Preface: Manual For Operation & Maintenance of 200 Series Inline Engines With One-Piece Injection Pump

Manual for operation & maintenance of 200 series inline engines with one-piece injection pump
Preface
200 series diesel engines (inline, equipped with individual injection pump) are developed
and manufactured by Chongqing Weichai Engine Works based on researching techniques of
medium speed engine both at home and abroad, and are awarded the title of “Famous-brand
Products in Chongqing”.
The engines feature compact construct, reliable running, good economic index, easy
operation, so they are ideal propelling power for passenger ships, transport ships, fishing boats,
etc. and also perfect primary power for marine auxiliary sets, land-used generating sets and
other power plants.
Possessing techniques of four-stroke, inline, direct injection, water-cooling, pulse system

supercharging, intercooling, etc, they have rated power 216kW~960kW and rated speed
750r/min~1000r/min.
This manual explains emphatically the construction of 200 series diesel engines, and
explains the principle of every system, and gives specification to the operation, maintenance,
procedure of service and test, the quality of fuel oil, lubrication oil, and cooling water.
The user shall read this manual sufficiently to acquaint
himself with the construction and operation of the diesel
engine before starting it, so that the efficacy of the
engines can be brought out fully.
The construction and performance of the 200 series
engines will be improved with the development of
science and technique; thus, the users will not be notified
if there is modification in newly developed engine,
except a new version is published. Please notice the
technical documents delivered with the diesel engine.
Therefore, the diesel engine shall be regarded as standard
if there is difference between the specification of manual
and the actual performance of engine due to the
improvement of product.
J ul y , 2 01 2
I
II
Attention
1. The diesel engine has undergone release test rigidly on specifications, and the lead seal on
fuel injection pump has been fitted. Do not dismantle the lead seal at will to increase fuel
injection, or the engine maker will not bear the responsibility due to it.
2. The operator shall read the instruction manual carefully to be familiar with the construction
of the engine, and manipulate it according to the regulations of operation and maintenance.
3. The oil shall be changed after the first 50 running hour of new engine; the oil filter shall be
cleaned; the torque of cylinder-head nut and connecting rod bolt shall be checked before further
running.
4. In the case of new engine or engine having been standstill for a long time, before its starting,
it is necessary to open the air escape valve (or power indicator) of cylinder head to blow off the
engine in addition to starting of oil priming pump to guard against damage to the engine due to
condensation water in exhaust pipe flowing into cylinder.
5. The engine shall run at 500~600 rpm without load to warm up after it is started. Do not
increase its speed or load sharply. Do not shut down the engine immediately after running for
long time with heavy load. It must be shut down after running in low speed without load for
5-10 minutes.
6. The antifreeze agent shall be used in coolant if the ambient temperature is lower than 0℃. If
the ambient temperature is lower than 5℃, starting engine is to be implemented only after its
cooling water and oil are preheated.
7. The fuel and oil must be determined according to the specifications in the Instruction Manual.
When they are filled into engine, they shall be kept in a clean container, and filtered by a
strainer. It is preferred to allow the fuel settle for more than 72 hours.
8. The inspection and maintenance of electrical system shall be taken over by the person with
electrical knowledge.
9. Installation and repair shall only be carried out by trained and qualified personnel.
10.The residual fluids must be disposal correctly according to local regulations.
11.The rated speed of the engine has been adjusted and limited. Never attempt to change the
speed adjusting device.
12.Some parts, such as the turbo, the intercooler, the pipes and injection pump of heavy diesel
III
and the exhaust pipes, are hot. All these parts are protected by guards or thermal isolation
material. Do not remove these protection till these hot parts are cooled down when repair or
maintenance. Restore these protections after repair or maintenance in time.
13.Do not install and use the engines in explosive environment.
IV
Equivalence between GB standards and ISO standards

No. Description GB standards ISO standards Remarks
1 Flash point GB/T261 ISO2719 Fuel oil
Carbon residue
2 [10% V/V GB/T268 ISO6615
distillation bottoms]
3 Ash ％ GB/T508 ISO6245
4 Pour point GB/T3535 ISO3016
5 Sediment ％ GB/T6531 ISO3735
6 Carbon residue GB/T17144 ISO10370
7 Flash point GB/T3536 ISO2592 Lube oil
8 Foamability GB/T12579 ISO6247
V
Contents
Explanation of Model No. ............................................................................................................1
Longitudinal and cross section of diesel engine ...........................................................................2
Overall drawing of diesel engine ..................................................................................................3
Performance diagram of diesel engine .........................................................................................7
Chapter 1 Main performances, technical parameters and specifications of accessories of engine
.................................................................................................................................................... 11
1.Main performances and technical parameters .....................................................................11
Model 1000r/min ............................................................................................................... 11
Model 900r/min ................................................................................................................ 14
Model 750～720r/min....................................................................................................... 17
Fishing version .................................................................................................................. 20
2.Main specifications of accessories ..................................................................................... 23
Model 1000r/min .............................................................................................................. 23
Model 900r/min ................................................................................................................ 26
Model 750~720r/min ........................................................................................................ 29
Fishing version .................................................................................................................. 32
3. Tightening torque of main bolts (screws).......................................................................... 35
4. Clearances for assembling and worn limit of major parts ................................................. 37
Chapter 2 Quality requirements for fuel oil, lube oil and cooling water ....................................39
1. Quality requirements of fuel oil ........................................................................................ 39
2. Quality requirements of lube oil ....................................................................................... 39
3. Quality requirements of fresh water.................................................................................. 42
Chapter 3 Main configuration and systems of diesel engine ...................................................44
1. Construction feature .......................................................................................................... 44
2. Dimensions and weight of main parts ............................................................................... 45
3. Cylinder block and cylinder liner...................................................................................... 46
4. Crankshaft ......................................................................................................................... 47
5. Dismantlement and installation of main bearing bolt ....................................................... 51
6. Piston and connecting rod ................................................................................................. 53
VII
7. Cylinder head .................................................................................................................... 57

8. Camshaft and timing gear system ..................................................................................... 62
9. Governor, injection pump, injector and fuel supply pump ................................................ 62
10. Fuel system (for example: CW8200ZC) ......................................................................... 63
11. Oil system ....................................................................................................................... 68
12. Cooling system................................................................................................................ 71
13. Starting system ................................................................................................................ 74
14. Supercharging system ..................................................................................................... 76
15. Safety and automatic stopping system ............................................................................ 77
Chapter 4 Installation and coupling of engine ............................................................................78
1 Installation of diesel engine ............................................................................................... 78
2. Air inlet and outlet of engine room ................................................................................... 78
3. Requirements of hoisting diesel engine ............................................................................ 79
4. Installation requirements of diesel engine......................................................................... 79
Chapter 5 Operation of diesel engine .........................................................................................83
1 Running-in of diesel engine ............................................................................................... 83
2 Check and start before operation, running and stop ........................................................... 85
Running parameters (at rated point) as follows: .........................................................................86
Chapter 6 Regular check and maintenance.................................................................................89
1 Necessary repair ................................................................................................................. 89
2 Maintenance ....................................................................................................................... 90
Chapter 7 Typical failures and troubleshooting ..........................................................................94
1 Low quality oil ................................................................................................................... 94
2 High cooling water temperature ......................................................................................... 94
3 Insufficient output .............................................................................................................. 95
4 Black smoke ....................................................................................................................... 95
5. Troubleshooting table........................................................................................................ 96
Annex: ......................................................................................................................................101
1. Correction of output at nonstandard condition................................................................ 101
2. Torsional vibration calculation parameters ..................................................................... 102
VIII
Explanation of Model No.
Explanation of engine model:

The model No. of the diesel engine consists of four parts: the first one indicating new
engine version and enterprise; the second one indicating cylinder quantity, cylinder
arrangement, stroke and bore; the third one indicating the construction and application; and the
last one indicating the variation (expressed by Arabic numerals) of this model and rotation
direction. A hyphen could be used between the third and the fourth parts.
Expression of model No.
CW —
The last part: symbols of variation and rotation
direction. N means anticlockwise rotation. There
is no N if the engine rotates clockwise.
The third part: symbols of construction and

application
The second part: symbols of cylinder quantity,

cylinder arrangement, stroke and bore
The first part: symbol of new engine ( )

and enterprise (CW)
Example:
CW6200ZC: 6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,
marine main engine rotating clockwise if viewed from flywheel end,
basic version;
XCW6200ZC: 6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,
strengthened marine main engine (X version) rotating clockwise if
viewed from flywheel end
CW8200ZC-4N: 8-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,
variation 4, marine main engine rotating counterclockwise if viewed
from flywheel end.
CW6200ZD: 6-cylinder, inline, 4-stroke, 200mm bore, water cooling, turbocharging,
diesel engine driving generator, rotating clockwise if viewed from
flywheel end, basic version.
1
Longitudinal and cross section of diesel engine
2
Overall drawing of diesel engine
3
4
5
6
Performance diagram of diesel engine
7
8
9
10
Chapter 1 Main performances, technical parameters and

specifications of accessories of engine
1. Main performances and technical parameters
Model 1000r/min
Item Technical data
XCW6200ZC-1
XCW8200ZC-1
XCW6200ZC
XCW8200ZC
CW6200ZC
CW8200ZC
Model *①
Quantity of cylinders 6 8
Bore mm 200 200
Stroke mm 270 270
Rated power*② kW 600 698 720 800 928 960
Rated speed r/min 1000 1000
Mean effective pressure
1.415 1.642 1.698 1.415 1.642 1.698
MPa
Mean piston speed m/s 9 9
Max. explosion pressure
≤11.5 ≤12.5 ≤11.5 ≤12.5
MPa
Displacement L 50.892 67.856
Air intake type Supercharging intercooling Supercharging intercooling
Specific fuel consumption
≤200 ≤197 ≤200 ≤197
g/kW.h
Specific oil consumption
≤0.8 ≤0.8
g/kW.h
Diesel engine rotating clockwise if viewed from flywheel end is
Rotation direction of standard arrangement of 200 series engine. Diesel engine rotating
crankshaft counterclockwise can also be supplied if user requires, the model
code of which shall be followed by letter N.
CW: 1-4-2-6-3-5 CW: 1-3-5-7-8-6-4-2
Firing order
CCW: 1-5-3-6-2-4 CCW: 1-2-4-6-8-7-5-3
Minimum steady speed
400 (marine main engine) 400 (marine main engine)
r/min
11
Exhaust back pressure

≤2.5 ≤2.5
kPa
Compression ratio 13.37 13.37
Boost pressure Mpa 0.16~0.
0.17~0.20 0.16~0.19 0.17~0.20
(rated conditions) 19
Exhaust gas
temp
≤530（manifold pipe） ≤530（manifold pipe）
eratu
≤580（main pipe） ≤580（main pipe）
re
℃
Charge air temperature
45~60 45~60
before cylinder ℃
Fresh water temperature
65~85 65~85
at engine outlet ℃
Lube oil temperature at
60~75 60~75
engine inlet ℃
Lube oil pressure at
0.40~0.50 0.40~0.50
engine inlet MPa
Fresh/ sea water pressure
0.25~0.36 0.25~0.36
at engine inlet MPa
Fuel pressure at engine
0.1~0.2 0.1~0.2
inlet MPa
Inlet valve
50°before TDC 50°before TDC
opens
Inlet valve
20°after BDC 20°after BDC
Valve closes
timing Exhaust
(crank valve 60°before BDC 60°before BDC
angle) opens
Exhaust
valve 50°after TDC 50°after TDC
closes
Advanced angle of fuel Advanced angle of fuel supply depends on models of diesel
delivery(crank angle) *③ engines, and is stamped on nameplate of engine.
Initial injection pressure
24+0.8 24+0.8
MPa
12
Air pressure into air

0.8~1 0.8~1
starter MPa
Wet oil sump capacity *
140 185
④ L
Capacity of cooling water
75 100
in cylinder L
Capacity of expansion
150 150
tank L
Oil type CD 15W-40 Oil CD 15W-40 Oil
Fuel type 0#, -10# 0#, -10#
Net weight kg 6500 7800
Valve Inlet 0.5 0.5
clearance
mm (cold Outlet 0.7 0.7
state)
Note: * ① 200 series diesel engines other than basic model shall be supplied as per technical
documents.
* ② Rated output is subject to the standard conditions (GB/T 6072.1-2000) of 100kPa
atmospheric pressure, 25 ℃ ambient temperature, 25 ℃ charge water temperature in
intercooler. If the actual condition differs from the standard one, it should be revised.
* ③: Advanced angle of fuel supply depends on models of diesel engines, and is
stamped on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are
modified to ZD. The two configurations are identical. Seawater pump is called
external circulating pump in the case of land-based engine.
13
Model 900r/min
Item Technical data
Model *① CW6200ZC-5 XCW6200ZC-4 CW8200ZC-9 XCW8200ZC-4
Quantity of cylinders 6 8
Bore mm 200 200
Stroke mm 270 270
Rated power*② kW 540 648 720 864
Rated speed r/min 900 900 900 900
1.415 1.698 1.415 1.698
MPa
Mean piston speed m/s 8.1 8.1
≤11.5 ≤12.5 ≤11.5 ≤12.5
MPa
Displacement L 50.892 67.856
≤200 ≤197 ≤200 ≤197
g/kW.h
≤0.8 ≤0.8
g/kW.h

Rotation direction of standard arrangement of 200 series engine. Diesel engine
crankshaft rotating counterclockwise can also be supplied if user requires,
the model code of which shall be followed by letter N.
CW: 1-4-2-6-3-5 CW: 1-3-5-7-8-6-4-2

Firing order
CCW: 1-5-3-6-2-4 CCW: 1-2-4-6-8-7-5-3
Minimum steady
speed
360 (marine main engine) 360 (marine main engine)
r/min
Exhaust back pressure kPa ≤2.5 ≤2.5
Boost pressure MPa
0.16~0.19 0.17~0.20 0.16~0.19 0.17~0.20
(rated conditions)
Exhaust gas ≤530 (manifold pipe) ≤530 (manifold pipe)
temperature ℃ ≤580 (main pipe) ≤580 (main pipe)
14

45~60 45~60
before cylinder ℃
Fresh water temperature at
65~85 65~85
engine outlet ℃
60~75 60~75
engine inlet ℃
Lube oil pressure at engine
0.40~0.50 0.40~0.50
inlet MPa
0.25~0.36 0.25~0.36
at engine inlet MPa
0.1~0.2 0.1~0.2
inlet MPa
Inlet valve
opens
Valve Inlet valve
timing closes
(crank Exhaust valve
60°before BDC 60°before BDC
angle) opens
Exhaust valve
50°after TDC 50°after TDC
closes
Advanced angle of fuel
Advanced angle of fuel supply depends on models of
delivery diesel engines, and is stamped on nameplate of engine.
(crank angle) *③
24+0.8 24+0.8
MPa
Air pressure into air starter
0.8~1 0.8~1
MPa
Wet oil sump capacity L 140 185
75 100
in cylinder L
150 150
tank L
Fuel type 0#, -10# 0#, -10#
Valve Inlet 0.5 0.5
15
clearance mm
Outlet 0.7 0.7
(cold state)
Note: * ① 200 series diesel engines other than basic model shall be supplied as per
technical documents.
atmospheric pressure, 25 ℃ ambient temperature, 25 ℃ charge water temperature in
intercooler. If the actual condition differs from the standard one, it should be revised.
* ③: Advanced angle of fuel supply depends on models of diesel engines, and is
stamped on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are modified
to ZD. The two configurations are identical. Seawater pump is called external
circulating pump in the case of land-based engine.
16
Model 750r/min
Item Technical data
Model *① CW6200ZC-7 XCW6200ZC-5
Quantity of cylinders 6
Bore mm 200
Stroke mm 270
Rated power*② kW 450 540
Rated speed r/min 750 750
1.415 1.698
MPa
Mean piston speed m/s 6.75 6.75
≤11.5 ≤12.5
MPa
Displacement L 50.892
≤200 ≤197
g/kW.h
≤0.8 ≤0.8
g/kW.h
CW: 1-4-2-6-3-5
Firing order
CCW: 1-5-3-6-2-4
300 300
r/min

