small built-in engine installation...

SMALL BUILT-IN ENGINEINSTALLATION MANUAL

L/SL/SQ/SS

July 2016Pub. No. 98CAB-81000

TABLE OF CONTENT

Chapter 1 INSTALLATION OUTLINE

1. Foreword ···············································································································································1

2. Safety Precautions ··································································································································2

3. General Information

3.1 About This Installation Manual ··········································································································5

3.2 Careful Installation ····························································································································5

3.3 Approved Engine of Exhaust Gas Regulations ·················································································5

Chapter 2 COOLING SYSTEM

1. Cooling System Specifications of Small Size Engines ···········································································7

1.1 General Information ··························································································································7

1.2 Radiator - Install··································································································································8

1.3 Cooling Fan ·······································································································································9

1.4 Fan Adjustment to Radiator ················································································································9

1.5 Setting of Radiator Pipe and Hose ·····································································································10

1.6 Reserve Tank ····································································································································10

2. Mitsubishi genuine long life coolant (GLASSY and PG GLASSY) is

recommended to use in the MHI diesel engine. ··················································································11

3. Required Performance of Coolant Used as an Engine Jacket Water ······················································11

4. Required Performance and Quality of Water Used in Coolant·································································11

5. Requirement to Coolant for Stable Antirust and Anti-Corrosion Performance for

Long Hour Engine Operation ···············································································································12

6. Quality Characteristics of Antifreeze Consisting Mainly of Ethylene Glycol or Propylene Glycol ··········12

7. Concentration of Coolant to Be Used (in the Case of GLASSY and PG GLASSY Coolants) ················13

8. Precautions to Use MHI Genuine Long Life Coolant: GLASSY and PG GLASSY ································14

9. Freezing Temperature of Ethylene Glycol and Propylene Glycol ···························································14

Chapter 3 INTAKE SYSTEM

1. General·····················································································································································19

2. Allowable Intake Negative-Pressure·········································································································19

3. Inlet Negative-Pressure – Measure ········································································································19

4. Air Cleaner ··············································································································································20

5. Air Hose ··················································································································································20

6. Hose Clamp ············································································································································20

7. Closed Breather ······································································································································20

8. Open Breather ········································································································································20

Chapter 4 EXHAUST SYSTEM

1. General Information ································································································································21

2. Characteristics of Diesel Engine Sound ·································································································21

2.1 Engine Sound Source ·······················································································································21

3. Exhaust Back Pressure ··························································································································23

3.1 Exhaust Flow Resistance Pressure ··································································································23

Chapter 5 FUEL SYSTEM

1. General·····················································································································································25

2. Fuel Piping ··············································································································································25

3. Fuel Return ·············································································································································25

4. Fuel Injection Pump ································································································································26

5. Engine Stopping Function (Fuel Cut) ·····································································································26

6. Fuel Tank ················································································································································27

7. Fuel General ···········································································································································27

7.1 Fuel Properties and Composition Affecting the Engine Trouble ·······················································27

7.2 Flash Point ········································································································································27

7.3 Distillation Characteristics ·················································································································27

7.4 Pour Point (PP) ·································································································································27

7.5 Cloud Point (CP) ·······························································································································27

7.6 Cold Filter Plugging Point (CFPP) ····································································································27

7.7 Carbon Residue (10% Residual Oil) ·································································································28

7.8 Cetane Number ·································································································································28

7.9 Cetane Index·······································································································································28

7.10 Kinetic Viscosity ······························································································································28

7.11 Sulfur (High sulfur content fuel) ·······································································································29

7.12 Desulfurized Diesel Fuel, Ultra-low Sulfur Diesel Fuel ···································································29

7.13 Water Content ·································································································································29

7.14 Sediment ·········································································································································29

7.15 Ash ··················································································································································29

7.16 Copper Plate Corrosion Test ···········································································································29

7.17 Coking···············································································································································30

7.18 Aromatics ········································································································································30

7.19 Asphaltane ······································································································································30

7.20 Impurities ·········································································································································30

7.21 Lubrication Performance of Fuel (Indicated by the Wear Trace Diameter in HFRR Wear Tester) ·30

7.22 BDF: Bio-Diesel Fuel (Fatty Acid Methyl Ester: FAME) ··································································30

7.23 Vanadium, Nickel and Sodium ········································································································31

7.24 Salt Content ······································································································································31

8. MHI Recommended Fuel for Engine ······································································································29

8.1 Low Quality Diesel Fuels in Foreign Countries ·················································································29

8.2 Fuel Quality and Lubrication Oil Quality ···························································································29

9. Lubrication Oil Dilution ····························································································································31

9.1 Dilution Caused by the Fuel Leak from Plunger in Fuel Pump ·························································31

9.2 Dilution Caused by Defective Combustion or Faulty Spray from Injection Nozzle ···························31

Chapter 6 LUBRICATION SYSTEM

1. Outline of Lubrication Oil System ···········································································································35


1.2 Tilt Angle ············································································································································35

2. Property ··················································································································································35

2.1 Requirements of Performance ··········································································································35

2.2 Recommended Viscosity ··················································································································36

2.3 Additives ············································································································································38

3. Recommended Lubrication Oil ···············································································································39

3.1 API CF Class ·····································································································································39

3.2 CH-4 Class ········································································································································39

3.3 Property Standard ·····························································································································39

4. Lubrication Oil Deterioration ···················································································································41

4.1 Factors ··············································································································································41

4.1.1 Lubrication Oil ····························································································································41

4.1.2 Contaminants ·····························································································································41

4.1.3 Oxygen ·······································································································································41

4.1.4 Fuel ·············································································································································41

4.2 Effect ·················································································································································42

4.2.1 Viscosity ·····································································································································42

4.2.2 Base number································································································································42

4.2.3 Acid number ································································································································42

4.2.4 Water content ·····························································································································42

4.2.5 Flash point····································································································································43

4.2.6 Insolubles ···································································································································43

4.3 Service Limit ······································································································································43

5. Replacement Interval ······························································································································44

5.1 Standard Replacement Period ··········································································································44

Chapter 7 INSTALLATION SYSTEM

1. Engine Installation ·································································································································45


2. Basic Requirements for Engine Mounting and Installation ·····································································46

3. Shock Load ·············································································································································46

4. Engine Vibration ·····································································································································46

5. Types of Engine Mounting ······················································································································46

5.1 Solid Engine Mounting ······················································································································46

5.2 Soft Engine Mounting ························································································································46

Chapter 8 POWER TAKE OFF (PTO)


2. Drive Torque (Power) ······························································································································49

Chapter 9 COLD STARTING


Chapter 10 ELECTRICAL SYSTEM


2. Starter ·····················································································································································53

3. Battery Selection ······································································································································54

4. Alternator and Regulator ·························································································································54

5. Glow Plug ···············································································································································55

6. Wiring Diagram ·······································································································································55

Chapter 11 INSPECTION AND MAINTENANCE


1.1Maintenance Jobs Which Require the Easy Access ··········································································57

Chapter 12 VERIFICATION OF INSTALLATION

1. Verification of Engine Installation ············································································································59

1.1 Main Testing Item································································································································59

1.2 Heat Balance Measurement ·············································································································59

1.3 Heat Balance Measuring Positions ···································································································60

1.4 Vibration Measurement ·····················································································································62

1

1. Foreword This installation manual describes the necessary information to install the Mitsubishi small size engine (hereinafter referred to as engine) properly. Check this instruction manual is correct for the engine. Our company Mitsubishi Heavy Industries, Ltd. is shown as MHI for the convenience of reading in this manual. The proper installation of the engine and its easiness for the maintenance are important to ensure the reliability of the vehicles and machinery installing our engines. Read and understand this manual as reference of the proper installation of engine. This manual is not for an ordinary user and the description does not include the all of the contents of Operation and Maintenance Manual and Service Manual. For the operation, maintenance and servicing, please refer to the corresponding manuals. For the compliance to the exhaust gas regulation, limits such as intake and exhaust pressures are designated. However this manual does not refer to the laws and regulations applied to the vehicle and equipment. The manufacture of the vehicle or equipment must be pursuant to the applicable laws and regulations. And also the manufacture of the vehicle or equipment must pay attention to the safety measures for the vehicle or equipment such as safety devices for rotating and high temperature parts. (European Machinery Directive 2006/42/EC and the like) For the installation of the engine, considerations to unique characteristics of the vehicle or equipment is required. Please be forewarned that this manual does not include all the conditions concerning to various usage.

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2. Safety Cautions Read the Safety Precautions and General Information in this installation manual carefully before servicing or operating the engine. IMPORTANT The following special warning symbols are found in this manual. Also you will find these symbols on the engine. WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious

injury. Be sure to obey the instructions. CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor or moderate

injury. NOTE : indicates important information to facilitate work processes or operation. Below is a list of the risks that you must always be aware of and the safety measures you must always carry out. Plan in advance so that you have enough room for safe installation and (future) dismounting. Plan the engine compartment including other rooms for inspection and servicing to be safe and easy for the work. Make sure it is not possible to come into contact with rotating components, hot surfaces or sharp edges when inspecting and servicing the engine. Ensure that all equipment have protective covers. Stop the engine and turn off the power at the battery switch (breaker) before starting work on the electrical system. Keep the switches in the OFF position during the work, and set up a warning notice not to operate the machine at the controlling and operating points. Do not work on a running engine. However, some works such as adjustments are allowed on a running engine if it is absolutely necessary. Approaching an engine that is running is dangerous. Loose clothing or long hair can be tangled with rotating parts, and may result in a serious injury. Take precautions to avoid hot surfaces (exhaust pipes, turbochargers, inlet air manifolds and others), hot lubrication oil and water during engine running and immediately after the stopping. Reinstall all protective parts removed during service operations before starting work on the engine. Ensure that the warning or information decals on the product are always visible. Replace a decal if it is damaged or illegible. Be sure to install the air cleaner on the engine. Never start the engine without installing the air cleaner. The rotating compressor parts in the turbocharger can cause serious personal injury. The operation without air cleaner will cause damage to the compressor, piston rings and cylinder liners.

Chapter 1 OUTLINE OF ENGINE INSTALLATION

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Never use a flammable starting aid such as ether spray into the air intake. Use of such products could result in an explosion in the air inlet pipe and may cause personal injury.

Never open the filler cap for the engine coolant when the engine is hot. Steam or hot engine coolant can be ejected by the pressure in the cooling system. Open the filler cap slowly and release coolant system pressure progressively, if the filler cap or drain cock must be opened, or if a plug or engine coolant pipe must be removed on a hot engine. Hot oil can cause burns. Avoid skin contact with hot oil. Ensure that the oil system is depressurized before starting working on it. Never start or run the engine without the oil filler cap in place because of the risk of oil being ejected. Start the engine only in an area that is well ventilated. Exhaust gas is toxic. Do not breathe in. When operating in an enclosed area, use exhaust extraction to lead the exhaust and crankcase gases away from the place of work. Always wear protective goggles if there is a risk of splinters, grinding sparks and splashes from acid or other chemicals. Or you may loose your eye sight. Avoid skin contact with oil. Long term or repeated skin contact with oil can lead to the loss of natural oils from the skin. This leads to irritation, dry skin, eczema and other skin problems. Old oil is more dangerous to your health than new oil. Wear protective gloves and avoid oil-soaked clothes and rags. Wash hands regularly, especially before meals. Use protective skin creams to help clean and to stop dry skin. Most chemicals intended for the product (engine and transmission oils, glycol in coolant, gasoline and diesel fuel), or such chemicals used in the workshop as solvents are harmful to your health. Read the instructions on the packaging carefully. Always obey the protective measures (using a protective mask, goggles, gloves etc.). Make sure that other personnel are not unknowingly exposed to harmful substances, in the air that they breathe for example. Ensure that ventilation is good. Dispose of used and excess chemicals as instructed. Be careful when tracing leaks in the fuel system and when testing injectors. Wear protective goggles. The jet from an injector is under very high pressure and fuel can penetrate deep into tissue, causing serious injury with a risk of blood poisoning. All fuels and many chemicals are flammable. Keep away from naked flames or sparks. Gasoline, some solvents and hydrogen from batteries in the correct proportions with air are very flammable and explosive. Do not smoke! Maintain good ventilation and take necessary safety measures before welding or grinding in the vicinity. Always keep a fire extinguisher accessible in the workplace. Store oil- and fuel-soaked rags, old fuel and oil filters properly. Oil-soaked rags can, in certain circumstances, ignite spontaneously. Old fuel and old filters are environmentally harmful. Carry them with used lubrication oil, contaminated fuel and solvents to a proper refuse station and dispose of them as environmentally harmful material.


