Kingfisher KD26 User manual

KINGFISHER DIESELS LIMITED
MARINE ENGINE INSTALLATION INSTRUCTIONS
The reliability of your Kingfisher propulsion unit is
dependant on the quality of the installation
. Almost all
marine engine problems are caused by poor installation.
These instructions must be followed strictly
. Please read
them through completely before starting any part of the
installation
. Disregard of any part of these instructions
may void the warranty and incur call out charges.
If in doubt, our technical staff are available to help on
:-
Phone [phone]
Fax

861144
20 HOUR SERVICE
All Kingfisher engines must be serviced after the first 20
hours and not later than 30 hours' running from new
. If a
boat is still in the hands of its builder or his agent at this
time, they are responsible for arranging the work in
conjunction with the owner
(who is liable for the cost).
.DELIVERY
.
All engines should be carefully inspected for damage on
delivery and the carriers and ourselves notified immediately
in there is any sign of possible damage
. If we do not notify
the carriers within 48 hours, no claim can be accepted.
GENERAL LAYOUT
Please give consideration to service engineers who will need
access to the engine, in particular oil and fuel filters, oil
removal points, rocker cover, injectors and Jabsco pump.
Inadequate access is likely to cause delays and expense in
future.
Engines are often enclosed whilst running
. If this is not so,
ensure that the engine is protected from the weather, and that
all moving parts such as belts and the flywheel are properly
guarded, especially if children are likely to be on board.
ENGINE BEARERS
Engine bearers must have sufficient stiffness and strength to
withstand not only the engine running normally, but also the
thrust from the propeller and, importantly, shock loads should
the propeller become jammed by debris
. Substantial
-i-

longitudinal and transverse support is therefore
essential.
This is equally important in flat bottomed hulls, such
as
narrowboats,
where the
vertical stiffness of flat steel sheet
is not great and resonant bouncing may occur at certain
speeds.
There are two recommended systems for mounting Kingfisher
engines
. The first is to bolt the engine directly to hardwood
bearers, which in turn are fixed to the hull
. There should be
no metal contact between the engine and hull, so that the
timber can act as a sound absorber
. (Electrical and control
cables etc . are permissible
.) Any bolts or screws into or
through a wooden hull should be in A4 stainless steel to
withstand constant immersion.
The second system is to use flexible mounts supplied by
Kingfisher which can be bolted directly to bearers which in
turn are bonded, welded or bolted to the hull
. In this case,
the engine is free to move on the flexible mounts and
provision must be made for this when arranging propeller
shaft, control and electrical connections to the engine . This
system is not presently recommended for the KD12, nor for the
KD26 in narrowboats where engine speeds tend to be low
. In
such cases, the engine is best bolted down to as solid a mass
as possible via timber bearers.
Where flexible mounts are used, some settlement will occur in
addition to the initial deformation, particularly during the
first two days
. Alignment should therefore be checked at
regular intervals.
Flexible mounts are not designed to be effective below 850
rev/min; furthermore, they have a natural vibration frequency
of their own, and when engine vibrations coincide with this
frequency, typically at very
low speeds, excessive engine
movement may result
. If this should happen, avoid running the
engine at the speed which triggers the movement.
VENTILATION
A diesel engine draws substantial amounts of air and there
should also be a reasonable flow of air around the engine
. We
recommend at least a 75 mm . diameter duct from both sides of
the vessel to the engine compartment as a minimum.
PROPELLER SHAFT
Accurate alignment of the propeller shaft to the gearbox is
critical, unless a shaft system such as Aqauadrive or
Centaflex CF-A-G is used
. The propeller and gearbox shafts
must be aligned to within 0 .004" (0
.1 mm .) at the periphery of
-2-