Boost pressure Mpa
0.13~0.14 0.15~0.17
(rated conditions)
17

45~60 45~60
before cylinder ℃
65~85 65~85
engine outlet ℃
60~75 60~75
engine inlet ℃
0.40~0.50 0.40~0.50
inlet MPa
0.15~0.25 0.15~0.25
at engine inlet MPa
0.1~0.2 0.1~0.2
inlet MPa
Inlet valve
opens
Valve Inlet valve
timing closes
angle) opens
Exhaust valve
closes
delivery (crank angle) *③ engines, and is stamped on nameplate of engine.
24+0.8 24+0.8
MPa
0.8~1 0.8~1
MPa
75 75
in cylinder L
150 150
tank L
Oil type CD15W-40 Oil CD15W-40 Oil
Fuel type 0#, -10# 0#, -10#
18
Valve Inlet 0.5 0.5

clearance mm
(cold state) Outlet 0.7 0.7
documents.
atmospheric pressure, 25℃ ambient temperature, 25℃ charge water temperature in intercooler.
If the actual condition differs from the standard one, it should be revised.
* ③: Advanced angle of fuel supply depends on models of diesel engines, and is stamped
on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are modified to
ZD. The two configurations are identical. Seawater pump is called external
19
Fishing version
Item Technical data
Model *① CW6200ZC-31 CW6200ZC-32 CW6200ZC-28 CW6200ZC-39
Bore mm 200
Stroke mm 270
Rated power*② kW 480 540 480 540
Rated speed r/min 800 900 1000 1000
1.415 1.415 1.131 1.273
MPa
Mean piston speed m/s 7.2 8.1 9
≤11.5 ≤11.5 ≤11.5 ≤11.5
MPa
Displacement L 50.892

≤205 ≤205 ≤205 ≤205
g/kW.h
≤0.8 ≤0.8
g/kW.h
CW: 1-4-2-6-3-5
Firing order
CCW: 1-5-3-6-2-4
320 360 400
r/min

Boost pressure Mpa
0.10~0.13 0.13~0.15 0.10~0.13 0.13~0.15
(rated conditions)
45~60 45~60
before cylinder ℃
20

65~85 65~85
engine outlet ℃
60~75 60~75
engine inlet ℃
0.40~0.50 0.40~0.50
inlet MPa
0.25~0.36 0.25~0.36
at engine inlet MPa
0.1~0.2 0.1~0.2
inlet MPa
Inlet valve
opens
Valve Inlet valve
timing closes
angle) opens
Exhaust valve
closes
delivery (crank angle) *③ engines, and is stamped on nameplate of engine.
24+0.8 24+0.8
MPa
0.8~1 0.8~1
MPa

75 75
in cylinder L
150 150
tank L
Fuel type 0#, -10# 0#, -10#
Valve Inlet 0.5 0.5
21
clearance mm
Outlet 0.7 0.7
(cold state)
documents.
atmospheric pressure, 25℃ ambient temperature, 25℃ charge water temperature in intercooler.
If the actual condition differs from the standard one, it should be revised.
* ③: Advanced angle of fuel supply depends on models of diesel engines, and is stamped
on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are modified to
ZD. The two configurations are identical. Seawater pump is called external
22
2. Main specifications of accessories
Model 1000r/min
Parts’ name, item, and unit Technical parameters

S/N CW6200ZC CW8200ZC
Basic model XCW6200ZC XCW8200ZC
XCW6200ZC-1 XCW8200ZC-1
Type Gear pump Gear pump
Speed r/min 2455 2455
1 Oil pump Pressure MPa 0.4~0.5 0.4~0.5
Flow m3/h 28.86 35.46
Power kW 12.8 16.7
Type Pulley drive Pulley drive

Fresh
2 water Pressure MPa 0.36 0.36
pump
Flow m3/h 36 36
Power kW 9.5 9.5

Seawater
3 Pressure MPa 0.355 0.355
pump
3
Flow m /h 43 43
Power kW 8 8
Fuel Type Piston type Piston type

delivery
4 Model S401 S404 S401 S404
pump
Pressure MPa 0.2 0.2
See the
Model See the nameplate
Fuel nameplate
5 injection Plunger dia. mm φ17 φ18 φ17 φ18
pump
Lift range mm 15 15
23
Mechanical Mechanical
Type
centrifugal centrifugal
6 Governor
RSUV（Z）
Model RSUV（Z）-500P9901
-500P9901
Drawing No. C62.09.10.1000 C62.09.10.1000

7 Injector
Opening pressure MPa 24+0.8 24+0.8
Type Screen pan Screen pan

Primary
8
intercooler
Cooling area m2 14 14
Model Screen pan Screen pan
Secondary
9
intercooler
Air flow kg/h 4800 6400
Cooling water flow

10 12
m3/h
Model See nameplate See nameplate

Oil
10
cooler
Cooling area m2 6.6 10 10 13.2
Fresh Model See nameplate See nameplate

11 water
cooler Cooling area m2 3.3 5 5 6.6
Type Pneumatic Pneumatic
Air Starting air pressure

12 0.8~1.0 0.8~1.0
starter MPa
Starting torque Nm 311.6 311.6
3
Volume of air bottle dm 160 320
Air
13
bottle Pressure of air bottle
3 3
MPa
24
Model See the nameplate See the nameplate
Flow m3/h 30 38
14 Oil fine filter
Pressure MPa 0.6~1 0.6~1
Rating μm 40 40
Flow m3/h 1~2 1~2

15 Fuel fine filter
Pressure MPa 0.15～0.2 0.15～0.2
Rating μm 40 40
Note: All of these parameters are values when the engine rotates at 1000r/min. As
for the technical data and operation of the main parts such as turbocharger,
governor and fuel injection pump, please refer to their manuals.
25
Model 900r/min

S/N
CW6200 XCW6200 CW8200 XCW8200
Basic model
ZC-5 ZC-4 ZC-9 ZC-4
Flow m3/h 26 31.91
Power kW 11.52 15.03

Fresh
pump
Flow m3/h 32.4 32.4
Power kW 8.55 8.55

Seawater
pump
Flow m3/h 38.7 38.7
Power kW 7.2 7.2
Type Piston type Piston type

Fuel
delivery
4 Model S401 S404 S401 S404
pump

Fuel
pump
Lift range mm 15 15
26
Type
6 Governor
RSUV（Z）
-500P9901
Drawing No. C62.09.10.1000 C62.09.10.1000

7 Injector
Screen Screen
Type
Primary pan pan
8
intercooler
Model Screen pan Screen pan
Secondary
9
intercooler Air flow kg/h 4800 6400
Cooling water flow
10 12
m3/h
Model C62.19.07.2000 C82.19.07.2000

Oil
cooler
Cooling area m2 6.6 10
10
Fresh Model C62.19.07.1000 C82.19.07.1000
water
cooler Cooling area m2 3.3 5

11 0.8~1.0 0.8~1.0
starter MPa
3
Air
12
3 3
MPa
27
Flow m3/h 30 38
13 Oil fine filter
Rating μm 40 40
Flow m3/h 1~2 1~2

14 Fuel fine filter
Pressure MPa 0.15～0.2 0.15～0.2
Rating μm 40 40
Note: All of these parameters are values when the engine rotates at 900r/min. As
for the technical data and operation of the main parts such as
turbocharger, governor and fuel injection pump, please refer to their
manuals.
28
Model 750r/min

S/N
Basic model CW6200ZC-7 XCW6200ZC-5
Flow m3/h 26.6 26.6
Power kW 12.525 12.525

Fresh
pump
Flow m3/h 27 27
Power kW 7.1 7.1

Seawater
pump
Flow m3/h 32.3 32.3
Power kW 6 6

Fuel
delivery
4 Model S401 S404
pump
Model BP6081 BP6083

Fuel
pump
Lift range mm 15 15
29
Type
6 Governor
RSUV（Z）
-500P9901
Drawing No. C62.09.12.1000 C62.09.12.1000

7 Injector
8 Intercooler
Cooling water flow

10 10
m3/h
Model C62.19.07.2000 C62.19.07.2000

Oil
9
cooler
Cooling area m2 6.6 6.6
Fresh Model C62.19.07.1000 C62.19.07.1000

10 water
cooler Cooling area m2 3.3 3.3

11 0.8~1.0 0.8~1.0
starter MPa
3
Air
12
3 3
MPa
30
Model C62.25.01.1000 C62.25.01.1000
Flow m3/h 30 38
13 Oil fine filter
Rating μm 40 40
Model C62.25.02.1000 C62.25.02.1000
Flow m3/h 1~2 1~2

14 Fuel fine filter
Pressure MPa 0.15～0.2 0.15～0.2
Rating μm 40 40
Note: As for the technical data and operation of the main parts such as
manuals.
31
Fishing version
S/N CW6200 CW6200 CW6200 CW6200
Basic model
ZC-31 ZC-28 ZC-32 ZC-39
Speed r/min 1964 2455 2210 2455
Flow m3/h 23.09 28.86 25.97 28.86
Power kW 12.8 16.7

Fresh
pump
Flow m3/h 36 36
Power kW 9.5 9.5

Seawater
pump
Flow m3/h 43 43
Power kW 8 8

Fuel
delivery
4 Model S401 S401
pump
Model BP6071 BP6077

Fuel
5 injection Plunger dia. mm φ17 φ17
pump
Lift range mm 15 15
32
Type
6 Governor
RSUV（Z）
-500P9901
Drawing No. C62.09.12.1000 C62.09.12.1000

7 Injector
Built-in
8
intercooler
Cooling water flow

10 10
m3/h
Model C62.19.07.2000 C62.19.07.2000

Oil
9
cooler
Cooling area m2 6.6 6.6
Fresh Model C62.19.07.1000 C62.19.07.1000

10 water
cooler Cooling area m2 3.3 3.3

11 0.8~1.0 0.8~1.0
starter MPa
3
Air
12
3 3
MPa
33
Model C62.25.01.1000 C62.25.01.1000
Flow m3/h 30 30
13 Oil fine filter
Rating μm 40 40
Model C62.25.02.1000 C62.25.02.1000
Flow m3/h 1~2 1~2

14 Fuel fine filter
Pressure MPa 0.15～0.2 0.15～0.2
Rating μm 40 40
Note: As for the technical data and operation of the main parts such as
manuals.
34
3. Tightening torque of main bolts (screws)

3.1 Tightening torque of main bolts (screws)
Tightening torque
S/ Threa
Position of thread Lubricant No.1 step No.2 step +
N d size
(N•m) (N•m) Angle
01 Crankcase and engine feet M16 MoS2 140
02 Engine feet bolt M24 MoS2 470
03 Counterweight bolt M24 MoS2 250+25 30°±3°
+40
04 Flywheel bolt M20 MoS2 100 400
05 Main bearing bolt M30 MoS2 200 300+30 60°
+30
06 Connecting rod bolt M16 MoS2 80 140 220+20
07 Connecting rod bolt M30 MoS2 100 300+30 90°±5°
+30
90°+5
°
08 Cylinder head nut M30 MoS2 100 300
09 Idle gear bolt M12 MoS2 70+10
10 Camshaft connecting stud M12 Loctite 242 60
11 Camshaft connecting stud and nut M12 Loctite 242 70
12 Camshaft housing fixing bolt M16 Loctite 242 140
13 Dual gear bolt M12 MoS2 70+10
Stud bolts on fuel injector and
14 M10 MoS2 30
cylinder head
15 Pulley bolt on free end M16 Loctite 242 140
16 Driving gear nut of oil pump M22 Loctite 242 250
Driving gear of seawater and fresh
17 M22 Loctite 242 250
water pumps
18 Injection pump shaft and flange M24 Loctite 242 300+30
Driving shaft of injection pump and
19 M12 Loctite 242 110+10
gear
Driving shaft of injection pump and
20 M14 Loctite 242 180+20
clamp block
21 Injection pump fixing bolt M12 Loctite 242 60
22 Water pump impeller and rotation shaft M18 Loctite 242 60 170°
23 Exhaust pipe and cylinder head M12 Antisticking agent 60
24 Exhaust pipe and turbocharger M16 Antisticking agent 140
！
Note: When tightening screws to a given torque, only the
lubricant specified could be used.
35
3.2 Recommended torque for undefined general bolt
Expression for recommended torque for undefined general bolt

Tightening torque
= Conversion coefficient×Tightening torques for 8.8 strength grade of bolts
Conversion coefficient table Coefficient of friction

Strength As per MoS2 lubricant (molybdenum
5.6 6.8 10.9 12.9 μ=0.08
class disulphide G—n)
Conversion If the surface is rough, slightly oil or
0.47 0.75 1.40 1.7 μ=0.14
coefficient x coat with Loctite.
3.3 Tightening torque for 8.8 strength grade of bolts

Coefficient of Coefficient of
0.08 0.14 0.08 0.14
friction friction
Thread size Tightening torque (N•m) Thread size Tightening torque (N•m)
M5 4 6 M24 470 690
M6 7 10 M24×2 500 750
M8 17 25 M27 700 1020
M10 34 50 M27×2 730 1100
M12 60 85 M30 950 1380
M14 95 135 M30×2 1015 1540
M14×1.5 100 145 M33 1270 1870
M16 140 205 M33×2 1350 2060
M16×1.5 150 220 M36 1640 2400
M18 200 280 M36×3 1710 2550
M18×1.5 215 320 M39 2115 3120
M18×2 205 300 M39×3 2190 3300
M20 275 400 M42 2630 3860
M20×1.5 295 450 M42×3 2760 4170
M20×2 285 425 M45 3260 4820
M22 370 540 M45×3 3415 5180
M22×1.5 395 595 M48 3950 5820
M22×2 380 565 M48×3 4185 6370
36
4. Clearances for assembling and worn limit of major parts

Unit: mm
Clearance for new Maximum
S/N Measuring position
engine (mm) clearance (mm)
Radial clearance of main bearing (vertical) 0.12-0.20 0.25
Axial clearance of crankshaft 0.26~0.40 0.50
1 See the detail of measuring

Max. permissible crankweb deflection
crankweb deflection
Crankpin bearing (vertical) 0.08-0.18 0.22
Piston pin bearing 0.08-0.15 0.20
Piston: Dimensions other than ring groove are not given as the salient factor limiting the
service life of the piston is the ring grooves.
Axial clearance of No.1 piston ring 0.13-0.162 0.3
Split clearance 0.7-0.85 *
Split clearance 0.7-0.85 *
2
Split clearance 0.7-0.85 2.0
Split clearance 0.4-0.6 2.0
* Piston rings must be replaced if there is any abnormal wear at surface of piston ring.
Cylinder liner: on new engine or being replaced
Φ200＋0.03~0.06
with a new one: No.1 cylinder:Φ200.06
3
Max. admissible wear 0.60
Max. admissible ovality 0.20
Clearance of inlet and exhaust valve stem 0.08～0.118 0.15
4 Inlet valve clearance (cold state) 0.5
Exhaust valve clearance (cold state) 0.7
Radial clearance 0.03-0.18 0.25
5 Idler wheel bearing
Axial clearance 0.5-1.0 1.30
Radial clearance of camshaft bearing 0.09-0.247 0.30
6
Axial clearance of camshaft 0.5-1.1 1.60
Driving gear system backlash at free end is as
7
follows:
37
Driving gear system schematic diagram
A
A——Timing gear
B——Dual gear E
C——Idle gear 1 B F
D——Crankshaft gear
I G
E——Driving gear of fresh water pump
H C
F——Driving gear of fuel pump
G——Driving gear of oil pump
D
H——Idle gear 2
I—— Driving gear of seawater pump (option, for engine-driven seawater pump )
Meshing backlash between timing gear and dual gear 0.154～0.215mm;

