Bukh 427 User manual

SiM l
Service Manual
Service Manual
T 427
Type 427
Type 427
yp
Aabenraavej 13 - 17, DK 6340 Kruså - Denmark
Aabenraavej 13 - 17, DK 6340 Kruså - Denmark
Tel: [phone] Fax: [phone] E-mail: [email protected]
Tel: [phone] Fax: [phone] E mail: [email protected]

Callesen Diesel Page 1 of 2 Sheet No. 8-49-2A
INDEX FOR TYPE 427 C-F
OPERATION AND MAINTENANCE OF ENGINE
7 - 94 Directions for use of Callesen Diesel
7 - 95 Maintenance of Callesen Diesel
7 - 16 Things to remember when engine is inspected
4 - 68 Technical data of Callesen Diesel
STERNGEAR
7 - 33 Relief valve
7 - 93 Sublime sterntube sealing
7 - 81 Disassembling and assembling of propeller blades and head
9 - 26 Pipe diagramme for sterngear
CYLINDER COVER
7 - 49 Fastening of cylinder cover
7 - 6 Instructions for valve grinding
7 - 13 Drawing of nozzle holder
7 - 38 Grinding of cylinder cover and liner
7 - 45 Adjustment of fuel pumps and valves
CRANKSHAFT AND PISTON
7 - 14 Dismounting of crank bearing and mounting of piston support
7 - 230 Drawing of piston
7 - 32 Repair of slots for piston rings
7 - 26 Directions for mounting of cylinder liners
COOLING WATER SYSTEM
9 - 11 Cooling water system
7 - 10 Maintenance prescriptions of cooler
7 - 11 Sketch of cooler
7 - 12 Repair of circulation pump
7 - 62 Dismounting of ball valve in piston water pump
7 - 55 Coolant quantity for frost protection
7 - 56 Frost protection of Callesen Diesel
7 - 115 Adjustment of tooth clearance for circulation pump

Callesen Diesel Page 2 of 2 Sheet No. 8-49-2A
STARTING AIR SYSTEM
7 - 203 Repair of coked starting valve
7 - 63 Repair of air distributor
7 - 129 Description of charging valve
LUBRICATION
7 - 102 Operating instructions of Delimon grease pump
7 - 98 Recommended lubricants for Delimon grease pump
9 - 27 Lubrication oil system
7 - 149 Regulations for lubricating oil
CLUTCH
7 - 69 Replacement of worn out catch bolts
7 - 64 Blocking for clutch and reversal
7 - 67 Two step overflow valve
EL - DIAGRAMMES
9 - 68 El - diagramme for instrument box
9 - 172 El - diagramme for overspeed box
9 - 169 El - diagramme for teminal box
9 - 168 Connection diagramme
9 - 77 Alarm device
MISCELLANEOUS
7 - 113 Checking the adjustment of the fuel pumps
7 - 75 Adjusting the revolutions of type 427 C-E
4 - 90 Woodward governor
7 - 120 Hydraulic mounting of hubs
9 - 31 Fuel system

Callesen Diesel Page 1 of 12 Sheet No. 7-94-2A
FIRST START AND TRIAL RUN
When the engine has been installed and everything has been properly checked, the engine is ready
for trial run.
Before the engine is started for the first time, proceed as follows:
Oil level
Check the existing quantity of lubricating oil; the oil level should be seen on the oil gauge (or dip
stick) on the side of the oil container, which is cast together with the starboard side of the crankcase
(below the exhaust pipe). In case the oil does not reach the maximum mark about 2-3 cm from the
top of the gauge, and while the hand pump can still pump pressure on the manometer, oil should
only be replenished after the engine has been idling for about a quarter of an hour, as unskilled
people may have pumped the oil from the container down to the crankcase, to which the overflow
valve is leading. The oil will then, when the engine has run for a while, appear again in the oil
container, as the return pump which sucks from both ends of the crank sump is larger than the
forward pump.
Check the oil level in the clutch case for clutch and reversal. Ensure that the oil is kept between the
marks on the dip stick in the portside of the clutch shield. This checking should be made when the
engine has been started and is idling. The water pumps and sterntube (if not oil lubricated type
sterntube) are lubricated by means of grease presses fitted for this purpose; the sterntube must be
completely filled with grease. All remaining grease cups must be filled and screwed down as well to
ensure that every part is well lubricated. Do not forget to grease the teleflex cables for the
manoeuvring box in the wheelhouse well with graphite grease at mounting. Oil lubricated sterntube
("Sublime") - see separate instruction.
Water level
The freshwater system of the engine is filled with pure water through the cover of the expansion
tank; fill up with so much water that the water level is approximately in the middle of the water gauge
when the engine is cold. Afterwards the circulation pump has to be vented.
Fuel system
Fill the fuel tank and see to it that the shut-off cocks on tanks and coarse filters, which may close for
the inlet pipes to the engine, are open whereafter air relief of the fuel system is undertaken. First the
coarse filter (water trap) is vented by means of the cock in the top: This cock should always remain
open because the overflow piping from the filter is led to the water trap. From the cock a pipe should
be led upwards to minimum 1 m above the top of the tank. Thereafter the inlet piping must be vented
by loosening it on the feed pump until the oil is flowing through without air bubbles.
Then loosen the air cocks above the fuel filter fitted on the frontside of the engine, and by means of
the handpump pump oil through until all air has escaped (the handpump is operated by turning its
handle anti-clockwise until it can be moved up and down). The air cock in the aftermost end of the
heavy inlet pipe on the fuel pumps should be loosened and not retightened until all air has escaped.
Thereafter loosen the air cocks on the upper frontside of the fuel pumps and move the regulating
rods in the fuel pumps forward and backward while at the same time pumping by hand until the fuel
is running through completely free of air bubbles; only then the air cock should be retightened.