a 4 inch (100 mm .) circle and to zero offset .
Even with a
flexible coupling, accuracy to this level will be
beneficial.
Ensure that the shaft is of suitable material and diameter for
the transmitted power and shaft length
. We strongly recommend
that a flexible coupling be fitted to the output shaft of the
gearbox to act as a shock absorber whether or not the engine
is on flexible mounts . This will reduce sound passing down
the shaft to the hull which then acts as an amplifier, and
.
will also dampen torsional resonance which can damage
a
gearbox.
If the engine is flexibly mounted, the propeller shaft must be
able to accommodate the engine movement
. This can be achieved
by using a Cutless bearing in an "A" or "P" bracket or in the
aft end of the stern tube . A floating type stern gland (i
.e.
flexibly connected to the stern tube) is then essential.
Alternatively, a flexible coupling with adequate movement,
such as the Centaflex type, can be used at the gearbox output
shaft.
If an offset arrangement is required, a specialist
transmission unit such as Aquadrive or Centaflex and/or vee
belts should be used . Offset engine installations using
intermediate shafts and universal joints without flexible
couplings are not recommended as they can be noisy at certain
speeds and may damage
a
gearbox
. We cannot accept
responsibility on such occasions for any adverse consequences.
Ensure that there is adequate clearance between the propeller
shaft coupling and the stern tube so that the shaft can be
disconnected and slid out for maintenance if required.
Propeller
Correct propeller selection is critical to successful
performance . We recommend the use of a specialist propeller
supplier who will take into account all of the hull details,
required speed, available power etc . in determining the
optimum propeller . A questionnaire for this purpose from
Crowther Marine is attached to these instructions and contact
should be made direct if required.
Do not prop
. a boat so that the engine runs too slowly at
cruising speeds : minimum recommended speeds are 700 rev/min
for larger engines, and 850 rev/min for the KD6 and KD8.
Running an engine consistently at very low speeds may result
in smoky exhaust and sooting up of the injectors caused by low
combustion chamber temperatures and incomplete combustion.
- 3 -

FUEL SYSTEM
Fuel tanks must be made of steel, approved rubber
or plastic.
Do not use galvanized tanks with diesel fuel.
The outlet should draw from a point at least 25 mm
. above the
bottom of the tank so as to avoid debris and condensation
water
. A means of removing these contaminants should be
provided, either by a drain plug (if permitted) or by pump
access through the top of the tank.
Deck fillers must be of an approved type that does not permit
water to enter the fuel, and an air vent of adequate size,
screened to prevent water entering, must also be provided.
If the tank is below the level of the injector pump, a fuel
lift pump must be employed
. These are standard on the KD26,
KD36, KD16 and KD14-11 Special engines.
The fuel pump on the KD14-11 Special and KD16 is electric and
must be kept upright for optimum efficiency.
The fuel line to the engine must be at least 6 mm
. or 0 .25"
bore and comply with relevant regulations as to material,
routing and fittings
. All engines are supplied with one
secondary filter unit, but the use of additional sedimenter
and/or agglomerator filter units in the fuel line is strongly
recommended
. Fuel injection equipment is highly sensitive to
dirt
. The most damaging particle size is in the 10 to 30
micron range, and any one filter does not guarantee to remove
more than a certain percentage of such particles : the more
filters, the better.
Diagrams and notes from Lucas CAV on fuel conditioning are
attached as an appendix.
The leak-off lines from the injectors must be led back to the
fuel tank
. The KD26 and KD36 engines have a one metre leak-
off hose attached fitted with a 3/16" hosetail.
Separate fuel lines to other equipment or engines should be
taken direct from the tank and not shared.
COOLING SYSTEMS
Cooling systems can be divided into direct and indirect, and
with wet or dry exhausts (see following section).
Direct cooling systems use raw water from outside the vessel
for circulation round the engine block before discharge
through the hull, or injection into the exhaust system (wet
exhaust)
.
- 4 -