Radial clearance of dual gear bearing: 0.03～0.18mm; Axial clearance 0.50～1.00mm;
Meshing backlash between dual gear and idle gear 1: 0.161～0.242mm;
Meshing backlash between dual gear and freshwater pump driving gear 0.132～0.196mm；
Meshing back lash between dual gear and oil pump driving gear 0.131～0.195mm；
Meshing backlash between dual gear and fuel pump driving gear 0.139～0.208mm；
Radial clearance between idle gear 1 and bearing 0.03～0.18mm；Axial clearance 0.50～
1.00mm；
Meshing backlash between idle gear 1 and crankshaft gear 0.154～0.230mm；
Meshing backlash between idle gear 1 and 2: 0.15～0.230mm；
Radial clearance of bearing of idle gear 2 0.03～0.18mm；Axial clearance 0.40～0.80mm；
Meshing backlash between idle gear 2 and seawater pump driving gear 0.129～0.192mm；
38
Chapter 2 Quality requirements for fuel oil, lube oil and

cooling water
1. Quality requirements of fuel oil
Quality requirements of light diesel fuel

According to the standard GB252, the light diesel fuel should meet the requirements as
follows:
Item 10 0 -10 -20 Test method

Kinematic viscosity at 20 ℃
3～8 2.5～8 GB/T265
mm2/s
Flash point ℃(closed cup) ≥ 55 GB/T261
Condensation point ℃ ≤ 10 0 -10 -20 GB/T510
Carbon residue [micro method, 10%

V/V distillation bottoms], %(m/m) 0.3 GB/T268
≤
Ash % (m/m) ≤ 0.01 GB/T508
Water % (V/V) ≤ - GB/T260
Sulfur, % (m/m) ≤ 0.2 GB/T380
Mechanical impurity None GB/T511
Acid number mgKOH/100mL ≤ 7 GB/T258
Copper-strip test class (50℃ 3h)
1 GB/T5096
≤
Cetane number ≥ 45 GB/T386
Note:The general diesel fuel of 10, 5,0, -10, -20,-35,-50grades could be used respectively
according to the various regions and seasons, and equipments of fuel system.
10# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above 12℃;
above 8℃;
above 4℃;
-10# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
39
above -5℃;
above-14℃;
above -29℃;
above -44℃;
40
2. Quality requirements of lube oil
2.1 Quality requirements of lube oil in engine burning diesel fuel

The quality of the lube oil used for CW200 series diesel engines should be in accordance
with the technical data of CD40 in Standard GB11122.
Main specifications of lube oil as follows:
Item Quality index Test method
Viscosity grade 40 Suitable
2
Kinematic viscosity at 100℃ mm /S 12.5~16.3 GB/T265
Viscosity index ≥ 80 GB/T2541
Flash point (open cup), ℃ ≥ 225 GB/T3536
Water content % ≤ Trace GB/T260
Pour point ℃ ≤ -10 GB/T3535
Foamability (foam 24℃ ≤ 25/0
tendentiousness/ stability) 93.5 ℃ ≤ 150/0 GB/T12579
mL/mL Post-24 ℃ ≤ 25/0
Mechanical impurity (mass percentage) ≤ 0.01 GB/T6511
2.2 Quality requirements of additives

The additives must be dissolved in the oil. The ash as residue after combustion
Dissolvability
must be of soft structure.
Cleaning It must be so high that coke and tar-like residues occurring when fuel is
capacity combusted must not build-up.
Dispersing
The combustion sediment can be dispersed in the oil.
ability
Neutralization It must be so high that acidic products produced during combustion are
capacity neutralized.
Stabilizing
The lube oil must not form a stable emulsion with water.
capacity
Lube oil must be CD40 in GB11122. Technical specifications of other types of lube oil
used should be in compliance with requirements in above table, otherwise the
manufacturer would not bear the service responsibility if the diesel engine does not operate
normally due to inferior oil. It is recommended to use special lube oil designated by
Weichai Power.
！ Note: Different types of oil must not be used together.
41
2.3 Changing oil

The oil quality should be received the proper care during the running period of engine.
Check oil quality regularly, especially its viscosity and water content. Oil must be changed if it is
diluted, or else its viscosity grade and other performances will degenerate severely, and even
explosive blended gas will be engendered in crankcase.
When replacing oil, waste oil should be drained out. Clean oil circulation system carefully.
Cotton yarn or rag or wool cloth is prohibited in cleaning.
Change oil according to following points. However, its service life could be prolonged
appropriately if its quality does not degenerate remarkably.
Change oil for the first time after first 50 running hours of new engine.
Change oil for the second time after 500 running hours.
Change oil every 1500 running hour afterwards if in normal circumstance.
If oil system is equipped with oil separator, which can remove the water content and
impurity in oil, the interval of oil change is permitted to be prolonged.
Examine oil regularly and change it as soon as any situation as follows is detected.
Kinematic viscosity mm2/s: 25% higher or lower than that of new oil
Flash point (open cup) ℃: lower than 160;
Total alkalinity mg KOH/g: less than 50% of that of new oil.
Water content %: greater than 0.2.；
3. Quality requirements of fresh water

3.1 The cooling water must be treated before commencement of start of engine. During running,
examine regularly the quality indexes of cooling water to ensure that it maintains specified
quality.
The quality indexes of the water used in close-circuit:
Water type Fresh water free from foreign matter
Total hardness 100mgCaO/L
PH value (at 20℃) 6.5～8.0
Chloride ion Max. 50mg/L
Not suitable water Sea water, brackish water, brines, industrial waste water.
42
3.2 Cooling water additives

Function: Additives can prevent water chamber of engine from corrosion and cavitations.
Chemical or anticorrosion emulsified oil are usually used. If the hardness of cooling water is
lower than the level specified by the anticorrosion agent manufactory, the user could consult
with the maker of anticorrosion agent, if necessary
We recommend NL emulsified antirust agent as anticorrosion emulsified oil, which contains
compositions as follows:
Petroleum sodium sulfonate: 36%
Castor oil sodium soap: 19%
Triethanolamine: 6%
Benzotriazole 0.2%
5#~7# high speed machine oil 38.8%
After additives is added, in the ratio of 0.8%~1%, to the cooling water, a protective film
will form on the metallic inner surface of cooling-water piping. The film will not bring negative
influence on heat conduction, and will prevent from producing calcic layer on the metallic
surface. The user should check regularly concentration and working condition of cooling water
system, to ensure that additives forms stable bubble- free emulsion layer in water.
When the water temperature is lower than 0℃ or higher than 95℃, anticorrosive emulsified
oil will be inapplicable. Change to antifreeze or chemical addition agent!
Note: If there have been anticorrosion emulsible oil in the cooling
！
water, antifreeze should not be added in the water, or the
emulsifying agent will be destroyed, and generate oil sludge in the
system.
43
Chapter 3 Main configuration and systems of diesel

engine
1. Construction feature
Cylinder quantity and rotation direction（for example: CW8200ZC）
Model No. CW6200ZC/CW8200ZC
Number of cylinder Defined with number 1, 2,3 etc. from free end.
Engine rotates clockwise if viewed from flywheel end, which

is conventional configuration of CW200 series. The engine
Rotation direction
that rotates counterclockwise if viewed from flywheel end,
can also be supplied if required.
The exhaust pipes are located on the left outsides of the

Exhaust side cylinder heads if viewed from free end.
Fuel injection pump, governor, control system are located on

Control side
the right outside of the cylinder if viewed from free end.
44
2. Dimensions and weight of main parts

Dimensions of main parts
Width Length Lift Height
Parts Dia. (mm)
(mm) (mm) (mm) (mm)
Main bearing 152 61
Bearing, big end,
133 63
connecting rod
Piston pin bearing 75 68
Bearing, inlet & outlet
110 45
camshaft
Inlet & outlet valve 93
Piston 261
Connecting rod
(distance between
520
centers of bearing
hole)
Cylinder liner 546
Gas ring 4
Oil ring 8
Inlet valve 20
Exhaust valve 20
Inlet cam 17
Exhaust cam 17
Distance between
280mm
cylinder centers
Weight of main parts（approximation, kg）
Designation 6-cyl. 8-cyl. Designation 6-cyl. 8-cyl.

Cylinder block Main bearing cover (with
1640 2140 15 15
assembly shell)
Oil sump
154 200 Camshaft housing 142 170
assembly
Cylinder head with valves
Cylinder liner 40 40 112 112
and rocker arms
Piston, piston pin and
Counter-weight
23 23 piston ring (one-piece 18 18
and bolts
piston)
Connecting rod assembly
Turbocharger 100 100 27 27
(excluding shell)
Fuel injection
30 35 Oil sump volume（l）* 140 185
pump assembly
45
Crankshaft (without
Camshaft
86 106 counter-weight and 592 754
assembly
flywheel)
Diesel engine (without
6500 7800
water and oil)
* Oil filled in filter and cooler are not included in it, because oil volume varies with force
mechanisms.
3. Cylinder block and cylinder liner
The cylinder block which serves as an engine frame, is made of high strength cast iron in
integral casting. The cross section of cylinder block is
designed to rectangle. Air chamber and secondary intercooler
are parallel in cylinder block. Inspection hole is provided on
the control side of cylinder block, used for inspecting and
mounting and disassembling main bearing shell and
connecting rod shell.
The wet cylinder liner, which is fabricated from special
wear resisting cast iron, is pressed into the cylinder block
from the top. Cylinder liner’s top flange draws level with the
surface of cylinder block, and its lower part can expand
(stretch) freely. The upper part forms the cooling water
chamber with the cylinder block. Four O-rings are mounted
between cylinder head and cylinder block to separate and
seal cooling water chamber from inlet chamber, inlet chamber from crankcase.
46
4. Crankshaft
The crankshaft is made from good quality high strength steel (or alloy, depending on power)
subject to continuous fibre die forging. Main bearing and crankpin bearing belong to sliding
bearing. A set of thrust bearing mounted on output end, which has steel back plated bearing alloy,
has working surface and nonworking surface. The working surface should be outward when
it is mounted or disassembled. Flywheel is installed on output end. At free end, crankshaft gear
drives all gear system. If necessary, full or part power can be output through free end. In marine
main engine, the free end can be, depending on applications, equipped with belt pulley to drive
fresh water pump and seawater pump.
47
4.1 Measurement of crankweb deflection
1. Shaft journal 2.Crankweb 3.Crankpin

OT－Top Dead Center
UT－Bottom Dead Center
ROT－90º to the right of TDC
LOT－90º to the left of TDC Check crankweb deflection
UTR－on the right of BDC Only when connecting
UTL－on the left of DBC rod installed
Note: The criterion is the position of the crankpin, not of the gauge. The terms “left”
and “right” as well as the direction of rotation refer to the crankshaft as seen from the
flywheel end.
Crankweb deflections are indicative of the misalignment of the main bearings with relation
to each other and of main bearings with relation to the bearings of the connected shaft. If the
values measured exceed the permissible maximum, the crankshaft must be realigned. Possible
causes are: uneven wear of main bearings, a dislocation of the driven shaft, or changes in the
supports of the engine on the foundation or changes in the foundation itself.
Sequence of operations
1.1 Remove crankcase covers;
1.2 Turn crankshaft so as to move crank of cylinder No.1 into start-out position that is either
UTL or UTR, which depends on revolution direction of engine (connecting rod has been
48
installed on crankpin);
1.3 Insert crankweb deflection gauge (crank spread gauge) into measuring points in the two
webs and set dial gauge to “0” at about the middle of the measuring range.
Note: If measurements are taken in a warm engine, the crankweb deflection gauge must
first be placed near the running gear in the crankcase of the engine for approximately 15
minutes so as to bring the gauge up to the same temperature.
1.4 Turn crankshaft in the normal direction of rotation to the different measuring points (see
illustrations). Take deflection gauge readings, magnitude and direction (+ or -), shown as
defection from the starting position, in each of the measuring positions and enter them in the
table (see measuring example).
1.5 Measure remaining crankweb deflection in the same way.
1.6 Remove crankweb deflection gauge and replace crankcase covers.
4.2 Measuring example（Connecting rod has been installed on crankpin）
Unit: 0.01mm
Cylinder No.
Crank position
1 2 3
1 Crank in UTR 0 0
2 Crank in ROT +2 +2
3 Crank in OT +4 +1
4 Crank in LOT +3 -3
5 Crank in UTL 0 -2
Deflection OT-UT +4 +2
Deflection ROT-LOT -1 +5
Difference between OT values of adjacent cylinders 3
Note: The crankweb deflection is the difference in the distances between each pair of webs
measured in the two positions displaced 180º
4.2.1 Measuring crankweb deflection with connecting rod:
UTR  UTL
TDC crankweb deflection UT 
2
An increment in the distance between a pair of webs, compared with the datum position, is
to be entered in the table with a plus sign (+), a minus sign (-) is to be used when the distance
grows smaller.
49
Increase distance Decrease distance
4.2.2 The following additional information must also be entered in the measuring record:
4.2.2.1 The condition of assembly of the engine, especially the condition of assembly of the
running gear, coupling with driven machines, condition of foundation, etc;
4.2.2.2 Oil and cooling water temperatures, when measurements were taken in a warm engine;
4.2.2.3 The normal direction of rotation of the engine;
4.2.2.4 Measure crankweb deflection again after connecting flywheel, coupling and gear box. Do
not start engine unless crankweb deflection is satisfactory.
If admissible max. crankweb deflection is exceeded, realignment of crankshaft and check of
foundation are required.
Engine state cold hot

Number of measured cylinder
At No.6 cylinder in 6-cyl. engine;
New engine in release test or -0.14mm -0.16mm At No.8 cylinder in 8-cyl. engine;
installation in user’ site；Don’t -0.08mm At No.5 cylinder in 6-cyl. engine;
-0.10mm At No.7 cylinder in 8-cyl. engine;
transport out power.
±0.03mm ±0.05mm Other cylinders
New engine in release test or -0.14mm At No.6 cylinder in 6-cyl. engine;
installation in user’ site; Transport At No.5 cylinder in 6-cyl. engine;
-0.10mm -0.12mm At No.7 cylinder in 8-cyl. engine;
out power.
It is recommended to realign -0.17mm -0.19mm At No.8 cylinder in 8-cyl. engine;
shafting if crankweb deflection is At No.5 cylinder in 6-cyl. engine;
detected to reach or exceed these -0.13mm -0.15mm At No.7 cylinder in 8-cyl. engine;
value in maintenance and service
Shafting must be realigned if -0.19mm -0.21mm At No.8 cylinder in 8-cyl. engine;
crankweb deflection is detected to At No.5 cylinder in 6-cyl. engine;
reach or exceed these value in -0.14mm -0.16mm At No.7 cylinder in 8-cyl. engine;
maintenance and service
Note: Deviations between measurements taken in TDC position of adjacent cylinders

should not be greater than the admissible maximum crankweb deflections.
UTR  UTL
BDC crankweb deflection UT 
2
50
Horizontal deflection  ROT  LOT

Vertical deflection  OT  UT
Difference between OT values of adjacent cylinders (cylinder No.1/ cylinder
No.2)  OT1  OT2
Assessment method: Crankweb deflection whatever from measurement or calculation shall not
exceed the admissible maximum values.。
5. Dismantlement and installation of main bearing bolt

Explanation of right figure:
1. Rope guide 2. Rope 3. Bearing cap
4. Main bearing bolt 5. Knurled screw
6. Cylinder block 7. Screw plug
8. Spanner, 46 width across flats 9. Fishplate
A Gap
1 Lifting tackle (prepared by user)
1 Adhesive tape (prepared by user)）

