Marine 1000 Marine 2000 Marine 3000 Marine 3000 Marine
Oil SAE30 Oil SAE30 Oil SAE30 Oil SAE30 Oil SAE30
CASTROL
CASTROL CASTROL CASTROL CASTROL CASTROL
Marine MPX30 Marine MPX30 Marine 215MXD Marine MXD303 Marine MXD303
DELO 1000 DELO 1000 DELO 2000 DELO 3000 DELO 3000
CHEVRON Marine Oil Marine Oil Marine Oil Marine Oil Marine Oil
SAE30 SAE30 SAE30 SAE30 SAE30
ELF DISOLA M3015 DISOLA M3015 AURELIA 3030 AURELIA 3030 AURELIA 3030
ESSO EXXMAR 12TP30 EXXMAR 12TP30 EXXMAR 24TP30 EXXMAR 30TP30
EXXMAR 30TP30
EXXMAR 40TP 30
GULF
GULF VERIT AS GULF VERIT AS GULF VERIT AS GULF VERIT AS -
DP030 DP030 SELECT30 SELECT30
MOBIL
MOBILGARD MOBILGARD POWERGARD MOBILGARD MOBILGARD
312 312 2030 324 324
PETROBRAS
MARBRAX MARBRAX MARBRAX MARBRAX MARBRAX
CCD310 CCD310 CCD320 CCD330 CCD330
SHELL GADINIA30 DINIA 30 ARGINA S 30 ARGINA T 30 ARGINA T 30
TEXACO TAROXDSAE ROXDSAE30 TARO DP SAE30 TARO DP SAE30
TITTAL RUBIAS SA IAS SAE30
RUBIA ST SAE30
HAM SAE30 HAM SAE30
HAM SAE30
NOTES:
CD Use diesel fuel oil durng running-in (300 to 500 hours after startup) when heavy fuel oil and bunker fuel oil or its
equivalent are used.
However, even in this case, as for makeup oil, replenish lubricating oil corresponding to fuel oi! which will be used
after the running-in.
@ Do not mix Iubricating oil by different makers. Even for lubricating oi! by the sarne maker, check the affinity for
oils used at the maker before use.
@ If the use of oi! with a higher TBN than the initial fill-up oil is unavoidable, perform running-in with special care,
~ n d note liner contact conditions.
@) As a rule, select lubrcating oil brands according to the properties of fuel oil used (mainly sulfur contents).
When heavy fuel oi! of low sulfur contentsi(0.01 to 0.05 OJo mim, for example) is used, contact us or lubricating oil maker
before fixng the oil.
1 GENERAL 1 E 1 91-101
(DAIHATSUJ
SECTION
9
NOZZLE COOLlNG OIL, COOLING WATER
SHEET
GENERAL
7-2 Recommended Lubricating Oil Brand List
<Viscosity Grade : SAE #40>
Kind of F.O.
Gas oil or
Up to 200 Sec. Up to 1500 Sec. Up to 7000 Sec.
-
Diesel oil
R.W. No. 1 R.W. No. 1 R.W. No. 1
Class 1 Class II Class III Class IV Class V
Company's
(Primary oil)
Supplying or
(Supplying or) Supplying or (S1Jpplying or)
Name (Replacing oil)
Replacing oi! (Rerilacing oi!) Replacing oil
BP
BPENERGOL BP ENERGOL BP ENERGOL BPENERGOL BPENERGOL
DL-MP 40 DL-MP 40 IC-HF 254 IC-HF 304 IC-HF 304
RPM DELO RPMDEW RPM DELO RPMDELO RPMDELO
CALTEX 1000 Marine 1000 Marine 2000 Marine 3000 Marine 3000 Marine
Oi! SAE40 Oil SAE40 Oil SAE40 Oil SAE40 Oil SAE40
CASTROL
CASTROL CASTROL CASTROL CASTROL CASTROL
Marine MPX 40 Marine MP arine 220MXD Marine MXD 304 MXD304
DELO 1000 DELO 1000 DELO 2000 DELO 3000 DELO 3000
CHEVRON Marine Oil Marine Oil Marine Oil Marine Oil Marine Oi!
SAE40 SAE40 SAE40 SAE40 SAE40
ELF DISOLA M4015 DISOLA M4015 AURELIA 4030 AURELIA 4030 AURELIA 4030
ESSO EXXMAR 12TP40 EXXMAR 12TP40 EXXMAR 24TP40 EXXMAR 30TP40
EXXMAR 30TP40
EXXMAR 40TP40
GULF
GULF VERIT AS GULF VERIT AS GULF VERIT AS GULF VERIT AS -
DP040 DP040 SELECT40 SELECT40
MOBIL
MOBILGARD MOBILGARD POWERGARD MOBILGARD MOBILGARD
412 412 2040 424 424
PETROBRAS
MARBRAX MARBRAX MARBRAX MARBRAX MARBRAX
CCD410 CCD410 CCD420 CCD430 CCD430
SHELL GADINIA40 GADINIA 40 ARGINA S 40 ARGINA T 40 ARGINA T 40
TEXACO TARO XD SAE40 TARO XD SAE40 TARO DP SAE40 TARO DP SAE40
TITTAL RUBIA S SAE40 RUBIA S SAE40
RUBIA ST SAE40
HAM SAE40 HAM SAE40
HAM SAE40
NOfES:
(i) Use diesel fuel oi! during running-in (300 to 500 hours after startup) when heavy fuel oil and bunker fuel oi! or its
equivalent are used.
However, even in this case, as for makeup oi!, replenish lubricating oi! corresponding to fuel oi! which will be used
after the running-in.
@ Use SAE40 at 20C or more minimum ambient temperature as a rule.
ln cold areas (less than 5C minimum ambient temperature), use multigrade oi! (lOW-30 or 5W-30).
@ Do not mix lubricating oi! by different makers. Even for lubricating oil by the sarne maker, check the affinity for
oils used at the maker before use.
@ If the use of oil with a higher TBN than the initial fill-up oi! is unavoidable, perform running-in with special care,
and note liner contact conditions.
As a rule, select lubricating oi! brands according to the properties of fuel oil used (mainly sulfur contents).
When heavy fuel oil of low sulfur contents (O.OI to 0.05 Ofo mim, for example) is used, contact us or lubricating oil maker
before fixing the oil.
1 GENERAL 1Z1 92-1 1
IDAIHATSUI
SECTION
9
GENERAL
SHEET
Fuel Viscosity Temperature Graph 8
10,000
t==

(Ex.)

f-
5,000
As for heavy fuel oil, 3,500 sec. RWl/
::=
-
100F, heat to the temperature required
......__
-
......__
.....
2,oo
to give it 65 sec. viscosity at engine inlet.
......__
Finl the intersect of the line representing
i
-
::5 ,000 3,500 sec. viscosity and the horizontal
- 1,000
line of the point, REDWOOD No.l, 65

..... -3,000
sec., and read the graduation on the bot-
E
i:::2,000 500
tom line for the intersect; 135 e, in this
......__
=

case.
(Note)
-
-
,_
-
Note that the viscosity/temperature graph
......__
=
:::=
- -
-
(i.e., the inclination of the viscosity line) -
-
....
::li
......__
-
= .....
- - -
for heavy oil fluctuates slightly when the
......__
- """'-
......
-
......__
-
1--.. ;>
source or refining method differs .
soo- """'- ........:l!'..V s.