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Never allow an open flame, electric sparks or smoking near the batter area. The battery discharge hydrogen gas during charging and the gas and air mixture is explosive. This gas is easily ignited and highly explosive. Incorrect connection of the battery can cause sparks sufficient to cause an explosion and damage the battery. Do not lean over the battery when charging the battery or operating the engine. Always ensure that the plus (positive) and minus (negative) battery leads are correctly installed on the corresponding terminal posts on the battery. Incorrect installation can result in serious damage to the electrical equipment. Pay special attentions to install the electric leads to electronic controllers for the correct wiring. Refer to the wiring diagrams. Always wear protective goggles when charging and handling batteries. The battery electrolyte contains extremely corrosive sulfuric acid. If the liquid contacts the skin, immediately wash it away with lots of water. Use soap to clean thoroughly. If the electrolyte comes in contact with an eye, flush immediately with plenty of water and seek medical advice. Use the lifting eyes fitted on the engine when lifting. Check the capacity of the lifting equipment and ensure the capacity enough to lift the engine To ensure safe lifting and avoid damage to components installed on the engine, us an adjustable lifting beam. Hitch all chains and cables in parallel to each other and square to the engine as far as possible. If extra equipment is installed and the center of gravity is shifted, prepare a proper lifting device and keep the correct balance for lifting. Do not perform the work on an engine suspended with a hoist. Never work alone when installing heavy components, even when using secure lifting equipment such as lockable block and lifting jig. Most lifting devices require two people. One handles the lifting device and the other keeps watch on components not to get caught and damaged. The components in the electrical system and fuel system used in engines are designed and manufactured to minimize risks of fire and explosion. Do not operate the engine in an environment with a possibility of explosion. Always use fuels recommended by MHI. Refer to the Operation and Maintenance Manual. Use of a low quality fuel can be the cause of engine failure. On a diesel engine low quality fuel can cause the fuel control rack to stick causing the engine to over-speed with resulting risk of damaging the engine and personal injury. Low quality fuel can also lead to higher maintenance costs. Never operate the engine by controlling the fuel rack manually. This will lead to over-speeding of the engine and engine and/or generator will be damaged. Parts thrown from the over-speeding engine and generator can lead to personal injury.


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3. General Precautions 3.1 About This Installation Manual This manual is for the installation of diesel engine. This manual is not comprehensive and does not cover every possible installation. This manual is to be regarded as recommendations and guide lines by MHI. This installation manual has been published for professionals and qualified personnel. Therefore the persons using this manual are assumed to have the basic knowledge of installation and be able to perform the related mechanical and electrical work. MHI continuously improves its products and reserves the right to make changes. All the information contained in this manual is based on the product data available at the time of editorial work. Notification of any important modifications to the product will be made in Service Bulletins and others. 3.2 Careful Installation It is very important when installing the engine that no dust or other foreign substances get into the fuel, cooling intake and turbocharger systems. Or the engine will be suffered from seizure or failure. For this reason, the systems must be covered. Clean supply lines and hoses before connecting them to the engine. Remove the protective engine plug only when making a connection to an external system. 3.3 Emission Regulations Certified Engines The manufacturer of engines certified for national and local environment registration pledges that this registration is met by both new and currently operational engines. The product (engine) is conform with the sample (engine) approved for the approval purpose. So that MHI, as a manufacturer, can pledge that currently operational engines meet environmental regulations, the following must be obeyed for the installation. ○ Adjustment of injection timing, and inspection and repair of fuel injection pump, fuel injection nozzle and

turbocharger must always be performed by an approved MHI workshop. ○ Installation of exhaust pipes and intake ducts for the engine compartment must be carefully planned. If the

ventilation capacity is insufficient, exhaust gas components may be affected. ○ Never break the seals which set the fuel injection amount. CAUTION: Use only MHI genuine parts. Using of non-genuine parts will mean that MHI will no longer take responsibility for the engine meeting the certified design. All damages and costs caused by the use of non-genuine replacement parts will not be covered by MHI.


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1. Specifications of Small Size Engine Mitsubishi small size diesel engine (hereinafter referred to as the Engine) is of a water cooling type. Cooling liquid, a mixture of LLC (Long Life Coolant) which contains proper additives against corrosion, cavitation and freezing, and tap water, is used as a coolant. Refer to the P11 and after of this chapter or the engine Operation and Maintenance Manual for details. The heat generated by engine combustion is normally absorbed in coolant. A suction or push fan driven with a V-belt disperses the heat through a radiator into air (indirect cooling.) The engine adopts the closed cooling circuit (forced recircurating cooling) and the open flow cooling is not available. The engine cooling devices such as radiator and hoses are ready to provide. In case when the cooling system is originally prepared, pay attention to the installation factors such as radiator planning, pipe layout and fixing devices. 1.1 General precautions (1) The radiator must have a capacity big enough to dispose of the heat from engine, installed equipment,

environment temperature and other heat sources. (2) The filler cap and drain plug must be accessible in the engine installed condition. When the radiator is not a

genuine one, verify the filler cap to have an appropriate set pressure of 0.9 kgf / ｃｍ２. (3) Consider the selected fan configuration such as push / suction and blade angle. (4) The radiator hose must allow breathing. (5) The radiator must be free from clogging in the equipment operating condition. Verify in the test which

simulates the field operating condition. (6) Verify the air flow through the radiator to be free form interference. In this verification, check the louver,

screen mesh and consisting parts of oil/water cooler positioned in front of the radiator. (7) Check the cooling air for re-circulation (short circulation.) (8) The cooling system must be free from trapped air. The trapped air can drastically reduce the cooling system

efficiency. (9) Refer to the Operation and Maintenance Manual for the mixing ratio of coolant and water mixing ration. The

use of genuine coolant (Mitsubishi Long Life Coolant, Glassy, or PG Glassy) is recommended to be used. (10) Practice the heat valance measurement at the thermostat fully opened condition, and check the oil and

water temperatures. The allowable values of the oil and water temperatures are as below :

[Standard allowable temperature] Allowable engine outlet water temperature (105℃) or lower Allowable oil temperature (115℃ or lower) Standard temperature for the measurement * (40℃ or lower)

* The measuring condition and operating condition may differs, as the change of air density affected by the

environment temperature and altitude affects the air flow amount with cooling fan. For that reason, the allowable temperature may be decreased in the real equipment condition.

(11) Check the installation of water temperature meter or switch and verify the operating temperature of the

devices.

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1.2 Alternator - Install (1) Conform to the fundamental items written below to install the radiator.

Suck fresh outside air. Do not suck high temperature exhaust or exhaust gas to avoid the cooling air re-circulation (short circulation.) When designing the radiator layout and fan dimensions, in the case of push type fan, consider the temperature rise of cooling air flowing to radiator which is heated by the engine heat radiation. And sometimes, further temperature rise must be considered for the other heat source (exhaust system.)

(2) When deciding the size and type of the radiator air intake duct (consisting parts of cooling air duct and shroud) and outlet duct, minimize the duct resistance of those parts. The flow resistance depends on the duct length, shape and surface roughness. The recommended flow rate of intake and outlet ducts is 3 to 8 m/s.

(3) The end of duct is free from entering of snow, rain and water. Provide a water drain as required. (4) Protect the radiator core from damaging as required. (5) On the planning of the fan layout, consider other resistances at the cooling air intake duct and outlet duct. (6) The flow out area to exhaust heated air is approx 1.5 times the radiator front area to. (6) When the outlet

port of heated air is in the vicinity of cooling air intake port, consider other resistances of the intake and outlet duct to decide the layout.

(7) The bottom of the radiator top tank must be higher than the cylinder head upper end during the all operations.

Prevention of high temperature air from recirculation


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1.3 Cooling Fan The suction or pusher fan is usually installed on the engine. The fan is installed coaxially with the water pump and driven with a V-belt. When the customer provides the fan, pay special attention to the fan installation effect to water pump bearing and drive belt.

1.4 Fan adjustment to radiator The radiator and fan in the cooling system is connected with duct (consisting parts of cooling air duct and shroud.) Cooling air is sucked from outside or engine room then flows to the radiator core. The recommended gap between the fan and radiator shroud is 10 to 20 mm in radius. Depending on the mounting type, avoid interference between the fan and radiator shroud caused by the vibration. Standard depth of overlap between the fan and shroud ○ Suction fan: 1/2 to 2/3 of fan pitch width ○ Pusher fan: 1/3 to1/2 of fan pitch width

Cooling fan and radiator （The arrow is at the time of the pusher fan, flowing.）


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1.5 Setting of radiator pipe and hose The inside diameter of the hose connecting the engine and radiator must not be smaller than that of the connecting pipes of the engine and radiator. The material of radiator hose must have resistance enough to withstand lubrication oil, LLC and diesel fuel, and have permanent durability to operation temperature of approx -30 to 130 ℃. Select the appropriate diameter of clamp to fix the radiator hose permanently. Pay attention to avoid air accumulation in the cooling system. For that reason, installation with a slight inclination of the hose is recommended. Check the leak or pull out of the radiator hose on the engine starting after connecting and fixing.

1.6 Reserve Tank Reserve tank installation is recommended, as the cooling water volume increases when the water temperature is raised.

Fixing of radiator pipe and hose


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2. Mitsubishi genuine long life coolant (GLASSY and PG GLASSY) is recommended to use in

the MHI diesel engine. [Hereinafter the Mitsubishi genuine long life coolant (GLASSY and PG GLASSY) is referred to as the genuine LLC.]

(1) A cheap coolant will consume its antirust additive and lower the durability and rust protection when it is used in the MHI engine used in a severe condition. As a result, replacement of parts and much amount of maintenance cost for heat exchanger clogging, water leak, charge air cooler rust, cylinder liner cavitation erosion and others will be the result.

(2) The genuine LLC is a coolant developed exclusively for the MHI engines. It prevents the cooling system from part corrosion and cavitation erosion and coolant from freezing.

(3) The genuine LLC consists of special antirust/anti-corrosion additives and ethylene glycol or propylene glycol. The ethylene glycol increases viscosity and prevents the cylinder line from cavitation erosion. Moreover, it forms a corrosion protective film to protect the film from peeling caused by the repeating cylinder liner impacts and resist the acceleration of cavitation erosion. ( The corrosion of surface film accelerates the peeling by impact pressure. The LLC is effective to suppress this. )

(4) The genuine LLC contains long-life organic acid salts and mineral antirust/anti-corrosion additives without containing various troublesome antirust/anti-corrosion additives such as amine, nitrite salt, borate salt and silicate. It keeps strong antirust/anti-corrosion effects during a prolonged period of time under a severe load condition. The additives are hear and acid resistant and prevent the cooling system from leaking and clogging caused by corrosion.

(5) GLASSY is toxic as the base contains ethylene glycol. The discharge of the waste coolant to river is prohibited. However it does not form the carcinogenic nitrosamine as it does not contain nitrite salt.

(6) The PG GLASSY affects very slightly on the human body, and is applicable to the engine used in food industry equipment. It can be called as an environment-friendly coolant as it does not contains toxic chemicals.

3. Required Performance of Coolant Used as an Engine Jacket Water (1) Coolant must be a mixture of water, antirust agent and antifreeze solution. (2) Water, antirust agent and antifreeze solution must have qualities comply with MHI standards. (3) The engine coolant is required to have functions below. ○ Proper heat exchange capability and amount ○ Sufficient anti-rust function for cast iron, copper, copper alloy, aluminum and solder. ○ Sufficient anti-erosion function against cavitation ○ Margins to the freezing and boiling temperatures ○ Free from sludge and scale deposit ○ Having no-attacking effect to non-metal materials such as rubber hose and water seal 4. Required Performance and Quality of Water Used in Coolant (1) Rust will always be produced after a high temperature condition of cooling water if only water is used as a

coolant. Coolant containing only water can not be permitted. (2) Distilled water or ion-exchange water can be used to make a coolant. However, do not use the distilled water

or ion-exchanged water only to be used as a coolant. The metal corrosion of copper metals in the cooling system will be accelerated. Be sure to mix the antirust agent and antifreeze solution.

(3) Use the water for coolant which satisfies the standards in the table below. Never use such hard water as river water because it will cause rust and heat exchanger clogging. In Japan, use tap water to make the mixture.