5.1 Starting position
The crankcase is open; the crank gear is in a position
so that the main bearing bolts are easily accessible. The
crankshaft is secured against unintentional turning.
Note: Depending on the pulling direction (loosening or tightening) the tackle must be
attached on the exhaust or camshaft side, respectively, of the end bearings and for all the other
bearings on the camshaft side left respectively right of the bearing concerned.
5.2 Sequence of operations 1: Loosening
1. Screw the plug (7) out of the corresponding bore hole.
2. Push the rope (2) through the bore hole, screw the rope guide (1) into the thread, and
screw hand-tight with tommy bar.
3. Apply the spanner (8) to the main bearing bolt (4) to point approximately 30º backwards
and fix with the use of the knurled screw (5).
4. Fix the rope in the fishplate (9) and hook the tackle into the rope loop. Do not let the
unprotected rope run over edges.
5. Amply oil the rope and rope guide.
6. Using the tackle, loosen the main bearing bolt as far as possible.
51
Note: If necessary, unload the rope, set the spanner to a new initial position and repeat
points 3-6.
7. Unload the rope and place the spanner on the second main bearing bolt (as under points
3+4).
8. Loosen the second main bearing bolt (as under point 6).
9. Remove the tightening tool.
5.3 Sequence of operations 2, Tightening
Note: Apply molybdenum disulfide grease (MoS2) to threads when mounting main
bearing bolt.
1. Alternately tighten the main bearing bolts (4) in 2 steps with the specified tightening
torque (300N.m).
2. Measure the gap (A) between the bearing cap (3) and the cylinder block (6).
Note: Gap (A) must be smaller than 0.03mm on both sides.
3. Push the rope (2) through the bore hole corresponding to the pulling direction, draw in
the rope guide (1) and screw hand-tight with tommy bar.
4. Apply the spanner (8) to main bearing bolt (2) so as to point approximately 30º
backwards and fix with knurled screw (5).
5. Fix the rope in the fishplate (9) and hook the tackle into the rope loop. Do not let the
unprotected rope run over edge.
6. Mark the rope with adhesive tape using a suitable edge as reference.
7. Amply oil the rope and rope guide.
8. Operate the tackle until a rope distance of 130mm has been reached. Check the rope
distance.
Note: 130mm rope distance corresponds to the specified turning angle 60º.
9. Unload the rope, take out of the fishplate and place the spanner on the second main
bearing bolt. (as under points 4-7).
10. Tighten the second main bearing bolt (as under point 8).
11. Remove the tightening tool.
12. Measure the bearing clearance with thickness gauge and check the crankweb deflection
of the crankshaft. Enter both measurements in records.
13. Verify that all tools and foreign bodies have been removed from the engine.
14. Coat the screw plugs (7) with sealing agent and screw in place.
52
6. Piston and connecting rod
The piston is made from integrally cast high strength aluminum alloy. Piston skirt is
designed as middle-convex and varying ellipse, surrounded by three chrome plated gas rings and
one oil-ring. The piston is cooled by pressure oil from an oil
passage in the connecting rod.
The connecting rod is die-forged and a split joint is
normal to axis of the rod at the big end. The cap is fastened
on connecting rod body by four bolts and nuts.
Assembly quality requirement should be met when
installing piston and connecting rod. Marks should be
stamped at each cylinder. The stamped side of connecting
rod cap and body should be on the same side.
6.1 Removing piston

Starting position
Crankcase open, crankgear in TDC position, big end
bearing cover removed, and cylinder head removed.
Operation:
1. Use the cleaning rod to clean taphole in piston (1).
2. Screw eye bolt into piston. (1×M12)
3. Lower piston slightly by cranking, remove carbon
deposits from top of running surface of cylinder liner (2)
and reset piston to TDC position.
4. Screw eye bolt into piston, and, using the rope, fasten to lifting gear. Lift it up somewhat.
Note: Before the piston is pulled out, the connecting rod bolts and shell halves should be
removed, and crankpin is at TDC position. Pay attention to the marks on bearing shell and
connecting rod.
5. Using the lifting gear, pull out piston with connecting rod slowly and in a careful manner. Be
sure that the cylinder liner is neither lifted nor damaged. (Turning of piston is not permitted.)
6. Deposit piston with connecting rod on wooden supports.
53
6.2 Installing piston

Starting position:
Piston is cleaned, checked, reconditioned if necessary,
and reassembled with connecting rod. Cylinder liner is
cleaned. Engine crankgear is in TDC position.
Operation:
1 Screw eye bolt into piston and fasten with rope to lifting
gear.
2 Lubricate piston rings and piston running surface with
clean oil.
3 Arrange the butting joints of the compressions rings to be
alternately offset by 180º.
4 Lubricate inside of insertion bush and place bush on
cylinder liner.
1. Piston 2. Cylinder liner
5 Using the lifting gear, position piston vertically over the 3. Connecting rod
cylinder and lower connecting rod carefully into cylinder liner as far as slightly before crankpin.
When doing so, pay attention to piston mark ST
(control/ timing side). Don’t turn the piston.
6 Before the connecting rod is installed into
crankpin, it should be assembled with bearing
shell halves (the lobe of shell should be in the
locating slot). Put the piston together with
connecting rod on the crankpin, and install
connecting rod cover and bolt with lower shell.
Note: The piston must be installed in this
way. The mark ST (at the top of piston) must
be faced to control side and the hole avoiding
valve to exhaust side.
7 Remove eye bolt, rope and insertion bush.
8 Refit cylinder head.
6.3 Dismantling and installing piston ring
Starting position:
Piston with connecting rod is pulled and placed on wooden supports.
54
Sequence of operations:
1) Check condition of piston and piston rings.
2) Measure and note down axial clearance of piston rings in their grooves. Enter these
data into engine log.
3) Clean piston of carbon deposits. When doing so, take care not to roughen surface of
piston crown. Clean the running surface cautiously. The graphite-treated layer must be
retained.
Note: The piston running surface should exhibit an even bearing pattern (contact
pattern) without scoring or other damage. Sever shaving or scuffing is an indication of
engine having been overloaded, cooling disturbed, insufficient lubrication, etc. Scoring
is caused by foreign matter that had been wedged between piston and cylinder liner.
4) Remove compression rings by use of piston ring expanding pliers and make a close
inspection, replace rings if necessary.
Note: On no account must piston rings be exchanged without the use of the piston ring
expanding pliers. When removing, note position of rings in their grooves. They must be
reinstalled in the same groove as when removed, unless new rings are fitted.
5) When fitting new rings, measure gap clearance by placing the piston ring into lower
third of the cylinder liner (if possible a new one).
6) Carefully clean ring groove in piston and determine wear.
Note: Tapered out ring groove flanges are an indication of excessive liner wear.
7) Roll off piston ring in groove to determine the groove depth.
8) Using the piston ring expanding pliers, fit piston ring and measure ring clearance in
groove. Enter data into engine log.
Note: When fitting a used piston in another cylinder liner, gas rings and oil ring must
be replaced in any case. The engine is then to be run at reduced load for a short period
of time.
9) Use the circlip pliers to remove one of the circlip rings (4), if necessary heat the piston.
10) Push piston pin (5) out while holding the connecting rod (6), then lift off and set it
down.
11) Clean carefully the inside of the piston, blow compressed air through the oil ducts and
check for signs of damage (cracks).
12) Measure clearance from piston pin to bush means of feeler gauge and enter
measurements in engine log.
13) Oil piston pin, insert it into piston, insert connecting rod, and push piston pin to
55
bottom.
14) Using pliers, insert circlip ring carefully.
Arrangement of piston rings (right cutline)
1) In the first groove from the top, a chromium-plated
gas ring 1 with inside chamfer and crowned running
surface is fitted.
2) The second and third grooves from the top take
chromium-plated taper-face gas rings 2 with inside
chamfer.
3) Fitted in the fourth groove from the top is the oil ring 3.
Note: Do not attempt to remove or install piston rings
without the use of the ring expanding pliers as rings would
be over-extended and deformed.
Piston ring 1 has a mark of “TOP1” and ring 2 a mark of “TOP2”. Install piston rings with
the side marked “TOP” up, i.e. facing the combustion chamber. Chromium-plated piston rings
must be replaced when the plating is worn off at any spot or the gap clearance exceeds the
maximum permissible value.
Note: The piston ring must not be installed conversely for position or upper and lower
surface. It not only could not scrape the oil, but also may result in oil leading to combustion
chamber.
Maintenance
Pull out and check piston regularly (refer to section Maintenance). Overhaul of piston
varies with its running conditions (load, fuel, combustion quality, lubrication and cooling). When
checking, do not disassemble piston rings, because they will bear high stress during assembling
and disassembling. Examine the lubrication of piston and cylinder liner.
56
7. Cylinder head
Cylinder head is made of

heat-resistant grey cast iron, and secured to
the cylinder block by four bolts, one
cylinder head for each cylinder. Each
cylinder head has an inlet and an exhaust
valve, valve spring, valve-turning
mechanism, valve guide, fuel injector, and
rocker arm, etc.
Each valve is equipped with valve
seat made from special material and valve
guide made from wear-resistant alloy cast
iron. A seal ring is mounted on the valve
guide to prevent oil from flowing air 1. Stud bolt 2. Cylinder head nut 3. Eye bolt
4. Hexagon nut 5. Cooling water outlet stub
passage through gap of valve guide. 6. Screw (exhaust pipe) 7. Seal ring
8. Seal ring (cylinder liner)
Rocker arm on cylinder head, driven
9. Cylinder liner 10. Cylinder crankcase
directly by camshaft, makes the structure of 11. Cooling water transit stub 12. Bolt hole
engine simpler and more reliable, and easy for service.
Fuel injector is installed in a bushing between two rocker arm casings, impacted by two
bolts and a tension block.
Oil lubricating rocker arms and air valves flows through hollow screw of positioning
rocker arm shaft into cylinder head, then enters into camshaft housing through a pipe between
cylinder and camshaft housing. At last, it reaches oil sump.
Air release valve is mounted on screw hole at side face of cylinder head via an extension
rod. The valve is used for blowing the engine off before starting. There is a removable cover on
the cylinder head. If removing the cover, inspection and adjustment of valve clearance could be
carried out.
Dismantling and installing cylinder head
Starting position:
Cylinder cooling water has drained from engine. Position of crankshaft is such that piston
of cylinder in question is in TDC.
1. Sequence of operations 1: Removal
1) Unscrew four screws (6) from exhaust pipe flange, paying attention to seal ring.
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2) Unscrew injection pipe and loosen drainage pipe joint.

3) Unscrew mounting clip for cooling water outlet stub, and push outlet stub into
cylinder head until lifting off the head is possible.
4) Remove the cylinder head cover, screw the plate with eye bolt.
5) Loosen and unscrew cylinder head nuts (2).
6) Using the rope, hang cylinder head onto lifting gear and raise the head. Close off
cooling water transit stub with plastic cap. Carefully lower cylinder head onto wooden
supports, paying attention to injection nozzle, seal ring (7) and cooling water transit
stub (11).
2. Sequence of operations 2: Cleaning
1) Clean out any carbon deposits found in exhaust channels and bottom of cylinder head.
When cleaning, do not roughen the surface.
2) Check cooling spaces for calcareous deposits and remove them if necessary.
3) Thoroughly clean the sealing surfaces between cylinder head and cylinder liner (9).
4) Clean oil space, especially in the corners, from oil sludge, and use an air hose for
blowing through the outlet pipe.
3. Sequence of operations 3: Refitting
1) Using the rope, hang cylinder head onto lifting gear and lower it carefully onto the
cylinder crankcase. When doing so, pay attention to cooling water transit stub and
passage (seal ring).
Note: Always prior to fitting the cylinder head, the seal ring (8) shall be inspected.
Only orderly and non-deformed rings could be reused.
2) Screw on four screws (6) on flange of exhaust manifold pipe with seal ring by hand.
3) Screw on the cylinder head nuts (2) by hand.
4) Make the cooling water outlet stub (5) return to original position, and fasten it with
support.
5) Screw the fuel injection pump, and connect it with drainage pipe. If it is mounted with
cooling water passage, connect it with the passage.
6) Screw on the cylinder head nuts to specified torque value.
7) Tighten firmly the four screws (6) on flange of exhaust manifold pipe.
8) Pull out and set down the lifting gear.
9) Check valve clearance of inlet and exhaust valves and readjust if necessary.
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10) Refit the cover of

cylinder head and tighten it.
Finally, fill cooling water into
the engine and check for leakage.
Note: In case the cylinder head is
leaking in spite of all bolts
being tightened to the
correct torque loading, the
cylinder head must be
removed again and the seal
ring inspected. If necessary,
insert a new and genuine
seal ring.
Dismantling and installing
rocker arm and valve 1. Rocker arm axle 2. Seal ring 3. Seal ring
4. Necked-down bolt 5. Dog point screw 6. Seal
Starting position: 7. Rocker arm 8. Bearing bush 9. Roller axle
Run crank of respective 10. Roller 11. Valve 12. Valve spring 13.Spring plate
14. Collet, 2-piece 15. Valve guide 16. Seal ring
cylinder in ignition TDC, cylinder 17. Thrust bolt with ball cup 18. Hexagon nut
head and its plate are removed. 19. Rotator M Marking
1. Sequence of operations 1: Removal

1) Remove necked-down bolt (4)
and dog point screw (5).
2) Move rocker arm axle (1)
inwards, using wood block and
hammer (see Fig.) and
remove seal ring (2).
3) Pull out rocker arm axle (1)
and remove rocker arm (7).
Note: if the seal ring (2) is not
removed before the axle is being pulled out, it will be damaged at the edges of the bore!
4) Bolt down plate, place sleeve onto spring plate (13) and compress valve spring (12)
by use of hexagon bolt until collet (14) can be removed.
5) Relax valve spring, remove tool and take out individual parts of valve.
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6) If valve guide (15) is worn, remove it with suitable (φ30) mandrel.

7) Clean all parts, and check for wear and measure off-size.
8) Replace the worn components when necessary.
Note: If several cylinder heads are disassembled at the same time, make sure that the
individual parts are not mixed up if they are not replaced by new ones.
Note: Do not remove roller (10) and roller axle (9) from rocker
！
arm. If marks (M) do not coincide or if roller axle (9) can be turned
or roller (10) is damaged, replace the complete rocker arm.
2. Sequence of operations 2: Installing

1) Oil all drill holes, axles and valve guides.
2) To install, reverse sequence of operations outlined above, making sure of the
following points:
3) Insert seal ring (16) carefully into valve guide (15), making sure not to damage it.
4) Install valve spring (12) correctly. Put the end with mark (M) onto spring plate (13).
5) When installing valve (11), make sure that the 2 pieces of collet (14) is installed
correctly.
Note: In order to not damage valve stem, when installing valve spring (12), make sure
that the collets (14) have been engaged in the groove of the valve cone stem.
6) When installing a new bearing bush (8), note position of oil hole.
7) Install rocker arm axle (1) as follows:
a) Fit seal ring (3) in groove.
b) Push lubricated rocker arm axle into bore and mount rocker arm (7), drive in, if
necessary, with wood block and hammer, making sure that the bore for
necked-down bolt is in its correct position.
c) Push roller arm axle inwards until new seal ring (2) can be fitted in groove.
d) Use tool to tighten the rocker arm axle, screw in necked-down bolt (4), seal (6)
and dog point screw (5).
8) Reassemble cylinder head and mount it completely on cylinder block.
9) Measure valve clearance and correct it if necessary.
3. Sequence of operations: Adjusting valve clearance
1) Remove cover on top of cylinder head.
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2) Turn crankshaft so that the piston of the cylinder to be checked is in ignition TDC
(both valves closed).
3) Measure clearance P between top of valve stem and ball cup (17) of cold engine by
use of a feeler gauge.
4) If valve clearance must be corrected:
a) Slightly loosen hexagon nut (18) while holding thrust bolt (17) with a key
wrench.
b) Turn thrust bolt (17) until specified clearance is attained.
c) Firmly retighten hexagon nut by hand while holding thrust bolt tightly.
Place cover on cylinder head and bolt it down.
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8. Camshaft and timing gear system
Camshaft is made of two stages of alloy steel, which are connected with bolts and pins.
Camshaft of 6-cylinder engine has 7 bearings, and that of 8-cylinder engine has 9 bearings. An
axial oil passage runs through camshaft, whose ends are plugged up with nuts. There is an open
oil tubule on each bearing and cam, leading to axial oil passage, to force to lubricate moving
components with hydraulic oil.
Each cylinder has an inlet cam and an exhaust cam respectively, to drive directly roller of
inlet rocker arm and outlet rocker arm.
Camshaft is installed axially into camshaft housing at side face of cylinder heads from
flywheel end. The camshaft housing is positioned at cylinder block with two straight pins.
Timing gear is mounted on camshaft in a manner of interference fit. Timing gear is expanded by
hydraulic tool then installed on camshaft. Camshaft is positioned axially according to two side
surfaces of timing gear, and flange between camshaft housing and cover plate at free end.
Timing gear system at free end drives oil pump and timing gear, as well as fresh water
pump and seawater pump. All gears are installed on the gear shaft, lubricated by pressure oil.
Engaging teeth are lubricated with splash.
9. Governor, injection pump, injector and fuel supply pump
Mechanical governor, installed at fuel injection pump, is driven by driving gear of fuel
injection pump. Flyweight at driven gear controls oil supply of fuel injection pump with
centrifugal force. Governor is lubricated by oil in itself. Governor can be stopped manually
because it is equipped with shutdown handle. There is a shutdown solenoid valve on fuel feed
line to stop engine remotely.
Note: If user requires, speed-adjusting cylinder can be chosen to realize pneumatic
handing remotely. Electronic governor can be selected for generating set.
Supply pump, equipped on fuel injection pump, is driven by cam of fuel injection pump,
which is of combined type. Fuel injection pump, together with supply pump, fuel filter,
high-pressure fuel pipes, constitute fuel system.
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10. Fuel system (for example: CW8200ZC)
1. High pressure fuel pipe 2.Injector 3. Fuel filter 4. Emergency stop solenoid
valve 5. Low pressure fuel pipe 6. Fuel injection pump 7. Supply pump 8. Fuel
inlet of supply pump 9. Governor
10.1 System principle