..... .... ...
,.....
- ....
........._,,, .... ,
'

-
,___
100- J . (:>c.v.--=
=
'Soo Os
-
-
'))
....
-
....
C:r.r.
-
:
...
-
_il'oc
-
,_
........
""- 1,s, 1 - sl'J
-
--200 ...... 5o
....
......_ s i i........
,_
- -
,....,.
.....
"""'-
:'c ...... .....
,-.,
= """'- """'-
.......
""""'"
"""'- - .....
'oc
:
"""' ...
1"""'-
"

""".

-
""
.... ,
""
....
..... ....,
-A
-
"""'"
o
-
'
.....
I"
.... i'-...
......

....
-o
-
:::

""
.... ,
""'
'
....

A -
= i;iJ
20
"""'"
....
E-
= . (fJ

15
1-U

= tZl
65 -"'
"'
- '-'
.,
= >- :sEC
-"'
- -
-
- .-::::
e(?.
-

e
-
....
-
- "' -
- o
"
_sl'J
- - u
.,
-
....

1
10-y
- - -
::: > =50
>-
- -
....
-
- E-
........
- -
........
- Ul
-
........ .... .....
- o .........
.....
-
....
u
........ ........ ........
'-
(fJ
"""
1"""'-
'
-
>
"
-
u
..... -....
I'....
......

E==
"""'
""-
....
- <'t> :
-

::;;;
"""' '-
"'"

f'/- -z

-:;;:!
- 4 -
,.....
==35
- -
,.....
-
Temperature Degrees Celsius (C)
....
-
-
-30 40 50 60...,.. 70 80 90-+-lOO--110- -120--130->--140-
135C-t---