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Water quality standard

5. Requirement to Coolant for Stable Antirust and Anti-Corrosion Performance for Long Hour Engine Operation

The performance of antirust and anti-corrosion additives used in coolant is as below: (1) Use s non-amine type antirust additive which does not contain any amine to ensure the antirust performance

of copper family material. Also the use of heat and acid resistant additives without containing nitrite salt, borate salt and silicate is required.

(2) The antirust performance varies depending on the kinds of additives, their mixing balance and the degree of degradation.

However amine type antirust is difficult to maintain mixing balance, and amine itself is a short life additive. For this reason, amine family is an obstacle to perform a stable antirust performance. MHI does not recommend the use of amine type antirust for this reason.

(3) Additives have different target metals. Some additives have adverse effect to accelerate corrosion on some metal other than the target. Amine attacks copper metal strongly, and it accelerates the consumption of antirust/anti-corrosion additives for copper metal. Contrarily, a coolant without amine reduce the consumption of antirust/anti-corrosion additives for copper metal, and the reduced copper metal corrosion result in a reduced secondary corrosion of iron and aluminum metals.

(4) Silicate is unstable and precipitated in gelatinization. It loses the antirust effect on aluminum and the gelated silicate accelerates the wear of water pump mechanical seal.

(5) Nitrite salt is a low cost and effective antirust/anti-corrosion additive for iron and cast iron. However, its life is short and will strongly attack copper metal by producing ammonium ion in an iron-rust rich condition. Also it may produce carcinogenic nitrosamine in a coexistent condition with amine.

(6) Borate gives hostile effect on aluminum parts at the high temperature (heat conducting) surface and accelerates corrosion with the use of phosphate.

(7) Even in a non-amine coolant the lowered concentration of antirust agent causes corrosion of aluminum, bras, solder and others. Be sure to obey the specified coolant maintenance procedure, and keep the coolant concentration.

6. Quality Characteristics of Antifreeze Consisting Mainly of Ethylene Glycol or Propylene Glycol

(1) Ethylene Glycol was designated as a specified chemical substance (environmental pollutant) in the Order for Enforcement of the Act on Specified Commercial Transaction by Ministry of the Environment as an object in PRTR system. However, it has been released from the specified chemical substance since November, 2008 in Japan. ( PRTR：Pollutant Release and Transfer Register)

(2) The harmful property of ethylene glycol and propylene glycol is thought to be the followings. (Reference) Ethlene glycol: Aute toxicity is strong to human rather than to animals. The fatal dose is supposed to be 1.56 g/kg.

Acute toxicity to rat via oral route: LD50: 4.7g/kg Propylene glycol: Almost no effect to human It is specified as a food additive.

Acute toxicity to rat via oral route: LD50: 20g/kg * Rat LD50 : Amount by which 50 % of rats die.


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7. Concentration of Coolant to Be Used (in the Case of GLASSY and PG GLASSY Coolants) (1) The concentration of coolant must be kept to 30 volume % or more in the case of GLASSY (ethylene glycol)

and 40 volume % or more of PG GLASSY (propylene glycol) all through the year under any temperature conditions for the protection of the water pump and prevention of cylinder liner cavitation.

(2) The concentration of coolant as a function of antifreeze is decided by the lowest ambient temperature through year. Keep the using coolant concentration range as the table below.

(3) The concentration of GLASSY (ethylene glycol) is 60 % or less, PG GLASSY (propylene glycol) is 85 % or less. The antifreeze effect is lowered or the cooling water temperature is raised with the lowered specific heat will result if the concentration is higher than the specification.

(4) The cooling water temperature is raised by approx. 1.5˜ in a concentration of 60 % GLASSY (ethylene glycol) and approx. 3˜ in 85 % PG GLASSY (propylene glycol). Check the heat exchange capacity of cooling system to avoid over heating.


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8. Precautions to Use MHI Genuine Long Life Coolant: GLASSY and PG GLASSY (1) Pour the genuine LLC after washing thoroughly inside of the cooling system. The consumption of additives

are accelerated and they can not work fully if rust or scale remains in the cooling system. Be sure to repair the leak in the cooling system before using the coolant, if necessary.

(2) Use tap water as dilution water in Japan. (3) Pour in the required amount of genuine LLC first. Then fill with dilution water. Start the engine to circulate

fully in the cooling system. Bleed air thoroughly from the cooling system. (4) Never add water only when the coolant becomes low level. The concentration will be lowered.

Be sure to blend the same concentration of coolant as initially poured GLASSY, and add the blend. (5) Dilute GLASSY in the range of 30 to 60 volume % or PG GLASSY 40 to 85 % and use the cooling water as

the coolant. The concentration of ethylene glycol in GLASSY is 91 weight %. The concentration of propylene glycol in PG GLASSY is controlled to be 65 weight %.

(6) Replace the whole amount of genuine LLC within 2 years after pouring or 8000 service hours whichever comes first.

(7) Do not mix the genuine LLC with other brand antirust, antifreeze or coolant or the performance of the LLC is impaired.

9. Freezing Temperature of Ethylene Glycol and Propylene Glycol The freezing temperature of ethylene glycol and propylene glycol depend on the concentration of mixture. However, the concentration of weight % to the freezing temperature is almost the same when considering the concentration in weight ratio (%). Use a refractometer to maintain the concentration to be 30 to 60 % when a long life coolant other than the genuine one is inevitably used. Refer to the operation manual of the refractometer when you use one. The environmental temperature is between -10˜ to -45˜ in this case.


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LLC specification table


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1. General (1) Use air cleaner for the intake system, to protect the engine. (2) Select the air cleaner size suitable for Engine speed, output and environment conditions. (3) Select the air cleaner position where the intake air temperature is higher than the environmental temperature

by 10 degree centigrade or less. When the intake temperature is raised, degradation of the output and heat-balance degrade will result.

(4) Do not allow any leak in the hose and joints connecting the air cleaner and engine. When a wire braid hose is used, trim the ends properly.

(5) Use a hose rigid enough to withstand the negative-pressure of intake air and prevent the hose from deformation.

(6) Do not allow metal to metal parts connection. (7) After installing the air cleaner, the element must be removable for the maintenance job. (8) Arrange the piping and hose to avoid any contact to other parts. Allow sufficient space to the other parts.

Also, sufficient clearance to other parts must be provided. (9) The connection of pipes and hoses, and installing positions must be free from leak and disconnection.

2. Allowable Intake Negative-Pressure The intake negative-pressure must be the standard value or better. Select proper intake piping such as air cleaner size and hose. Verify with the test engine, and the value must be at the standard or below in the maximum intake resistance condition expected in the field.

3. Inlet Negative-Pressure Measurement Conduct the measurement at the straight flow position upstream of engine intake pipe or turbo-charger intake pipe. The measurement must be conducted at the position of 50 cm or less from the engine air inlet.

Installing air cleaner

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4. Air Cleaner We recommend a dry type air cleaner for its compact size, high efficiency and longevity. This type of air cleaner filtrate the air through an element made of paper filter. When the engine is used outdoors and foreign substances are expected to enter the intake, the fitting of an intake screen at the air cleaner port is suggested. And also the engine is to be installed at a place where rain water and dusts will not enter the air cleaner. The verification test under the field running and storage conditions is recommended to avoid fails caused by the rain water and dust intake entering in the field. And also avoid the entering of harmful chemicals for the special use. 5. Air Hose The engine and air cleaner are generally connected with an air hose. The air hose must have a diameter enough to intake the sufficient amount of air. When air cleaner and engine vibration affect adversely to the mounting, use a bellows hose. The recommended value of hose/piping bend is 1.5 d or more. (d : hose inside diameter) 6. Hose Clamp Fix the air hose to engine and air cleaner pipe ends with appropriately selected clamps. Do not cause such defects as clamp dislocation and pipe damage by the clamp in the engine vibration condition. Use clamps made of stainless steel or with anti-corrosion coating. The clamp must be free from sharp edges on inner face. The tightening recommends the use of the thread type one. The clamp must fit to the hose diameter. 7. Closed Breather In naturally aspirated engines (NA spec), the breather gas is circulated into intake pipe. [Closed breather circuit] The breather hose must be free from twist, narrowing and other defects when installed on the chassis and equipment. If the breather hose is clogged, troubles such as oil leak will result with the raised engine inside pressure. 8. Open Breather In turbo-charged engines (TC spec), has the specification which opens breather gas in the atmosphere, too. As in the case of closed breather, the hose must be free from such defects as clogging, twist and narrowing.

Disassembling of air cleaner element

Chapter 3 INLET SYSTEM

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1. General (1) Select a muffler (silencer) suitable for the engine displacement and such equipment requirement as the noise level. (2) Install the muffler to withstand the vibration of engine and equipment or transporting. (3) The connection between the engine and muffler and piping will not generate the resonance or excessive

stress. And firmly fix the connections and installing positions to be free from leak or pull out. And, ensure the sufficient clearance to other parts to avoid interference.

(4) Pay attention to the high temperature parts, and secure an appropriate clearance as required. (5) Pay attention to the clamping of piping and hose. Fix firmly to avoid loose clamp or damaging with clamp by

vibration or other causes. (6) The exhaust temperature must be at the standard or blow in the maximum resistance condition expected in

the field. (7) The exhaust outlet port does not allow rainwater to enter. And also, periodic draining is available and easy. (8) The plumbing between the muffler and the engine uses a flexible-pipe and so on for the expansion measure

of the pipe by the case and the exhaust heat to vibrate each other and the excessive stress makes not occur. 2. Characteristics of Diesel Engine Sound

The vibrating power generated by the engine rotation excites the engine structure after transferring through multiple passages, and is emitted as the radiated sound of diesel engine. The sound from inlet and exhaust mechanism and auxiliary equipment is the other factor to increase the engine total sound level. 2.1 Engine Sound Source The main sources of engine sound are combustion sound, mechanical noise, inlet and exhaust note, hydroacoustics and others. The combustion sound, and inlet and exhaust note changes according the load. The mechanical noise and hydroacoustics depend mainly on the speed. The rate of contribution of the factors changes roughly on the operating condition.

Diesel engine sound

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(1) Combustion sound The biggest excitation force is the gas impulse by combustion in the radiation noise during a full load operation. The excitation force gives also the impact to engine moving parts and it results in the mechanical noise. The sound is generated for the power and can not be eliminated. However, the sound can be improved by controlling the fuel injection amount into the cylinder. MHI can adjust the fuel injection timing and fuel injection system including the fuel injection pipe inside diameter and length to the combustion chamber shape. And the sound generation is controlled with the moderate pressure rising in cylinder for the crank angle with a smooth combustion.

(2) Mechanical noise

The mechanical noise generated from big clearances such as the oil clearance of each bearing, valve gap and backlash of gears. The piston slap generated by the combustion is the main sound source also in this case. The crank pulley works as a speaker emitting the sound from a largely vibrated crankshaft. The covers including head cover and oil pan, which have the low rigidity and wide area, emit significantly noisy sound by the vibration given from the engine body.

(3) Inlet noise

The main cause of the inlet note is the pressure pulsation intermittently generated in each cylinder in the engine inlet stroke. The sound is generated by the air flow collision and the break away at the inlet port, pressure pulsation in the inlet duct, and sound emission from the inlet system surface vibration caused by the engine vibration.

(4) Exhaust note

The exhaust note is divided into the pulsation sound and air flow sound. The pulsation sound is emitted intermittently when the high pressure combustion gas in cylinder blowout through the exhaust valve in every exhaust stroke. And it is a cyclic sound relating to the engine speed and number of cylinders. In the case of six cylinder engine, the basic frequency is three times as many cycles as the engine revolution per second. So, it is rather low pitch sound. The air flow sound is an inclusive term consisting of turbulence noise, Karman vortex, jet flow noise emitted to the air at the exhaust port and others. It contains relatively high frequency component compared to the pulsation sound. The pulsation sound is dominating when the engine speed is low and the flow sound becomes dominating with the increase of engine speed. An exhaust silencer reduces these sounds to a practically endurable level. The basic constructions are shown below.

○ Expansion type silencer

The pressure wave is expanded by being led into a wide section chamber, and the wave is attained by interference in a reciprocating movement. In this way the sound level is reduced. The silencer is effective to a relatively high frequency band depending on the size of chamber.

○ Resonance type silencer

Utilizing the Helmholtz resonance a specific frequency band is intended. The attenuation rate is high.


