Petter AB1W User manual

HEALTH AND SAFETY
TO PROMOTE SAFFTY AND TO AVOID RISK TO HEALTH. USERS OF PETTER DIESEL ENGINES SHOULD
OBSERVE THF FOLLOWING PRECAUTI0NS.
ENSURE THAT THE ENGINE IS CORRECTLY INSTALLED, OPERATED AND MAINTAINED. ALWAYS FOLLOW
MAKERS INSTRUCTIONS.
BEFORE STARTING THE ENGINE REMOVE AS MUCH OF THE LOAD AS POSSIBLE.
WHEN USlNG A STARTING ROPE DO NOT WINDTHE ROPE ROUND HAND OR WRIST.
MAKE SURE THE ROPE IS NOT FRAYED.
WHEN USING A STARTINGHANDLE HOLD THE HANDLE FIRMLY WITH THE THUMB ON TOP OF THE GRIP
AND NOT ROUND IT. KEEP THE HANDLE AND SHAFT CLEAN AND LUBRICATED TO ENSURE EASY
WITHDRAWAL OF HANDLE.
DO N0T REMOVE GTUARDS.
KEEP CLEAR OF HOT, MOVING, OR ELECTRICAL PARTS.
IF THE ENGINE IS INSTALLED IN AN ENCLOSED SPACE, VENT THE EXHAUST FUMES TO ATMOSFHERE.
WHEN TESTING FUEL INJECTORS DO NOT DIRECT THE: SPRAY AT ANY EXPOSED PART OF THE BODY.
IT CAN PENETRATE THE SKIN.
Publication No. 355791
PETTER DIESEL ENGINES TYPE
AB1W-AC1W ISSUE 2
Publication No. 340937
Alteration as follows:
TECHNICAL DATA
TORQUE SPANNER SETTINGS
Ibf ft kgf m
Cylinder head nut.................... 20 2.77
Should read:
Cylinder head nut.................... 21 2.91
Cylinder head/rocker support nut ..... 24 3.32
Supplement No. 340949 September 1974

1
Petter Diesel Engines
TYPES AB1W and AC1W
3773
This book will help the user to get the best results from the engine. No engine wilt run
without care. but it wilt give good service if given the attention described in this book.

2
Please record details of engine and
installation in the spaces below
PETTER
TYPE No.
BS bhp rev/min
Rating ENGLAND
USE ONLY GENUINE PETTER SPARES
WHEN WRITING QUOTE ENGINE N°
Copy details from engine label
ENGINE INSTALLATION PLANT No.
IMPORTANT
When purchasing parts or giving instructions for repairs customers should, in their
own interest, always specify;
Genuine Petter Parts
Parts that have not been supplied by the Petter organisation cannot be relied upon
for correct material dimensions or finish Fetters cannot, therefore, be responsible for
any damage arising from the use of such parts and the guarantee will be invalidated
In your own interest, therefore, specify:
Genuine Petter Parts

3
Please remember
. . . an engine needs fuel--
Keep fuel, tank, filter and piping clean
... an engine needs lubricating oil-
Use the correct grade of oil Keep oil level topped up.
... an engine needs air--
Keep air cleaner clean Keep air inlet manifold and entire
exhaust system free of carbon and any other restriction.
... an engine needs cooling--
Keep cooling system free from obstruction.
•
After approximately 20 hours initial running of a new or overhauled engine the
following points should receive attention:
(a) Check valve clearance
(b) Drain lubricating oil from sump and refill with clean oil
(c) Check fuel filter
(d) Check all nuts, bolts, etc.. for tightness
•
Requests for parts and service should be directed to:
Overseas
The appointed Petter agent or dealer in the territory
United Kingdom
Petters Ltd. Service Division, Phone: Hamble 2061
Hamble, Telex: 47626
Southampton Telegrams:
S03 5NJ Petter Hamble Telex
or Service Depots at
Petters Ltd. Service Depot,
Broomhill Industrial Estate,
Kirkintilloch, Kirkintilloch 041 -776 2316/7/8
Dunbartonshire Telex: 778204
Petters Ltd. Service Depot,
Limewood Road. Seacroft, Leeds LS14 ILS Leeds 649101
Petters Ltd Service Depot,
Cliff Works, Burton-on-the-Wolds,
Loughborough, Leics Wymeswold 880333
Potters Ltd Service Depot,
Bridge Works. Staines. Mddx. TW183AR Staines 51333