Callesen Diesel Page 2 of 12 Sheet No. 7-94-2A
In case the unions in the top of the fuel pumps have been loosened, these should not be retightened
too hard as the pumps may hereby be deformed, with the result that the regulating rods will go too
tight and the engine will not regulate very well.
Open the decompression cocks on the cylinder heads and turn the engine to top dead centre 1
(foremost cylinder); ensure that the fuel pump piston is lifted at the same time; if not, turn the engine
another revolution (as it is a 4-stroke engine, the camshaft is only turning one revolution every time
the crankshaft is revolving twice).
Now check whether the vent screws on the nozzle holders are tightened up and adjust the governor
handle to about 225 revolutions. Thereafter advance the regulating rods in the fuel pumps to the
maximum position. Thereafter, turn the flywheel backward and forward above "Top 1" about 20-30º
to each side, until a crackling sound is heard from the nozzle, indicating that the oil is spraying
through.
Exactly the same procedure is carried out for each of the other cylinderes, and when the fuel oil has
been pumped through and the engine hereby has been turned at least about 10 turns, having
pumped pressure on the lubricating oil system by the handpump to distribute the lubricating oil in
bearings and cylinders, the engine is ready for start.
When the governor handle has been adjusted to lowest revolution number, the regulating rods of the
fuel pumps should be able to be moved quite easily backward and forward. Any paint or rust-
protecting agent must be carefully removed and the regulating rods well greased.
After charging the starting air vessel to a minimum of 25 and a maximum of 30 kp/cm² (NOTE! USE
ONLY COMPRESSED AIR. OXYGEN MUST NOT BE USED IN ANY CIRCUMSTANCES AS AN
EXPLOSION WOULD BE INEVITABLE, EXPOSING EVERYBODY NEAR THE ENGINE TO
GREAT DANGER) turn the engine so that the mark "Start" on the flywheel is in top position and at
the same time check whether the fuel pump piston in the aftermost pump is in top position; if not,
turn the engine another turn. Engines with 4, 5, 6 and 8 cylinders need no turning. Before starting,
check whether the seacock is open and whether the clutch is free. Close the decompression cocks
as well as the charging valve in the aftermost cylinder cover and adjust the governor handle to about
225 revolutions.
Lubricating oil system - Start
Now pump pressure on the lubricating oil system (should always be remembered before
starting) and start the engine by quickly turning the handle of one of the main shut-off valves at the
end of the starting air receivers about 1 turn to the left. As the engine is supplied with automatically
controlled starting valve in all cylinder heads, it will go on running on air as long as the shut-off valve
is kept open. As soon as the engine is firing, the shut-off valve is closed and under normal conditions
the shut-off valve is not kept open for a longer period than to use 2-3 atm. air for each start. At start,
a hissing sound is heard from the air distributor at the front of the camshaft. This is only the air
pressure which is closed by the starting valve.
As soon as the engine has been started, check immediately whether there is pressure on the lubri-
cating oil system. Normally, the engine is equipped with a pressure control which has to be con-
nected to an alarm device (bugle, bell, lamp or the like) which gives a warning when the lubricating
pressure for some reason is dropping below 0.5 kp/cm² or fails to appear.

Callesen Diesel Page 3 of 12 Sheet No. 7-94-2A
The alarm device should be connected to generator (not to the batteries with handswitch) by a
contact relay which will cause only a faint current to pass through the contacts of the pressure
control and the thermostat, as otherwise the contacts here would soon be destroyed. If the alarm
device is giving signal the engine must of course be stopped immediately and the fault must be
found and corrected.
The grease cups must be tightened up, and of course it should be checked whether all pipings and
other connections are tight and that the engine is getting cooling water.
If there is a leakage between cylinder and cylinder head which may be due to some nuts having
been loosened when mounting stiffeners on the engine, the engine must be stopped and the nuts of
the cylinder heads be retightened by means of the ring striker wrench supplied and a heavy
blacksmiths's hand hammer. To ensure that the cylinder heads are tightened straightly, check by
means of a feeler if the free space between the cylinder and the cylinder head in each corner is ex-
actly equal. Before measuring, paint or putty, if any, must be scratched away to ensure that the
measuring surfaces are completely clean.
After having checked that everything is in order after the first start and when the engine has been
running until it has become warm (about 40ºC), it can be loaded gradually, so that full power is
reached about 1 hour after having reached operating temperature, which is about 65-70ºC (the
cooling water system is normally supplied with a thermostat which is acting when the temperature
becomes too high, about 90ºC; it is connected to the same alarm device as the lubricating oil pres-
sure control).
The temperature of the turbocharger should be checked on the thermometer. It should not be es-
sentially warmer than the water outlet pipe on the engine.
The marine engines are as standard equipped with hydraulical clutch and hydraulically operated re-
versing device for the propeller blades. The propeller is engaged by pushing the clutch handle in the
middle of the instrument box completely forward, and the propeller is given pitch to "Ahead" by
pushing the handle on the right hand side of the control desk forward.
When the engine is operating at full load, which means at 425 rpm (the number of revolutions is
stamped on the factory's type label), the regulating rods in the fuel pumps should be able to move
freely in the longitudinal direction; can be read on the fuel pump indicator (is mounted as standard on
all engines above 300 HP), but only about 1 - 2 mm in the direction in which the quantity of the fuel
oil is increased; if the regulating rod is going completely to block, there will be no control of the
output of the engine. However, if this happens, the engine is overloaded and should have the
propeller pitch reduced by pulling the propeller pitch lever astern until the regulating rod is free.
Thereafter fasten the limiting bolts found in the reversing tower on top of the clutch shield, so that the
engine cannot be overloaded neither on "Ahead" nor on "Astern".
The charging of the starting air receivers is carried out by means of the charging valve, which is
placed on the aftermost cylinder cover. The valve is opened by turning the valve handle to the left
until the stop, about 1/2 revolution. Then open the cock on the starting air receiver which has to be
charged with air. After having finished pumping, close the valve on the starting air receiver first and
thereafter the charging valve on the engine. When closing the latter valve, a hissing sound will be
heard; this is only release of air from the charging pipe. Every time after having finished charging, it
is necessary after a little while to retighten the charging valve on the engine, because the valve
spindle is heated during the charging procedure, and when cooling down it contracts and maybe
slackens. If the valve is not shut properly, sooting may cause the spindle to stick.