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○ Sound absorbing type silencer Fibers such as felt, glass wool and rock wool are generally used as sound absorbing materials. Soft material

of low density is vibrated by receiving sound wave, and absorbs the sound by converting its energy into heat. The higher the sound pitch is, the more effectively this silencer works. So, this silencer is effective to attenuate offensive noise.

The mineral ore base rock wool is also effective to low frequency sound absorption as it has a heat resistance property and relatively heavy weight.

These types are not separately use. A complex combination is used to attenuate the target sound deadening characteristics.

(5) Flow sound (excluding inlet and exhaust note)

Some components such as the alternator, water pump, and turbocharger have fan blades. The cooling fan is the noisiest sound source.

(6) Others (structural sound) The connected structure to the engine radiates sound when the engine vibration is transferred to the base. The elastic mounting of engine reduces the structural radiation sound by reducing the effective force to the base.

3. Exhaust Back Pressure The back-pressure resistance must be the standard value or below. For that reason, consider the appropriate selection such as exhaust pipe size, routing and muffler. Verify with the test engine, and the value must be at the standard or below in the maximum intake resistance condition expected in the field. 3.1 Exhaust Flow Resistance Pressure The addition of an exhaust gas device interferes the exhaust gas flow to some extent. When the exhaust pipe is small in diameter and big in length, the resistance or the back pressure exceeds the engine allowance limit. An excessively high back could cause an engine trouble and could generate the phenomena below: ○ Exhaust color worsening (black smoke) ○ Exhaust temperature rise ○ Fuel consumption increase ○ Output power lowering The causes of failure such as premature wear of piston rings and exhaust valve sticking, or reduced interval of turbocharger overhauling may result if the condition has continued for a long period.


Silencer type

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1. General (1) Do not suck-up the fuel from the bottom of fuel tank. Place the fuel intake position 40 mm above the fuel

tank lowest position to prevent the impurity and foreign substances depositing on the bottom from entering the fuel system.

(2) Verify that the fuel line diameter is proper, and the distance from the fuel tank to engine is within the range of fuel feed pomp maximum capability.

(3) Do not use a fuel which is not shown in the specification sheet. (applicable fuel : ASTM D675 2-D, JIS K2204 No. 2 or equivalent) If a fuel other than the specification will be used, consult with Mitsubishi Heavy industries in advance.

(4) The fuel temperature at fuel pump intake must be 45 ˜ or below (STD) as specified in the specification sheet. Measure and verify using a test vehicle.

2. Fuel Piping (1) Verify the fuel pipe is free from burst problem, interference or resonance. Verify the distance form other parts

and the vibration satisfies the equipment specifications. (2) Distance from high temperature parts such as exhaust pipe is sufficient. Place the fuel piping to avoid fuel

leakage from contacting to the high temperature parts. (3) Verify the appropriate clamp and joint are used on the piping and firmly fixed. Verify such defects as the

clump unfastening and clamp fixed piping damage will not occur by such a cause as vibration using a test engine.

(4) The piping is free from air leak and stagnation.

3. Fuel Return (1) Verify the fuel pipe is free from burst problem, interference or resonance. Verify the distance form other parts

and the vibration satisfies the equipment specifications. (2) The return fuel is to be returned to the tank (far place from the collected position), and always disperse in the

liquid. Do not connect to the fuel supply line. (3) The resistance of fuel return flow must be the standard or below.

(4) Do not allow air flowing back in the fuel return system.

Example of VE-type fuel injection pump

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4. Fuel Injection Pump (1) Select the pump and piping to satisfy the pressure at fuel pump intake specified in the specification sheet.

Verify with test engine. If the specification is not satisfied, install the feed pump. ○ VE type injection pump standard value: ±15kPa ○ PFR type standard value: ＋４ to 10kPa

(2) If a gauze filter is installed at fuel injection pump intake, maintenance and cleaning jobs are to be easy.

5. Engine Stopping Function (Fuel Cut) (1) Verify the solenoid is free from defects affected by such cause as fuel pressure. When the Run-off type is

used, verify the control procedure. (The function must work for 9 seconds or longer.) (2) Verify the stop lever feeling, and effort to work. In case of a solenoid type, control and verify that the engine

stops without fail. (3) Verify the speed lever feeling, effort to work and control procedure.


Feed pump examples

An example of stop solenoid

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6. Fuel Tank Do not use a tank with surface treatment of zinc plating, or made of zinc containing material. The tank works in the engine tilted attitude and allows sufficient ventilation in any position. 7. Fuel General 7.1 Fuel Properties and Composition Affecting the Engine Trouble If the fuel properties are designated by emission regulations, obey the regulations. Even in this case, make sure the required performance specified for the degradation of lubricity caused by the reduction of fuel sulfur content. A low grade fuel is often used when the emission regulation is not applied. In this case the use of a fuel having MHI recommended properties is obliged. Especially in the maritime market, low grade fuel with high sulfur contents is widely used. Consideration is necessary for the sulfur content and the fuel quality to be used. If the sulfur content is 0.2% or more, use the fuel which conforms to the [Property Limits of Used Fuel] on P53. 7.2 Flash Point The flash point is a temperature where the fuel vapor ignites when an open flame or fire is applied. It is an indication of volatility for the safety handling of the fuel. It also indicates the light distillates and, however, is not directly related to the engine performance. 7.3 Distillation Characteristics A low initial boiling point temperature shows the inclusion of light oil which results in the increase thermal load on piston and valve mechanism caused by the ignition retard, after burning and detonation (diesel knock). A high temperature of 90% distillate temperature shows the inclusion of heavy oil which results in the wear of cylinder liner and piston ring caused by the retarded combustion, incomplete combustion and increased amount of soot. 7.4 Pour Point (PP) The fuel stops its flowing by its own weight when its temperature is lowered to an extent. The flow stopping temperature is the pour point and shown in a integer multbecomes the pour point or lower, the gravitational supply of fuel stops or becomes insufficient. A fuel with its pour point temperature is higher than the ambient temperature results in a difficulty of starting or loaded operation. 7.5 Cloud Point (CP) Wax is an indispensable component to ensure the cetane number. The CP is a temperature where wax starts to crystallize (to appear as cloud or mist) as the wax is dissolved in the fuel in a room temperature. At the CP temperature the crystal is not yet solid wax, and will not cause the filter clogging. For this reason, the filter clogging management referring the CP is a safe way. 7.6 Cold Filter Plugging Point (CFPP) From an international view point for the effective utilization of oil resources, the production of middle distillate has been increased, and the flow improver, which retards the crystallization of wax to prevent the filter from plugging, is begun to be used. In this trend of heavier diesel fuel, the CFPP is newly specified to avoid the troubles in a low temperature. Generally the CFPP temperature is approximately temperature.


℃

３℃

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7.7 Carbon Residue (10% Residual Oil) The carbon residue is shown as a weight ratio of the remained carbon and the original fuel after evaporating 90 % of the fuel and thermally decomposing the remaining 10%. This includes the carbon originally mixed. The fuel oil (A: JIS K2205) in Japan contains less carbon residue compared with diesel fuel in foreign countries. To cope with the oil resource depletion, the grade of the fuel has been yearly degrading and the carbon residue has been increasing. Significant amount of the carbon residue degrades the exhaust smoke, causes deposits in the injection nozzle and combustion chamber, and can result in the piston ring seizure. Especially, the solid carbon mixed in fuel causes nozzle orifice clogging or wear, and fuel filter clogging in an short period of time. The mixing of deposits such as soot into lubrication oil rapidly degrades the oil, and an early replacement of the oil is required. 7.8 Cetane Number The cetane number is an indication of the self-ignition tendency of the fuel. In the case of diesel fuel, the spontaneously igniting temperature in the raised fuel temperature is lower than that of gasoline. In the case of diesel engine in which the fuel is ignited with compressed heat of air, the cetane number, which indicates the self-ignition performance, is the most important property among many other properties. The cetane number is assessed with an anti-knocking standard fuel in the comparative test. The standard fuel is a mixture of cetane (cetane number: 100) which has rather high anti-knocking property, and hepta methyl nonan (cetane number: 15) of low knocking property. The volume ratio of the mixture which shows the same anti-knock performance with the test fuel is specified as the cetane number of the test fuel. If the cetane number is low, evaporating constituent in the fuel is high and the compression temperature is lowered by the high evaporation. This results in a poor ignitability, worsened startability in a cold temperature and increase amount of white smoke in a low idling operation. 7.9 Cetane Index In contrast to the measured cetane number, the cetane index is calculated from the distillation temperature and API specific gravity of the fuel. The measurement of the cetane number requires a high cost to request the comparison test of combustion characteristic to a specialized institute. For this reason, fuel suppliers tend to avoid the measurement of cetane number for the low priced diesel fuels. As a result, the fuel oil (A: JIS K2205) for the Japanese market uses the cetane index instead of the cetane number. The cetane index is calculated from the 50% distillate temperature and the specific gravity. Use the new calculation formula of JIS K2208-1996 or ISO 4264-1995 which shows a close value to the catane number. The old calculation formula of JIS K2204-1992 or ASTM D976-1966 is sometimes used. Pay attention not to use these formulae as the result is far from the cetane number (higher than the cetane number). 7.10 Kinetic Viscosity The viscosity, which shows a resistance to the fuel flow, has a close relation to the fuel splay and affects the combustion performance. When the kinetic viscosity is very high, the fuel filteration is degraded and the air bleeding in fuel system becomes difficult. When the viscosity is low, a lubrication defect may occur at the sliding faces between the plunger and barrel in injection pump or between the nozzle needle and holder in injection nozzle which are lubricated by the fuel.


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7.11 Sulfur (High sulfur content fuel) Sulfur dioxide formed in the combustion of sulfur content reacts with moisture in exhaust gas during an engine low-load operation and forms sulfuric acid which corrodes the cylinder liners, piston rings and nozzle tips. When the lubrication oil oxidization is progressed and the base number to neutralize the oil is reduced, the shafts and bearings will be corroded. And in the high-load operation, sulfur oxides formed in the combustion generates insoluble sludge and the incomplete fuel combustion generates soot. The sludge and soot mixed in the lubrication oil accumulate in the piston ring grooves and around the exhaust valves as the combustion deposit with fuel impurities. This results in the seizure of piston ring, defective sliding of exhaust valve or exhaust gas blow-by intruding between the valve and valve seat ring. In the fuel properties, especially the sulfur content largely affects the life of lubrication oil. It is recommended to analyze the lubrication oil and to know the degrading condition of the oil. The fuel with high sulfur content generates much amount of sulfur dioxide (sulfurous acid gas) in the combustion. Lubrication oil having a high total basic number with high neutralizing capability is needed against the sulfur dioxide mixing into the lubrication oil. The 0.2 % sulfur content of the used fuel is a threshold of quality grade of recommended engine lubrication oil. 7.12 (Desulfurized Diesel Fuel, Ultra-low Sulfur Diesel Fuel) The lubrication performance of diesel fuel is degraded with desulfurization, and the plunger wear in fuel injection system and others will be affected. Especially in a precision-make high-pressure injection system such as a common rail system the durability will be largely affected. For this reason, when a low sulfur content fuel (0.2 weight % sulfur or less) is used in the MHI engine, the result of lubrication performance test with the high frequency reciprocating rig (HFRR) must show that the wear trace diameter of steel balls is 460 μm or less. 7.13 Water Content The water content in fuel causes wear and corrosion of the fuel injection system parts, sticking of the sliding faces in fuel pump and nozzle, and break of the spring in a short period caused by small corrosion cavities on the spring surface. When the water content is much, the oil-water separator may be over flowed and the passing-through water will cause defects such as filter element premature clogging. For this reason, the procurement of clean fuel and consideration of storing and piping for the fuel are required. In some cases, the space in fuel tank and piping, allowed the condensation of vapor in air. 7.14 Sediment The fuel, which was carried in a contaminated tank truck after a low grade oil delivery of the truck or stored in a contaminated fuel tank, causes the wear of injection system parts, injection nozzle stick and premature clogging of fuel filter. Unburnt sediment forms sludge and rapidly contaminates the lubrication oil. 7.15 Ash Ash consists of metals and other contaminants. It forms the gray-brown deposit on the combustion system parts such as pistons and valves as it is an incombustible substance. For this reason, ash accelerates the sliding face wear of piston ring, cylinder liner, inlet valve and turbocharger. It also wears the sliding faces of injection system. 7.16 Copper Plate Corrosion Test The copper corrosion test indicates the corrosion behavior of the fuel against copper, brass and bronze. The corrosion behavior is based on the corrosive sulfur contained in the fuel. The discoloration of copper plate after the test is compared to the standard colors of copper plate corrosion. The color number is used as an indication of the corrosive behavior of the fuel.