Indirect systems use recirculated fresh water to cool the
engine
. This water in turn is cooled either via
a
heat
exchanger through which external water is pumped separately,
or via a skin cooling tank which disperses heat through the
hull into the surrounding water
. The latter is standard on
narrow boats and other steel hulls where a tank can be formed
as part of the hull inside and below the waterline
. Ensure
that the pipework layout will not permit air locks to form
anywhere in the system.
Indirect systems require a header tank at the highest point in
the system to allow for water expansion and for air to be
expelled
. Generally, they are preferable to direct systems.
A diagram of an indirect system is shown below.
EXHAUST SEND
OUTLET
 1

EXHAUST MAHaCLO

INLET
.
s . i .,
GEARBOX OIL COOLER SEA WATER PUMP
Heat Exchanger Cooling Layout - KD26/36
All offshore and dual system engines employ a Jabsco pump in
the cooling system which must not be run dry or severe damage
will result.
All water intake seacocks should
incorporate a strainer which can be
accessed from inside the vessel for
cleaning, and be capable of
closure
. The open area of the
screen should be at least four
times the area of the hose bore.
Intake hose must be of the non
collapsible variety (NOT car heater
hose) and with a bore at least
equal to that of the Jabsco pump
inlet.
Use stainless steel Jubilee clips
for securing hoses .
SYPASS
HEAO'SLOCX
11 1
HEAT
~--

EXpiAHGER --
FRESH
i
.vATER J
k
i
PUMP

--
0 SEA WATER
SPRESH WATER
Seacock with Strainer
- 5 -

Cooling water outlets MUST be above the waterline if they do
not inject into the exhaust
. Make sure they will not be
obstructed when alongside jetties or banks.
1m26 and KD36
These engines come in Inland or Offshore versions
. The Inland
versions are suitable for skin cooling or use with a remote
heat exchanger, but are
NOT
suitable for direct (raw water)
cooling
. The systems can be pressurised if required but it is
not essential to do so.
Offshore versions come with a combined heat exchanger and
pressurised header tank built on to the engine
. Fresh water
must be used in the engine circulating water, combined with
50% antifreeze or other corrosion inhibitor such as Fernox,
depending on climatic requirements
. Connect one hose tail on
the gearbox oil cooler via non collapsible suction hose to a
seacock
. The other oil cooler hose tail is connected to the
lower, intake spigot on the Jabsco pump on the front of the
engine, still using suction hose.
The water outlet from the exhaust manifold is fed into the
exhaust system (wet exhaust) or through a hull fitting above
the waterline (dry exhaust).
Calorifiers - im26 S Im36
Calorifiers can be connected to both Offshore and Inland
engines
. On an Offshore engine, the bypass hose, which is 1/2
inch (13 mm
.) bore and connects the thermostat housing to the
water pump, is removed
. The feed to the calorifier should
then be connected to the thermostat housing, and the return
connected to the water pump.
Calorifier connections for Inshore engines must be specified
as a factory option
. The flow to the calorifier is then
connected to the thermostat housing and the return from it to
the exhaust manifold
. A short hose bridges the two connection
points for test purposes and should be removed.
KD4, 1m6,
K D8, RD12, RD14, KD16.
These engines are suitable for either direct, or indirect
cooling using a skin tank
. Whichever is used, the cooled
water must be routed through the gearbox oil cooler (hydraulic
gearboxes only) and via the Jabsco pump to the engine block.
With direct systems, the water from the block passes to the
exhaust system (wet exhaust), or overboard separately above
the waterline leaving the exhaust dry (and the pipe hot).
- 6 -