Callesen Diesel Page 4 of 12 Sheet No. 7-94-2A
Never alter the blocking of the governor and the toothed rods of the fuel pumps. In case the lead
seals are broken, the factory's guarantee will cease to be valid. The adjustment has been made so
by the factory that the output of the engine can be about 5% above normal full load.
When the engine is working at full load, and the governor rod is free, as described above, the ex-
haust should be nearly smokeless. It is important to check this, as too much development of smoke
means that the engine is not in order, and that it should not be operated before the defects have
been repaired. At full load the exhaust temperature should be about 450 - 500ºC, for turbocharged
engines up to 525ºC.
Smoky exhaust after the first start may be due to defects or faults arising during installation, for in-
stance:
1. The engine does not get sufficient air for combustion because the engine room is too tightly
closed and the necessary ventilation is lacking; there should always be one or several ventilating
ducts having a total area at least equalling the size of the suction pipe of the engine.
2. The suction filter on the suction manifold (turbocharger) of the engine may be clogged.
3. Air in the fuel system.
4. Dirt in the fuel system (filter clogged).
5. The exhaust piping partly clogged or a too small dimension is used. Use always the same pipe
dimensions as the exhaust manifold.
6. Loading pressure too low.
Remedies:
1. Check whether the ventilation is in order.
2. Check the filter and remove all impurities from the engine room.
3. Vent the fuel system.
4. Check fuel filters: The oil should be able to pass through in full jet when pumping with the hand-
pump.
5. Check the exhaust piping.
6. See turbocharger instruction book "Cause of working troubles".
During the first running of the engine under loaded condition, see to it that the cooling water tem-
perature (thermometer on the foremost cylinder head) in the freshwater system is rising to about
70ºC. If not, something is wrong with the thermostat which is built into the by-pass piping of the
freshwater system.
Should the engine get too hot, it may be because of air in the system or incorrect fitting of the ex-
pansion container. The cooling water (seawater) which passes through the cooler and from there

Callesen Diesel Page 5 of 12 Sheet No. 7-94-2A
outboard does not exceed a temperature of about 30-40ºC (under tropical conditions a little higher,
which is about 25ºC above the inlet water temperature).
During the first trial run, the sterntube must be lubricated sufficiently (apply a not too heavy
"sterntube grease", better too thin than too thick), and the stuffing box frequently checked for
heating; its temperature must not be higher than one is able to hold a hand constantly on the side of
the stuffing box bearing. If it heats up more than normal, it is probably only because the stuffing box
is tightened up too hard. It must be slackened, and if this is not enough, the cotton tallow packing or
perhaps the "Crane" metal packing, if any (hamp packing or similar should rather not be used as
these materials are wearing the shaft), should be taken out and the rings be pushed loosely in after
having been lubricated with grease, whereafter the gland can be tightened quite a little. Newer
engines which are equipped with special stuffing boxes outside and inside the sterntube are
lubricated with ordinary engine oil in the sterntube (regarding oil types - see page 18).
When the engine has been running for about 2-3 hours at full load without any trouble, the trial run
can be concluded.
The engine is stopped by pushing the governor handle completely down to stop and thereafter the
toothed bars of the fuel pumps are pushed astern.
IT IS THE DUTY OF EVERY CUSTOMER OR HIS REPRESENTATIVE TO WITNESS THE TRIAL
RUN TO MAKE THEMSELVES ACQUAINTED WITH THE ENGINE AND TO COMPLAIN ABOUT
DEFECTS/FAULTS, IF ANY. ANY COMPLAINTS ABOUT THE TRIAL RUN BROUGHT FORWARD
AT A LATER DATE WILL NOT BE HONOURED LATER ON.
USE AND ATTENDANCE
After the trial run has taken place as described, the plant is handed over to the purchaser in good
and proper condition and with good and proper handling, the engine will render many years' satis-
factory service.
It is of great importance for the user to understand that a modern engine plant demands careful
attendance and absolute cleanliness. First of all, avoid carrying dirt (sand or the like) into the engine
room, and avoid having cotton waste and other materials lying on the floor plates as such things are
liable to be sucked in by the suction filter which will clog and cause loss of power and higher fuel
consumption; at worst it may even damage the engine plant.
The engine is constructed to be easy to keep clean which should never be neglected.
Before starting the engine, pressure must always be pumped on the lubricating oil system by means
of the handpump. Then you will be sure that there is oil in all bearings and on the cylinder paths.
Immediately after having started the engine, check whether there is pressure on the lubricating
system and whether the water level can be seen on the water gauge on the expansion container.
When the above mentioned is in order, the engine may confidently be loaded; however, it is re-
commended - especially as long as the engine is new - to bring load on little by little so that the
various parts warm up together gradually. After the engine has run for a short time under load, check