-
1
1 1 1 1 1 1
1
1 1 1 1 1
1
1
1
1 1 1
1 1 1 1 1 1 1 1 1 1
1 1 1 ! 1 1 !
90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290
Temperature-Degrees Fahrenheit (F)
l GENERAL 1 A j 86 -4 1
IDAIHATSUI
SECTION
9
SHEET GENERAL
9
Blended Oil Viscosity Expectancy Graph
10000
SEC.
9000
=
5000 -
H.O.
4000 (Ex.)
-
-
Obtain the viscosity of 40 sec. RW1/100FDO
=
3000
=
50% and 3,500 sec. RW1/100FHO 50% blended
=
2000
oil.
=
1500
Connect the points 3,500 (HO) on the left s i ~
=
-
-
and 40 (DO) on the right; draw a perpendicular
-
1000
upward from the point 50% (HO), which expresses
-
750
mixing ratio; the point of extension of intersect
=
-
H.0.-D.O. and perpendicular gives the viscosity
-
500
....
of the blended oil as 135 sec. RW1/100F.
=
400
=
300
250
200
175
135
150
125
100
,-.
90
-
o
80 -
z
Cl 70
o
~
-
o
-
60 -
Cl
. iJ:l
55
i:i:::
u
-
50
iJ:l
til
, ......
'-' ......
>- 45
....
.'\::::
-
(,) ......
o .....
(,)
.
......
> 40
'
D.O.
35
31
100 90 80 70 60 50 40 30 20 10 o
H.O. t--1 --+---+l --+---+-1 -+--+-1 --+---+-1 ---4--+-I -+----+-1 ---4--+-l ---+---+-I ---4--+l --+---ti D.O.
o 10 20 30 40 50 60 70 80 90 100
Blending ratio (%)
1 GENERAL 1 Z 1 86-7 1
USE OF VARIOUS EQUIPMENT ANO APPARATUS
Supplementary instructions on the following items are contained
in the respective pages shown below.
(DAIHATSUI
TYPE
DL-20
SECTION
10
SHEET
o
SEC.-SHEET
Blow-off and Overhauling Procedure for Notch-wire Filter ............................ 10-1
Overhauling Procedure for Metal Laminate, Filter . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 10-2
Overhauling Procedure for Y-type strainer.................................................. 10-2
Cleaning Turbocharger(Water Cleaning of Blower Side) ................................ 10-3
Cleaning Turbocharger(Water Cleaning of Turbine Side) ............................... 10-4
Use of Blind Plates for Turbocharger, Exhaust Extension Pipe.... .. . . ... .. .. .. .. .. . . 10-5
Overhauling Procedure for Fuel ii:ijection Pump . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .. . . .. . . . . . . . 10-6
Measurement of Crankshaft Deflection . .. . . . . . . . . . . . . . . . . . . . . .. . . .. . . .. . .. . .. .. .. . . .. . . . .. .. 10-7, 8
DL-20 1 A 1 89-51
(DAIHATSUI
USE OF VARIOUS EQUIPMENT AND APPARATUS
TYPE
SECTION
10
Blow-off and Overhauling Procedure for Notch-wire Filter
DL-20 SHEET
1
< Blow-off Procedure >
As blow-off is not effective after the filter is
clogged, perforrn blow-off every week.
To perforrn blow-off, tilt handle blow-off po-
sition to left or to right (about 60 degrees) and
then return it to normal upright position. Repeat
this step severa! times to that side for 1 to 2
seconds per run, then do the sarne for the other
side. Care should be taken in peiforrning blow-off,
to the extent that reading on pressure gauge is
referred to each time handle is switched over.
Standard blow-off procedure is also described
on filter narneplate.
Filter on left is
being blown off.
Both filters
are in use.
Filter on right is
being blown off.
Filter on left -'--.;,..,..-+:H-+-,."'--L Filter on right
is stopped. is stopped.
e, t
Both flters One filter is One filter is
are in use. being blown off. stopped.
E1 , E2 Elements on both sides l
C
1
Changeover cock inlet port
C
2
Changeover cock outlet port Interlocked
e, .. . .. Opening of changeover cock
for blow-off and drainage
< Overhauling procedure >
Overhaul every rnonth under normal condi-
tions. However, when blow-off is ineffective or
when blow-Qff nterval is shorter than usual, over-
haul and clean as necessary.
1. Tilt handle from normal position toward left 90
degrees to stop position.
(For overhauling filter on left)
2. Loosen air vent plug at upper part of case and
discharge liquid.
3. Tum tightening nut, remove case extract filter
element.
4. Clean and replace element.
S. Return handle to normal position.
6. Clean elernent on right in sarne manner.
Overhauling of filter
< Precautions >
1. Insert knock pin correctly in hole provided on
handle to lock it.
2. When elernent is extracted, check sludge ac-
curnulation carefully. If filter is used for lubri-
cation oil line, check for metal particles de-
posited on surface .of elernent.
3. Dip elernent in gas oil or organic solvent such
as trichloroethylene and remove sludge accurnu-
lated on surfaces with a wire brush.
Blow air on both surfaces of elernent to remove
sludge effectively.
4. Vent air upon cornpletion of reassernbly.
S. Standard overhaulng procedure is also de-
scribed on filter narneplate.
6. After overhaulng, operate the handle sl9wly.
If operated abruptly, oil pressure rnay fall
rnornentarily before oil fills inside of filter
barrei, actuating lu bricating oil system alarm
or fuel oil cut-off device.
7. If the element is damaged, loose, broken or
corroded to a degree that hinders proper filter-
ing, replace it with a new one.
DL-20 1Z1 87-61
(DAIHATSU)
SECTION
TYPE USE OF VARIOUS EQUIPMENT AND APPARATUS
10
SHEET DL-20
Overhauling Procedure for Metal Laminate Filter
2
and Y-Type strainer
Metal laminate filter
< Routine maintenance >
Perform turning test of handle once a day.
Drain condensate once a week.
1. Remove retainer mounting bolt.
2. Remove case.
3. Remove element mounting bolt.
4. Extract element.
Overhauling filter
< Precautions >
l. Filter element may be extracted with p1pmg
and filter cover assembly in place on engne.
2. When element is extracted along with cover
assembly, be sure to replace them with arrow
mark on cover correctly positoned.
(Arrow mark indicates flow direction.)
3. Element should not be disassembled (insofar
as possible) since it is difficult to reassemble.
4. After replacement, thoroughly release air by
loosening air vent screw provided on top of
cover.
1 DL-20 1A189-51
Correct handling of filter handle
Y-type strainer
1. Remove plug.
2. Extract strainer.
Inlet Outlet
- -11--t-- / ~ -+---tt- -
Plug
Overhauling strainer
< Precaution >
When reassembly, plug side is setted under. Because
sludge accumulate in the inside of strainer.
Cleaning Turbocharger (Water Cleaning of Blower Side)
lf the blower side of the turbocharger becomes
soiled, such troubles wll occur as drop in intake
air pressure due to low supercharger efficiency and
exhaust temperature increase. Before the blower
becomes dirty, clean it periodically as described
below.
If it becomes too dirty, and the intake air
pressure cannot be returned to the normal value,
the blower must be disassembled and cleaned .
< aeaning procedure >
./
l. Supply cleaning liquid to blower syringe.
Turbocharger type
Amount of the
cleaning liquid
160, 161, 200
300cc
201, 214
VTR
250, 251, 320
321, 254, 304 500cc
354
26SR, 30SR
1000 cc
MET
33SC
42SC 1500cc
2. Setas illustrated below.
3. Open drain cock of intake air pipe during clean-
ing.
4. After supplying cleaning liquid, supply sarne
amount of fresh water in sarne manner and
close drain cock for intake air pipe. (Drain
cock for drain separator should always be
o pen.)
<Note>
1. Perform cleaning at a load of 75% or more.
After cleaning, continue operation with load
for about one hour.
2. As a guideline, cleaning should be performed at
least once every 150 ,...;, 200 hours of operation,
the cleaning interval to be adjusted depending
upon actual condition of soiling.
3. Use cleaning liquid recommended by Daihatsu.
Blower syringe Fix in Vinyl hose Coppertube
-ci....,..__\ __ ~ ~ ~ ~ 3
u Socket
Turbocharger blower cleaning
(DAIHATSUI
TYPE
SECTION
10
DL-20 SHEET
3
DL-20
(DAIHATSUI
SECTION
TYPE
10
SHEET DL-20
Cleaning Turbocharger (Water Cleaning of Turbine Side)
4
Water jet from the water supply nozzle con-
neted to the exhaust pipe at turbocharger inlet
apples mechanical impact with droplets of water
injected with dissolution effect to remove ac-
cumulated combustion residu.e. Water used evapo-
rates partly and remainder is drained from drain
port of turbine wheel cham ber.
Nozzle
Drain cock (2)
Hose l
\
Hose connector Hose connector
Water cleaning of turbine side
< aeaning procedure >
1. Close drain cock (2).
2. Connect steel pipe on exhaust pipe to hose
equipped with pressure gauge and stop valve
using hose connector.
3. Connect respective hose wth hose connector.
4. Open stop valve to fill steel pipe to nozzle and
hose with water. Then dose stop valve.
5. Fully open valve in nozzle mounted on exhaust
pipe.
6. Open drain cock (l ). (Check drain pipe for
clogging.)
7. Gradually open stop valve while monitoring
pressure gauge and set water temperature to
0.4 ""0.6kg/cm
2
.
8. Check if drain water flows through drain ppe.
Continue monitoring drainage during cleaning
to check for excessive water supply and for
clogging in dran pipe due to accumulation of
removed particles.
9. Supply water continuously for about 5 to 10
minutes.
10. After water cleaning, close valve in nozzle.
After confirming that no more flows out, close
the drain cock ( l ).
DL-20 1Z1 87-61
11. Open drain cock (2). (By introducing intake air
into drain pipe, clogging of drain pipe can be
prevented.)
12. Hose with pressure gauge and stop valve should
be disconnected without fail.
13. After water cleaning, operate engine for 3 to 10
minutes at constant speed until turbocharger is
dry.
< Precautions >
When turbine side is water-cleaned, the folow-