4
technical data AB1W
Bore (nominal)............................................ 3in (76.2mm)
Stroke ........................................................ 2. 25in (57.15mm)
Power and speed (BS continuous rating): 2.4 bhp at 1500 rev/min
3.0 bhp at 1800 rev/min
3.5 bhp at 2100 rev/min
4.2 bhp at 2500 rev/min
5.0 bhp at 3000 rev/min
5.5 bhp at 3600 rev/min
Cubic capacity ......................................... 159 in3(261 cm3)
Compression ratio...................................... 16.25 to 1
Lubricating oil pressure (min )................... 35 lbt/in2(2.46 kgf/cm2)
Fuel injection release pressure................. 2350/2650lbf/in2(165.2/186.3kgf/cm2)
Fuel injection timing (by spill):
Fixed speed
Up to 2200 rev/min........................... 23°before TDC
2201 to 2700 rev/min....................... 26°before TDC
2701 to 3300 rev min....................... 29°bef ore TDC
3301 to 3600 rev min....................... 34°bef ore TDC
Variable speed ........................…. 29°before TDC
Inlet valve opens .....................................13°before TDC
Inlet valve closes .................................... 38°after BDC
Exhaust valve opens .............................. 38°before BDC
Exhaust valve closes.............................. 13°after TDC
Reduction gear ratio............................... 6:1
Fuel tank capacity (engine mounted)........ 9 pints (5.13 litres)
Oil capacity ........................................... 31/4 pints (1.9 litres)
Lubricating oil............................................. See approved list
Fuel.............................................................. A high-grade light distillate diesel fuel
in accordance with B.S. Specification
No 2869 1967 Class A1 or A2
Water capacity: Temperate Tropical
Cooling tank. ................................ 48 gal (218 litres) 120 gal (545 litres)
'Run through' water per bhph......... 3 gal (13 6 litres)
Starter motor battery...................... 12 Volts 50 Ampere hour (min.)
Negative earth
NOTE: Oil capacities, etc , are based on the Imperial (UK.) gallon

5
technical data ACIW
Bore (nominal)............................................ 3in (76.2mm)
Stroke. ....................................... 2.625in (66.68mm)
Power and speed (B.S. continuous rating): 2.8 bhp at 1500 rev/min
3.3 bhp at 1800 rev/min
4.0 bhp at 2100 rev/min
6.0 bhp at 2500 rev/min
6.0 bhp at 3000 rev/min
6.5 bhp at 3600 rev/min
Cubic capacity............................................. 185 in³ (304 cm³)
Compression ratio ................................... 17 to 1
Lubricating oil pressure (min.)................... 35 tot/in² (2.46 kgf/cm²)
Fuel injection release pressure................. 2350/2650 lbt/in² (165. 2/186 3kgf/cm²)
Fuel injection timing (by spill):
Fixed speed
Up to 2200 rev/min........................... 26° before TDC
2201 to 2700 rev/min....................... 28°before TDC
2701 to 3300 rev/min....................... 32°before TOC
3301 to 3600 rev/min....................... 33°before TDC
Variable speed........................................ 28°before TDC
Inlet valve opens........................................ 13°before TDC
Inlet valve closes........................................ 38°after BDC
Exhaust valve opens.................................. 38°before BDC
Exhaust valve closes ................................ 13°after TDC
Reduction gear ratio ............................... 6:1
Fuel tank capacity (engine mounted)........ 9 pints (5.13 litres)
Oil capacity................................................. 43/4 pints (2.7 litres)
Lubricating oil............................................. See approved list
Fuel............................................................. A high-grade light distillate diesel fuel
in accordance with B S Specification No
2869 1967 Class A1 or A2
Water capacity: Temperate Tropical Cooling tank
........................................... 70 gal (318 litres) 170 gal (773 litres)
‘Run through' water per bhph................... 3 gal (13.6 litres)
Starter motor battery................................. 12 Volts 50 Ampere hour (min.)
Negative earth
NOTE: Oil capacities, etc. are based on the Imperial (UK) gallon 5