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7.17 Coking Thermal cracking test of the fuel is made for evaluation. A fuel which contains much tar or dry carbide tends to cause the seizure of fuel nozzle and the carbon deposit in combustion chamber. 7.18 Aromatics Aromatics are poor in ignitability, and cause the starting trouble and white smoke. The aromatics are components which have a characteristic fume called aroma. Aromatics are one of the causes of low cetane number, and may cause the valve stem sticking by retarding the combustion and increasing the exhaust temperature. Reclaimed light oil is of aromatics and one of materials used in low grade diesel fuels. When a fuel has a high specific gravity and low cetane number, it is thought to contain much amount of aromatics. 7.19 Asphaltane Asphaltene is a component of asphalt and a blackish brown solid or semisolid containing much sulfur, oxygen and nitrogen. It is flame resistant and tend to produce unburned carbon and soot. This results in the increase of combustion chamber deposit, and the wear of piston rings and liners. This can also be a cause of sticking of the fuel injection pump plunger and the fuel injection nozzle. A much amount of asphaltene causes the fuel filter clogging. Sometimes it contains heavy metals such as vanadium and nickel. The distillated fuel does not contain the asphaltene, but a fuel mixed with low grade oil sometimes contains it. 7.20 Impurities Miniaturized rust generated in the outer fuel system and others become impurities. When the impurities go through the fuel filter and entered the combustion chamber, scuffing of piston ring and cylinder liner may occur in some very extreme cases. 7.21 Lubrication Performance of Fuel (Indicated by the Wear Trace Diameter in HFRR Wear Tester) The lubrication performance is indicated by the wear scar diameter (measured mean wear scar diameter: MWSD) in μm unit. The trace is generated by contacting the test disk and test steel ball immersed in a fuel of

After the humidity correction of wear diameter in the standard vapor pressure condition of 1.4 kPa (10.5 mmHg), the wear scar diameter is used for the indication of lubrication performance of the fuel. 7.22 BDF: Bio-Diesel Fuel (Fatty Acid Methyl Ester: FAME) This is a plant-derived fuel to reduce the oil consumption and carbon dioxide generation. The use of the fuel mixed with the conventional diesel fuel is spreading for a low level of the adverse effect to engines. Currently, 5 % mixture in diesel fuel is accepted in Japan and foreign countries, and the use is already in practical use. The accepted fuel to mix is the bio-diesel fuel which satisfies the FAME 100% standard. It must comply with the quality standards such as EN14214 in EU, ASTM D6751 in US or JIS K2390 in Japan. With the mixing of bio-diesel fuel, such problems as water resulted from oxidation degradation, corrosion of metal and rubber, higher cold filter plugging point or impurity inclusion cause by material or processing may occur. Also the variety of material affects differently. It is essential to know the material and mixed percentage of BDF to cope with a problem. When the mixing rate is high, add diesel fuel to dilute the BDF and consume with out delay to avoid a prolonged period of storage.


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31

7.23 Vanadium, Nickel and Sodium If these substances are included in the fuel, high temperature parts around combustion chamber corrode in a short period. Especially it will cause a rapid wear of exhaust valve and seat ring, exhaust gas leak out, defective sealing of injection nozzle and contamination of turbocharger. The distillated fuel does not contain the asphaltene, but a fuel mixed with low grade oil sometimes contains it. However the level of content is negligible and MHI does not specify the limit value. 7.24 Salt Content When salt is mixed in fuel, sodium, the main component of salt, causes rapid corrosion. The springs in fuel injection pump and injection nozzle break in a short period. Also, it wears the plunge and barrel of injection pump, and can be a cause of sludge accumulation in the piton ring groove. With a cause during the fuel storage, salt can enter the fuel from environment.


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8. MHI Recommended Fuel for Engine (1) [Recommended fuel standard] on P52 shows the recommended fuel standard in each country for the

engines not to be controlled by the exhaust regulations. Fuels complying with the standard can be used for MHI large size diesel engines.

(2) [Limit of fuel property] on P30 shows the limit value of properties for the fuel of MHI large size diesel engines. The properties of fuel must satisfy the values in table. The lower the price of fuel is, the lower the quality is. Many properties do not meet the requirements, and considerations to troubles are needed.

8.1 Low Quality Diesel Fuels in Foreign Countries (1) In foreign country markets where exhaust emission regulations are not applied, low quality diesel fuels,

which can not satisfy the MHI [Limit of fuel property] on P30, are sometimes distributed. Pay attention that the use of a fuel with low cetane number, high aromatics content, high carbon residue and high sulfur content and others may result in the engine troubles. Use the fuel of diesel fuel which satisfies the [Limit of fuel property] on P30 for MHI engines. The engine operated overseas requires a fuel filter element for diesel fuel.

(2) In a district where the temperature difference is significant between summer and winter, select a proper fuel for the ambient temperature paying attention to the cold filter plugging point and the pour point. In a cold weather district light oil containing much aromatics, or diesel fuel containing jet fuel and others to lower the pour point is sometimes sold. Never use these fuels. Or the stem seizure of exhaust valve, needle valve seizure of injection nozzle and other troubles will result from the defective combustion caused by the low cetane number and poor self ignition characteristic.

8.2 Fuel Quality and Lubrication Oil Quality (1) The quality of fuel and lubrication oil used in an engine has a close connection. As described above, the sulfur content in fuel largely affects the life of lubrication oil. The fuel with high sulfur content generates much amount of sulfur dioxide (sulfurous acid gas) in the combustion. Lubrication oil having a high total basic number with high neutralizing capability is needed against the sulfur dioxide mixing into the lubrication oil. The 0.2 % sulfur content of the used fuel is a threshold of the required total base number (TBN) of lubrication oil, and also the period of lubrication oil replacement. Refer to the section of lubrication oil for the handling.

Recommended fuel standard Nation Standard Fuel type Japan ＪＩＳ－Ｋ２２０４ Light diesel oil, Special #1, #1, #2, #3

US ＡＳＴＭ－Ｄ９７５Ｎｏ.１－Ｄ、Ｎｏ.２－Ｄ GB ＢＳ２８６９ＣＬＡＳＳ－Ａ１、ＣＬＡＳＳ－Ａ２

Germany ＤＩＮ５１６０１ＤＩＥＳＥＬ－ＦＵＥＬＥＵＥＮ５９０ＤＩＥＳＥＬ－ＦＵＥＬ

Common ＩＳＯ８２１７ＤＭＸ－ＣＬＡＳＳ


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Limit of fuel property Property Recommended limit Service limit Test standard

Flash point 50 ℃ or higher (Depending on the fuel handling regulation) JIS K 2265-2007

Initial boiling point 170℃ or higher Distillation characteristics 90％ distillation

temperature 330 to 380℃ JIS K 2254-1998

Pour point ( PP ) Lower than the environmental temperature by 6℃ or more

Cloud point ( CP ) Lower than the environmental temperature

JIS K 2269-1987

Cold filter plugging point ( CFPP ) Lower than the environmental temperature by 3℃ or more JIS K 2288-2000

Carbon residue (10％ residue) 0.4 weight ％ or less 1.0 weight ％ or less JIS K 2270-2000 Cetane number 45 or more Cetane index (new method) 45 or more

JIS K 2280－1996

Kinetic viscosity 2.0mm2/s or more (30℃) 8.0mm2/s or less (30℃) JIS K 2283－2000

Sulfur content 0.2 weight ％ or less 1.0 weight ％ or less

(Shorten the lubrication Oil replacement interval)

JIS K 2541-1996 Low sulfur content as

light diesel oil is recommended.

Water content and sediment 0.1 volumetric ％ or less JIS K 2275-1996 Ash 0.01 weight ％ or less 0.03 weight ％ or less Ash Copper plate corrosion test (50℃，

3hours) Discoloration No.3 or less ( Dense discoloration ) JIS K 2513-2000

Density (15℃) 0.83～0.87g/cm3 0.80～0.87g/cm3 JIS K 2249-1995

250℃×24 hours Carbonization rate 75％ or less Carbonization rate 80％ or less

230℃×24 hours Carbonization rate 55％ or less Coking

180℃×48 hours No tar allowed.

Coking

Aromatics （HPLC method） 38 volumetric ％ or less (Aromatics total)

Polynuclear aromatics 8 volumetric ％ or less

JIS K 2536-2003

Asphaltene 0.1 weight ％ or less

Particulate contaminants

(Contaminants at the engine fuel inlet) 5.0 mg/liter or less JIS B 9931-2000

Lubricity：Wear scar diameter HFRR wear test, fuel temp. 60℃

460μm or less (Std. vapor press.：Humidity collected wear scar diameter after converting to 1.4kPa)

ISO-12156-1

BDF：Biodiesel fuel The quality of fuel to be mixed must satisfy JISK-2390standard. (FAME: Fatty acid methyl ester) Allowable mixing rate for mixed fuel: 5 weight % or less

JIS K 2390-2008 (For mixing FAME std.)

Applicable engine use High load rate and long service hours (continuous use and others)

Low actual load rate and short service hours (emergency use and others)

Select considering the use.


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9. Lubrication Oil Dilution The viscosity of the fuel is 1/40 of that of the lubrication oil. When the fuel is mixed with the lubrication oil, the viscosity of lubrication oil is decreased. With the decrease of lubrication oil viscosity, the oil film formation on each sliding face in engine becomes defective. Such sliding faces on piston rings and bearings are subjected to the defective lubrication. Pay attention to the dilution, which causes the abnormal wear and seizure, and may result in a serious accident. The causes of the mixing of fuel in lubrication oil are thought to be as follows: 9.1 Dilution Caused by the Fuel Leak from Plunger in Fuel Pump (1) During the engine operation, the clearance between plunger and barrel is sealed with fuel film, and the

whole amount of compressed fuel is discharged from the plunger to the injection nozzle. However, when the fuel temperature is excessively high, or a low viscosity fuel is used, the fuel film becomes extremely thin. The fuel leaks through the clearance between the plunger and barrel, and drips down to the cam chamber of fuel pump. Then the fuel goes down to the oil pan, and dilute the lubrication oil. In a cold district, when the low cetane number fuel oil A mixed with a light oil to lower the pour point, as described before, is used for a prolonged time of low-idling,, the fuel leak amount tends to be significant.

(2) Pay attention to the height of fuel tank when planning its installation. The maximum head drop from the fuel plane to the fuel pump and the negative head drop are specified for MHI engines. If the fuel tank is installed at a position higher than the specification, a static pressure is applied to the plunger chamber by the head drop from the fuel plane. When the engine is left un-operated, the fuel may leak through the clearance between the plunger and barrel with the elapse of the time, drip down to the cam chamber of fuel pump and dilute the lubrication oil.

9.2 Dilution Caused by Defective Combustion or Faulty Spray from Injection Nozzle (1) In a cold district, the cooling water temperature in the water jacket around the cylinder line is low. In this

condition, if a low cetane number fuel is used, the dilution may occur when a prolonged time no-load low-idling operation is made. The un-burnt fuel moves down to the lubrication oil as the fuel can not be burnt completely.

(2) In case of the use of low quality crud fuel containing much carbon residue, the hard combustion product accumulates around the nozzle orifice, and the fuel spray is disturbed. This may results in the production of un-burnt fuel caused by the degraded combustion. Also, a foreign substance may be caught at the needle seat of nozzle tip and cause a defective sealing. This also results in the lubrication oil dilution by the un-burnt fuel with the incomplete combustion resulted from the spray failure. A portion of the un-burnt fuel is discharged through the exhaust port. The remaining un-burnt fuel goes through the clearance on the cylinder and gets mixed with the lubrication oil in the oil pan. This phenomena are often seen in the light load operations.