Callesen Diesel Page 6 of 12 Sheet No. 7-94-2A
the cooling water temperature. As described above, it must be about 65-70ºC. If this level is
exceeded, the alarm device will give a warning.
The oil pressure can be checked in the wheelhouse where manometers for lubricating oil and clutch
oil pressure are fitted. As mentioned before, the lubricating oil system is connected to the alarm de-
vice which will give a warning in case the oil pressure drops below approximately 0.5 kp/cm².
It is recommended, during daily operation, to inspect the engine approximately every 3-4 hours to
see if everything is in order. At the same time lubricant should be applied where necessary (water
pumps and sterntube).
The small air filters on the valve covers should be cleaned every two months. The starting valves in
the cylinder covers should be lubricated about every three months: Loosen the plug which goes
down into the large fitting above the valve and pour down about 6-8 drops of oil on the valve, but not
more, and screw the plug up again.
During operation the engine oil level should be checked daily, the oil level of the clutch case approx
every week; in both cases when the engine is warm and idling.
A small grease cup is placed on the front end of the engine at the flywheel and on the aftermost end
cover near the flange coupling. This grease cup should be lubricated only little every week,
approximately, for lubrication of the shaft packing ring.
In case the lubricating oil pressure "before filter" rises to more than 5 kp/cm² when the engine is
warm, the filter inserts should be replaced by new ones. Normally, the pressure is about 4 kp/cm².
The filters can be replaced during operation as the oil filter is equipped with a conversion cock and
the engine can run on one filter or the other, respectively, or on both filters at the same time. The
latter is normal. The clutch and reversal oil pressure must be 7 kp/cm² unloaded and 9 kp/cm² at full
revs.
On newer engines a two-step overflow valve is fitted; in this case normal oil pressure is about 9
kp/cm² and during reversing the pressure rises to about 16 kp/cm² and drops to 9 kp/cm² again after
the operation.
If the engine starts smoking after having been used for a prolonged period (it may have many dif-
ferent reasons, see "Working Trouble"), the cause of the smoking must be identified and remedied
as soon as possible, as thick formation of smoke will cause great wear of the cylinders and pistons
and may result in sticking piston rings, damaged valves etc. If, under the given conditions, it is im-
possible to correct the fault at once, reduce the load until the smoke nearly disappears.
If the cooling or bilge pump starts leaking, the stuffing boxes must be tightened up; if necessary, the
pumps must be repacked. On newer engines the stuffing boxes are equipped with special packing
rings.
When checking the pump valves, remove the air vessel under which the valves (balls of synthetic
rubber) are placed (see 7-62).
Should the oil pump of the lubricating system fail for some reason, the engine can be operated if the
oil pressure is kept up by means of the hand pump. All larger engines are equipped with by-pass
pipes and switchcocks so that the suction pump as well as the pressure pump can be used for
lubricating the engine.

Callesen Diesel Page 7 of 12 Sheet No. 7-94-2A
As mentioned before, the engine has been adjusted by the factory to be able to yield about 5%
above the stated output. This overloading possibility is intended as a reserve for a few very special
occasions, and it is not wise to make use of it under normal conditions! It is therefore recommended
never to load the engine plant more than always to leave about 1-2 mm free before the toothed rods
of the fuel pumps are fully against the blocking piece of the governor.
Before stopping the engine after use, check whether there is sufficient air in the starting air vessels
(about 30 kp/cm²). When charging, the shut-off cock on the air vessel should be screwed completely
up against the blocking. Thus, air access to the spindle is being blocked, thereby preventing wear.
The grease nipple on the propeller shaft must be filled at least once a week to keep the packing
round the pull rod tight and at the same time to keep the grease in the propeller. If water is coming
out near the flange coupling, the pull rod should be repacked.
During periods of hard frost or when drop of temperature may cause risk of ice formation, anti-freeze
mixture can be filled on the freshwater system of the engine in the proportion indicated on page 7-
55. Then it will only be necessary to drain the seawater system, i.e. piston pumps and cooler with
associated piping. In case the freshwater system is drained, make sure that all water is drained off
the engine as well as the cooler and centrifugal pump.
As long as the engine is running satisfactorily, avoid disassembling anything, and in case there are
problems beyond what must be considered normal, which might need readjustment, you should call
in a skilled man.
If the engine is cared for and attended to as mentioned above, it will usually not require much
maintenance but you must always be sure that you are in a position to help yourself in an emergency
case requiring the use of the spare parts supplied with the engine. Therefore, these spare parts
should always be in good order and kept in an easily accessible place, where they are not exposed
to rust or other kinds of damage.
Whenever some of the parts have been used, the stock should always be completed as soon as
possible for use at later emergencies.
INSPECTION AND CONTROL
As mentioned before, do not tamper with the engine as long as it is in good order and running satis-
factorily.
However, it is necessary to exchange the lubricating oil about every 1500-1800 working hours, or ap-
proximately twice a year. Before draining off the oil, run the engine warm until the oil is thin. The
draining is done by opening the large cock on the oil container; at the same time empty the filters by
opening the air screws and removing the bottom plugs. If the filter inserts are not comparatively new,
they should be replaced at the same time. Concerning oil quantities, see sheet 4-68.
The clutch oil should be replaced after about 5000 working hours, however, at least every 2 years.
The turbocharger oil should be exchanged every 1000 working hours.
The pistons should not be drawn unless the oil consumption becomes too high. Then the oil control
rings and probably also the compression rings should be replaced.