When diesel engine works, fuel oil is delivered from day tank to supply pump
through supply pipes and coarse filter. From the outlet of supply pump, the fuel is
forced through the duplex filter, the supply pipe and the shut-down solenoid valve
into the fuel injection pump which forces the fuel through high-pressure fuel pipes
and injector into the combustion space in the cylinders.
10.2 System maintenance
(1) Draining air from system
Before starting engine, the operator should drain out air from system. Unscrew the lid of
hand pump of supply pump, then push it up and down until the piping is full of fuel oil without
air. Tighten the lid of hand pump.
（2）Inspecting fuel-delivery advance angle
The fuel-delivery time of injection pump influences directly the performances of engine.
Generally, user needn’t adjust it, because it has been adjusted at optimal position before engine is
delivered. However, if the engine works abnormally, it is necessary to inspect the fuel-delivery
advance angle, as the following will show:
a． Open indicator valves on cylinder heads.
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b． Dismantle high-pressure fuel pipe and fuel delivery valve of injection pump of the last
cylinder (No.6 cylinder on 6-cyl. engine, and No.8 cylinder on 8-cyl. engine).
c． Measure injection pump plunger lift by using special tool.
d． Crank engine according to direction of revolution of engine until injection pump
plunger moves upwards by 4.1mm.
At this time, scale value at flywheel indicated by TDC indicator is the starting
position of fuel supply of the cylinder. According to this, the advance angle can be
determined. Carry out these steps two times. The measurement error should be less than
1°crankshaft angle.
Note: Advance angle must be checked and adjusted by after service
！
technicians or professionals. When an engine is delivered, a record
about advance angle and valve timing has been kept in documents
with engine
The diesel engine can be shut down via a solenoid valve at fuel supply piping.。
（3）Calibrating injector
Test content: The injector is tested for opening pressure, tightness, opening behavior
and spray pattern of nozzle.
1 Nozzle 2. Seal ring

3. Nozzle clamp nut 4. Nozzle holder
5. Injector 6. Delivery tube
7. Connection fitting
8. Pressure gauge
9. Shut-off valve 10. Vent screw
11. Hand lever
12. Hand pump
Starting position:
Injector has been removed, its outside has been cleaned. Nozzle testing device is bolted
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onto a suitable support.

Preparation for testing:
1) Clamp injector (5), nozzle down, in vice so that the nozzle holder (4) will not be
damaged, paying attention to the seal ring (2).
2) Connect delivery tube to pressure connection of injector and tighten nut well.
3) Fill tank of nozzle testing device with corrosion inhibiting oil or with clean fuel oil.
4) Open vent screw (10) and operate hand lever (11) until fuel escapes from the hole of
vent screw free of air bubbles.
5) Tighten vent screw and continue to operate hand lever until fuel escapes from the
connection fitting (7) without air bubbles.
6) Place a collecting tray beneath the injection valve in such a position that the valve
sprays into it.
Note: When testing injector that are to be kept in reserve, it is recommended that
corrosion inhibiting oil be used as the injector will thus be preserved at the same time
(required viscosity approx. 13mm2/s/20℃).
Checking opening pressure of injector:

1) With the pressure gauge (8) connected, open the shut-off valve (9), push hand lever
(11) slowly downwards until the nozzle sprays.
2) Read opening pressure on pressure gauge.
With the pressure gauge connected, make the pressure increase
！ slowly, especially pay attention to decrease the pressure slowly, to

avoid damaging the gauge.
3) If necessary, adjust or correct the opening pressure by insertion of graded thickness

washers (2) to 24+0.8MPa.
4) Recheck opening pressure.
Checking injector tightness:
1) Operate hand lever of pump until the pointer of the pressure gauge has reached a
value 2MPa below the specified opening pressure.
2) The injector holds tightness if there is no oil drop falling within 10 seconds.
Checking opening behavior and spray pattern of nozzle:
Note: Shut off pressure gauge when performing this test. Keep away from the fuel jet, as
they are capable of penetrating the skin and will then cause painful inflammation.
Open fire must be prohibited at the work site!
65
1) Shut off the valve (9).

2) Actuate hand lever slowly (downward, one down stroke takes approx. 2 second). A
deep sound of “Pu-Pu” occurs at nozzle, which may hardly be heard. But the sound of
smack at nozzle could be detected clearly at pump lever. The fuel is not sprayed
fan-shapely.
3) Actuate hand lever rapidly (downward, one down stroke takes approx. 0.3 second).
The nozzle jet fans out and atomizes completely. All fuel jets must emerge in visible state.
Note: During the transition period from pushing slowly hand lever to pushing rapidly
(item 2 to 3), fuel columns are sprayed from the nozzle, without being atomized, and
without changing sound from high to low or sound of “Pu-Pu”. These characteristics
are indicative of a good nozzle. The absence of one of the reference characteristics
may be the result of:
a) A distorted nozzle clamp nut
Repair: Loosen nozzle clamp nut (3), and move nozzle (1) up and down on its seat.
Re-tighten clamp nut to specified torque. If this is of no avail, replace nozzle
clamp nut.
Tightening torque of the nut (3) after oiling: 80N.m (light diesel fuel)
b) Nozzle orifices are deposited with carbon or plugged.
Repair: Dismantle injector and clean it.
Note: Clean conditions are of prime importance when carrying out these tests. The work
site must be free from dirt. Dirty testing oil must be replaced and the filter element of the
testing device washed in clean diesel fuel. Replace filter element if necessary. After refilling
new testing oil (corrosion inhibiting oil) flush testing device by operating the hand lever,
without the injector, allowing the oil to spout out. Clean the testing device and check
pressure gauge at regular intervals by use of a master gauge.
66
10.3 Linking pipes of fuel system
67
11. Oil system
1. Oil filler
2.Intermediate gear (lower)
3. Fuel injection pump drive gear
4. Flange shaft
5. Intermediate gear(upper)
6. Spray nozzle
7. Intermediate gear
8.Pipe (to camshaft)
9. Oil pump
10. Priming pump
11. Pipe
12.Lube oil cooler
13.Lube oil filter
14.Supply pipe (turbocharger)
15. Return pipe (turbocharger)
16. Header pipe
17. Pressure regulating valve
18. Relief pipe
19.Suction inlet (oil pump)
20. Oil dipstick
22.Branch pipe(to rocker arms)
23. Temperature regulator
24. Oil delivery pipe
Note: The oil filter and oil sump should be replaced or cleaned
！ whenever replacing oil.
The wet oil sump of engine serves as a day tank.

The oil should be in accordance with the oil type recommended by instruction as
possible.
The oil pump (9) draws the oil from the oil sump to suction inlet (19) and delivers it via the
oil cooler (12), and through a bypass, to the oil filter (13) and further to the oil header (16)
continuously.
The pump (10) serves for priming the engine bearings when the engine is at standstill, and
is also to draw the oil from the oil sump and delivers it via a non-return valve into the engine oil
circuit then back to oil sump.
68
Fitted in the header pipe is the pressure regulating valve (17) connecting the relief pipe (18)
which returns the oil through the crankcase back into the oil sump. The oil pump (9) is equipped
with a relief valve which limits the effective delivery to the preset value.
The oil level is checked by means of the dipstick (20) when the engine is at standstill. The
oil filler (1) at the controlling side of engine serves for filling in the oil to required level.
From the header (16), the oil flows through drilled passages in the crankcase to the main
bearings and further through drilled passages in the crankshaft and in the connecting rods to the
crank bearings (big end bearings) and piston pin (small end) bearings. After cooling the piston,
the oil returns via inner wall to oil sump.
The pipe (8) on the engine free end leads from the header pipe to the camshaft housing and
through a short drilled passage to the outer-most camshaft bearing. Through the hollow-drilled
camshaft and small outlet drill holes, oil is delivered to all other bearings and cam tracks. At the
same time, oil is delivered to the rocker arm of each cylinder from the branch pipe (22) and
lubricates the rocker arm shaft. Oil also is delivered to timing gear system, drive shaft of fuel
injection pump, drive gears of fresh water pump and sea water pump through delivery pipe (24),
spray nozzle (6) and timing gear piping.
The turbocharger is connected to the oil system of the engine, the oil is supplied to the
turbocharger through the supply pipe (14) and returns to the oil sump through the return pipe
(15).
11.2 Oil sump
The oil sump is welded with rolled sheet steel, which is fixed under the crankcase by socket
head cap screws. There is an asbestos gasket between oil sump and cylinder block
11.3 Oil pump
Oil pump is a gear pump with revolution speed of 2455 rpm and working pressure of
0.4~0.5 MPa. It is mounted on transmission case of free end. The marine main engine is
equipped with an interface for spare oil pump inlet.
11.4 Oil cooler
Oil cooler is of tubular type. In order to control oil temperature, there is a temperature
regulating valve and pass-by passage mounted at the inlet of cooler. Oil will not be cooled at low
temperature. When the temperature increases to a limit (the temperature regulating valve begins
to open at 60℃, and fully opens at 75℃), oil is cooled. The operator can adjust manually if the
temperature regulating valve is damaged (refer to the instruction of the temperature regulating
valve). If no temperature regulator mounted, the operator can regulate temperature manually
69
through a manual ball valve.

11.5 Oil filter
Oil filter guarantees cleanness of entire oil system.
Please check cleanliness of filtering element during operation, especially the
fine filter before engine. If the pressure of oil is found decreasing, please check and
clean filter element and flush oil system with new oil. Please see the instruction
manual of oil filter.
When cleaning strainer or filter disk, be careful not to bring foreign
matters into the oil piping after filter.
11.6 Linking pipes of oil system
70
12. Cooling system
1. Plug screw
2. Cooling water outlet
3. Thermometer
4. Temperature
regulator
5. Cooler
6. Connecting pipe
7. Expansion tank 8.
Centrifugal pump
9. Cooling water inlet
10. Cooling water
outlet
11. Supply pipe
(cylinder)
12. Temperature
sensor
13. Condensate drain
14. Secondary
intercooler
15. Cooling water
passage
Cooling system guarantees engine’s constant running under condign temperature condition,
including fresh water system and sea water system.
12.1 Fresh water system
Fresh water in close circulation is cooled in heat exchanger by sea water (raw water), The
water temperature at engine outlet is controlled automatically by temperature regulator, which is
kept at 70~85℃. A hand ball valve instead of temperature regulator can fulfill manual
temperature- controlling.
Fresh water delivered either by an belt-driven pump (or engine-driven centrifugal pump)
(8) or attached centrifugal pump →Supply pipe（11）→ Water space in cylinder block→ Cooling
water passage（15）→ Cylinder head → Short connecting pipe（6）→ Cooling water outlet（2）
→ Temperature regulator → Cooler（5）→ Centrifugal water pump.
The cooling water circuit is connected to the expansion tank (7) by a pipe at highest
engine outlet. The cooling water temperatures can be read out from the thermometer (3)
provided at the cooling water inlet and outlet or shown on the monitor by the water temperature
sensor.
71
At the lowest point of the cooling system, there is a plug screw (1) for draining the cooling
water. For draining the remaining cooling water from the cooling water space in the cylinder
block, the plug screw (1) equipped at the output end must be screwed out.
12.2 Seawater system
The sea water system is used to cool air intercooler (two stages), oil cooler and fresh water
cooler. It is an opened circuit. Part of the seawater from seawater pump, flows into secondary
intercooler through inlet. After it is delivered out of intercooler, through outlet, then to a
detached primary intercooler through a water passage, it returns to initial point of seawater.
Another part of water flows to cooler to cool oil, then to cool fresh water and returns to its initial
point. The water quantity at seawater pump outlet must be distributed by a valve in such a way
that 1/3 water flows through intercooler and 2/3 water enters into oil / water cooler.
Condensate and any leakage water from the intercooler will escape through condensate
drain (13), which are designed for this purpose.
12.3 Fresh water pump and seawater pump
Refer to Main specifications of accessories, Section 5, Chapter 1 for the types of fresh
water pump and seawater pump Both pumps are driven by belt pulley at free end and fresh
water pump can also be installed on engine and driven directly by gear.
Note: Parameters of pump prepared by user should match with the parameters of
engine-driven pump.
12.4 Fresh water cooler
The determination of cooling areas of fresh water cooler and oil cooler depends on engine
model and output.
A temperature adjusting valve and a pass-by pipe are mounted at the inlet of cooler to
regulate water temperature. When the fresh water temperature is relatively lower, the water will
return directly to freshwater pump without through the cooler, which makes its temperature
increase rapidly to prevent from cold scuffing and to prolong the work life of engine. If its
temperature is too high, the adjusting valve will open automatically (the selected valve begins to
open at 65℃, and opens fully at 80 ℃), which forces the fresh water to flow into the cooler. If
the temperature of fresh water is found higher than regulated value, it may result from the
seizure of temperature sensor due to foreign matters. So the user must find out the reason
and eliminate the failure, or adjust it manually according to the instruction of temperature
adjusting valve.
12.5 Expansion tank
The expansion tank is used to eliminate low-pressure steam of cooling system to prevent
72
from air bind. What’s more, it also can complement cooling water of cooling system.
The installation altitude of expansion tank (the vertical altitude between the bottom
of tank and the center line of crankshaft of engine) must be higher than 2 meter.
12.6 Outer piping of fresh water system
12.7 Outer piping of seawater system
73
13. Starting system