6
Camshaft end float ................................ 0.003/0 010in (0.08/0.25mm)
Crankshaft end float (new)........................ 0.005/0 01 Pin (013/0 43mm)
Crankshaft end float (not to exceed)......... 0020m (0 51mm)
Crankpin ovality (not to exceed) .......…… 0.0025m (0 063mm)
Cylinder bore wear (not to exceed)........... 0 010in (0 25mm(
Piston ring gap (new) .............……… 0.012/0 017m (0 30/0.43mm)
Piston ring gap (not to exceed) …..…...…. 0.045m (1 14mm)
Exhaust valve lift by decompressor (max ) 0.015m (038mm)
Bumping clearance . ... ......................…. 0.022/0 026m (0 56/0 66mrn)
Valve rocker clearance (cold).................... 0004m (0 10mm)
Valve depth from cylinder head face (new) 0039/0057in (0 99/1 45mm)
Main bearing-clearance (new) .………… 00008/00029m (0020/0 077mm)
Large end bearing clearance (new).......... 00010/0 0035m (0025/0 090mm)
Small end bush diameter (fitted).............. 0.8753/0 8757m (22 233/22 243mm)
Reduction gear power take-off shaft end float 0.002/0 005in (005/0.13mm)
Cylinder rebormg diameters:
Standard................................................… 3-000/3 001 m (76 20/76 23mm)
Oversize:
0 020in ..............................................….. 3.020/3 021 m (76 71 /76 73mm)
0 030in ...............................................…. 3.030/3 031 in (76 96/76 99mm)
0.040m..............................................…… 3 040/3 041 m (77 22/77 24mm)
Crankshaft regnnding diameters:
Main journal and crankpin Standard......... 1 6250/16245m (41 275/41 262mm)
Undersize
0.010in................................... 1.6150/1.6145in(41 021/41 008mm)
0.020in................................ 1.6050/1.6045m (40 767/40 754mm)
Lubricating oil pump
Rotor end clearance (new)..................... 0.001/00025in (0025/0 064mm)
Rotor end clearance (not to exceed) 0005m (0127mm)
Rotor form clearance (new) 0002/0 005m (0051/0127mm)
Rotor form clearance (not to exceed) 0008m (0203mm)
Shaft/bore clearance (new) 00015/0 003m (0038/0 076mm)
Shaft/bore clearance (not to exceed) 0005m (0 127mm)
Rotor shaftdiameter(new) .............. 0.5918/0 5923in (15.032/15.044mm)

7
TORQUE SPANNER SETTINGS Ibf.ftkgf.m
Large end boll ...............................................................……… 253.46
Cylinder head nut............................................................……. 202.77
Injector stud nut................................................................. AB1W 101.38
Injector stud nut................................................................. AC1W 131.80
Flywheel nut ...................... ..........;..................................……. 15521.43
Flywheel extension or gearwheel bolt..............................……. 273.73
Lubricating oil pump screw ..............................................……. 101.38
Lubricating oil filter centre bolt..........................................……. 101.38
Fuel pump delivery union body. .......................................……. 152.07
Crankshaft and camshaft extension shaft screw.............…….. 141.94
Crankshaft gearwheel retaining screw...............................…… 273.73
Camshaft gearwheel retaining screw. .............. ................…… 273.73
Starting handle shaft retaining screw (Raised Hand Starting).. 273.73
Mounting plate screw (4 1 Hand Starling) ...........................…. 182.49
Sliding plate locating screw (41 Hand Starting)........................ 182.49
Sliding plate stop screw (4 1 Hand Starting) (Flywheel end).... 81.10
Gearwheel retaining clip screw (4:1 Hand Starting) (Flywheel
end)....................................... ..... ...... .................... 121.66
Gearwheel retaining screw (41 Hand Starting) (Gear end)........ 182.49