Callesen Diesel Page 8 of 12 Sheet No. 7-94-2A
Normally, the valves should not be interfered with until they are no longer completely tight. Usually,
this can be heard in the exhaust when the engine is idling, or when starting difficulties appear. Turn
the pistons against top with closed compression cocks. If the valves can be heard blowing in the
exhaust or suction channels, they need grinding. To grind the valves, it will be necessary to remove
the cylinder covers. See also sheet 7-6.
The valve clearance which can be adjusted by means of an adjusting screw in the rocking lever must
be 0.60 mm for the exhaust valve as well as for the suction valve. The same value applies to cold
and warm engine.
Main bearing clearance is between 0.10 mm and 0.12 mm, crank bearing clearance 0.15 mm. The
space between piston and cylinder cover is 2.20 - 2.40 mm. The copper packing between cylinder
and cover is 1.00 mm. The indicated space between piston and cylinder cover equals a compression
pressure of about 38 kp/cm². At this pressure the engine is certain to start even at low temperatures.
The engine has to work on an firing pressure of about 65 kp/cm². To obtain this pressure the fuel
must be injected as follows: When the mark in the pump lever in the oval hole at the bottom of the
fuel pump is in middle position, the top marking on the flywheel must be 48 mm before top measured
on the circumference of the flywheel for turbocharged engines, and 78 mm before top for engines
without turbocharger. This method is only a rough checking; for fine adjustment a drip pipe should be
used - see sheet 7-45.
The adjustment of the valves should be as follows: Suction opens 524/270 mm before top, exhaust
closes 524/150 mm after top, measured on the circumference of the flywheel, for engines with
turbocharger and without turbocharger, respectively. All indicated valve and fuel pump adjustments
apply to a flywheel diameter of 1000 mm.
The freshwater and oil cooler must be cleaned in the saltwater circuit at suitable intervals (when
necessary). For this purpose remove the end covers and clean the cooler pipe by means of a brush.
Rinse the cooler. Check the anodes and, if necessary, replace them on same occasion.
If the alarm device supervising the cooling water temperature is giving a signal, the cause may be
that the thermostat is broken (if so, the thermostat can be removed; it is placed in the front flange on
top of the cooler) or that the cooler has to be cleaned. It may also be due to insufficient water in the
cooling system, because of a leaking water or oil cooler.
If the water has been drained off for repair of the engine, it may be impossible to replenish enough
water, usually because the expansion tank piping has clogged, for which reason the pipes must be
cleaned. Should the oil cooler leak, it will be indicated by rising oil level because water is running out
into the lubricating oil; this will only happen when the engine is not running. When the engine is
running and there is pressure on the lubricating oil, the oil may possibly be seen in the cooling water
outboard.
If there is a leakage in the freshwater circuit of the cooler, it is indicated by too little freshwater which,
however, cannot normally be seen until the engine has been stopped; when the engine is running
there is pressure in the cooler, for which reason the volume of freshwater does not decrease. Should
the latter happen, the cooling water system will only have to be replenished, preferably with
freshwater, but otherwise with seawater. Then you can run the engine safely until arriving in harbour
where the cooler can be repaired.
The coarse filter (water trap) must be emptied of water and mud about once a week by opening the
lower cock until pure fuel oil is running out.

Callesen Diesel Page 9 of 12 Sheet No. 7-94-2A
The fuel filters should be cleaned at suitable intervals, about every six months or when necessary,
and when the inserts are too poor they should be replaced. A set of filters should always be kept in
reserve. This is very important as poor filters may damage pumps and injectors.
Normally, the injectors are checked once a year (provided that the engine is running satisfactorily)
and the pressure adjusted at the same time. They are to be adjusted at 240 kp/cm² by hand-
pumping. At the same time the injector filters must be cleaned.
If the engine has been disassembled for inspection, a trial run is necessary to ensure that everything
is in good order.
When the engine is installed in a wooden vessel, the alignment of the engine should be checked
every year and, in any case, when heating begins at the inner stern bearing. Alignment is very easy
to carry out. There are four threaded holes in the foundation, one in each corner. The engine can be
set up here and alignment plates placed below the engine.
WORKING TROUBLES
START:
If the engine does not work after having been put in starting position and the starting valve has been
opened, the cause may be:
1. There is no air or insufficient pressure in the starting air receiver; the pressure should be at least
22-25 kp/cm². Maybe the valve is opening too slowly or too little. The manometer readings may
be wrong.
2. The air pipes from the receiver starting valve to the engine starting valve may be clogged or dis-
connected. Maybe the starting air pipe to the air distributor cover or the air distributor ducts are
clogged by soot.
3. Water in the starting air receiver. Water should be drained off the receiver about twice a year.
4. The starting valve does not open (remember lubricating). If the starting valve is sticking, it can be
loosened by pouring a little oil onto the piston after having removed the large fitting; by means of
the tools delivered operate the valve until it comes back again quite easily when being pressed
downwards. See sheet 7-203 (7-60) under starting air system.
5. The automatic starting valve disc in the air distributor may have been displaced half a turn after
dismounting. Perhaps the driving pin is broken. Adjustment of disc valve see sheet 7-63 under
starting air system.
6. The valves are hanging or leaking (regarding valve grinding see under cylinder cover sheet 7-6);
perhaps the pistons should be drawn and cleaned because the piston rings are sticking (coking).
This is usually the case when the engine runs 1-1½ turn and then stops. Instructions for drawing
of pistons are indicated under crank and piston, sheet 7-230 (7-14a).
The faults have to be located and remedied.
When the engine at start is turning round but does not ignite, the cause may be:

Callesen Diesel Page 10 of 12 Sheet No. 7-94-2A
1. That there is no fuel supply, either because the fuel tank is empty, the fuel filter clogged, or the
overflow valve not in order; when the outlet pipe on the filter has been removed it should be
possible to pump the oil through in full jet by means of the feed pump. There may be air in the
fuel feed pipes. (The injectors should squeak, when the engine is turned)
2 There may be water in the fuel oil pipes. The lowest cock on the coarse filter must be opened
about every week to drain off any water and mud.
3. The governor may be wrongly adjusted, so that the engine does not receive any fuel. (Perhaps
you may have forgotten to open a little).
4. The feed pump may be defective (spring broken).
5. The fuel pumps may be defective, perhaps the pump spring is broken.
6. The cylinders and pistons of the fuel pumps are worn out so that the quantity of fuel is too small
for starting. Cylinders and pistons must be replaced.
7. Leaking valves.
8. Seized piston rings.
9. Clogged suction filters.
IDLING:
The engine will, after having been started and still being cold, run at varying revs, especially at slow
speed. After having run for some minutes and being warmed up, it should run at absolute regular
revs. If this is not the case, there may be air in the fuel feed pipes; or it may be due to the governor;
or perhaps the toothed rods in the fuel pumps are jamming. If the fuel pumps have been adjusted,
uneven adjustment of the pumps may be the cause. - Normally there are small marking lines and
numbers 10-15-20-25 etc. on the toothed rods of the fuel pumps. When the toothed rods are pushed
forward as far as possible, the marks 28-29 should stand on level with the arrows on the rear end of
the pumps, corresponding to max. load of the engine. In case the toothed rods have been wrongly
adjusted, these marks can in an emergency be used for new adjustment of the pumps (normally the
starting up should be carried out with measuring glass).
LOADING OF THE ENGINE:
If the engine does not operate with its usual power, the fault may be:
1. Air in the feed pipes.
2. Soot in the fuel filter.
3. A defect in the injectors. Injection pressure by hand-pumping 240 kp/cm².

Callesen Diesel Page 11 of 12 Sheet No. 7-94-2A
4. Too low charging pressure. Filter for turbocharger or the turbocharger itself should perhaps be
cleaned.
5. The fuel pumps are not equally adjusted (see adjustment under "Idling"), or they might be worn.
The delivery valve spring of the fuel pump may be broken.
6. Leaky valves.
7. Coked piston rings.
8. Worn out pistons and cylinders.
9. Worn or cracked bearings.
10. Defective fuel feed pump (the spring may be broken). Perhaps the piston is hanging because
the pump flanges are unevenly tightened. Whether the fuel pump is working can be checked by
loosening the handle of the hand pump; the handle should move up and down, when the
engine is working.
11. The clutch is slipping because the oil pressure is too low (too little oil), or the clutch is worn out.
If the oil pressure in the clutch and reversing mechanism fails, the cause may be a sticking
overflow valve, which must be cleaned and adjusted. The overflow valve is placed in the
portside under the cover on which the clutch oil cooler is mounted. As to adjustment - see sheet
7-67 under clutch. If the oil pressure failure is due to a defect in the hydraulic system, which
cannot be remedied at sea, you can manage this way:
Remove the cover on the starboard side of the clutch. Screw the six 3/4" screws with square
heads, which are supplied, into the aftermost clutch cone through the large openings in the
clutch case. Take care that they are tightened smoothly and exactly equally to avoid jamming of
the cones as in this case the clutch will slip. Loosen the propeller shaft flange coupling from the
engine and draw it so far backwards that the two half pipe sections can be laid around the pull
rod. In case they cannot be fitted because the propeller shaft cannot be pushed far enough
astern, the sections can be sawn into pieces and laid at two or more times. The flanges should
then be tightened together again. Take care that the flange couplings are completely together.
The propeller is then blocked at "Ahead".
12. The propeller shaft or the propeller may be damaged.
The faults must be remedied, and as far as possible it is recommended to have this done by a
skilled expert.
REGULATIONS FOR FUEL OIL AND LUBRICATING OIL
FUEL OIL.
The engine is tested on the factory's testbed with the fuel oil (gas oil) which is usually available on
the market. If the use of another type of fuel oil might be intended, the factory should be asked for
advice.
LUBRICATING OIL.
For lubricating of the engine a good grade diesel engine oil, which is highly self-purifying, a so-called
D3 oil should be used. Such an oil can be supplied by all recognized oil companies. All the year