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1. Outline of Lubrication System Use the MHI genuine lubrication oil. If a lubrication oil other than MHI genuine oil is obliged to be used, check the oil grade and use one which conforms to the MHI quality standard. Then conduct the oil analysis after the use to consider the oil replacement interval. When an oil not conforming to the MHI quality standard is used, any defects caused by the oil are not provided with indemnity. Engine lubricating oil, not only reduces wear by keeping oil film on sliding and gear faces as a lubricant but also has a function to process the combustion products to be clean and to prevent parts from wear, oxidization and corrosion by the combustion products. The oil is regarded as an important and also consuming part by functions such as maintaining the adequate temperature as a coolant to remove heat from high-temperature parts. 1.1 General precautions (1) Use the oil of the brand, grade and viscosity specified in the operation manual and specifications. (2) Check the oil level. Provide the access to oil level gauge and oil filler cap to refill the oil. And also provide

easy oil draining for the oil change. (3) Provide the space for easy oil filter removal and replacement jobs. (4) Verify the lubricating oil temperature under all expected conditions. And the temperature must not exceed

the standard value. (5) The oil pressure must comply with the standard value. Refer to the specifications for the standard value. (6) When the oil pressure switch or oil pressure sensor unit is installed, verify the correct functions. (7) Considering the operation conditions of the mounted vehicle or equipment, verify the appropriate oil change

intervals and oil pan capacity. Refer to the operation and maintenance manual for the oil change interval. (Standard 250 hours)

(8) The breather hose has a function to bleed the gas from the crankcase. Check the hose for bend and clogging.

(9) For the installation on an incline, attention for the oil level is required. Consult with Mitsubishi Heavy Industries.

Oil temperature standard : 115 ℃ or below, oil pan temperature (STD) 1.2 Tilt Angle 1) The tilt angle of the equipment must not exceed the engine allowable tilt angle. (2) Tilt angle : Continuous ; The maximum allowable tilt angle for continuous use

Intermittent ; The maximum allowable tilt angle for moving or transportation of vehicle or equipment (approx 10 minutes)

(3) The allowable tilt angle differs according to the engine specification. Refer to the specification sheets. 2. Property The property of engine lubricating oil is strictly specified to withstand severe operating conditions as exposure to high-temperature combustion gas and oxidation products from fuel. 2.1 Requirements of Performance The lubrication oil used in engine must have performances below: ○ To prevent engine interior from contamination with sludge and soot, superior cleaning and dispersion

performances at a raised temperature are required. The oxidation products such as sulfur compound generated by the combustion of sulfur in fuel are polymerized and generate insoluble sludge. And fuel imperfect combustion generates soot. The lubrication oil exposed to high-temperature combustion gas becomes to sludge. The sludge deposit in the piston ring groove and around the exhaust valve causes piston ring stick, break or exhaust valve sliding failure. Or a flake of sludge deposit is included in the valve seat and causes exhaust-gas blow-through. The cleaning and dispersing performance is a function to keep the parts cleanliness by preventing sludge and soot from accumulation in engine and dispersing the sludge and soot into the lubrication oil.

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○To depress the oxidation with sulfur in fuel, high-neutralizing capability is require. The fuel with high sulfur content generates much amount of sulfur dioxide (sulfurous acid gas) in the combustion. Lubrication oil having a high total basic number with high neutralizing capability is needed against the sulfur dioxide mixing into the lubrication oil.

○To withstand high-temperature for a prolonged period, good oxidation stability in high-temperature is required. In a raised temperature such as a high-load continuous operation, the lubrication oil becomes easy to bind with oxygen and it results in a rapid oxidation degradation in a short period. As a result, the lubrication oil viscosity rises significantly with the effect of sludge mixing, problems such as scuffing between piston and liner, and corrosion of bearings occur.

○Lubricity with proper viscosity characteristics to maintain a good low-temperature startabilty is required. ○A good rust-proofing capability to prevent from rust and corrosion with water is required. Oil film on each part in engine is formed and avoids contact of metal with steam, water, corrosive components

and soot to have effects of anti-rust and corrosion prevention. ○To avoid lubricity degrading with air mixing, a good deforming characteristic is required. 2.2 Recommended Viscosity In accordance with the environmental temperature a proper viscosity lubrication oil must be used. Generally, a lubrication oil cooler uses cooling water (coolant) to cool the oil. When an engine is operated at a load where the thermostat is fully opened, the difference between the lubrication oil outlet and cooling water temp is the oil-water temperature difference. The lubrication oil is cooled through the oil cooler with coolant, and its temperature is not below the coolant temperature (higher than that of coolant by the oil-water temperature difference). The oil film at bearings becomes thin with the reduced kinetic viscosity in an engine with high-load or high environmental temperature. The oil film maintained in a sliding clearance such as between bearing, piston ring, cylinder liner, cum and cum follower is a large factor of rotational resistance when starting the engine.


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The startability is lowered in the cold climate as the viscosity of lubrication oil is increased, engine rotating resistance is bigger and cranking speed with starter becomes low. When the temperature is high, oil film on the sliding face must be maintained. Also in a low oil temperature the rorating resistance must be controlled. So a proper viscosity lublication oil must be used.

Standard table of temperature range and SAE viscosity number

Applicable temperature range （Note） Applicable SAE viscosity number

Lowest temperature（℃） Highest temperature（℃）

SAE 10Ｗ 0 52-

SAE 15Ｗ 51- 04- ＋40

0 03 EAS ＋35

SAE 40 ＋20 ＋50

Note: The lowest environmental temperature of the engine before starting, and the highest environmental temperature of the engine and cooling equipment in operation are shown.

Generally, the viscosity of lubricating oil is represented by the viscosity number of Society of Automobile Engineering (SAE) standard. As a scale to show the relation between the lubrication oil viscosity and temperature the viscosity index is used. The larger the index of a lubrication oil, the smaller the viscosity change by the temperature change. A lubrication oil having two numbers such as SAE 15W-40 is called a multi-grade oil. The viscosity number 15 indicates the viscosity in a cold temperature (W comes from winter.), and the 40 indicates the kinetic viscosity in a temperature of startability with oil film retention in a high temperature. Table of temperature range and SAE viscosity number standard is show in graphics as below.

Graph of temperature range and SAE viscosity number standard


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2.3 Additives The lubrication oil use in engine requires various additive compositions to satisfy the various functional requirements above. For the typical additives, the main function is briefly described in the table of additives and functions below.

Main additives and their functions

Additive Type (amount） Characteristics and functions Main components

Antioxidant Alkylphenol organic metallic salt （0.1 to 1.0％）

The additive combines with oxygen before the lubrication oil is oxidized to prevent the oil from oxidization.

DBPC Zn dialkyl_ thiophosphate

Cleaning dispersant

Organic metallic salt imide （nitro group）（0.5 to 3.0％）

To disperse the soot, sludge or dust in oil and prevent them from sedimentation as solid matter.

To neutralize the combustion products to reduce the sludge generation.

sulphonate_phenate of Ca, Ba and Mg, and ashless cleaning dispersant

Viscosity index improver

Polymer （0.5 to 1.0％）

Added to mineral oil to suppress viscosity lowering at a high-temperature. Having a disadvantage of lubrication-oil viscosity down when a large shearing force is applied and the polymer is broken.

polymethacrylate（PMA） polyolefin（OCP）

Pour-point inhibitor

Polymer （0.05 to 0.5％）

To inhibit grow of hydro-carbon crystal and keep the oil fluidity.

polymethacrylate（PMA） alkylated aromatic compounds ethylene vynile acetate_ copolymer

Defoamer Silicone polymer （1.0 to 100ppm）

To rapidly defoam bubbles which promote oxidation degradation of lubrication oil.

Silicone oil ester oil


39

3. Recommended Lubricating Oil The sulfur content in fuel is reduced in accordance with the strengthening exhaust gas regulations. The lubrication oil which had been coped with high-sulfur-content fuel is diversified into various kinds according to the change. For this reason, when selecting a diesel engine lubricant, be sure to consider the fuel composition to be used. 3.1 API CF Class The CF class lubrication oil in API service grade with superior thermal stability and high-temperature cleanliness is recommended to use for MHI diesel engines. However, if the engine will use fuel with sulfur content of more than 0.2 % to 1.0 % or less, the alkalinity of the lubrication oil must be 10.0 mg KOH/g or higher measured with hydrochloric acid (HCL) method. When the measurement is done with perchloric acid (PCA) method, the alkalinity must be 13.0 mg KOH/g or higher. Note: When a fuel with sulfur content of 0.2 % or higher, the lubrication oil service hours may be required to

shorten depending on the alkalinity value. Be sure to pay attention to lubrication oil degradation. 3.2 CH-4 Class When the fuel used in the engine with sulfur content of 0.2 % or less, CF class and CH-4 class oils can be used. In this case, the CH-4 class lubrication oil must have alkalinity of 8.0 mg KOH/g or higher with hydrochloric acid method. In the case of perchloric acid method, alkalinity of 11.0 mg KOH/g or higher is required. 3.3 Property Standard The recommended values of lubrication oil applicable to MHI diesel engines are shown in [Recommended value table of lubrication oil for MHI diesel engines]. The lubrication oil which satisfies the recommended values can be used for engines using high-sulfur content fuel within MHI specified fuel properties. In this case, proper execution of engine maintenance, and strict observance of lubrication oil service hour limit in accordance with the fuel sulfur content are conditions to use. The properties shown in the table are values recommended by MHI at July 2007. The exhaust gas regulations, fuel properties and others may affect the revision. Pay attention to the values.


40

Recommended value table of lubrication oil for MHI diesel engines

Item Unit Approved property Test method

API/JASO standard CF class*1 -

SAE viscosity - 15W-40 -

Color ASTM - L4.0 JIS K 2580 ISO 2049

Density 15℃ g/cm３ 0.87 to 0.90

JIS K 2249 ISO 3675 ISO3838

ISO 649-4 ISO 91-1

40℃ 100 to 110 Kinetic viscosity

100℃ mm２/s

13.5 to 15.5

JIS K 2283 ISO 3107 ISO 2904

Viscosity index - - JIS K 2283 ISO 3107 ISO 2904

Flash point ℃ 225 to 250 JIS K 2265 ISO 3679 ISO 2719 ISO 2592

1.0 weight ％ or less 10 or higher (to 13)

Hydrochloricacid method Sulfur content infuel

0.2weight ％ or less

mgKOH/g

8 or higher (to 13)

1.0 weight ％ or less 13 or higher（to 16）

Base number

Perchloric acid method Surfur content infuel

0.2 weight ％ or less

mgKOH/g

11 or higher（to 16）

JIS K 2501 ISO 3771 ISO 6618 ISO 6619 ISO 7537

Acid number mgKOH/g 1.5 to 2.0

JIS K 2501 ISO 3771 ISO 6618 ISO 6619 ISO 7537

Sulfur content ％ 0.5 or less JIS K 2541 ISO 4260 ISO 8754

Sulfated ash ％ 2.0 or less JIS K 2272 ISO 3987 ISO 6245

Carbon residue ％ 2.0 or less JIS K 2270 ISO 10370 ISO 6615

High-temperature shearing viscosity 150℃ mPa・S 3.7 or higher JPI-5S-36-91

Pour point ℃ -25 or lower JIS K 2269 ISO 3015 ISO 3016

Ⅰ 10/0

Ⅱ 30/0 Foaming test *2

Ⅲ

ｍL

10/0

JIS K 2518 ISO 6247

300℃ 140 or less Panel coking test *3

325℃ mg

300 or less FED791-3462

*1 API service classification CF class approved by 2009 *2 Ⅰ test temp. (24℃), Ⅱ test temp. (93.5℃), Ⅲ test temp. (24℃ after 93.5℃） *3 Aluminum panel temp.： 300℃ and 325℃, Lubrication oil temp.： 100℃, Splashing time：15 seconds,

Interval：45 seconds, Test time： 8 hours, Property is the solid mass accumulated on the panel.