ing must be observed to prevent turbocharger
damage.
l. Reduce engine output and set turbocharger
speed in the following range.
(rpm)
VTR160, 161 9,000 - 13,500
" 200, 201 6,500- 9,800
" 250,251 5,000- 7,500
" 320,321 4,ooo- 6,000
" 400,401 3,200- 4,800
However, note that since turbocharger speed
drops somewhat after water-jet operation,
speed must be readjusted properly.
2. Set exhaust gas temperature at turbocharger
inlet below 300C.
3. Use fresh water without additives. Never use
sea water.
4. After water-cleaning, let intake air flow into
drain pipe at all times to keep drain pipe from
clogging.
5. The soorter cleaning is performed the better,
since the cleaning effect is lessened if accumu-
lation has become thick. Standard cleaning
interval is 150 - 200 hours. The interval should
be adjusted according to the degree of contami-
nation.
6. It is advsable to compare engine performance
before and after water cleaning to check water-
cleaning effect.
IDAIHATSUI
USE OF VARIOUS EQUIPMENT ANO APPARATUS TYPE
SECTION
10
Use of Blind Plates for
Exhaust Extension Pipe
. If turbocharger becomes faulty, non-charging
operation can be performed using either blind
plates for supercharger or exhaust extension pipe.
Grade A fuel oil should be used for such non-
charging operation.
< How to use blind plates for supercharger >
l . Detach turbocharger.
2. Extract bearings at turbine and blower sides
according to instructions given in separate
instruction manual for turbocharger.
3. Install blind plates in positions illustrated
below.
4. Replace turbocharger.
5. To install blind plates, intake air filter and
blower inlet casing must be detached. To pre-
veni dust from entering air i:ritake pipe, install
air strainer to connecting pipe and blind lid
portion of engine frame.
6. If there is no leakage of water that might affect
engine operation, feed cooling water to turbo-
charger. If water leakage is found and cooling
water cannot be fed, attach blind flanges and
plugs to engine cooling water inlet and outlet
pipes and stop feeding cooling water.
Detach this part.
Install blind plates
for turbocharger.
How to use blind plates for turbocharger
Turbocharger,
DL-20 SHEET
5
< How to use exhaust extension pipe >
1. Detach turbocharger.
2. Install exhaust extension pipe where turbo-
charger was installed.
3. Install air strainer to connecting pipe and blind
lid portion of frame.
4. Install blind flange and plug to engine cooling
water inlet/outlet main pipes. Stop water supply,
to turbocharger.
Exhaust pipe
\,
t---
Turbocharger mount
How to use exhaust extension pipe
DL-20 1 Z 1 87-6
(DAIHATSU)
SECTION
TYPE
10
SHEET
DL-20
Overhauling Procedure for Fuel lnjection Pump
6
1) Since the fuel injection pump is precision
constructed and the entry of even minute
foreign matter is likely to cause sticking of the
plunger or delivery valve or breakage of these
parts, special care should be taken in dis-
assembling and reassembling to prevent such
foreign matter from entering the pump.
2) The disassembled parts should be placed in
good order. Plunger barrel and delivery valve,
in particular, should be kept in a clean light
ol bath in the assembled state so that they
will not be exposed to dust.
< Disassembly >
1. Hold the pump in a vise and loosen deliv-
ery valve holder.
2. Extract delivery valve.
3. Place pump upside down and extract
plunger guide stop ring using standard fuel
injection pump extractor or a screwdriver.
4. Remove pluger guide.
5. 6. 7. Remove plunger spring seat, plunger
guide spring and plunger.
8. Extract plunger upper spring seat.
9. Ex tract control sleeve.
10. Remove control rack.
11. Remove barrei set screw.
12. Remove plunger barrei.
~
11/ J
r:r'
10
Disassembling fuel injection pump
1 oL-20 1 s ! s1-12 I
< Precautions >
1. Plunger and plunger barrel should always
be handled as a pair.
2. When inserting plunger barrei, be sure to
fix it with set screws fit into the holes there-
in.
3. Since no packing is used on barrei mating
surface, take care not to allow dust to
adhere to it.
4. The delivery valve (equalizing valve) s ~ o u l
not be disassembled but replace as a unit is it
becomes defective.
5. The deflector fitted to the pump body
should be inspected periodically' and should
be replaced with a new one if its_tipit worn.
6. Match control rack and control sleeve at edge
teeth. If matched improperly, specified delivery
flow cannot be obtained.
Mismatching of these parts may result in
failure to achieve the designed pump de-
livery.
Control rack
Control sleeve
Fitting contrai rack and contrai sleeve
7. Upon completion of fuel injection pump
reassembly, ensure that control rack moves
smoothly.
(DAIHATSU)
SECTION
TYPE
10
Measurernent of Crankshaft Deflection
DL-20
SHEET
7
Excessive deflection may sometimes cause
crankshaft breakage. Therefore, crankshaft deflec-
tion should be measured at installation and every
six months after entering normal operation.
Measure when crankshaft is old.
Upon Allowable
Direction
Installation Limit
0.026 0.073
Direct
1
xstroke
coupling
x stroke
10,000 10,000
0.078 0.104
Flexible
-
3
- xstroke -
4
- xstroke
n
coupling
10,000 10,000
< Measurement > '/
1. Place crankpin at 30 (Postion B) degrees past
bottom dead center and set deflection gauge.
Setting deflection gauge
2. Set gauge at intersection of line passing through
joumal O.D. surface and center line of crank
web.
Position for measuring deflection
3. Set graduation of gauge to zero and turn engine
in turning direction slowly. Read and record
graduation at each crankshaft angle: B, C, D,
E and A.
B
e
(Top dead point)
D
A
Deflection measuring positions
4. Taking positon B as the basis, record 0 when
crank arm opens upward and 8 when down-
ward; compare result with that recorded when
newly built.
1 DL-20 1 B J 91-12 I
(DAIHATSUI
SECTION
TVPE
USE OF VARIOUS EQUIPMENT ANO APPARATUS 10
SHEET
DL-20
Measurement of Crankshaft Deflection
8
As deflection varies depending on cargo volume
and whether ship is fully loaded or empty, record
cargo volume, draft leve! and temperature.
<Notes>
If deflection continues increasing at every
measurement, the cause can be assumed to be a
crankshaft of base plate abnormality or abrasion
of main shaft retainer metal. If a radical increase
is observed in a particular cylinder, it can be as-
sumed that there is an abnormal abrasion in the
main shaft metal.
< Reference >
Deflection when warm:
ln a generator engine, deflection when warm
differs from that when cold. This is due to the
fact that the engine bearing temperature rises
higher than that of the bearing housing of the
generator directly coupled, thus increasing crank-
shaft core temperature relatively high. The dif-
ference in temperature appears in the difference
between warm and cold deflections. It follows
that in main engines connected to the speed re-
duction gear by a flexible coupling without
externai bearing the deflecton does not practically
vary between theoretical values and actual meas-
urements.
However, since difference between warm and
cold deflections varies with the dimensions of the
engine and generator bearings and the difference
in temperature, adjustment is impossible. Def-
lection takes a value proper to the generator unit.
Even if warm deflection becomes larger than
cold deflection, the setting as open downward
form within specifications when the en-
gine is cold, as mentioned above, will provide
normal operation.
Although it is likely that different values are
obtained at each measurement, our company
records lie within 3/10,000 x stroke ( ).
ln the measurement taken when the engine is
warm the engine temperature may rise rapidly
after engine stopped. It also may . be that the
measured values do not represent actual situation
because of the influence of thermal expansion due
to difference in temperature between the measur-
ing instrument crankshaft.
DL-20 1Z1 87-6
(DAIHATSUI
TROUBLE SHOOTING
TYPE
SECTION
11
Contents GENERAL
SHEET
o
SEC.-SHEET
( 1 ) When Starting Is Difficult ................... : .................... . 11 - 1
( 2 ) When Engine Stops Suddenly ..................................... . 11 2
( 3 ) Insufficient Output ............................................. . 11 - 3
( 4 ) When Abnormal Sound Is Audible during Operation ................... . 11 4
( 5 ) Surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 5
( 6 ) When Exhaust Gas Shows Abnormal Color .......................... . 11 6
( 7 ) When Engine Revolution Is Not Smooth ............................ . 11 7
( 8 ) When Fuel Consumption Is Excessive ............................... . 11 - 8
( 9) When Lubricating Oil Consumption Is Excessive ...................... . 11 - 8
( 1 O) When Engine Is Overheated ...................................... . 11 - 9
(11) When Oil Pressure Gauge Shows Abnormal Indication .................. . 11 - 10
(12) When Exhaust Gas Temperature or Explosion Pressure Is Abnormal ....... . 11 - 11
(13) Fuel Rack Pulls in Excessively ..................................... . 11 - 12
( 14) When Cylinder Safety V alve Gets Opened ........................... . 11 - 12
1 GENERAL 1 Z 1 84-7 1
fDAIHATSU)
TYPE
SECTION
TROUBLE SHOOTING 11
..
When Starting Is Difficult GENERAL
SHEET
1
(1) When Starting Is Difficult
Troubleshooting Countermeasures
.=