8
APPROVED LUBRICANTS
Supplier
U.K. Winter & Summer
Up to 30°C (86°F)
Tropical
Above 30°C (86°F)
Shell Oil Co. Ltd.
Rotella SX 10W
Rotella TX 10W
Rotella TX 10W/30
X-100 10W
Talona Oil 10W
Rotella SX 20 20W
Rotella TX 20 20W
Rotella SX 20W/40
Rotella TX 20W/40
Super Oil
Tractor Oil Universal
Mobil Oil Co. Ltd.
Delvac Special 10W/30
Delvac 1210
Delvac Special 10W/30
Mobiliand Universal
Mobiloil 20W 30
Delvac 1220
Mobilgard 212
B.P. Companies Ltd
Vanellus 10W
Super Visco-Static 10W/40
Vanellus 20W
Vanellus 20W 30
Super Visco-Static 20W/50
Energol 1C M20W
Tractor Oil Universal 20W/30
Castrol Ltd.
Deusol CRI 10
Deusol CRB 10
Deusol CRB 10W/30
Castrol CRI 10
Castrol CRB 10
Agricastrol Multi-Use 10W/30
Deusol CRI 20
Deusol CRB 20
Deusol CRB 10W/30
Oeusol CRM
Castrol CRB 20
Castrol 210 MX
Agricastrol Multi-Use 20W/30
Esso Petroleum Co
Ltd.
EssolubeHD 10W
Essolube HDX 10W
Essolube 0.3 HP 10W
Essolube D-3 10W
Essolube HDX 10W/30
Motor Oil 10W
Essolube HO 20W
Essolube HDX 20W
Essolube D-3 HP 10W
Essolube D-3 10W
Essolube HDX 10W/30
Motor Oil 20W
Caltex (UK) Ltd.
Supreme Five Star 10W/30
Custom Five Star 10W/30
Five Star 10W
RPM Delo200 10W/30
RPM Delo 200 10W
RPM Delo 100 10W
Supreme Five Star 10W/30
Custom Five Star 10W/30
Five Star 20/20W
RPM Delo200 10W/30
RPM Delo 200 20/20W
RPM Delo 100 20/20W
Chevron International
Oil Co Ltd.
Delo Special 10W
Delo200 10W
Delo Special 20/20W
Delo 200 20/20W
Texaco Ltd.
Ursa Extra Duty 10W
Ursa Extra Duty 10W/30
Havoline 10W
Havoline 10W/40
Ursa Extra Duty 20W
Ursa Extra Duly 10W/30
Havoline 20/20W
Havoline 10W/40
Gulf Oil (G.B.) Ltd
Gulflube XHD 10W
Gulflube XHD 10W/30
Multi-G 10W/30
Gulflube XHD 20/20W
Gulflube XHD 10W/30
Mulli-G 10W/30
Superfleet 20W/30

9
TROUBLE LOCATING CHART
Trouble
Reason Causes Suggested Remedy
Low temperature
Failure to prime (see Cold Starting) Prime with lubricating oil
Fuel supply failure Check
by turning engine and
listen for the
characteristic squeak in
the injector
No fuel in tank',
Air in pipe line.
Broken fuel pipe or leaking connection
Fuel filler choked
Faulty injector nozzle
Fuel pump plunger sticking
Fuel pump tappet sticking
Fill tank and bleed fuel system, if applicable
Repair or renew the pipe or tighten the connection
Fit new fuel filter element
Fit new nozzle
Fit new pump
Free and clean tappet
Engine will not
start
Poor compression
Valves sticking
Cylinder head loose
Cylinder head gasket blown
Piston rings stuck in groove
Worn cylinder and piston
Valves not sealing properly
Free the valves
Tighten all nuts
Fit new gasket
Check rings and clean the piston
Overhaul the engine
Check valve springs
Grind in if necessary
Check the valve clearance
Incorrect lubricating oil
Too high a viscosity oil causing
excessive engine drag
Drain the sump and fill with correct oil