41

4. Lubrication Oil Deterioration The progress of contamination and deterioration of lubrication oil with the accumulation of engine service hours is not avoidable A high-load of engine equipment or cooling device, and environmental temperature which raise the lubrication oil temperature expedite the deterioration. Fuel properties especially sulfur content affects the lubrication oil life. 4.1 Factors The lubrication oil is expedited its deterioration and contamination with such mixing of combustion products, oxygen and foreign substances in addition to its resident degradation. 4.1.1 Lubrication Oil Break of polymer molecule in the viscosity improver, degradation of the base oil and additives by oxidization and thermal cracking, and waste of additives by functioning are the causes of inherent deterioration of lubrication oil. 4.1.2 Contaminants Oxides mixed in the lubrication oil from blow-by gas and cylinder liner, combusted products of soot, unburned fuel and others, and dust and dirt intruded through the intake system and others are the main causes of engine lubrication oil degradation as contaminants. Metallic particles produced in the engine can be oxidization catalysts, and promotes deterioration with water content in blow-by gas. Sulfur content included in fuel becomes sulfur dioxide (SO2), and becomes sulfuric acid; a serious contaminant after bonding with water with catalytic action of metallic oxide and others. Also, nitrogen oxides generated in combustion is included in the corrosive pollutants. 4.1.3 Oxygen Excessive oxygen included in the excessive amount of air sucked in the diesel engine combustion room, remained without being used in fuel combustion, intrudes into the crankcase by mixing with blow-by gas. The oxygen intruded into the crankcase oxidizes the high-temperature lubrication oil. The oil viscosity becomes higher by polymerization when the deterioration of high-temperature oxidization is progressed, and sludge and vanish are produced. The biggest factor of lubrication-oil oxidization deterioration is a continuous high-temperature use in prolonged high-load continuous engine operation. 4.1.4 Fuel The viscosity of the fuel is 1/40 of that of the lubrication oil. When the fuel is mixed with the lubrication oil (fuel dilution), the viscosity of lubrication oil is decreased. The substances which dilute lubrication oil is limited. And in the terms about engine, the dilution solely means the fuel mixing in lubrication oil. The causes of dilution are as below: Injection pump Generally, the fuel injection pump has a plunger which reciprocates in the barrel to compress fuel to a high pressure. A narrow clearance of several microns is provided between the plunger and barrel, and the fuel is used for lubrication. The clearance between the plunger and barrel is sealed with the fuel film formed by the plunger reciprocating movement during engine operation. As a result, the total amount of compressed fuel is discharged from the plunger to injection pipe passage. However, when the fuel temperature is extremely high, or a low-viscosity fuel which does not fit to the environmental temperature is used, the fuel film becomes extremely thin. The fuel tends to leak and drip through the clearance between the plunger and barrel to the oil pan beneath the fuel injection pump. Especially, kerosene (which MHI does not approve) should not be used as it has a tendency of much fuel leak. In some conditions, fuel leaks when the engine is stopped. In-line pumps have generally near vertical plunger attitude, and fuel between the plunger and barrel drips down to the lubrication oil pan with the elapse of time. The clearance is filled with fuel supplied from the plunger top in the barrel. If a high pressure is applied to the pump fuel inlet when the engine is stopped, the leak amount through the clearance between the plunger and barrel is increased. The engine equipped with an in-line fuel injection pump which does not have a leak fuel drain may cause fuel dilution of lubrication oil.


42

Injection nozzle The combustion products such as carbon and combustion sludge accumulate around orifices of injection nozzle. This results in a worsened combustion condition and may produce unburned fuel. Fuel which is not atomized, when the nozzle sealing is defective by inclusion of foreign substance on seat face, may result in dripping of unburned fuel. The law fuel trapped in the combustion chamber, in either case, is partially exhausted through the exhaust port with exhaust gas, and remained oil blends with the oil film on cylinder liner and finally mixed with the lubrication oil in oil pan. Operating condition When the engine is operated for a prolonged time with a light load or no-load, the unburned fuel may be mixed with lubrication oil, as the combustion chamber temperature is remained low and stable combustion is not attained, dilution may increase its occurrence possibility. 4.2 Effect The effect to the engine when lubrication oil is degraded from various reasons is explained below: 4.2.1 Viscosity Viscosity is one of the most basic and important performances for the lubrication oil. The increase of viscosity caused by oil oxide polymerization, and dust and dirt mixing shows the progress of lubrication oil contamination and degradation. Sludge produced in the process accumulates in engine and may cause lubrication oil filter clogging when significant. Sludge and vanish may cause piston ring sticking with lubrication defect and decrease of heat transmission. And the acidic substances produced by oxidization cause corrosion and others on bearings. When the lubrication oil viscosity is decreased, in the high-temperature operation, parts wear is expedited with low lubricity as oil film thickness sufficient to sliding parts can not be maintained. When the lubrication oil viscosity is drastically decreased, oil film tends to be broken. The scuffing between piston and cylinder liner occurs on the engine starting and others, and in the worst case, serious accident may result. If the kinetic viscosity of lubrication oil becomes 10 mm2s or lower during engine operation, it is known that wear on sliding faces and lubrication oil consumption increase significantly from our experiences. 4.2.2 Base number When the amount of cleaning dispersant kept in lubrication oil is sufficient, sulfur dioxide and sulfuric acid are neutralized to be harmless. However basic additives are consumed in the neutralization reaction, and lowered alkalinity allows lubrication oil oxidization. Wear amount increases significantly when the base number of lubrication oil becomes 2 mg KOH/g or less. This phenomenon is proved with an engine which uses fuel containing sulfur of 1% or higher. When the cleaning dispersant is basic, the dispersant consumption degree can be judged by knowing the base number of lubrication oil. In the case of lubrication oil with ashless cleaning dispersant, however, caution must paid that the base number does not necessarily show the remaining amount of dispersant. 4.2.3 Acid number When the basic additives are reduced in the neutralization reaction, the acid number of lubrication oil begins to increase by mixing of acidic combustion product. The increase of acid number shows the increase of oxidation products of sulfur and others which remained without neutralization, and may result in corrosive wear of the cylinder liner and bearing, piston ring sticking and others. 4.2.4 Water content Water produces sulfuric acid by combining with sulfur dioxide produced in combustion, and may be the cause of significant corrosive wear in the engine and harm the lubrication of siding parts. Moreover, if large amount of water is mixed in the lubrication oil, emulsion of oil and water may clog the oil filter.


43

4.2.5 Flash point With the measurement of lubrication oil flash point, the degree of dilution may be assumed as the flash point of fuel is low. If a lubrication oil, which is significantly diluted, is used, a serious accident of engine may result. 4.2.6 Insolubles The amount of insolubles such as oxidation products of lubrication oil, incomplete combustion products of fuel, sludge including soot, metallic particles, dust and dirt can be a scale to know the degradation and contamination of lubrication oil. The cleaning dispersant adhered to sludge particle surface, fragmentates and disperses the sludge in lubrication oil. Collect the coagulated insolubles (note) and measure with insolubles to know the total insolubles in lubrication oil. The contamination degree of engine and assumed remaining amount of cleaning dispersant, attained from the result, can be a marker to prevent the engine from piston ring sticking and abnormal wear. Note: Stop the function of cleaning dispersant with a specific chemicals, and collect sludge dispersed in the lubrication oil as insolubles. 4.3 Service Limit The service limit properties of diesel-engine lubrication oil specified by MHI considering the effect to engine by deteriorated oil are shown in the “Table of service limit properties of MHI diesel-engine lubrication oil” below. For the judgment of service limit, the sampling analysis of lubrication oil in use or after using is required. The lubrication oil must be replaced before a property indicated in the analysis exceeds the service limit in table. Even when a single item exceeds the service limit, the lubrication oil must be replaced immediately.

Table of service limit properties of MHI diesel-engine lubrication oil Item Unit Approved property Test method

Rate of change from new oil＋30％ or lower Main engine

10mm２/ｓ or higher

Rate of change from new oil＋30％ or lower

Viscosity 100℃ mm２/s

Emergency generartor Rate of change from new oil －

20％ or higher

JIS K2283

Hydrochloric acid method 2.0 or higher

Base number Perchloric

acid method

mgKOH/g 1/2 or higher of new oil

JIS K2501

Acid number mgKOH/g ＋3.0 or lower of new oil JIS K2501

Water content Volume ％ 0.2 or less JIS K2275

Flash point ℃ 180 or higher JIS K2265

Pentane insolubles Weight ％ 0.5 or less ASTM D893

Aggregated pentane inslubles Weight ％ 3.0 or less ASTM D893


44

5. Replacement Interval The contamination and deterioration of lubrication oil are affected various conditions, and a uniform specification of lubrication oil replacement is difficult. However, the lubrication oil replacement with the knowledge of proper service time is very important for the function and life of engine. The lubrication oil must be replaced before contamination and wear in the engine start detrimental effect to the engine. The service life of lubrication oil should be decided based on the inspection results of contamination in the engine and wear of moving parts. However, this method is quite difficult for the user of engine driven equipment and OEM customer. As a result, with the accumulated technical experiences, the lubrication oil replacement with operational hour margin before exceeding the MHI specified service limit property is a realistic operational method. The complete drain of lubrication oil from the engine and tank before oil replacement is very important to avoid the mixing of different brand oils. 5.1 Standard Replacement Period MHI specifies the standard lubrication oil service hours for the engine which uses a fuel of 0.2% sulfur content or less. The standard is 250 hours, and also, obey the operation and maintenance manual of the appropriate engine model. If the replacement interval is decided without the oil analysis, the service hour must be based on this service hours.


45

1. Engine Installation 1.1 General precautions Two types of engine mounting are provided ; soft mounting and solid mounting. Consider the various conditions including the followings for the installation of engine. ○ Driven equipment (loading equipment specifications) ○ Drive system design ○ Engine speed in the operation ○ Mounting height and angle ○ Number of the mountings ○ Mounting type (soft mounting and solid mounting) ○ Insulation condition ○ Rotating and reciprocating inertia moments of the engine parts ○ Weight

The types of engine mounting and installation have many varieties, and providing all the ways corresponding to all the installation conditions contains too many difficulties. For that reason, we supply information required for the engine installation, and recommend the user to select and decide the installation method for the use consulting with the mounting maker. The basic allowable vibration values for the engine mounting or installation are as follows : Engine body: 10 G or below Accessories: 4 G or below Refer to the specification sheets for other devices added as options. Pay special attention to the installation of electric equipment.

Installation of mounting bracket

46

2. Basic Requirements for Engine Mounting and Installation Both soft mounting and solid mounting must provide the basic functions as follows: (1) The engine mounting or installing construction supports the engine, and any equipped parts must not

interfere with other parts in any operating conditions including shock load. (2) The bending moment at the block ends of the engine and transmission must not exceed the maximum

allowable value under shock load conditions. (3) The mounting is constructed to avoid excessive load caused by deflection of such part as frame to the engine. (4) The vibration values of the engine body and accessories must be within the allowable values. 3. Shock Load The allowable shock load (magnitude and direction) of engine mounting differs according to the installed equipment and selected mounting type. In case of application to crawler or loader, big longitudinal and lateral shock load caused by loading and steering impact may occur. 4. Engine Vibration Each cylinder combusts once in two rotations in the 4 cycle diesel engine. The forces caused by the combustion and inertia force caused by the acceleration and deceleration of reciprocating parts generate wide range of 10 Hz to 10,000 Hz vibration in the engine. The high frequency vibration usually turns to “noise” and is transmitted to the operator through air or frame. The low frequency vibration is caused by the inertia and torque reaction force and usually not recognized as noise. However, the vibration is transmitted to other devices through the frame, and causes nuisance to the operator. In extreme case, fatigue failure of the engine or chassis mountings will result.

5. Types of Engine Mounting 5.1 Solid Engine Mounting Solid engine mounting is used when the engine movement is not allowed with soft mounting or used as a consisting part of the machine. In case of movable equipment such as a vehicle, the engine is sometimes subjected to severe load and stress caused by the frame twist and equipment impact. And, in the case of solid mounting, the vehicle or equipment and the operator are usually not protected from engine vibration. When the solid engine mounting is used, calculate the bending moment at the rear end of the block. If the bending moment is significantly big, or the vibration is annoying, consider the application of soft engine mounting. 5.2 Soft Engine Mounting

Soft engine mounting example 1

Chapter 7 ENGINE INSTALLATION

47

The soft engine mounting is generally used for the isolation of machine and operator from vibration and noise. For the selection of the mounting, the designing advice from the rubber mounting maker is highly recommended. For the soft mounting, general considerations are as follows : (1) Design the rubber mounting to keep supporting of the

engine in proper position with its metal parts even when the rubber is completely deteriorated with heat or other causes.

(2) Place the flywheel housing rubber mount as near as possible to the housing and avoid excessive load and stress in the housing.

(3) The mounting bracket and vehicle framework must have the rigidity of ten times or more than that of the rubber mounting to retain the system proper function.

(4) Design the metal spacer to subject to the bolt tension, and to control the initial load to rubber.

(5) The rubber mount must be slightly compressed on assembling. I f the surface is subjected to tensile force, pay attention to the immediate stretch of small surface crack.

(6) Such values as load and torque to the rubber mounting must be the maximum allowable value or below of the rubber mounting characteristics. Confirm the details to the rubber mounting maker.