:a

.E
t::
.,
t;
=

Excessive -t Scorching of crankshaft and camshaft bearing . lnspect and either recondition or replace
ance of working Scorching between piston/cylinder wall/bearing ..... Jnspect and either recondition or replace
i paris Oi! sticking between piston/cylinder wall/bearing . Warm up
Jnsufficient air pressure of air receiver ........... Charge air more than 25 kg/cm
2
Air leakage from starting air piping system ........ Inspect and recondition piping joints
Air valve or starting valve sticldng; ..
defective valve seat contact Gnnd or replace
Defective
starting
1 mechanism
Broken spring in air valve or starting valve ......... Replace
Starting valve incorrectly set ............... Reset
Defective starting valve seat ................ Grind or replace
In take or exhaust valve not airtight ............. Grind or replace
"
!
...:

Oi
a
.s

=

Oi
2
e
.!
:;::
0

e
<::::
"'

tl
5
..e:
:;::

!!
Oi
2
.s
.
Oi
a
=
.!
:;::
""' e
s.
e
.!::
-....

-o
Oi

2
.s
0""'

s s.
" e
Z.2
c
" "

0
""'
e
::>
""'
= o ....
.:::: (!,)

='
u.. 5

Nozzle function
is in order
Jacket cooling water Raise cooling water temperature to
temperature too low .............. preforabfy 15C or higher.
Insufficient revolution necessary for
ignition. (too high viscosity of ...... Warm up
lubricating oi!)
=
o
Reduced valve clearance
(Timing of intake valve close ..... Adjust valve clearance
greatly delayed)
Sticking of intake & exhaust
valve or defective contact ..... Grind or replace
of valve seat
Defective valve spring ....... Replace
Sticking of piston ring ....... Inspect and recondition
Cylinder head or gasket Replace and recondition valve seat
not airtight
Wearing of cylinder liner,
piston & piston ring Replace
Fuel stopping unit not reset ........ Inspect and reset
Overheating or overcooling of englne .. Adjust
Infiltration of air to fuel ......... Throughly tighten and purge air
Cetane number of fuel is low ........ Use proper fuel
Control handle not in starting position . Set at starting position
L Insufficient or excessive Adjust rack thrust to optinal fuel
fuel injection rac:k thrust ......... injection rate .
function Holder valve opening pressure dropped . Readjust
i
Needle stick ................ Test with nozzle tester;
replace if malfunctioning
IS out of order Loose fitting or breakage of fuel
high pressure piping .... T1ghten or replace
Ol leakage from nozzle .. : ....... Clean contact surface between nozzle
andholder
l
Wearing or scorching of pump .
Pressurized fuel plunger part Replace essential parts
not delivered Fatigue or breakage of tappet spring ... Replace .
Loose or damaged governar link ..... Recondition or replace
Defective seal or spring in delivery ..
or constant pressure valve .... Reconditlon or replace
i
Defective clawing oftiming gear ..... Reset
Too advanced or too delayed timing of
P
. d f
1
injection wearing of tappet roller . . lnspect and recondition
ressunze ue or cam or
delivered broken'tappet adjusting screws
Reduced discharge quantity of pump .. Replace
dueto wear
i;::""'
] tDifficult flow of fuel ............ : ................ Warm up or replace with Grade-A fuel
1::1 Clogging or damage of fuel cock or delivery piping ......... Clean or replace
3 Defective function of fuel feed pump . . . . . . . . . . . . . . . . . . . Inspect and recondition
.!;t Air infiltration through joints ........................ Inspect and purge air after reconditioning
.S Clogging of fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clean or replace element
;;;'i)
., 2
..e: o
:;::-
GENERAL 1 A 1 86-4
IDAIHATSU)
SECTION
TYPE
TROUBLE SHOOTING
11
SHEET
GENERAL
When Engine Stops Suddenly
2
(2) When Engine Stops Suddenly
"' 
Troubieshooting Countermeasures
When fuel is not in tank . . . . . . .................... Refill fuel
Automatic closing of fuel cock. . . . . . . . . . . . . . . . . ... Recondition
Clogging of ventilation of fuel tank. . ............... Clean
Infiltration of water with fuel. .................... Clean.
Clogging of fuel piping system or air infiltration
After cleaning or reconditioning,
bleed air from fuel filter, fuel pump, etc.
Clogging of fuel filter ......................... Clean or replace elements.
Air infiltration in iBroken or loose fuel piping from Recondition, replace or tighten up
injection pump filter. securely and bleed air from pump.
Loose air screw at top of pump. . .... Tighten up air bleeding screw.
.g 15 E (corchlng of engine working part
.EhOi
5
.., :::: u a .d thers
:::::
................. Inspect and recondition piston,
connecting rod, crank bearing, cam
metal, timing gear bearing, intake and
e:xhaust valves, etc .
"' o.
o


i::
'6b
i::

i::

:::::

"O N
N
o
o
c..s
i::
.e:
ii
:s
::l
o
"O
.a
Q.)
.... o
"'
....

::l
.....
o
Q.)
t;:l
,J:l
......

o
2 c..s
i::
<:.)
 Q.)
.e: o
:::::

Q.)
"""'
-
.s.
"""' o
....
::l
.::: 1Broken or worn piston ring. . . . . . . . Replace.
Sticking of piston ring .... ....... Inspect and recondition or replace.

0
Broken piston or piston pin ....... Replace.
.............
S g Pushlng-up of valve. . ............ Adjust.
o .... .
u .!!:: o Concave of valve seat ........... Recondition.
i::
o .
- ....