10
TROUBLE LOCATING CHART-contd.
Trouble
Reason Causes Suggested Remedy
Faulty fuel supply
Water in the fuel
Faulty injector nozzle
Fuel filter choked
Air in fuel pipes
Drain fuel system and fill with clean fuel
Fit new nozzle
Fit new filter element
Bleed the system, if applicable
Faulty compression
Broken valve spring
Sticking valve
Pined valve
Fit new spring
Free the valve
Grind or renew
Engine starts
but fires
intermittently or
soon stops
Dirty exhaust Blocked exhaust pipe or similar Clean out
Faulty fuel supply
Faulty fuel pump Faulty injector nozzle
Unsuitable fuel
Fit new pump
Fit new nozzle
Drain the fuel system and fill with correct fuel
Out of adjustment Valve clearances incorrect
Fuel timing incorrect
Adjust
Adjust
Engine lacks
power and/or
shows dirty
exhaust
Dirty engine
Blocked exhaust pipe or similar Dirty
air cleaner
Faulty piston ring
Excessive carbon on piston and
cylinder head
Worn cylinder or piston
Clean out
Clean out
Fit new ring
Decarbonise
Overhaul the engine

11
TROUBLE LOCATING CHART-contd.
Trouble
Reason Causes Suggested Remedy
Knocking
Carbon on piston crown
Injector needle sticking
Fuel timing too far advanced
Broken piston ring
Slack piston
Worn large end bearing
Loose flywheel
Worn main bearing
Decarbonise
Fit new nozzle
Adjust timing
Fit new ring
Fit new piston rings
Renew and check lubrication
Refit
Renew and check lubrication
Overheating
Cooling system failure:
Suction pipe blocked
Air leak in suction pipe
Broken water pump rotor
Faulty water pump seal
Overloaded
Excessive valve clearance Lubricating
oil failure
Check for leaks or blockages
Remove and clean
Check and tighten fittings
Replace rotor and check pump
Replace seal and check pump
Reduce the load Adjust
Check the engine and lubricating oil system for damage
If in order, top up sump and check running
Speed swrg—
Overheating
Air in fuel pipes
Governor slicking
See above
Bleed the system, if applicable
Check the governor for correct operation
Sudden stop
Empty fuel tank
Choked injector
Fuel pipe broken
Seized piston
Fill tank and bleed system, if applicable
Fit new nozzle
Repair or renew
Fit new cylinder and piston
Faulty running
Heavy vibration
Faulty installation Check holding down bolts and flexible mountings and
couplings if fined

12
Installation
1. Engine bearers
Engine mounting bearers or framework must be of rigid construction and
neither deflect nor twist when subjected to the weight of the engine and any
ancillary equipment.
2. Erection
(a) Installation drawings are obtainable from Petters Ltd or their agents
(b) Provision must be made for:
(i) Oil filler cap removal and oil draining.
(ii) Fuel and oil filler and air cleaner maintenance.
(iii) Starting and operation of controls
(c) Only good quality holding down bolts or studs may be used. Set-screws
must NOT be used.
(d) Petters Ltd or their agents should be consulted in the following cases:
(i) Before proceeding with any new form of installation.
(ii) Where the use of anti-vibration mountings is contemplated.
(An unsuitable choice can be dangerous)
(iii) When a portable installation is contemplated. In this instance a
Petter engineer should be present when the initial installation is
made
(e) On direct driven sets the driving and driven units must belined up and a
flexible coupling fitted
3. Exhaust
(a) An exhaust manifold flange is available from Petters Ltd or their agents
and is tapped to enable a threaded exhaust pipe to be fitted.
(b) Exhaust pipe sizes are as follows:
(i) AB1W. This flange is tapped 1in BSP and is suitable for exhaust
pipe lengths up to 18in (457mm). For lengths from 18in (457mm)
to 10ft (3m) and from 10ft (3m) to 20ft (6m) the manifold must be
adapted and exhaust pipes of 1 1/2in BSP and 2in BSP
respectively used.
(ii) AC1W. This flange is tapped 11/2 in BSP and is suitable for
exhaust pipe lengths up to 6ft (1.83m)
For lengths from 6ft (1.83m) to 20ft (6m), the manifold must be
adapted and an exhaust pipe of 2in BSP used
(iii) For exhaust pipe sizes for lengths in excess of 20ft (6m). consult
Fetters Ltd or their agents
(c) An acoustic type silencer for fitting to an exhaust pipe is obtainable
from Potters Ltd or their agents. It is important that the thread size of
this type of silencer is the same as that of the exhaust pipe, and that a
tail-pipe is fitted. The length of the tail-pipe must be ten times the
inside diameter of the exhaust pipe. ie a tail-pipe 15in (381mm) long
must be fitted to a 11/2 in BSP acoustic silencer.