(7) We recommend that the radiator is separated from the engine and mounted separately . (Refer to Cooling System)

(8) Pay attention to engine and air cleaner connections for leak caused by the engine vibration. (9) We recommend that the radiator is separated from the engine and mounted separately . When the muffler is

mounted on the engine, verify the load and stress in the muffler body and connection and pay attention to other defect such as leak. We recommend the use of flexible piping.

(10) While the engine speed is low on starting or stopping, the resonance of the engine mounting may generate a big vibration. Such parts as the intake/exhaust piping and throttle linkage must be designed to have enough flexibility. The considerable clearance may be required between the cooling fan and radiator shroud.

Chapter 7 ENGINE INSTALLATION



49

1. General The power of a small size engine can be take out in the ways below : (1) Power take off from the flywheel (2) Direct take off from the crank pulley (3) Side pull take off (from flywheel or crank pulley) (4) Side gear PTO (power take off) - optional

Design the power take off considering the items below: ○ Requirements about maintenance ○ Engine speed ○ Power to be transmitted ○ Type of the driven device ○ Working condition

2. Drive Torque (Power) From the flywheel, 100 % of the engine power is available to take off. The other device has a limit depending on the specification. Obey the limit referring to the specification sheet.

Power Take Off Types

51

1. General (1) The cold startability of the engine is affected by such items as environment, fuel, electrical configuration and

battery size. Check the items below of the installed engine startability and white smoke, and consider the startability of the vehicle or equipment. ○ Atmospheric temperature (℃) ○ Oil temperature (℃) ○ Water temperature (℃) ○ battery size ○ Engine oil grade, viscosity classification ○ Pre-glow time (sec) ○ Cranking speed at starting ○ Test results (Starting time and white smoke, time)

Select an appropriate oil referring to the operation manual and lubrication oil maker description, as the viscosity grade of engine oil varies with the environmental condition. * Excerpt from lubrication system for reference The startability is lowered in the cold climate as the viscosity of lubrication oil is increased, engine rotating resistance is bigger and cranking speed with starter becomes low. When the temperature is high, oil film on the sliding face must be maintained. Also in a low oil temperature the rotating resistance must be controlled. So a proper viscosity lubrication oil must be used. The proper lubrication oils conforming to the (Temperature range and SAE viscosity number) re recommended to be used in MHI diesel engines.

Table of temperature range and SAE viscosity number standard

Applicable temperature range (Note) SAE viscosity number of lubricating oil to be used Lowest temp. (℃) Highest temp. (℃)

SAE 10Ｗ -25 0

SAE 15Ｗ-40 -15 ＋40

SAE 30 0 ＋35

SAE 40 ＋20 ＋50

Note: The lowest environmental temperature of the engine before starting, and the highest environmental temperature of the engine and cooling equipment in operation are shown.

52

Generally, the viscosity of lubricating oil is represented by the viscosity number of Society of Automobile Engineering (SAE) standard. As a scale to show the relation between the lubrication oil viscosity and temperature the viscosity index is used. The larger the index of a lubrication oil, the smaller the viscosity change by the temperature change. A lubrication oil having two numbers such as SAE 15W-40 is called a multi-grade oil. The viscosity number 15 indicates the viscosity in a cold temperature (W comes from winter.), and the 40 indicates the kinetic viscosity in a temperature of 100℃. This lubrication oil balance the low-temperature startability with oil film retention in a high temperature. Table of temperature range and SAE viscosity number standard is show in graphics as below.

Standard diagram of temperature range to SAE viscosity index

Chapter 9 COLD STATING

53

1. General （１） The battery has a capacity to start the engine at the lowest operation temperature. On this process,

consider the possibility of the load added to the engine which varies with the additional equipment such as transmission.

（２） All the cables connecting the battery and engine must have a size big enough to allow the required electric current.

（３） The alternator installed to the engine must have an output big enough to supply the electrical load required in the vehicle or equipment.

（４） The engine cables must satisfy the requirements below : ○ Bind up cables and set properly. ○ Avoid high temperature surface such as exhaust system. ○ Avoid contact to rough surface or sharp edge to protect cables from wear.

2. Starter

(1) It is important to use the appropriate oil (referring to the operation manual or lubrication system) to get a cranking speed fast enough even in a cold district.

(2) The standard starter provides the sufficient cranking speed for the use of general vehicle and equipment. However, in the cases written below, a stronger starter or separation of the load is required:

○ At engine cranking to start, heavy load equipment such as oil pump or compressor is attached. ○ When the fuel temperature is raised. ○ When a fuel of low ignitability is used.

(3) For the engine startability, verification of the startability at a low temperature and high temperature are recommended. (4) The starter is equipped with an built-in solenoid, which pushes out the pinion gear. The solenoid activation

current is shown below. Consider the key switch capacity, install the starter relay if required. Pull solenoid current: 50 A (STD starter)

Starter

Example of S4S Engine

54

3. Battery Selection Battery performance is affected by many factors such as environmental temperature, load at starting and circuit resistance of the starter. Refer to the generally recommended battery size table. A bigger capacity battery is required depending on the load. Place the battery at a well ventilated place where the temperature will not be raised, as the battery may exhaust gas in an normal operation.

4. Alternator and Regulator

(1) The allowable maximum temperature of alternator differs according to the design content. Generally, the maximum temperature shown below is applied to our standard alternators.

Environmental Temp. Alternator

90℃ or lower (2) The B+ cable size (between alternator B+ to Battery + terminal) differs according to the specification of the

maximum allowable voltage loss. (3) The standard alternator has a built in regulator.


Alternator Example of S4S Engine

55

5. Glow Plug (1) The standard engine is equipped with glow plugs for the low temperature starting assist. (2) Pay attention to the required electric current as the current differs according to the number of plugs

(normally one plug / one cylinder.) (3) Select the cable size in accordance with the specified current of glow plugs. (4) The glow plug is normally controlled its glow time and after glow time with glow timer (glow controller.) (5) The glow plug and glow timer are used in combination. (6) Pay attention to an extended glow time for the degradation of life. (7) Refer to the specifications for the rated voltage and current. 6. Wiring Diagram The wiring diagram for standard specification is provided. Refer to the diagram when designing the engine related electric equipment.


Glow plug

57

1. General The installation of the engine must provide an easy access for the inspection and maintenance jobs as well as comply with the technical requirements. I f the access is troublesome, scheduled or timely maintenance job may not be available, and engine defects such as trouble or failure will result. 1.1Maintenance Jobs Which Require the Easy Access The inspection and maintenance job availability without removing such components as parts, panels and plates is required.

(1) Inspection and maintenance jobs which are available without removing such components as parts, panels and plates

○ Inspection of the engine oil level ○ Replacement of oil filter and fuel filter element ○ Inspection of air cleaner clogging and replacement of the part ○ Cleaning of cooling system, and inspection and cleaning of radiator fins ○ Inspection of cooling water amount ○ Inspection and adjustment of V-belt tension ○ Inspection of battery electrolyte specific gravity ○ Fuel drain from fuel line ○ Water drain from fuel tank and water sedimenter ○ Replacement of fuel filter

Availability of inspection and maintenance

58

(2) Inspection and maintenance jobs which are available after removing such components as parts, panels and plates

○ Re-tightening of external bolts and nuts ○ Valve clearance inspection ○ Glow plug inspection ○ Starter inspection ○ Inspection of alternator ○ Injection nozzle disassembling and inspection ○ Engine oil change ○ Cooling water change ○ Filter inspection and replacement in electromagnetic fuel feed pump

(3) If a part needs special inspection, maintenance or adjustment, check the availability of the job. Also, refer to the operation and maintenance manual, and service manual of the engine.

Chapter 11 INSPECTION AND MAINTENANCE

Inspection and maintenance after removing panel/plate

59

1. Verification of Engine Installation Verify the installation prior to the line production (with a test engine) in accordance with the verification check list of installation, then assume and agree with Mitsubishi Heavy Industries. Refer to the check sheet for the content. 1.1 Main Testing Item

○ Heat balance measurement ○ Vibration measurement ○ Intake and exhaust pressure measurement

And others.

1.2 Heat Balance Measurement ○ In the cooling test, the engine must be continuously operated for 2 hours or more at the maximum output. ○ In the cooling test, the environmental temperature is 24℃（75F） or higher. ○ The maximum temperature of cooling water is100℃（212F）.

(1) Preparation of measurement

○ Install the measuring devices of engine cooling water inlet/outlet temperature, oil temperature, and inlet/exhaust air pressure.

Refer to the attached illustration for the installing positions and measuring devices. ○ Use a thermostat which is fixed to be full open. ○ Bleed air completely from the cooling system. Remove the radiator filler cap, and operate the engine at

various speeds. ○ Check the cooling system for leak. ○ Verify the ventilation enough around the engine. ○ Check the radiator fin for dust and dirt accumulation ○ Run the engine at the low idling speed, and fill water to the sealing face of radiator cap.

(2) Measurement

○ Run the engine at the rated speed and full load to conduct the test. ○ Record the temperature, pressure and engine speed every 10 to 30 minutes until the temperature becomes

stable. When the engine exhaust temperature minus environmental temperature becomes 1 ℃ or less in continuous two time measurements, the temperature is thought to be stabilized.

○ Record the measurement results in the check sheet. (3) Report of the result

Submit the check sheet and photographs or drawings of devices below: ○ external view of the set ○ Engine mounting ○ Cooling system (radiator, shroud, fan guard, hose, etc.) ○ Fuel system ○ Intake system ○ Exhaust system

60

1.3 Heat Balance Measuring Positions

* The recommended measuring point of the intake negative-pressure is a position as close as possible to the

engine on the air inlet hose (between the air cleaner and engine), or the installing position of air-cleaner clogging sensor.

* The recommended measuring point of exhaust pressure is a position 50 mm or less from the exhaust outlet of exhaust manifold.


Position of heat balance measurement

61

Heat Balance Check Sheet Customer Date Machine name Weather Machine type Installed engine name

Measuring personnel

Engine serial number Rate output [kW] / Engine speed [min-1] Max Torque [Nm] / Engine speed [min-1] Hi-idle [min-1] Low-idle [min-1] Used fuel brand name Used oil classification name

Remark

Test result MHI

recommendation

RemarkItem

1 2 3 4 5 6 7 8 9 1 Time [min] 2 Engine speed [min-1] 3* Environmental temp. [℃]

4 Air cleaner intake air temp. [℃]

3*＋10℃

or lower

5 Engine water outlet temp. [℃] 100℃

or lower

6 Exhaust outlet temp. [℃] 600℃

or lower

7 Engine oil temp. [℃] 115℃

or lower

8 Fuel temp. at fuel-injection- pump inlet [℃]

60℃

or lower

9 Fuel pressure at fuel-injection- pump inlet [kPa]

±20ｋPa or lower

10 Intake air negative-pressure [kPa]

2.5kPa

or lower

11 Exhaust pressure [kPa] 7.8kPa or lower

12* Difference between air and water [℃]

13* Allowable environmental temp. [℃]

3* Measure the environmental temp. at a position far enough from the engine and in a shade. 12* Difference between air and water = [5 Engine outlet water temp.] – [3 environmental temp.] 13* Allowable environmental temp. = [5 Engine outlet water temp.] + [3 environmental temp.]


62

1.4 Vibration Measurement Report of the vibration measurement result No.

Customer Date Installing machine Weather Engine Measuring condition Rated output Measuring method Hi-idle Measuring personnel Low-idle

・ Measure the acceleration at the measuring point. (1) Low-idle to Hi-idle: Visually check the resonance. If a large amplitude is observed focus on the position. (2) Measure the vibration acceleration of each hi-idle, lo-idle and rated points respectively.

Unit: Acceleration (G)

Result

Standard value: Engine body: 10 G or below

Auxiliary: 4G or below (radiator, air cleaner, etc.)

(No-load)(Low-idle installed in a

vehicle)

(No-load) (Hi-idle installed in a

vehicle)

(No-load)(Rated load installed in

a vehicle) Measuring point X Y Z X Y Z X Y Z Cylinder head (Fr） Cylinder head (Re） Fly wheel housing Alternator Engine support Starter Radiator upper tank Radiator upper support position

Air cleaner Radiator reserve tank


Pub. N

o. 98CA

B-81000

March 2013

SM

ALL B

UILT-IN

EN

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STA

LLATIO

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Pub. No. 98CAB-81000Printed in Japan

small built-in engine installation...

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