With indirect systems, the warmed water from the engine must
be routed back to the skin tank for cooling and recirculation.
Indirect systems for these engines must NOT be pressurised or
the Jabsco pump will be damaged.
Calorifiers may be connected
between the thermostat outlet and
the return to the skin tank
. A plumbing diagram is available
for calorifier installations.
Bypass link adjustment Th4, KD6, KD8, KD12, KD14, RD16.
In all installations for these models, there is an engine
bypass link in the cooling system, allowing some water from
the pump to bypass the engine
. However, the balance of flow
between the engine and the bypass is critical and highly
sensitive to the plumbing of any particular installation
. The
correct balance can only be achieved once the engine is
installed, and an isolator valve is fitted to the bypass link
for this purpose
. The valve can be turned with a 1p piece or
screwdriver, and a 90 deg
. turn gives 100% valve movement.
If too much water bypasses the engine, it will overheat
; if
too little bypasses the engine, excessive pressure will
develop between the pump and the engine
. This will not only
damage the pump seal, but will result in a surge of cold water
into the engine when the thermostat opens, particularly at
working engine speeds
. This will shut the thermostat until
the engine water heats up again and the cycle repeats itself.
Such treatment is highly damaging to the engine castings and
if a calorifier is fitted, it will not heat up properly.
Start the engine with the valve fully open, i
.e . with the slot
in line with the water flow, and watch the temperature gauge
as the engine warms up at a brisk idling speed
. If the
temperature rises above 70 deg
., partially close the bypass by
rotating the valve about 30 deg
. and noting the temperature
behaviour
. If it continues to climb, close the valve further
until the temperature settles at around 60 deg
. Check again
when the engine is under load.
If the temperature rises to 60 - 70 deg
. and then suddenly
drops to 50 deg
. or less before rising again, particularly
with the engine under load, the valve is restricting the
bypass too much and should be opened and adjusted until the
correct setting is found.
With a little care, a position for the valve should be found
where it can be left without further adjustment.
If the temperature indicator fails to move for a long time and
then suddenly indicates 80 deg . or more, there is an airlock
in the system and the engine water has boiled
. Stop the
- 7 -

engine immediately and allow it to cool for at least 30
minutes before allowing any cold water
into the engine block.
EXHAUST SYSTEMS.
Wet
Wet exhaust systems inject cooling water drawn from outside
the boat into the exhaust system just aft of the exhaust
manifold
. This cools and silences the gases so that marine
rubber exhaust hose can be used for the remainder of the
exhaust system.
With any wet system, there is a risk of water entering the
engine up the exhaust pipe
. THIS MUST BE PREVENTED AND
FAILURE TO DO SO WILL VOID THE WARRANTY.
A suitable water trap MUST be fitted in the exhaust system.
Ideally, the trap should be one metre from the water injection
point, and at least 300 mm
. (12") below it . Ensure that a
lift type trap of adequate design and volume is fitted
: if in
doubt, consult manufacturers such as Halyard (0722 210922) or
a Vetus stockist
. If a
standard trap is impracticable, a
special trap will need to be made to suit the installation.
The outlet pipe from the trap must be led up in a gooseneck to
at least 500 mm
. (18") above the waterline before descending
to a hull fitting
. Do not use hose of smaller bore than the
engine manifold outlet
. The use of an anti surge combined
gooseneck and hull fitting is recommended . Use a sealant such
as Sicoflex for hull fittings.
In small boats or offshore sailing craft, the hull fitting
should be capable of closure to prevent waves or wash from
surging up the pipe.
If the water injection point is less that 300 mm . (12") above
the waterline, a syphon breaker device or valve MUST be fitted
between the engine block and the water injection point,
according to the maker's instructions.
The need for these precautions is created by water lying in
the exhaust pipe when the engine is not running . In the
absence of a
trap, the water will surge up and down the pipe
as the boat tilts on waves or wash, and spill over into the
engine
. Exhaust water is highly corrosive.
Water can also seep in through the water inlet via the Jabsco
pump and, over a period of time, fill up the exhaust system
and flood the engine . This can be prevented by looping the
pipe between the pump and the engine above the waterline and
fitting the anti syphon device already referred to . The
- e -