Callesen Diesel Page 12 of 12 Sheet No. 7-94-2A
round, an oil with a viscosity equalling SAE 30 should be used. It is important that the oil has a high
flash point and can emulsify with water.
CLUTCH OIL
A special hydraulic oil should be used, as stated below.
STERNTUBE GREASE
Use a thin (soft) special sterntube grease, which can emulsify with water. This grease can also be
applied to the other grease cups.
OIL LUBRICATED STERNTUBE WITH "SUBLIME" PACKING GLANDS
Same oil as engine.
GREASE FOR AUTOMATIC GREASE GUN (DE LIMON)
As stated below.
THE FOLLOWING OILS CAN BE USED FOR CALLESEN MARINE DIESEL
ENGINES 4-STROKE, TYPES 422, 425 AND 427
MAKE ENGINE/OIL LUBRICATED
STERNTUBE CLUTCH
ESSO = EXXON EXXMAR 12 TP 30 NUTO H 68
Q8 MOZART DP 30 HAYDN 68
BP ENERGOL DS 3-103 ENERGOL HLP 68
SHELL RIMULA 30 TELLUS 33
CHEVRON DELO 300 SAE 30 OC TURBINE OIL 68
MOBIL MOBILGARD 312 DTE HEAVY MEDIUM
GULF SUPER DUTY SAE 30 HARMONY 68
TEXACO TARO 30 or XD 30 REGAL (R&O) 68
CASTROL MARINE MLC 30 HYSPIN AWH 68
AUTOMATIC GREASE GUN TURBOCHARGER
ESSO = EXXON BEACON EP 2 NUTO H 68
BP ENERGREASE MM-EP 2 ENERGOL THB 68 or
BARTRAN HV 68
SHELL ALVANIA R 3 TURBO OIL 78
CHEVRON INDUSTRIAL GREASE HEAVY OC TURBINE OIL 68
MOBIL MOBILUX EP 3 DTE HEAVY MEDIUM
GULF GOLD CROWN EP GREASE 2 HARMONY 68
TEXACO MULTIFAK EP 2 REGAL (R&O) 68
CASTROL SPHEEROL AP 3 HYSPIN AWH 68

Callesen Diesel Page 1 of 2 Sheet No. 7-95-2A
MAINTENANCE OF CALLESEN DIESEL ENGINES
Before start
Check oil level in engine, turbocharger and clutch as well as water level in freshwater tank. Open the
seawater and fuel valves. Pump pressure on the lubricating oil system by means of the hand pump.
Turn the engine 1 turn - if necessary, in starting position. Before start, pressure must be pumped up
again so that the manometer indicates pressure.
During operation
Immediately after starting the engine, check the lubricating oil and hydraulic oil pressure. The engine
should be loaded gradually until normal operation temperature is attained.
During operation the engine must be inspected every 4 hours, approximately. At the same time,
water pumps and sterntube must be lubricated. If the sterntube is oil-lubricated, check the oil level.
Before stop
Check the starting air bottles. The bottles must be pumped to 30 kp/cm². If grease-lubricated, the
sterntube must be lubricated.
After each stop
The sternshaft pullrod must be lubricated through the grease nipple at the flange coupling. Grease
must be pumped in until resistance is felt. The pressure is relieved after approx 20 minutes by open-
ing the valve on the flange coupling.
Every week
The Stauffer cups on the end covers (at flywheel and clutch casing) must be lubricated a little (about
half a turn). The coarse fuel filter (water trap) should be emptied of water and sludge through the
bottom cock at least once a week or when necessary. Inject cleaning water into the turbocharger at
full load. If the turbo pressure drops considerably, the turbocharger must be dismounted for cleaning.
Check the Hynautic remote control and bleed it, if necessary (see the Hynautic instructions). If the
upper and lower movements are not synchronized, move the handle to both extreme positions a few
times.
Lubricate the Jet pumps, if any, by turning the Stauffer cups approximately half a turn.
Every month
Check the lubrication of the rocking lever. Check also the oil under the rocker covers. If this oil is
black and thick, exchange the system oil.
Every second month
Clean the small air filters on the valve covers and the air inlet filters. If very dirty, the filters should be
cleaned at shorter intervals.
Lubricate the starting valves with a few drops of oil.

Callesen Diesel Page 2 of 2 Sheet No. 7-95-2A
Check (and exchange, if necessary) all corrosion anodes. If corroded away, the anodes must be
checked and exchanged at shorter intervals.
Empty the starting air bottles of water.
Clean the fuel filters at the front of the engine at suitable intervals. Exchange the inserts if they are in
a poor state.
Every six months or more often
Clean the seawater side of the cooler (the inner side of the pipes).
If the engine is smoking and the cause cannot be found in the fuel filters or the feed pump, check
whether the injector holes are worn. The injectors should be pressure tested, too. Pump by means of
the handpump up to 240 kp/cm²
Exchange of lubricating oil:
Heavily loaded engines: After about 500-700 working hours or according to oil analyses.
Other engines: After about 1000 working hours
Minimum twice a year.
The lubricating oil filter inserts should be replaced when oil is exchanged or when the pressure dif-
ference on the manometers "Before filter" and "After filter" exceeds 2 kp/cm² The turbocharger oil
must be exchanged every 1000 working hours.
Every year
Adjust valves and check the lubrication of the rocking levers.
Check the water pump valves.
Check the air distributor. Remove the cover and lubricate the disc valve.
Every 2 or 3 years
Change the clutch oil and the clutch oil filter. If water has come into the clutch, the oil must be
changed immediately. It may have to be changed several times until it is completely clear as new oil.
sThe clutch oil filter insert must be replaced at the same time as it dissolves in water.
Every 3 or 4 years or every 15,000-18,000 working hours
1 or 2 crank bearings must be dismounted for checking. Change the turbocharger bearings after
12,000 working hours.
If the engine is not started for some time, the opening of the exhaust pipe should be covered by a
bucket or a plactic bag to prevent rain and moisture from getting into the pipe, as it will loosen soot. If
may cause difficulties in starting the engine if this soot is jammed in the valves.