........
o.o
si::
o-
u.!!:i
Seizure of working parts and wearing ..
of bearing due to lack of lubricating oil. Inspect and recond1t10n or replace.
Incomplete combustion due to
excessive lubricating oiL Adjust
Oefective warming up of engine ..... Ad. t
(especially at early stage of operation) JUS
Governor trouble .............. Inspect and recondition
-{Defe.ctive functon of nozzle . . . . . . . . . . . . Inspect and recondition or replace
. .... Defective function ofinjection pump (especially
at low speed revolution, unbalanced injection . Inspect and recondition
..5
0
quantity)
Infiltration of air into fel system ............... Inspect and
Protecti\ie equipment is out rotation of engine. . ...... Recondition.after inspection of defects
order (in case engine is attached Insufficient lubricating oil pressure. . . Recondition after inspection of defects
with sarne) E t d. f
x r.aor mary temperature nse
0
. Recondition after inspection of defects.
cooling water.
1GENERAL1A1 86-41
IDAIHATSUI
. TROUBLE SHOOTING
Output
(3) lnsufficient Output
Trou bleshooting
TYPE
GENERAL
Countermeasures
SECTION
11
SHEET
3
Working parts -- Working parts except for intake and
liable to scorch. v_aives liable to scorch
(High res1stance)
Inspect and recondition piston and liner,
bearings for connecting rod, crankshaft
and camshaft
Clogging of fuel piping system ....... Clean or recondition
Fuel filter clogged ............... Clean or replace clement
Loose joint in fuel high pressure piping . Tighten
Fuel pump in Fuel high pressure pipe broken ...... Replace
order .
Unsat1sfactory movement of fuel rack
Incomplete connection of R a .
link unit econ 1t1on
Rack stopper at wrong position .. Recondition
Link unit malfunctioning due L b . t
to insufficient lubrication .' u nca e
Fuel pump out Loose pinion lock screw ........... Adjust to tally mark on pinion and tighten
{
Wear of pump plunger ............ Replace
of order Damage to delivery valve seat or spring . Replace
Leakage at delivery valve . . . . . . . . . . Replace
Defective injec--[ Worn tapped ?r cam ......... (Inspect lubrication oil quantity)
tion timing Loose tappet adjustmg screw ....... T1ghten
-f
Plunger worn or clogged ........... Replace
Defective fuel Loose pinion lock screw ........... Adjust to tally mark on pinion
injection pump Damaged outlet valve seat or and tighten
broken spring Replace
Defective pump tappet clogging ......... Overhaul and recond1tion
{
ln complete return du to ..
tappet Incomplete return due to
broken tappet spring Replace
Oi! Ieakage due to defective
nozzle valve polishing or . . . . . . . . Replace
worn needle valve
Defective nozzle Seizure of nozzle and needle valve .... Replace
Low injection pressure due to
Trouble with
engine proper
loose injection pressure . . . . . . . Adjust to specified pressure and tighten
adjusting screw
Broken injection valve spring ....... Replace
Clogged nozzle tip ................ Clean nozzle tip, or replace.
Wear in cylinder and piston ring ..... Replace
Striking of piston ring ............ Overhaul and recondition
Defective contact intake or . . . Overhaul and rind
exhaust valve and respective seat g
Insufficient valve clearance . . . . . . . . . Adjust
Broken valve sprng . . . . . . . . . . . . . . Replace
Defective head gasket seal . . . . . . . . . Recondition or replace valve seat
-t
lntake filter clogged . . . . . . . . . . . . . Clean
Defective super- Stained turbine or blower .......... Flush
charger Broken bearing . . . . . . . . . . . . . . . . . Replace
lnferior fuel . . . . . . . . . . . . . . . . . . . Use good quality fuel
Others ----'[Infiltration of air or water into fuel. . . . Extract water and air
Exhaust piping clogged . . . . . . . . . . . Clean
1 GENERAL 1A1 86-41
(DAIHATSUI
SECTION
TYPE
TROUBLE SHOOTING
11

SHEET
GENERAL
4
When Abnormal Sound Is Audibl during Operation
(4) When Abnormal Sound Is Audible during Operation
-10verheating of engine ................................ Inspect and.adjust
t:: >. D f . d. f. . t" . . Ad" st
::l "5 e ective a 1ustment o m1ec ion tmung . . . . . . . . . . . . . . . . . . . JU .
Injection timing is too advanced .......................... Adjust.
8 S Carbon deposit in cylinder . . . . . . . . . . . . . . . . . ............ Clean
Overcooling of engine ................................ Inspect temperature adjustment
valve for cooling water
Inadequate quality of fuel ............................. Use good quality fuel
Inadequate injection quantity ........................... Adjust
Inadequate injection pressure ........................... Adjust to specified injection pressure.
Defective atomizing of nozzle . . . . . . . .................... Adjust or replace
Too much lubricating oil over piston top ................... Recondition.
Tightening bolts are loose . . . . . . . . ..................... Recondition
of iExcessive clearance of . ............ Recondition
workmg parts Wear and tear of crank or camshaft bearing . . . . Replace
Wear and dissolution of shaft cylinder and bearing. Replace.
Valve clearance improperly adjusted .......... Adjust
Increased backlash of gear ............... Adjust or replace.
Defective cooling ................................... Inspect and adjust
Delayed ignition due to insufficient compresson .............. Inspect and adjust
,__ ___ Surging ........................................... Refer to "Surging
1 GENERAL 1 Z 1 84-7 .1
TROUBLE SHOOTING
Surging
(5) Surging
Troubleshooting
Stopping engine was stopped under load ......... .
Running Radical load fluctuation (esp. radical increase)
conditions Torque-rich ~ Rapid rotation under high load
(Main engine) Dirty ship's hull .............. .
t
Dirty blower or turbine
. . side of supercharger
Dirty m t ~ and Carbon clogging intake
exhaust lmes or exhaust piping . . . . . . . .
. Dirty air supply cooling unit ...
Mechan1cal . .
alfu ti
. Defonnat10n of turbme nozzle ................ .
m nc on . .
Pulsation in air -.C Defecttve fuel nozzle . . . . . . . .
supply piping Intake or exhaust valve
not airtight
(DAIHATSUI
TYPE
SECTION
11
GENERAL
SHEET
5
Countermeasures
Stop engine under no load
Cleaning ship's bottom,
correct propellers
Clean
Clean
Clean
Replace
Replace
Grind or replace
Slight and temporary surging is not a problem. However, severe intennittent surging may damage blower impeller
or diffuser, or affect bearings. As there are various causes of surging, detennine the defmite cause by studying factocy
test run records or marine test records.
ln an emergency, surging can be avoided by releasing a portion of the air supply into the atmasphere by opening air
supply piping drain plug, which reduces air supply pressure and increases exhaust temperature. Therefore, an appro-
priate countenneasure must be applied to follow-up this emergency measure.
GENERAL 1 Z 1 84-7
(DAIHATSU)
SECTION
TYPE
TROUBLE SHOOTING
11
SHEET GENERAL When Exhaust Gas Shows Abnormal Color
6
(6) When Exhaust Gas Shows Abnormal Calor
....
....
Troubleshooting Countermeasures .D ....
:s (!.)
:;; i5 ci..-{ Lubricating oil quantity is excessive ........... Adjust oil quantity
g =" .8 Pston ring or oil ring wom, sticked or broken ..... Overhand and recondition, or replace
.S .8 Too much clearance between cylinder & piston. . .. Replace parts
13 E_ Low viscosity of lubricating oil .............. Replace with fresh lubricating oil.
Oil deposit in exhaust pipe due to the long idling . . . . . . . . . . Clean
Delay of injection timing . . . . . . . . . . . . . . . . . . . . . . . . . . Advance timing
lnsufficient compression . . . . . . . . . . . . . . . . . . . . . . . . . . Adjust
Overcooling of engine ..................... -. ....... Adjust to proper temperatures of
cooling water, lubricating oil and
intake air, respectively, and check
cooling water temp. adjustment valve.
Too many cylinders without combustion ............... Inspect and adjust
Defective function of nozzle . . . . . . . . . . . . . . . . . . . . . . . Overhaul and recondition or replace
Too much delivery quantity of injection pump ........... Adjust
Inadequate injection timing ........................ Adjust correctly
Injection pressure is too low . . . . . . . . . . . . . . . . . . . . . . . . Adjust
Unbalanced combustion .......................... injection quantity, etc
Inferior fuel .................................. Use better quality of fuel
Air inftltration into fuel .......................... Bleed air
rlnsufficient air ................ Check valve if it is functioning
properly at correct opening/closing
(1.)1
[-tGas leakage dueto defective contact of valve seat .. Recondition
.. Clogging of intake & outlet valve . . . . . . . . . . . . . lnject light oil or overhaul cleaning
Overload {Scorching ofmoving parts .................. Ove.rhaul and recondition, or replace
condition Overloaded ............................ Reheve load
Long operation under and exhaust pipes .. lnspection and clean
-{
Accumulation of carbon in inlet
light foad Accumulation of carbon in
supercharger, etc ...... Inspection and clean
___[ Silencer filter clogged .......... Clean
Defective supercharger L Stained blower or turbine ........ Clean
Bearings damaged ............. Replace
1 GENERAL 1 A 1 86-41
IDAIHATSU)
TROUBLE SHOOTING
TYPE
SECTION
11
When Engine Revolution Is Not Smooth GENERAL
SHEET
7
(7) When Engine Revolution Is Not Smooth
"' 'O
Q)
Troubleshooting
Countermeasures
Govemor malfunctioning ................................. Refor to Handling Manual for
Govemor
Defective tachometer cable ................................ Replace
Clogging dueto dirty fuel filter ............................ Clean
Defective function ofbooster pump .......................... Recondition
Defective Infiltration of air inside punip. . . . . . . . . . . .... Bleed air
function of Periodical hitch of plunger . . . . . . . .......... Clean or recondition
injection pump
0