13
(d) The exhaust system should be as short as possible and with a
minimum of bends, otherwise a serious reduction of power will result.
(e) A short length of flexible exhaust pipe should be included between the
engine and main run of piping
4. Air intake
Air is taken in through an air cleaner
Engines installed in confined spaces require good ventilation to ensure a
plentiful supply of cool. clean air.
5. Cooling
(a) Open system
(i) Salt water must NOT be used for cooling unless a corrosion
inhibitor is fitted, and it is important that brass or copper pipes
and fittings are kept to a minimum UNDER NO CIRCUM-
STANCES may brass or copper pipes or fittings come into
contact with the aluminium on the engine.
(ii) The cooling system must not be connected directly to a main
water pressure supply unless a control valve is fitted in the inlet
side of the system. The control valve must at all times prevent
the system being pressurized
(iii) The cooling system must be so arranged that water remains in
the Jacket when the engine is shut down or the water flow is
interrupted
(iv) IT IS IMPORTANT that the vertical distance between the water
pump. if fitted, and water supply is no more than 2ft (61.0 mm).
By fitting a small reservoir to the suction side of the pump, and
supplying water through a hose of no more than 3/8 in (9.5mm)
bore. the distance may be increased to 10ft (3m) A suitable
reservoir and hose is available from Petters Ltd or their agents.
(v) To ensure correct circulation, the cooling water inlet should be
fitted to the side of the cylinder head on AB1W engines, to the
cylinder on AC1W engines and the outlet taken from the top of
the cylinder head.
(b) Closed system (thermosyphon) (Fig 1)
(i) Water tanks may be used for cooling and should be filled with
clean fresh water (see Technical Data)
(ii) It is recommended that 3/4in (19mm) bore pipes are used to
supply water to and from the engine
(iii) The water outlet pipe (A) from the engine should be connected to
the top of the cooling tank (B) in a steadily rising manner. The
bottom of the cooling tank should be level with or slightly below
the bottom of the cylinder Pipes should be as short as possible
with a minimum of bends.
(iv) The water level must NOT fall below the top connection. To
reduce evaporation a loose fitting lid should be fitted

14
(v) If two or more tanks are installed, they should be connected by
2in (51 mm) bore pipes (C). The top connecting pipe should be
below the level of the previous top connection. The bottom
connecting pipe should be about 2in (51mm) from the base.
(vi) A tap should be fitted in the inlet water pipe (D) to the bottom of
the cylinder This is to control the temperature of the cooling
water from the engine at no greater than 95°C (203° F) or less
than 75°C (167°F) Pipes should be too hot to hold b ut the water
should not boil.
(vii) Under low temperature conditions it is advisable to use an anti-
freeze mixture in the cooling tank Make sure that the anti-freeze
used is suitable for aluminium alloy engines and contains the
correct corrosion inhibitor. Do not allow the antifreeze mixture to
remain in the cooling system for more than six months or the
corrosion inhibitor may deteriorate When necessary drain the
cooling system and refill with a new antifreeze mixture.
fig. 1
(viii) Do not mix different grades of anti-freeze and always top up
with a mixture of the same strength. Make sure that the mixture
is suitable for the coldest conditions likely to be encountered
6. Lubrication
(a) The engine oils listed under Approved Lubricants are heavy duty oils
with a minimum performance level as specified by:
British Defence Specification No. 21010
or U.S. Specification MIL/L/2104B
(b) Suitable additional heavy duty engine oils will be recommended by a
local oil distributor but a minimum performance level as above must be
specified.
(c) Petters Ltd or their agents should be consulted if doubt arises regarding
the selection of an engine oil
(d) MARINE AUXILIARY INSTALLATIONS. Although two viscosities of oil
are recommended for different climatic conditions, it is not always