Callesen Diesel Page 1 of 2 Sheet no. 7-16-2A
TO BE REMEMBERED WHEN ENGINE IS INSPECTED
Cylinder Covers and Cover Fittings
If the covers have been dismounted, it must always be checked whether they are leaking. Press the
fuel pumps to the bottom when engine is idling; if there are any leakages, a whistling sound will be
heard which is caused by the explosions going through the copper packings. In this case the cylinder
cover must be retightened or the cylinder head gasket must be exchanged. Cylinder cover mounting
instructions - see 7-49.
Valves
Check and adjust the valves (see 7-45).
As to grinding of valves and valve seats - see 7-6.
Starting Valves
Check whether the starting valves are leaking. If there have been starting difficulties and one or more
starting valves have coked, see to it that all pipes in the starting air system and all air distributor
cover ducts are open; if necessary, dismount the pipes for annealing and cleaning.
If it is impossible to tighten all starting valves completely, blank off the valve in question by mounting
a copper disc (or a coin without hole) between the fitting and the cylinder head hole to avoid getting
coke into the other valves.
Repair instructions - see 7-60.
Charging Valve
Check whether the valve shaft is tight against the fitting in top. Adjust if necessary. Maximum turn of
the spindle is 3/4 of a turn (see 7-129).
Filters
Check fuel and lubricating oil filters as well as air filters frequently (see "Maintenance of CALLESEN
diesel engines", 7-95).
Crank Bearings
When dismounting the crank bearings for inspection (see 7-14), check also whether all crank plugs
are tight.
Camshaft
Check the adjustment and lift of the fuel pumps (see 7-45). If the adjustment is incorrect, call in
skilled assistance. Check the adjustment of the air distributor (see 7-63).

Callesen Diesel Page 2 of 2 Sheet no. 7-16-2A
Water Pumps
Check the valves of the cooling and bilge pump (see mounting instructions 7-62).
Circulation Pump
Check the circulation pump. On the lower side of the bracket are two holes. One of them is con-
nected to the shaft packing ring which is blocking the engine oil, and the other is connected to the
carbon ring packing gland which is blocking the water. When the engine is running, ensure that
nothing comes out of the holes and that the holes have not been blocked.
Check whether there are cracks in the hose connections.
As to withdrawal of rotor - see 7-12.
Cooler
Check and clean the oil and freshwater coolers in accordance with maintenance directions 7-10.
Clutch and Reversal
Check the crossbar bolt for pull rod for wear and tear.
Check and, if necessary, replace the corrosion anodes in the clutch oil cooler.
When failure of clutch pressure is experienced: Check clutch filter and oil level of the clutch. The oil
level must be sounded when the engine is idling (disengaged).
Check the over-pressure valve: No oil must leak during reversing manoeuvres. Check the reversing
mechanism before calling at a port, especially after prolonged journeys. Reduce the engine revs to
250 rpm and reverse from ahead to astern.
Lubricating Oil Analyses
While engine is running, drain off approximately 2 litres of oil at the flange under the lubricating oil
filter. Then drain off the oil sample.

Callesen Diesel Page 1 of 1 Sheet No. 4-68-2C
TECHNICAL DETAILS FOR CALLESEN DIESEL TYPE 427 AND 427 T
Engine type C D E FH
Lubricating oil filling liter 160 180 200 220 260
Hydraulic oil filling liter 50 50 55 55
Freshwater filling liter 230 290 350 410 530
Capacity:
Lubricating oil pump m³/h 2.3 2.3 4.0 4.0 6.0
Return oil pump m³/h 2.45 2.45 4.25 4.25 6.5
Clutch oil pump m³/h 2 x 3.5 2 x 3.5 2 x 4.75 2 x 4.75
Cooling and bilge pump m³/h 9.3 9.3 14.4 14.4 29.0
Circulation pump m³/h 14.0 14.0 22.0 22.0 30.0
Fuel feed pump l/h 96 96 146 146 2 x 146
MAX. ALLOWABLE:
Cooling water temperature ºC 90
Ignition pressure kp/cm² 65
Exhaust temperature, without/with turbo ºC 500/525
Main bearing and crank bearing clearance mm 0.20
Axial clearance crank-pilot bearing mm 0.30
Deflection measured between crank webs (autolog) mm 0.08
Wear of cylinder mm 0.25
Gap in piston ring mm 4.00
Wear of track mm 0.40
Clearance between piston and piston pin mm 0.05
Clearance in piston pin bush mm 0.20
Distance between piston and cylinder head mm 2.40
Axial clearance for bush in intermediate wheel mm 0.20
Clearance in camshaft bearing mm 0.10
Axial clearance for rocking levers for valves mm 0.20
Clearance in valve guide, pump lever guide and valve lever guide mm 0.20
Clearance in eccentric strap for water pump mm 0.20
Wear of piston water pump mm 1.00
Clearance in distributor bearing in clutch mm 0.10
Axial clearance of thrust bearing in clutch, 427 C-D (SKF22326) mm 1.3
Axial clearance of thrust bearing in clutch, 427 E-F (SKF22236) mm 1.5
Axial clearance of thrust bearing in clutch, 427 H (SKF24156) mm 2.0
MIN. ALLOWABLE:
Lubricating oil pressure kp/cm² 2.0
Clutch oil pressure kp/cm² 5.0
Opening pressure of nozzles kp/cm² 240
Torque for staybolt kpm 300
Torque for M8 bolt at retaining element kpm 4
Torque for bolts for connecting rod and main bearing 1¼" WG kpm 76
Torque for main bearing bolt M 33 kpm 100
Drive of governor wheel mm 0.9
Exhaust and suction valve clearance mm 0.6