seacock should be closed if the engine is not to be used for
24 hours or more.
If the seacock incorporates a scoop, it should point AFT in
sailing vessels.
In sailing boats, the consequences of heel and even broaching
(knock down) should be borne in mind . Water traps are not non
return valves, and are designed to function more or less
upright . The water injection hose should always be looped
well above the maximum heel waterline and a syphon breaker
incorporated . Closure of the exhaust outlet and water inlet
is recommended in heavy weather or when racing.
Dry
A dry exhaust can be specified as an alternative and is
standard practice in narrow boats . In this case the cooling
water is not injected into the exhaust and lagged steel
exhaust piping must be used
. Ordinary water pipe is
acceptable, but its weight must not be carried by the engine
manifold : incorporate a length of flexible steel pipe next to
the manifold, particularly if the engine is on flexible
mounts . If the exhaust outlet is vertical, be sure to fit a
self closing device to prevent rain running down and into the
engine . CHECK THAT IT WORKS PROPERLY.
Various silencers are available on the market . Do not
restrict gas flaw by using small bore pipework, and ensure
that all joints inside the boat are gas tight.
ELECTRICAL EQUIPMENT AND PANEL,
Fit the instrument panel in a safe position within easy reach
and sight of the steering position . Ensure no water can fall
directly on to the panel : protection of the panel will prolong
its service life and help to prevent water ingress
. Fitting a
perspex hinged cover over the panel is recommended.
To connect the wiring loom to the engine, follow the wiring
diagram supplied . Ensure each connection is tight and cover
with petroleum jelly or a suitable spray protective
. Repeat
applications during winter lay up.
Use a battery of adequate size, and of the sealed, maintenance
free variety to avoid any explosive gas build up
. Keep the
terminals clean and tight, protected with petroleum jelly.
Connect the starter with adequate cable to carry 140 amps and
keep the length as short as possible
. If a length longer than
one metre is essential, use heavier grades of cable to avoid
voltage drop under load
.
- 9 -

Battery connections are negative to the block
. One of the
flywheel housing bolts will have
been replaced
by
a stud and
Nyloc nut to facilitate this.
Do not carry out
any arc welding on the boat unless the engine
alternator is disconnected first
: induced currents can destroy
the diodes.
Keep all 240v . supplies completely separate from the engine
electrics.
REMOTE CONTROLS
Fit remote controls according to the manufacturer's
instructions and relevant regulations, keeping all lengths to
a minimum and avoid tight curves.
Connect the gear linkage with the lever on the gearbox and the
control lever in neutral
. Check for smooth operation and that
the correct throw is achieved in both ahead and astern
positions
. Then connect the throttle and stop controls and
repeat the checks.
1m6, KD8 and KD14
The throttle and stop controls are interconnected and the
following instructions must be followed exactly to achieve
correct operation.
The following diagram shows the linkage on top of the engine
timing cover .
51
q
Cahle (outer)
1
1 . Outer cable bracket

2 . Stop control outer cable
3 . Governor lever

4 . Nipple
5
. Cable clamp
-10-

As the engine speed varies with throttle lever movements, the
governor lever 3 swings to the left or right on its spindle.
The outer part of the stop cable 2
must be clamped securely to
the bracket 1 on the engine, and the inner part of the cable
must pass freely through the nipple 4 attached to the end of
. the governor lever
. With the stop control pushed fully in,
feed the inner cable through nipple 4 and measure off
dimension A precisely . Attach a clamp 5 to the end of the
inner stop cable and cut off any surplus cable . Dimension A
is as follows :-
KD6

140 mm.
KD8

210 mm.
KD14

160 mm.
When the stop control is operated, the inner cable slides to
the right in the diagram so that the clamp 5 engages against
the nipple 4 and moves the governor lever also to the right,
stopping the engine.
W12
A similar arrangement applies to the KD12 : the stop cable must
be free to slide through the brass nipple attached to the
governor control lever on the engine, so allowing the throttle
to be operated without interference from the stop control
system.
All other controls should be arranged as required.
STARTING THE ENGINE
When the installation is complete, prepare to start the engine
as follows.
1.