1
R l
amage to p unger spring . . . . . . . . . . . . . . . . . ep ace
Wear or hitch of tappet roller ............ : .. Replace or recondition
Improper positioning of rack ................ Adjust
Defective t Damage to delivery valve spring ..... Replace
of Damage or leakage of delivery valve . . Replace or clean
dehvery H't h f d 1 al. R d't' l
valve 1 e o e 1very v ve . . . . . . . . . . . econ 1 10n or rep ace
__[ Leaky nozzle .......................... Clean or replace
funct1on of [ Uneven injection pressure through nozzle ....... Adjust
nozzle Damaged spring of nozzle holder ............. Replace
Leakage or breakage of fuel high pressure piping ................ Tighten or replace
;< 'O
-{Malfunctioning of govemor ............................... Adjust
"""" o-
i :S & -i. Infiltration of dust or solidification of oil ....... Clean rack
Hitching or damage of pump plunger .......... Clean or repalce
_... .S Rack sticks Damaged plunger spring .................. Replace
Defective fitting of injection pump ........... Adjust
.....
0
g -{Sticky connecting link between control handle & injection pump. . .... Inspect and recondition
g of governor pulling spring or loosening of the Replace or adJ'ust
.g attachmg screws. ......... .
] ' Sticky p_m_np ._. ................................... o.verhaul & or replace
g ..e: ci. Loose pmmn ttghtenmg screw of pump. . ..................... Tighten accordmg to tally marks
Q) bQ o
IZ :E t;
GENERAL 1 Z 1 84-7
(DAIHATSUI
SECTION
TYPE TROUBLE SHOOTING
11
SHEET
GENERAL
When Fuel Consumption Is Excessive,
8
When Lubricating Oil Consumption Is Abnormal
(8) When Fuel Consumption Is Excessive
T rou bleshooting Countermeasures
Inferior fuel . . ........... '. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Replace.
Defective functiontExcessive discharge of injection pump. . . Adjust.
e: . -{f fuel pump Loose tightening screw of pinion ...... Tighten according to tally marks .
. $! fuel Inadequate injection timing ......... Adjust
tnJectlon
f;i Defective pressure is too low. . ........ Adjust
e: of nozzle L Wearing of valve bottom and scorching R
1
8 . of needle valve. ep ace

il Trouble of engine [ Defective compression. . ......................... Adjust
proper Defective function ofvalve ....................... Adjust
Inadequate temperature of engine ................... Inspect coolng water temp.
adjustment valve
Lubricating oil viscosity is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lnspect cooling water temp.
adjustment valve
Supercharger malfunctioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspect
(9) When Lubricating Oil Consumption Is Abnormal
bl) Troubleshooting Countermeasures
ilnferior lubricating oil .................................... Replace.
<'$
. Excessive lubricating oil quantity . . . . . . . . .................... Adjust
.o-
.a E {Overheating of engine. . . . . . . . . . . . .......... Adjust .
. ;l Too much clearance of piston ................. Replace.
Trouble of engine Piston ring worn, scorched or broken ............. Replace.
(.) (.)
r.= proper. Irregular contact between valve & valve guide ...... Replace.
o .
. Oil leakage due to inferior packing ............. Replace.
bl).S :S Infiltration of-iDefective function of oil seal f fuel booster pump .... Replace.
t:l ... Ql) f
:g o .S uel . Loosened joint in fuel oil system inside head cover .... Tighten or replace packing
1ii lubncatmg
01
1 Damage oftappet guide rubber ring ............. Replace

,e e" Defective function of fuel pump tappet . . . . . . . . . . Replace
'3

ou o:j

f-< o o
Infiltration of-{Defective oil cooling element ................. Replace.
water into Inferior grand pack:ing of oil cooling element ....... Replace
lubricating oil Inferior 0-ring of under part of cylinder liner ...... Replace
Cracks in cylinder head or engine frame ........... Repair
1GENERAL1Z1 84-7.
(DAIHATSUI
TROUBLE SHOOTING
TYPE
SECTION
11
When Engine Is Overheated GENERAL
SHEET
9
(10) When Engine Is Overheated
....:.. {Air suctioned ........................... '. .................. Inspect and recondition
g ...: Insufficient quantity ofwater ........................... Refill
' i Water leakage through water piping joints . . . . . . . . . . . . . . . . . . . Inspect and recondition
Defective foot valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspect and recondition
..'.3 .S Clogging of foreign matters at cooiing water suction. . ........... Remove foreign matters
i of cooling water Clogging of cooling water passage ....... Clean or recondition
circulation -,-{Defective function of cooling water pump . Inspect and recondition
Cooling water . --[Water quality inadequate-Scale deposit. .... Adj.ust water q. uality
circulation in good Remove scale
8 ;: arder_ Defective adjustment of cooling water Ad" t
...... quantity JUS
Inadequate lubricating oil quantity ............................ To be corrected
pump revolution of lub. oil pump econ 1 ion or rep ace
Defective lubricating-[Wearing, breakage or irregular R d't'
1
Clogging of pump and oil piping with dust . Clean
& Inadequate oil quantity & viscosity ................. Adjust
'.g
OI) <1:1