15
practical to change oils as the engine passes from one climate to
another. Under these circumstances,for engines operating fire pumps
or other equipment required IN AN EMERGENCY,it is recommended
that the oil selected should be of a viscosity suitable for the coldest
climate likelyto be encountered. Itshould be noted that this
recommendation is made with ease of hand starting as a first
consideration.
7. Fuel
(a) The bulk storage of diesel fuel is subject to official regulations, but
generally, storage is permitted above ground provided containers of
authorised construction and capacity are used DO NOT use
galvanised containers or the zinc coating will react with the fuel and
damage the fuel injection equipment.
(b) To prevent the harmful effects of moisture absorbed by fuel, provision
must be made for draining off water which may accumulate at the base
of the storage tank. The amount of water absorbed by fuel can be
minimised by keeping storage tanks as full as possible and ensuring
that filler caps, inspection covers, etc., have effective sealings
(c) Tank cocks for withdrawing fuel should be fitted a short distance above
the base, enabling clean fuel to be withdrawn without disturbing water
or sediment
(d) To ensure proper working of the fuel system the fuel must always be
CLEAN.
(e) Fuel should be allowed to settle before use Sludge or water at the
bottom of the container must not be used. Due to increased engine
repair costs, a cheap fuel may prove very expensive in the long run.
(f) Funnels or cans used for fuel should not be used for anything else and
must be kept absolutely clean. They should be thoroughly dried before
use
(g) The fuel tank should always be filled through a strainer.
Occasionally the tank should be flushed out with petrol or paraffin.
(h) The fuel used should be high grade light diesel fuel. gas oil or DERV
fuel It should comply with B.S 2869:1967 Class A1 or A2, an extract of
which is as follows:
Class A1 Class A2
Cetane number (min.).............. 50 45
Viscosity (kinematic) at
37.8°C(100°F).. .................. 1,6 to 6 .0 cSt 1 6 to 6.0 cSt
Carbon residue Conradson
on 10% residue (by weight)
(max)........................ 0.2% 0.2% '
Distillation recovered at
357°C (675°F) (by volume). 90% 90%
Plash point (closed)........... 55°C(130°F ) 55°C(130°F)
Water (by volume) (max) ...... 0.05% 0.05%
Sediment (by weight) (max)..... 0.01% 0.01%

16
Ash (by weight) (max). ............ 0.01% 0.01%
Sulphur (by weight) (max)........ 0.5% 1.0%
Class A1 fuel is intended primarily for automotive use.
Class A2 is a general purposes fuel.
(i) Winter and summer grades of diesel fuels are marketed during the
appropriate seasons and are also graded for that part of the world in
which they are intended to be used Diesel fuels available for use in low
temperature climates are classified as 'Cold Start Reference Fuels'
Make sure that the fuel being used is suitable for the prevailing
temperature conditions
(j) Fuels for marine auxiliary engines required to operate under constantly
differing climatic conditions should be suitable for the coldest
conditions likely to be encountered This is particularly important when
considering fire pumps, etc., required to operate in an emergency
(k) Some diesel fuels not suitable for low temperatures may form wax
under these conditions. If it is suspected that wax has formed, the
whole engine should be gently warmed throughout and the fuel tank.
pipes, injector and fuel injection pump then completely drained and
flushed with the correct fuel. Refill the fuel system with correct fuel and
bleed and prime before attempting to start.
8. Governing
The governor controls the engine at a constant speed irrespective of load
variations and will be either a fixed speed type governing the engine at its
rated speed only or a variable speed type allowing the governed speed to be
varied between idling and full rated speed
The centrifugal forces on the governor balls are transmitted to the fuel
pump rack These forces, which vary with the speed of the engine, are
balanced by an adjustable speeder spring On a variable speed governor the
tension of the speeder spring may be externally altered to give the required
governed speed On fixed speed governors the Speeder spring may be
adjusted to give an included variation of 10%
For starting purposes only. operation of the overload stop lever fitted to
variable speed governors allows the fuel pump rack to move into the excess
fuel pump position When the engine runs up to its rated speed the governor
closes the rack which is then prevented from returning to the excess fuel
position by the ratchet action of the overload stop cam
The overload stop limiting the travel of the rack into the excess fuel
position on variable speed engines is set by Petters Ltd and the internal
adjustment should not be disturbed. Interference with the setting may result in
the engine being overloaded or not delivering its rated power Excessive load
must be avoided and this will be indicated by the engine running below its
RATED speed and/or a dirty exhaust.