The air starting motor (2) is mounted on
the exhaust side of engine. The pinion is
automatically engaged with the gear rim on
the flywheel when the engine is being started.
Fitted between the air tank (9) and
connecting pipe of air motor is the pressure
reducing valve (7) which reduces the air
pressure existing in the air tank (Max. 3MPa)
to 0.8~1.0MPa which is the admissible
pressure for the air motor. The air motor is
actuated via the solenoid valve by starting
switch of the monitor.
Air tank →Pressure reducing valve→
Electronic-control pneumatic valve → Starting motor. As the electric starting switch is being
actuated, the solenoid valve (5) is electrified, and the electric-control pneumatic valve is opened
and compressed air flows to the air starting motor and engages the pinion with the gear rim and
then turns the crankshaft and thus starts the engine.
After the engine is started, turn the starting switch back to the initial position, and close the
electric-control pneumatic valve, so the pinion disengages with rim automatically.
There is a manual-starting knob at low right of electric-control pneumatic valve, which is
used on a crash basis when the starting solenoid is damaged. Once the starting solenoid valve is
damaged, turn clockwise the knob to start the engine. After the engine starting, turn
counterclockwise the knob until its limit position.
There is an air strainer (6) in the pressure reducing valve (7) to clean the starting air. The
air strainer can be cleaned after unscrewing the hexagon nut.
The diesel engine can also be started by electromotor or other type of starter such as
manual ball valve or manual air switch.
AST825 Yantai Current air starter comprises power part and output part. The power part is
a vane pneumatic motor. When starting diesel engine, air reservoir is opened, and the
74
compressed air flows through pressure reducing valve (1) and oil mist collector (2), the waits
in air relay (3) for control signal of start switch. When two-position three-way solenoid valve
(4) receives the electrical signal from start switch, the solenoid valve between air relay (3) and
air inlet control pipe (6) is opened. A part of compressed air flows to pre-meshed air inlet at
output part of air starter via air inlet control pipe (6), and pushes output shaft extending to
make output gear and flywheel rim in mesh. Where a tooth of output gear just contacts that of
flywheel rim, the output shaft can retract elastically and rotate by an angle related to flywheel
rim to guarantee correct mesh of the two gears. When output shaft travels design stroke,
compressed air flows to air control port on main start valve through return control pipe (7) and
opens main start valve. Then the compressed air flows into air starter via main air pipe (5),
driving the starter motor rotating to achieve diesel engine firing. After diesel engine is started
up, the air starter is overrun by overrunning clutch. Start switch is released, output shaft of air
starter retracts automatically and a start process is completed.
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13.2 Piping of air-starting system
Open drain screw plug or drain valve regularly to discharge condensed

water in air bottle.
14. Supercharging system
200 series diesel engines employ impulse turbocharging-intercooling technology. The

turbocharging-intercooling system consists of exhaust system, turbocharger and air cooler, etc.
14.1 Exhaust pipe
Exhaust pipes are fabricated from cast iron. Thermometer, as well as thermocouple, can be
mounted on exhaust manifold of each cylinder to measure the temperature.
Each exhaust pipe is bundled with heat-insulation layer. The pipes, as well as the heat
insulation layers are also enclosed by cover casing, to prevent from over-temperature in engine
cabinet and from scald to operator.
14.2 Exhaust turbocharger
Mixed flow turbocharger is employed on 200 diesel engines. An air cleaner is installed on
the air intake of air compressor.
Oil that cools and lubricates turbocharger flows from the header pipe, then leads into
turbocharger from upper part, out through lower part, finally enters into the oil sump.
It is required that the diesel engine should run for a while without load, then run with
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load. If the engine runs at high speed with heavy load, it is prohibited to stop immediately.
The engine should run for a short time with decreased gradually load and speed; then run
without load for a while, or else the bearings of turbocharger will be damaged.
Please refer to manual of turbocharger issued by turbocharger manufactory for introduction
of construction and maintenance.
14.3 Air cooler
Air-cooling is, according to engine model, divided into two categories: primary intercooler
and secondary intercooler. Primary intercooler is mounted at the flywheel end outside of engine,
and secondary intercooler is installed inside of the cylinder block. There is a hollow plug at the
exhaust side of cylinder block to inspect leakage of intercooler（Air vent on screw plug
head shall be checked regularly to ensure that it is free from blockage）. If there
is leakage, the diesel engine should be shut down immediately. Restart the engine only after
rectifying the trouble. Air cooler shall be washed, cleaned or replaced regularly.
15. Safety and automatic stopping system
Intellectualized testing alarming system possesses displaying, alarming and shutdown

function. The monitor on the engine, equipped with starting key and shutdown button, could
display the values of revolution speed, water temperature, oil temperature and oil pressure.
15.1 Alarming
The system alarms when the engine goes wrong as follows:
(1) The oil pressure is lower than 0.20MPa.
(2) The cooling water temperature at engine outlet is higher than 88+2℃.
(3) The oil temperature at engine inlet is higher than 78+2℃.
(4) The engine speed is at 110±0.5% rated one.
15.2 Automatic stopping

The engine should stop automatically under the conditions of:
(1) oil pressure less than 0.15Mpa.
(2) generator engine speed ≤115% rated speed; marine engine speed >115% and ≤
120% rated speed.
Intelligent alarm can be equipped with exhaust temperature thermocouple and long-distance
transmission display according to users’ requirements.
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Chapter 4 Installation and coupling of engine
1 Installation of diesel engine
Precautions and technical requirements

1) Before installation, the installation personnel should read the documents delivered
with engine carefully to acquaint the engine structure and installation requirements,
and design relative drawings for installation and maintenance.
2) Installation personnel must be experienced mechanical technician and electrical
technician.
3) If actual installation conditions
differ from the demands of this manual significantly, the installation must be carried
out under the instruction of technician from the manufacturer. There should be
ventilation equipments in engine room to guarantee normal operation. The most
effective way of air renewal is to mount suction fan and exhausting fan. Pay
attention to avoid short-circuit between outlet of suction fan and inlet of
exhausting fan during mounting.
2. Air inlet and outlet of engine room
2.1 Air inlet requirement of engine room

Air cleaner of turbocharger of diesel engine has been installed and
adjusted before it is delivered. It is forbidden to dismount it!
When diesel engine is operating properly, air flow required in engine room is shown in
table as below:
Natural air intake to engine room must meet the demand of combustion and dissipation of
heat radiation. If natural air intake is insufficient, it is advisable to install blower at air inlet of
engine room. Design a rain hood at blower inlet or a cabinet having a volume larger than 1m3
with a louver to ensure that rainy water and sea water cannot enter the engine room during
engine operating. Inlet of engine room shall be close to air cleaner of turbocharger and 1m away
from it, but shall not close up exhaust header after turbo.
Dimension and model of blower shall be determined according to engine room by user.
2.2 Air exhaust requirement

Outlet of engine room is near the free end of diesel engine. Exhaust could be performed by
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means of natural ventilation or with the aid of axial flow blower. Air outlet of engine room shall
be provided with rain hood. The inlet and outlet of engine room are shown as below (the top
view of diesel engine).
Outlet of oil gas separator must be ducted to the open air outside the room, and outlet of
engine room must be far away from inlet of blower to avoid that the vented oily gas enters
engine room again and is sucked into turbocharger to contaminate air cleaner and intercooler.
3. Requirements of hoisting diesel engine
Attention: when fixing hoisting tool, eye bolts must be tightened onto cylinder head studs (note:
studs for receiving eye bolt is longer than other cylinder head studs).
4. Installation requirements of diesel engine
4.1 Alignment of diesel engine

Rabbet face of flywheel must align with input flange of gear box. Exam radial, axial and angle
alignment with dial indicator. Alignment requirement at cold state:
Radial runout: 0~0.15 mm Face runout: 0~0.20 mm
4.2 Installation requirement of onboard engine base

Connection between engine feet and top plate of onboard engine base must
be realized by dedicated connecting bolt delivered with engine. Welding is
forbidden strictly!
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Onboard engine base must have enough rigidity, and thickness of steel plate shall not be
less than the recommended shown in Fig.1. The bearing surface of top plate is to be machined
before or after position welding to ensure its surface roughness not inferior to Ra 6.3 and binding
rate between engine feet and bearing surface greater than 95%. Bolt holes on base shall be
back-faced after drilled to make contact surface of bolt head normal to centerline of bolt hole.
Fig. 1
Number, location and dimension of reamer bolts on diesel engine feet, top plate of engine
base are shown in Fig.2.
Fig. 2
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4.3 Connection between onboard engine base and engine feet

First step: Drill eight φ22 nontapped holes on top plate of onboard
engine base according to locations shown in above figure to match up
to bolt holes on engine feet. Hoist diesel engine and place it onto top
plate of onboard base. Block the nontapped holes with four identical
process tie plates (L×W×T 80×80×15). Screw one M24×2 adjusting
bolt in spare parts box delivered with engine into bolt hole on each
engine foot. Adjust the height of diesel engine and align the engine by changing the length of
screw in engine feet. Please see right figure. Alignment shall be carried out according to 3.1.
Second step: After alignment, measure the distances between each

engine foot and top plate of engine base and then fabricate adjusting
shims (the thickness of shim shall not be less than 20mm and all shims
are made of same material). After adjusting shims are fabricated, each
engine foot shall be mounted with one M20×110 common bolt (strength
grade: 10.9, in spare parts box delivered with engine), nut, flat washer and spring washer to
locate the engine preliminarily (see the right figure). After that, recheck alignment. If alignment
is not satisfactory, continue to fabricate adjusting shims and adjust engine position (refer to
figure as below for adjusting shims).
Third step: After alignment, drill and ream another bolt hole on
each engine foot together with adjusting shims, nontapped hole
on top plate of onboard base to Φ

25H7 00.02 . Then use reamer
bolts and castle nuts in spare parts box delivered with engine to
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fix diesel engine ultimately, and lock the bolts with split pins, as shown in right figure (locations
of bolt holes on engine feet for adjusting and those for drilling and reaming in assembly are
shown in Fig.2)
Tighten all bolts and apply anti-rust oil onto the threads protruding nut.
Measure crankweb deflection again after connecting flywheel, coupling and gear box. Do
not start engine unless crankweb deflection is satisfactory.
Max. permissible crankweb deflection:
Engine state cold hot

Number of measured cylinder
New engine in release test or -0.14mm -0.16mm At No.8 cylinder in 8-cyl. engine;
installation in user’ site；Don’t -0.08mm At No.5 cylinder in 6-cyl. engine;
transport out power.
New engine in release test or -0.14mm At No.6 cylinder in 6-cyl. engine;
installation in user’ site; Transport At No.5 cylinder in 6-cyl. engine;
-0.10mm -0.12mm At No.7 cylinder in 8-cyl. engine;
out power.
5. Installation requirement of engine piping

Interior of pipes of diesel engine shall be clean, especially oil pipes. Iron
filings, welding slag, etc. are definitely forbidden.
6. Operating requirement of diesel engine
According to CB/T3253-1994 Technical Specifications of Marine Diesel Engine,

15° list, 5° trim, 22.5° roll and 7.5° pitch are permitted.
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Chapter 5 Operation of diesel engine
This series diesel engine should be started and stopped by trained and experienced
personnel only.
All of important data and work operations (operating hours, fuel consumption, time of
lubricating oil change, maintenance and overhaul work etc.) should be entered into an operation
monitoring log, which must be kept properly.
On the basis of that record together with instruction manual, the operating personnel must
be in a position to operate and to maintain the engine appropriately.
The temperature of engine room should not be lower than 5℃. If the temperature drops
lower than 5℃, the cooling water must be added with antifreeze, and oil and cooling water shall
be preheated before starting engine. If the engine is taken out of operation for a longer period of
time, the cooling water jackets are to be drained at any rate.
The running, maintaining and overhauling of the engine should conform to safety
regulations. It is recommended that the safety regulations should be placarded at conspicuous
place to remind the operator of accident danger.
The use of fuel and lube oil represents an inherent fire hazard in the engine room. It
is prohibited strictly to use gasoline in the engine room!
After overhauling, all insulations and laggings are to be reattached completely and with
great care. Inspect leak-proof of fuel and oil pipes regularly. Leakages of pipes and tanks and
leaked oil on the ground are to be eliminated immediately.
In case of fire in the engine room, the supply of fuel and oil must be cut off
immediately (turn off the valves, fuel supply pump and engine), attempts are be made to
extinguish the fire by means of hand fire extinguishers. If the fire could not be extinguished
or the engine room could not be entered in, all openings are to be sealed tightly, thus cutting off
admission of air to quench the fire. Fire extinguishing equipment based on carbon dioxide must
not be used until it has been absolutely ensured that no one is left in the engine room.
1 Running-in of diesel engine
During running-in, the relatively palpable unevenness on the surface of piston ring and
cylinder is ground off. The running-in finishes when the piston rings seal the combustion
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chamber effectively. Therefore, full-load shall not be put definitely on the engine before
running-in finishes.
1.1 Running-in of new engine
All engines leaving factory have experienced running-in. However, after engine is installed
on working site, it is necessary to carry out running-in on site. The running-in time of marine
engine should be in compliance with regulations.
Note: Before newly-produced engine operates, periphery piping shall be cleaned
thoroughly, which can be connected with diesel engine only after it is confirmed that
there are not foreign matters as welding slag in the pipes, especially in oil piping.
The oil can be supplied after our service personnel authorizes on site.
1.2 Running-in after overhauling
The engine must experience running-in after overhauling, in which the cylinder liner, or
piston or piston ring has been changed. Even if the cylinder liner was not changed, it also should
be honed. If the piston ring groove is worn badly or worn to the allowable limit and has
tendency of increasing oil consumption, it should be honed again and installed with
thickened piston ring.
Even only a set of new ring to a piston is changed, the engine also needs running-in.
The engine has been used for a period of time, if there is shining area (insufficient oil) on surface
of cylinder liner or the cylinder liner is out of roundness, the running-in of engine should be paid
more attention to after the new piston rings are installed.
When lifting piston out of cylinder or replacing the piston ring with new one after
long-term operation, the cylinder liner should be measured carefully under the condition of room
temperature. It must be replaced when its wear and ovality exceed the allowable limit.
1.3 Running-in after running with low load
Long-term running with low load will result in serious smudginess inside of the engine,
carbon deposit accumulating on piston rings and air intake pipe, greasy filth in supercharging air
pipe, exhaust manifold, intercooler and turbocharger. Clean them when necessary.
The piston has matched the inside surface of cylinder liner well when the engine runs with
low load. If the speed increases rapidly, the good match of piston and the inside surface of
cylinder liner will change suddenly, which results in increasing rate of wearing and other
damages (fleeing air on piston ring, or piston seizure).
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2 Check and start before operation, running and stop
2.1 Checking the cooling water level