Make a final check of all the mounting and coupling
bolts, and that all controls operate properly.
2.

Check engine and gearbox oil levels.
3.

Fill the fresh water cooling system (if applicable) with
coolant, ensuring as far as possible that there are no
air locks . Ensure that the engine block, in particular,
is full of water.
4.

Open sea cocks (if applicable).
5. Pour sufficient fuel into the fuel tank . If the pressure
head to engines without a lift pump is marginal, fill the
tank to provide maximum head . Use only clean, fresh
- 11 -

fuel . If in doubt as to its quality, use a fine mesh
water trapping filter funnel.
6.

On the KD26 and KD36 engines, there is a hand priming
pump fitted to the side of the injector pump
. Unscrew
the large knurled knob on top of the pump to release the
plunger
. Slacken the bleed screw on top of the injector
pump
. This is a slotted 10 mm
. AIF bolt adjacent to the
hand priming pump
. Operate the pump until bubble free
fuel flows from the bleed screw
. Push the plunger in
whilst screwing up the bleed screw and then screw it
home.
7.

On other models, switch on the electric fuel pump if
applicable
. On the KD14 and KD16 models, slacken the
plug on the injector pump opposite the fuel pipe banjo
bolt
; on the KD4,6 and 8 models, slacken the banjo bolt
itself
. In each case, wait until bubble free fuel flows
and retighten the bolt.
8.

Slacken the injector pipe nuts at the injector(s), open
throttle fully (on the KD12, pull up excess fuel ring -
see item 10 below), operate decompressor and crank the
engine until fuel flows from the joint(s)
. Tighten the
nut(s) and crank engine once more until a distinct "dink"
or grunting sound is heard from the injector(s)
. The
engine is now primed and
ready to start
. Should fuel
fail to reach the injectors, slacken the injector pipes
from the injectors and repeat the bleeding process.
DO NOT ATTEMPT TO START AN ENGINE UNTIL THE FUEL SYSTEM
IS PROPERLY PRIMED AND
FREE OF AIR
. Cranking an engine
without fuel or with aerated fuel can damage the injector
pump and injectors.
9.

Before operating starter, ensure that any loose clothing,
hair, ties etc
. are well clear of moving parts such as
the alternator belt or flywheel whilst these are
unguarded.
10. On the
KD12,
pull up the excess fuel ring, located
between the injector pump and the decompressor lever
. It
will return automatically when the engine has started,
and is required only for cold starts.
11.
Release decompressor and open throttle fully if engine is
cold
. Operate the starter and immediately
the engine
starts, reduce the throttle to give a
brisk idling speed.
Operate starter for a maximum of 10 seconds at a time.
For hand start engines, operate decompressor, crank as
vigorously as possible and release decompressor whilst
continuing to crank until the engine is firing properly.
- 12 -

If the engine does not start at the third attempt, repeat
the bleeding process . In cold weather, 5 - 10 ml
. of
engine oil may be added to each cylinder via the inlet
manifold to increase the compression
. Do not add excess
oil or the engine will "hydraulic" when the decompressor
is released with possible expensive damage.
12.
Listen for any unusual noises, and check the instrument
readings
. Check the installation visually for any oil,
water or fuel leaks
. Check a wet exhaust system for
water flow
. If water has not appeared from the exhaust
within 20 seconds, stop the engine and check the cause.
Check indirect systems for coolant level as any air locks
clear
. Speed up the engine to facilitate this.
13.
On KD4, 6, 8, 12, 14 and 16 engines, carefully observe the
temperature gauge readings and follow the bypass
adjustment procedure under "COOLING SYSTEMS
" .
14.
Reduce engine speed to idling, and operate gear control
ahead and astern
. Speed up to half throttle in each case
before casting off and proceeding on a test run.
15.
During the first 20 hours, do not exceed two thirds
throttle whilst the moving parts bed in.
manualskinsta11 .03
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