{) .....
e ....,
.e;
3&
Ii:iproper-tlnadequate viscosity ................ Replace
oil . Lub. oil used too long without replacing ... Replace
quantity Density diluted by infiltration
water/fuel Replace
Breakage, leakage & clogging of filter ................ Clean or replace
Fuel used is inadequate .................................... Specified fuel to be used.
Injection timing is inadequate ................................ Adjust
Too much injection quantty of injection pump .................... Adjust
Defective-{Injection pressure is too low ...................... Adjust
nozzle Defective atomization and carbon deposit ............. Clean or replace
Carbon deposit in cylinder .................................. Clean
] '{Overload ............................................. Release load
J: Continuous running for a long time .... ........................ Stop operation
. r Insufficient pressure of
1
Dirty superharger blowers or Cle
... charge air turbine blades an
e . (with supercharger) Silencer filter dirty .................. Clean
.s
] Gas leakage from joint of inlet exhaust .... Tighten and replace packing
o..>< Temperature rise ofinlet ofblower ...... Improve ventilation ofroom
e
' Insufficient rotation of supercharger ..... Inspection and recondition
Inferior combustion tGa
1
s leakage due to wearing exhaust ...... Inspection and recondition
va ve
Inferior timing of fuel injection ......... Inspection and recondition
Excessive rotation of supercharger ....... Inspection and recondition
GENERAL 1 Z 1 84-7 1
IDAIHATSUJ
SECTION
TYPE
TROUBLE SHOOTING
11
SHEET
GENERAL When Oil Pressure Gauge Shows Abnormal
lndication
10
(11) When Oil Pressure Gauge Shows Abnormal lndication
Lack of lubricating oiL .............................. Refill
Too high viscosity of lubricating oil, insufficient lubricating Warm up or replace with that
pump suction. having suitable viscosity
Defective oil pressure gauge . . . . . . . . . . . . . . . . . . . . . . . . . . Replace
Clogging of oil pressure gauge piping . . . . . . . . . . . . . . . . . . . . Clean
Too much clearance between bearings .................... Inspect, recondition and replace
Defec_tive -f Air infiltration through a part of suction pipe .. Inspect and recondition or replace
of lub Choking of suction piping and screen ...... Clean
oil pump Wear and tear of gear or gear box ........ Overhaul, inspect and replace
Trouble of oil pressure adjusting valve ................... Inspect and adjust or replace
Clogging of lubricating oil filter ....................... Clean
Dirty lubricating oil cooler ............................ Clean
Lubricating oil viscosity lowered ........................ Replace
Overlaod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decrease load
Friction parts liable to scorch .......................... Inspect piston, liner and bearings
Lubricating oil filter clogged ........................... Clean
Lubricating oil pressure reliefvalve defective ................ Inspect and adjust
Lubricating oil I?ump safety valve defective ................. Recondition or replace
bll
.s
leakage due t? bearing ....... O_verhaul and recondition or replace
<a During operation oil Absence of plug m oil port. : ............ Flt plug
pressure gauge pointer Crack in oil piping system or oil leakage R d.t.
t: dd
1
d d h gh f . . . . econ 1 ion
g su en y rops an stay t rou connec 10ns
< Loose piston cooling nozzle ............. Inspect and recondition
During operation oil ---{lnfiltration of air from intake port dueto ... Refill lubricating oil
pressure gauge pointer lack of lubricating oil
shakes suddenly Wearing of bearing .................. Replace
Too little clearance between bearings .................... Inspect and recondition
of lubricating oil system ...................... Inspect and clean
Excessive tightening of regulating pressure valve
GENERAL 1 Z 1 84-7.
Recondition according to regular
pressure
(DAIHATSU)
TROUBLE SHOOTING
TYPE
SECTION
When Exhaust Gas
11
Temperature or Explosion Pressure Is
GENERAL
SHEET
Abnormal
11
(12) When Exhaust Gas Temperature or Explosion Pressure Is Abnormal
Uneven
move-
mentof
cylinder
Abnor-
mality
in all
cylinders
Troubleshooting
-f
Nozzle wom or stuck .................. .
Clogged with dust ..................... .
Abnormality in Cl f t I
fu 1 1
. oggmg o m1ec IQn nozz e t1p ............ .
e nozz e
1
ffi . . . .
nsu rc1ent mJect10n pressure ............. .
Excessive carbon deposition .............. .
ali . 1 Plunger wom or stuck .................. .
'ty inLDelivery or equalizing valve seal defective ..... .
p p Delivery or equalizing valve spring defective .... .
Fuel injection timing falty ............................ .
Uneven thrusting of fuel pump racks ...................... .
Defective seal or sticki.ng of intake or exhaust valve ............. .
Piston ring sticking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel leakage through joint sections of high pressure piping or cracks ..
Defective thermometer ............................... .
Indicator valve clogged . . . . . . . . ....................... .
Countermeasures
Replace
Replace
Clean or replace
Adjust
Inspect and clean.
Replace
Replace
Replace
Inspect and adjust
Adjust
Grind or replace
Replace
Tighten or replace
Replace
Recondition or replace.
Ab al
. . -{Dirty intake filter ...................... Flush
norm ity m Di bl . b 'd Fl h
supercharger rty ower or tur me SI e . . . . . . . . . . . . . . . us
Defective bearings . . . . . . . . . . . . . . . . . . . . . . Replace
-t
Dirty fms .......................... .
Abnormality in . . .
.
1
Insuffic1ent coolmg water ................ .
au coo er
Cooling temperature too high
Flush
Inspect adjust valve and
cooling
re_sistanc!'. of or liner . . . . . . . . . . . . . . . Replace
m movmg sectlons Scorching of beanngs . . . . . . . . . . . . . . . . . . . Replace
Fuel oil quality inadequate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Use proper fuel oil
Defective indicator ................................... Recondition or replace.
l GENERAL 1 Z 1 84-7 1
IDAIHATSUI
SECTION
TYPE TROUBLE SHOOTING
11
SHEET
GENERAL
Fuel Rack Pulls in Excessively,
12 When Cylinder Safety Valve Gets Opened
( 13) Fuel Rack Pulls in Excessively
Troubleshooting Countetrneasures
Air or water in fuel system .................... Bleed air or water
-Fuel rack pulls Fuel filter or fuel piping clogged ................ Clean
in, but exhaust Abnormal abrasion of fuel pump plunger .......... Replace, analyze fuel oil properties
temperature doe Fuel leakage through joints of fuel .
not rise high pressure piping or cracks ............... Tighten or replace
Fuel rack pulls damaged ......................... Recondition or replace.
in and exhaust Dirty hull ............................... Clean
temperature rises, Piston, liner or bearings scorched ................ Replace
but engine rpm's . . . Refer to Handlng Manual of
do not rise Abnorm1ty m reductton gear ................... reduction gear
( 14) When Cylinder Safety Valve Gets Opened
Troubleshooting
Counterrneasure
-f
Foreign matter is caught in safety valve seat ......... Grnd
Defective safety . .
valve Defecttve spnng ........................... Replace
Loose spring nuts and bolts ................... Adjust and tighten
Overcooling of engine ....................... Insp
1
ect
1
calooling water temperature
con ro v ve
Abnonnal Uneven thrust of racks ....................... Adjust
explosion ----1-Fuel nozzle abnormal ....................... Inspect and replace
Early or delayed injection timing
Injection timing too early ..................... Adjust
Adjust injection timng
1 GENERAL j Z 1 84-7 I

Operational Manual Daihatsu

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