Check the cooling water level through the inspection glass on expansion tank. Check
whether the tank is filled up with water before starting. Start the engine with low speed, and
inspect whether the water level decreases. If so, full up the expansion tank with water until the
level keeps stable.
2.2 Checking fuel oil level
Check the level of fuel oil, and open the vent plug of fuel filter, then discharge air in
passage with hand pump. The bottom of fuel tank is higher slightly than the inlet of supply pump
on fuel injection pump.
2.3 Checking oil level
The oil level should keep between the upper scribed line and the lower one of oil dipstick.
If the level is lower than the lower scribed line, the oil should be delivered to engine through
priming pump. At the same time, make sure that there are no foreign matters and block in engine
by cranking engine several circles.
2.4 Blowing off the engine
If the engine is started up initially or has been stored for a long time, it should be blown off
before starting. Open the indicator valve on each cylinder head, and switch the fuel-control
handle to the “shut down” position, then turn the engine manually or with air motor to blow off
the condensate water or other foreign matters in combustion chamber.
2.5 Starting of diesel engine
Where the engine is started for the first time,
⑴ Eliminate the air in pipe by opening fuel filter. If spare fuel pump equipped, eliminate
the air through fuel circulation by spare pump. If no spare pump equipped, start engine for
several times to blow off pipe to remove air in pipe. The start engine formally.
⑵ The clutch hand lever of marine engine with clutch should be set at “no load” position.
Set the accelerograph at the position of one third or half of full range to make the fuel injection
pump at “supplying” position. Switch on the starting key on the monitor to start the engine. After
starting, adjust the position of the hand lever of accelerograph to keep the speed at about 400rpm
(idle speed). The engine at cold state is not allowed to run at high speed with load. Only when
the oil temperature and water outlet temperature increases higher than 40℃, could the engine be
allowed to run at high speed with load.
The engine should be inspected carefully for leakage and abnormal sound after starting. If
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the first starting fails, it could be started again after more than one minute (until the flywheel is
standstill). If it takes long time to start the engine or the starting fails three times in succession,
the operator should examine the cause.
Note: For the newly assembled engine, the first starting will
be difficult because there is a little air in fuel oil pipe and fuel
！ injection pump. So before the first time, the fuel-returning

connection of fuel injection pump could be loosened to drain the
remained air in pipe and pump.
Air starting pressure is 0.8~1 MPa and the starting time shall not be greater than 10s. Close
the main air pipe and valve after starting successfully.
2.6 Running of diesel engine
Running parameters (at rated point) as follows:
Oil temperature at engine inlet 60~75℃
Oil pressure at engine inlet 0.4~0.5 MPa
Fresh water temperature at engine outlet 65~85℃
The diesel engine can only run in the range of prescriptive operating conditions.
During the running period, the reads of instruments and operating condition of engine must
be kept in record regularly. When the engine is running, please take attention to observe and
record the data as follows:
1) Fuel oil level in fuel tank and governor, water level in expansion tank. Check the oil
level in oil sump and add up oil in due course. If the level in oil sump declines fast, it is
most probable that there are leaks in the oil system. If the level rises, the cooling water
or fuel oil may infiltrate into the oil sump. In such cases, the engine should be stopped
to examine or assay the oil. Replace the oil when necessary.
2) Check exhaust temperature every 1~2 hours.
3) Check regularly the exhaust smoke. Observe the exhaust condition of oil-gas separator.
4) Open air-release valves on the cylinder heads regularly to check the combustion
condition in cylinders.
5) Listen to the noise of engine and distinguish the abnormal. If there is piston knocking
or bearing-loosening knocking or other abnormal shock and noise, the operator must
stop the engine immediately and eliminate the failures.
6) Note all the tightening and locking of all exposed parts.
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7) Check fuel system. If the high-pressure fuel pipe shocks violently and heats, it is
possible that the fuel injector is blocked. It should be checked and eliminated
immediately.
8) Note the evenness of running speed of engine. If the speed fluctuates extensively, the
reason must be found out. The engine should be stopped and checked when necessary.
9) Record all positions of leakage and bad seal so that they can be eliminated as soon as
possible.
10) Observe the hollow plug on the cylinder block, and check air cooler for leaks.
When the new boat is put into trial trip, the marine main engine should be tested
for rated speed under the condition of rated load of boat. If the engine could not
meet the requirement of rated speed, the match of engine and propeller should be
checked. The engine works would not bear the responsibility for the overloading
due to the match of engine and propeller or responsibility for the abnormal wear
and failure due to deformation of base and improper operation.
The diesel engine is irreversible. When it serves as marine main engine, it can realize
reversing of shafting via gearbox.。
2.7 Stopping engine

1) Normal stopping
Handle the accelerograph grip to descend the load gradually, so that the engine’s speed
decreases to about 400r/min. Then disengage the clutch, so the engine runs at idle
speed without load. When the temperate of oil and water decreases lower than 50℃,
stop the engine. (Stop the engine by shutdown handle. The shutdown button on
monitor only serves as emergent stopping).
2) Emergent stopping at abnormal condition
If the abnormal conditions such as noise or smoking occur during the running of
engine, the engine with the stopping solenoid valve can be done emergent stopping
through the shutdown button on monitor. However, after the engine is stopped it
should be supplied with oil for 5~10 minutes by spare oil pump. Open air release valve
and turn manually crankshaft to prevent from high temperature of engine, which may
result in seizing or scuffing of cylinder bore. At the same time, the operator should
find out the cause and eliminate it.
The air-release valve should be opened immediately after the engine is stopped.
If the engine will not run, all the valves that need to be closed in fuel system and
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cooling water system should be closed. In cold surroundings in which cooling water
may freeze, if the engine is about to be stored for a long time, the cooling water should
be drained when it is at 30~40 ℃. After the engine has been stopped, open the
crankcase cover, and check the bearing’s temperate and tightness of main screws and
bolts if necessary. In addition, after the engine has been stopped, the operator should
rectify the trouble in running so that the engine could be started whenever.
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Chapter 6 Regular check and maintenance

Importance of periodic check and maintenance:
1) Guaranteeing safe and reliable engine operation;
2) Reducing failure rate and lowering the operating cost of the engine plant;
3) Helping the operating personnel in recognizing incipient malfunction at an early
stage;
4) Evaluating the maintenance work performed, which will indicate the need for
overhauls in good time so that overhauls can be planed to be carried out during
scheduled service interruptions.
Prior to starting with any maintenance and overhaul work, the pressure in all pipes
should be relieved and it should be verified that they are pressure-less by reading the
pressure gauges and by cautiously loosening the screw connections.
When work is being carried out on the crank gear or other moving parts, it must be ensured
that the engine cannot be started and cannot be turned inadvertently (close valve on air receiver,
disconnect battery, put up warning board).
Danger of accident! When breaking pipe connections, all pipes that are to be reinstalled
must be carefully sealed, especially those for fuel oil, lube oil and air pipes. New pipes must be
checked for cleanness and, if necessary, flushed before installation. On any account, it must be
avoided that foreign matter can get into the pipes.
If the engine is to be stored for a prolonged time or if it is to be laid up, all individual parts
must be carefully preserved.
1 Necessary repair
No matter how small the defect is, the repair shall be carried out immediately.
For the cleaning of the engine, and its individual parts, please use diesel fuel or special
solvents. The use of gasoline is not permitted in closed room. For drying engine components,
pressure air or soft cloth, instead of waste cotton yarn, is to be preferred.
Upon completion of repair and overhaul work, check to see that all tools, cleaning material
and other foreign matter are removed from the engine. The exact setting as well as clearances of
new or reinstalled parts must be checked and the data entered in the engine log.
A few hours after resuming operation, check lubricating oil filter for fouling, and clean
them if necessary.
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The fire risk prevailing in the engine room should be borne in mind, especially when
carrying out welding work on pipe lines, etc. Fuel and lube oil pipes in the immediate vicinity
should be covered up. The fire fighting equipment should be readily available. When installing
or removing larger engine components, suitable lifting gear and the special tools supplied should
be used. Attention should furthermore be paid to the good condition of ropes, shackles and the
tools being used.
2 Maintenance
2.1 Maintenance after first 30~50 running hours of new or overhauled engine
1) Check oil, water and air of system for leakages and remedy them in time.
2) Check and adjust the clearance of air valve.
3) Check the oil level and cooling water capacity and refill them.
4) Check lube oil, fuel oil filter, and replace oil.
5) Check looseness of fastening parts and connecting parts, and recheck the torque of
connecting rod bolts (140N.m).
6) Check crankweb deflection of crankshaft.
2.2 Daily maintenance
1) Unscrew the drain plug of fuel filter to eliminate accumulated water or dirt;
2) Check used conditions of meters. Check oil, water and air of system for leakages and
remedy them in time;
3) Summarize and check the running log (Record carefully the faults and remedies that
have happened);
4) Examine lube oil quality, and assay it if necessary;
2.3 First-class maintenance
In addition to all the checking items specified in daily maintenance, the following contents
should also be included after 400 running hours:
1) Clean lube oil and fuel oil filter;
2) Replace oil according to water content and smudginess in oil. Clean oil sump when
replace oil;
3) Check clearance of inlet and exhaust valve and advance angle of oil supply. Adjust
them if necessary;
4) Inspect impeller and inner chamber of compressor of turbocharger and clean when
necessary;
5) Clean air filter;
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6) Check accumulated filth in oil and water cooler. Clean or replace anticorrosive zinc if
necessary;
7) Check bolts of main bearings and connecting rods for looseness. Re-inspect the
tightening torque of connecting rod bolt (140N·m).
2.4 Second-class maintenance
In addition to all the checking items specified in first-class maintenance, the following
contents should also be included after 1000 running hours:
1) Check working equilibrium of cylinders. Readjust uniformity of fuel oil from fuel
injection pump to cylinders if necessary.
2) Check injection pressure and atomization of fuel injector. Readjust and repair it if
necessary.
3) Examine oil, water and air in system. Check circuit elements and connecting and
fastening condition of fastening parts.
4) Check whether the connecting rod nuts and necked-down nuts of flywheel become
loose. Tighten the torque in accordance with defined value.
5) Check water seal of water pump. Grind or replace it in time.
6) Clean piping of oil or fuel system. Clear oil sludge and dry the piping with
compressed air.
2.5 Third-class maintenance
In addition to all the checking items specified in second-class maintenance, the following
1) Clean air cooler, special oil sludge on radiation fins;
2) Dismount all cylinder heads to check the degree of carbon deposit on piston top.
Eliminate carbon deposit if necessary. Check sealing property of air valves.
3) Check sealing property of delivery valve in fuel injection pump. Grind or replace it if
necessary.
4) Check working condition of needle valve of fuel injector. Replace it if necessary.
5) Clear water scale in cooling system. Replace anticorrosive zinc spelter.
6) Check bearing clearance of turbocharger;
7) Check working condition of oil pump if necessary. Replace it if necessary;
8) Exhaust air from air bottle. Unscrew the vent plug at bottom to eliminate accumulated
water and dirt in bottle.
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2.6 Fourth-class maintenance

In addition to all the checking items specified in third-class maintenance, the following
1) Dismount all cylinder heads to clear carbon deposit in combustion chamber. Check
worn condition of inlet and exhaust valves, rocker arms, bearings, valve guides and
valve seats. Make a decision whether they should be replaced according to actual
condition.
2) Lift two pistons out from engine to check pistons and piston rings. Measure the
clearance of rings. Check crank pin bearing and piston pin bearing and measure
clearance of bearings, so that decide whether all pistons should be lifted out. Replace
pistons or piston rings if necessary. (Record the numbers of cylinder from which the
pistons are lifted, so that examine pistons from other cylinders next time.);
3) Check working surface of two cylinder liners. Measure inner diameter, and calculate
value of wear. Replace with new cylinder liners when they are worn away badly;
4) Check oil pump, fuel pump and cooling-water pump;
5) Check axial clearance of camshaft and radial clearance of bearings, and record the
measured values;
6) Check crankweb deflection of all cylinders and record the measured values;
7) Check randomly two main bearings to examine worn condition of bearing shells, thus
decide whether it is necessary to check other bearing shells and to replace them;
8) Start priming pump and check visually lubricating condition;
9) Measure all tooth spaces of driving gear and bearing clearances. Replace them if
necessary;
10) Check looseness of connecting rod nuts and flywheel tightening nuts. Tighten them to
defined value if necessary;
11) Check governor. Replace worn parts and retest its performance;
12) Check fastening condition of bolts of turbocharger and governor;
13) Check fastening condition of engine frame base bolts;
14) Dismount turbocharger according to its instruction manual;
15) Readjust or replace all measuring meters, warning system, lines and leads on engine.
2.7 Fifth-class maintenance
In addition to all the checking items specified in fourth-class maintenance, the following
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1) Dismount all cylinder heads and check air valves, rocker arms, bearings, valve guides
and valve seats. Check cooling water passages and sealing gaskets. Replace them if
necessary.
2) Lift all pistons out from engine. Check pistons and piston rings. Measure clearance of
rings. Check crank pin bearings and piston pin bearings. Measure bearing clearances.
Replace them if necessary.
3) Lift out cylinder liners. Check wear condition of working surface and corrosive
condition of outside surface. Replace them according to actual condition. Replace all
O-rings.
4) Check all main bearings and thrust pieces. Replace them according to actual
condition.
5) Check wear condition of all air valves and relative parts. Replace them if necessary.
6) Check wear condition of camshaft bearings and cams. Replace them if necessary.
7) Check working reliability of relief valve.
8) Check whether the sleeve springs of vibration damper are broken. They must be
replaced if the springs are broken.
9) Check air starter. Replace its parts if necessary.
2.8 Specified items of daily check:
1) Check oil and water level (including oil, coolant and fuel oil) after engine stops;
2) Unscrew the vent plug at the bottom of fuel filter to drain the accumulated water or
dirt; Check and clean regularly starting decompression valve and air filter;
3) Check lube oil level in fuel injection pump and governor, and refill it till specific
volume if oil has run low;
4) Check the readings of meters to find out abnormality and remedy it.
It must be kept in mind that operating hours are not absolute values, and the operating
conditions must be taken into consideration, which may prolong or shorten the interval of
maintenance. The items mentioned above are a part of job instead of all. It is recommended that
general overhauls be carried out with the guidance of personnel of our service stations.
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Chapter 7 Typical failures and troubleshooting
1 Low quality oil
If oil quality deteriorates, abnormal wear of early phase will appear, and thus it will lead
to raise noise of engine, aggravate vibration, increase fleeing air to crankcase, raise
temperature of oil and cooling water, decrease oil pressure and overheat engine and so on. It
can also influence the output of engine and thus result in damage of engine when the wear of
moving parts reaches the limit.
So the user must pay more attention to the quality and brand of lubricating oil and use it
exactly according to the prescribe.
The user should examine regularly the quality of oil during operation. A simple way is to
unfold the cover of cylinder head and examine the oil accumulated in cylinder head. If there
are many water globules in oil or the oil color turns to pale creamy white, it shows that the oil
contains much water. If the oil turns to black or gluey, it shows that the oil quality is inferior
or the oil has been used for a long time. The oil should be replaced with new one.
A simple method is employed to examine the viscosity of oil. Drop several unused and
used oil globules on a smooth surface of metal or glass plate. Then incline the plate, and
check the flow speed of oil globules. The flow speed of used oil is distinctly faster or slower
than the unused oil if there is much difference between their viscosities. Generally speaking,
in such case, it shows that the viscosity of used oil has been greatly changed. It must be
replaced with clean one.
When replacing lube oil, it had better to clean the oil system and oil sump, and clean oil
filter.
When change oil, filter the new oil and drained waste oil with fine strainer respectively.
Inspect abnormal worn and components damage.
2 High cooling water temperature
Controlled automatically by temperature regulating valve, the temperature of cooling

water, under normal conditions, should be generally stable. If outlet water temperature is too
high (>88℃), following causes should be taken into consideration:
1) Whether ambient temperature is too high;
94
2) Whether cooling system, fresh water pump, fresh water cooler and seawater pump
work normally;
3) Whether there is abnormal wear in engine;
4) Whether there is water scale accumulated in cooling chamber of cylinder block and
cylinder head;
5) Whether the sensor of temperature regulating valve is stuck due to much water
incrustation.
Generally, the cooling water should be treated and added to rust inhibiting additive. If
the user does not do so, water scale will accumulate in cooling chamber of engine after the
engine operates a period of time. Water scale will result in insufficient heat elimination, thus
the water temperature will rise abnormally.
Method of treatment: remove the scale in cooling water chamber with tank scale dissolver
sold in market.
3 Insufficient output
The failure of insufficient output results from insufficient air input, insufficient oil
supply or low cylinder pressure.
Generally speaking, the possible cause of insufficient output first lies on low-pressure oil
circle. If the engine runs with the conditions of even speed, good exhaust smoke, normal
operation of cylinders, proper oil-supply time, favorable seal property of cylinders and
sufficient air input, and it still output insufficiently, the following causes can be taken into
consideration:
1) Whether the low-pressure oil pipe is broken or leaks;
2) Whether the fuel filter is badly blocked and the oil /fuel piping is blocked or leaks.
3) Interior diaphragm of emergency stop solenoid valve is broken.
The air valves, injection time and clearance of air valves shall be checked and adjusted
when the air input is insufficient. In addition, the operator should check air filter, clearance of
rotor and idle motion of turbocharger.
4 Black smoke
Black smoke is caused by following conditions:
95
1 Uneven oil-injection
2 Poor atomization of injector nozzle
3 Insufficient cylinder pressure, and Inadequate combustion
4 Oil into combustion chamber
5 Blocked in air filter
6 Poor fuel oil quality
7 Damage on turbocharger and insufficient air inlet
The methods of eliminating the trouble:
1) Reduce resistance in air inlet system. Clean the filtering element of air filter and air
intercooler in time. Guarantee right valve timing and check turbocharger.
2) Adjust properly fuel injection pump on inspection table, specially adjust advance
angle of oil supply.
3) Check and adjust duly fuel injector to ensure favorable atomization.
4) Guarantee the sealability of the cylinder. Replace piston rings and cylinder liner if
they are worn badly. Grind air valve if it could not seal well.
5) Use specified fuel oil with high cetane number(45~50) and low sulphur content.
6) Operate the engine properly
5. Troubleshooting table
S/N Disturbances Possible causes and remedy
1) Low pressure in air bottle;

2) Starting valve or air-starting motor defective;
Crankshaft does not 3) Starter switch or cable to starter or starting valve defective;
1 turn, turns too slowly 4) No DC24V power supply, or starting solenoid valve does not
or swings back. work;
5) Leaks of air pipes result in starting pressure less than 1.0 MPa.
1) Fuel tank run dry.

Engine reaches 2) Fuel oil system air-bound.
ignition speed 3) Piping, fuel injection pump and fuel filter are not filled with fuel
2 without firing or oil. Supply fuel oil with hand pump before starting;
firing 4) Unsuitable fuel oil;
discontinuously 5) Water in fuel oil. Eliminate water from fuel oil with centrifugal
separator.
96
6) Fuel too cold, and congealed in pipelines;

7) Engine too cold and lubricating oil too viscous. Preheat cooling
water or oil;
8) Low fuel oil pressure before fuel injection pumps, supply pump
defective.
9) Fuel oil filter clogged up. Clean or replace filtering element.
10) Excessive clearance of pump plunger in pump barrel or pump
plunger stuck.
11) Shutdown solenoid valve does not open, and oil passage is
obstructed;
12) No fuel oil or insufficient fuel oil enters to cylinder. Check the
position of fuel injection pump rack, and adjust it if necessary.
13) The orifices of fuel injector clogged up or the element of
needle valve bound. Clean or change fuel injector.
14) Leaks for inlet and outlet valve so that the air pressure is too
low. Grind the valve.
1) Fuel oil system air-bound.

2) Unsuitable fuel oil.
3) Water in fuel oil.
Cylinders fire defective.
3
irregularly. 5) Fuel oil filter clogged up.
6) Individual fuel injectors defective.
7) Inlet or exhaust vales stuck, valve spring broken, drive defective.
8) Engine too cold, and lubricating oil too viscous.
1) Pump plunger stuck, spring broken.

The accelerograph is 2) Control sleeve or pump element bound.
4 3) Governor or fuel control linkage mal-adjusted.
stuck.
4) Fuel control linkage bound or stuck.

2) Unsuitable fuel oil.
defective.
5) Fuel oil filter clogged up.
Engine does not 6) Beginning of injection too early.
5 reach full speed or 7) Beginning of injection too late.
output. 8) Excessive clearance of pump plunger in pump barrel.
10) Control sleeve or pump element bound.
11) Delivery valve in fuel injection pump leaking.
13) Nozzle orifices or injection pipes clogged up.
14) Fuel control linkage bound or stuck.
97
15) Inlet or exhaust vales stuck, valve spring broken, drive

defective.
16) Ring clearance or ring gap excessive.
17) Piston rings stuck or broken.
18) Marine engines: propeller too large, damaged or hull fouled.
19) Turbocharger fouled or defective.

defective.
3) Fuel oil filter clogged up.
4) Beginning of injection too early.
Engine runs 5) Pump plunger stuck, spring broken.
6 irregularly, knocks 6) Individual fuel injector defective.
and rocks. 7) Nozzle orifices or injection pipes clogged up.
8) Individual cylinder highly overloaded.
9) Inlet or exhaust vales stuck, valve spring broken, drive defective.
10) Piston pin bearing clearance excessive.
11) Crank or main bearing clearance excessive.
12) Piston or bearing running hot or beginning to seize.

Speed fluctuates, 2) Governor or fuel control linkage mal-adjusted.
7 caused by hunting of 3) Fuel control linkage bound or stuck.
the governor
4) Engine too cold, lubricating oil too viscous.
1) Fuel tank run dry.

2) Water in fuel oil or too much air in piping.
defective.
Engine speed drops, 4) Fuel oil filter clogged up.
8 engine comes to a 5) Fuel control linkage bound or stuck.
stop. 6) Safety shut-down device tripped.
8) Piston or bearing running hot or beginning to seize.

2) Indicating instruments defective.
Cooling water 3) Lack of cooling water.
9 temperature is high / 4) Cooling water spaces or cooler fouled up.
low. 5) Cooling water pump defective.
6) Temperature regulator defective.
Lubricating oil 1) Piston or bearing running hot or beginning to seize.

10 temperature is high/ 2) Lack of oil in oil sump.
low. 3) Indicating instruments defective.
98
4) Lack of cooling water.

5) Cooling water spaces or cooler fouled up. Low heat-exchange rate
of oil cooler.
6) Cooling water pump defective.
7) Temperature regulator defective.
1) Crank or main bearing clearance excessive.

2) Lack of oil in oil sump.
3) Oil pressure-regulating valve defective.
Lubricating oil 4) Leaks for lubricating oil pipes.
11 5) Oil filter clogged up.
pressure is low.
7) Suction pipe of oil pump obstructed or leaking.
8) Oil pump defective.
1) Beginning of injection too late.

3) Governor or fuel control linkage mal-adjusted.
Exhaust gas 5) Inlet or exhaust valves stuck, valve spring broken or drive
12 defective.
temperature is high.
7) Marine engines: propeller too large, damaged or hull fouled.
8) Charge air temperature too high.
1) The failure of fuel injection pump or one of fuel injectors results

in low fuel supply or poor atomization. Check delivery valve of
fuel injection pump, plunger element and spring. Check initial
Difference of exhaust injection pressure and atomization.
13 temperature is too 2) Some fuel injection value too high. Adjust the value of fuel
large. supply.
3) Air valves of some cylinders worn and leaking. Grind or replace
them.
1) Beginning of injection too late.

3) Governor or fuel control linkage mal-adjusted.
Exhaust is sooty or 4) Individual cylinder highly overloaded.
14
dark. 5) Inlet or exhaust valves stuck, valve spring broken, drive
defective.

15 Exhaust gas is bluish. 2) Piston ring clearance excessive.
3) Piston ring stuck or broken.
99
4) Oil level in oil sump too high.

5) Seal ring in valve guide aged or broken.
Temperature 1) Indicating instruments defective.

difference at 2) Lack of cooling water.
16 3) Cooling water spaces or cooler fouled up.
intercooler is too
small. 4) Cooling water pump defective.
1) Fuel system air-bound.

2) Fuel too cold, and congealed in pipelines.
Fuel injection pump defective.
17 4) Fuel oil filter clogged up.
delivers irregularly.
7) Delivery valve in fuel injection pump leaking.

Noise from valve or 2) Inlet or exhaust valves stuck, valve spring broken or drive
fuel injection pump defective.
18
drive depends on 3) Drive rollers or rocker arms defective, or valve clearance
speed.
excessive.
Smoke escapes from 1) Piston ring clearance excessive;

crankcase vent, and 2) Piston pin bearing clearance excessive;
19 booming sounds 3) Crank pin bearing or main bearing clearance excessive;
come out from 4) Piston or bearing running hot or beginning to seize;
crankcase. 5) Piston ring stuck or broken;
The engine can’t be

20 Diaphragm in two-way solenoid valve broken, fuel pipes clogged up.
loaded.
When ambient temperature is lower than 10℃, if no auxiliary

heating devices to warm up oil and fresh water, white smoke is
White smoke occurs normal if it occurs in start from cold state (inadequate combustion
21 in start from cold of fuel). After 15 minutes of running without load, and temperature
state. of oil and fresh water is higher than 40℃, white smoke disappears.
Therefore, in such a case, we suggest the user to install oil/ fresh
water preheater, or allow the engine run without load to warm it up.
100
Annex:
1. Correction of output at nonstandard condition
Correct the output at nonstandard condition to ensure the trouble-free, reliable operation of
diesel engine (i.e. running engine with lower output)
Standard reference conditions：

Atmospheric pressure：P0=100kPa（750mmHg）
Relative humidity: Ф0＝30％
Ambient temperature (air inlet temperature): 25℃（being measured at the position
that is within 150mm upstream to silencer）.
The formula of output are modified as：

Actual permissible output value = rated power × Coefficient of correction/100
Coefficient of correction C (relative humidity not concerned) can be obtained from below
table:
Ambient temperature 0℃ 5℃ 10℃ 15℃ 20℃ 25℃ 30℃ 35℃ 40℃ 45℃ 50℃
Atmospheric
（kPa）
pressure
Altitude
Coefficient of correction C
（m）
0 101.33 99 97 95 93 91
110 100.0 100 98 96 94 92 90
200 98.93 99 97 95 93 91 89
300 97.73 98 96 94 92 90 88
400 96.67 99 97 95 93 91 89 87
500 95.47 98 96 94 92 90 88 86
600 94.40 98 96 93 91 89 87 85
700 93.20 99 97 95 92 90 88 86 84
800 92.13 98 96 94 91 89 87 85 83
1000 89.87 99 96 94 92 90 88 86 84 82
1500 84.53 96 94 92 90 88 86 84 82 80 78
2000 79.20 93 91 89 87 85 83 81 79 78 76 74
2500 74.67 89 87 85 83 81 79 77 76 74 72 71
3000 70.13 85 83 81 79 77 75 74 72 70 69 67
3500 81 79 77 75 73 71 70 68 67 65 64
4000 77 75 73 71 69 68 66 63 63 62 60
101
2. Torsional vibration calculation parameters
2.1 Torsional vibration calculation parameters of 6200 series diesel engines

1.1 Structure parameters of engine
Engine type CW6200ZC XCW6200ZC XCW6200ZC-1

Bore/Stroke 200
Rated output kW 6
Rated speed r/min 600kW 698 kW 720 kW
Rated torque kNm 1000r/min
Engine type 5.730kNm 6.666 kNm 6.876 kNm
Min. stabilized speed 400r/min
Reciprocating mass of per
26.5kg
cylinder
Crank/Connecting rod ratio 0.260
Connecting rod length 520mm
Firing order 1-4-2-6-3-5
Mean effective pressure MPa 1.415MPa 1.642 MPa 1.698 MPa
Mechanical efficiency 0.88
Main journal diameter 152mm
Pin diameter 133mm
Crankshaft material CT45
Tensile strength of crankshaft
600MPa
material
Drawing No. of flywheel C62.03.04.0001
Flywheel inertia If 50kgm2
Structural damping Cμ 0.05
Damper Type Coil spring
Number of damper 1
Moment of inertia of active
1.08 kgm2
parts (Iz)
Moment of inertia 5.98 kgm2
Damping coefficient 900Nms/rad
Dynamic torsional vibration
600kNm/rad
rigidity
102
1.2 Torsional vibration calculation systematic diagram of single engine shafting including
vibration damper
1.3 Torsional vibration calculation systematic data of single engine shafting including vibration
damper
Moment of inertia Rigidity Structural Shaft dia.

No. Item
kg·m2 kNm/rad damping mm
Vibration damper inertia
1 5.98
block
600 400
Vibration damper active
2 1.08
inertia
39227 152
3 Driving gearing inertia 1.04
15000 0.03 133
4 No.1 cylinder 2.913
11278 0.05 133
11278 0.05 133
11278 0.05 133
11278 0.05 133
11278 0.05 133
16966 0.05 152
10 Crankshaft output flange 0.343
290
89606 0.03
11 Flywheel 50 870
103
2.2 Torsional vibration calculation parameters of 8200 series diesel engines.

2.2.1 Structure parameters of engine
Engine type CW8200ZC XCW8200ZC XCW8200ZC-1

Bore/Stroke 200
Rated output kW 8
Rated speed r/min 800kW 928 kW 960 kW
Rated torque kNm 1000r/min
Engine type 7．640kNm 9.378 kNm 9.168 kNm
Min. stabilized speed 400r/min
Reciprocating mass of per
26.5kg
cylinder
Crank/Connecting rod ratio 0.260
Connecting rod length 520mm
Firing order 1-3-5-7-8-6-4-2
1.415MPa 1.642 MPa 1.698 MPa
MPa
Mechanical efficiency 0.88
Main journal diameter 152mm
Pin diameter 133mm
Crankshaft material CT45
Tensile strength of crankshaft
600MPa
material
Drawing No. of flywheel C62.03.04.0001
Flywheel inertia If 50kgm2
Structural damping Cμ 0.05
Damper type: Coil spring
Number of damper 1
Moment of inertia of active
1.08 kgm2
parts (Iz)
Moment of inertia 5.98 kgm2
Damping coefficient 900Nms/rad
Dynamic torsional vibration
600kNm/rad
rigidity
104
2.2.2 Torsional vibration calculation systematic diagram of single engine shafting including
vibration damper
2.2.3 Torsional vibration calculation systematic data of single engine shafting including
vibration damper
Moment of inertia Structural Shaft dia.

No. Item Rigidity
kg·m2 damping mm
kNm/rad
1 Vibration damper inertia block 5.98
600 400
2 Vibration damper active inertia 1.08
39227 152
3 Driving gearing inertia 1.04
15000 0.03 133
11278 0.05 133
11278 0.05 133
11278 0.05 133
11278 0.05 133
11278 0.05 133
11278 0.05 133
11278 0.05 133
16966 0.05 152
12 Crankshaft output flange 0.343
89606 0.03 870
13 Flywheel 50
105
2.3 The above-mentioned parameters of torsional vibration are provided to user,

which should be taken into consideration with power units (such as shaft coupling,
reduction gearbox, propeller shafting system and other load) and relative model
parameters for the calculations of torsional vibration to determine that whether there is a
resonance point. Necessarily some measures could be adopted to reduce the stress. The
works will not bear the responsibility to the damage and lose caused from large amplitude
if the resonance point have not been calculated and determined properly
106

Preface: Manual For Operation & Maintenance of 200 Series Inline Engines With One-Piece Injection Pump

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Manual for operation & maintenance of 200 series inline engines with one-piece injection pump

Possessing techniques of four-stroke, inline, direct injection, water-cooling, pulse system

Equivalence between GB standards and ISO standards

7. Cylinder head .................................................................................................................... 57

Explanation of Model No.

Explanation of engine model:

The third part: symbols of construction and

The second part: symbols of cylinder quantity,

The first part: symbol of new engine ( )

Longitudinal and cross section of diesel engine

Overall drawing of diesel engine

Performance diagram of diesel engine

Chapter 1 Main performances, technical parameters and

Item Technical data

Exhaust back pressure

Air pressure into air

Item Technical data

Model *① CW6200ZC-5 XCW6200ZC-4 CW8200ZC-9 XCW8200ZC-4

Diesel engine rotating clockwise if viewed from flywheel end is

CW: 1-4-2-6-3-5 CW: 1-3-5-7-8-6-4-2

Charge air temperature

Item Technical data

Model *① CW6200ZC-7 XCW6200ZC-5

Compression ratio 13.37 13.37

Charge air temperature

Fuel type 0#, -10# 0#, -10#

Net weight kg 6500 6500

Valve Inlet 0.5 0.5

Item Technical data

Model *① CW6200ZC-31 CW6200ZC-32 CW6200ZC-28 CW6200ZC-39

Air intake type Supercharging intercooling Supercharging intercooling

Compression ratio 13.37 13.37

Fresh water temperature at

Capacity of cooling water

Fuel type 0#, -10# 0#, -10#

Net weight kg 6500 6500

Valve Inlet 0.5 0.5

2. Main specifications of accessories

Parts’ name, item, and unit Technical parameters

Speed r/min 2455 2455

1 Oil pump Pressure MPa 0.4~0.5 0.4~0.5

Flow m3/h 28.86 35.46

Power kW 12.8 16.7

Type Pulley drive Pulley drive

Speed r/min 2800 2800

Speed r/min 2800 2800

Fuel Type Piston type Piston type

Drawing No. C62.09.10.1000 C62.09.10.1000

Type Screen pan Screen pan

Model Screen pan Screen pan

Cooling water flow

Model See nameplate See nameplate

Fresh Model See nameplate See nameplate

Type Pneumatic Pneumatic

Air Starting air pressure

Starting torque Nm 311.6 311.6

Model See the nameplate See the nameplate

Model See the nameplate See the nameplate