17
drive arrangements
9. Engine marks
Power can be taken from more than one shaft at the same time provided
the total power absorbed is not greater than the rated power of the engine.
Drive and starting arrangements are as follows:
MARK I Drive at half engine speed on camshaft extension at end
remote from flywheel Rope starting at flywheel end
MARK II Drive at engine speed on crankshaft extension at end remote
from flywheel Rope starting at flywheel end
MARK VI Drive at engine speed from flywheel end. Rope starting at end
remote from flywheel
10. Pulley drive (Fig. 2) Allow for 21/2% increase between centres
When belt drives are used the belts should be as close to the engine as
possible
To prevent damage to new vee belts when fitting, the distance between
the centre of the engine pulley (A) and the driven pulley (B) must be capable
of a reduction from the designed running position.
Provision must also be made for an increase of at least 2 1/2% over the
designed running position to provide adjustment for belt stretch and wear
during the life of the belts Multiple belts should always be renewed in
matched sets
11. Rotation
Standard engine rotation is clockwise when viewed from the flywheel end.

18
Operation
12. To prepare a new or overhauled engine for starting (Fig 3)
(a) Check that the cooling system is in order and free from
obstruction.
(b) Remove the oil filler cap and, with the engine level,fill with
lubricating oil to the high level mark on the dipstick. (To
remove the cap. push down and twist)Replace cap (After
a few minutes running stop the engine and lop up the oil.
as the level always falls slightly after initial circulation.)
(c) A81W. Unscrew the nut on the air cleaner cover, remove
the cover
Fig. 3
and element and dip the cover In a bath of clean lubricating oil. Allow the
cover to drain Replace the element and cover making sure that the element is
correctly seated on the sealing rings
(d) Lift the decompressor lever (A) and turn the engine fifteen revolutions
to help circulate the oil
(e) Fill the fuel tank and bleed the fuel system, if required.
13. To bleed fuel system (Fig. 3)
(a) Some engines are fitted with a self-bleeding fuel system and require no

19
attention.
(b) If a separately mounted fuel filter is fitted loosen the two vent screws
(B) on top of the filter and keep loose until clean, bubble-free fuel leaks
out Retighten the screws.
(c) On engines not fitted with a self-bleeding fuel infection pump move the
stop/run lever (C) to the 'RUN' position, i.e . horizontal. Loosen the
vent screw (D) on the fuel injection pump and turn the engine a few
times until clean, bubble-free fuel leaks out Retighten the vent screw
(d) If a fuel feed pump is fitted fuel will not flow unless the priming lever is
operated or the engine turned.
14. To start (Figs. 3 & 4)
(a) If a water pump reservoir is fitted, ensure that it is full and the cap is on.
(b) Remove the load from the engine.
(c) Move the stop/run lever (C) to the "RUN" position, i.e., horizontal.
(d) If a variable speed control is fitted, set the control lever to the half
speed position then push down and release the overload stop lever
(E).
(e) If a two-speed control is fitted, set the control in the 'RUN' position.
(f) Rope starting
(i) Turn the starting pulley in the opposite direction to the arrow until
a resistance is felt Bounce the pulley vigorously against the
resistance until the injector has squeaked ten times. (This is
unnecessary with a warm engine)
(ii) Wind the rope round the starting pulley in the direction of rotation.
The end of the rope should be in the pulley from two to two-and-
a-half turns
WARNING-THE ROPE SHOULD NOT BEWOUND ROUND
THE OPERATOR'S WRIST
(iii) Make sure that the decompressor lever is disengaged and then
pull the rope smartly until it unwinds completely from the pulley.
The engine should now fire
(g) 4:1 hand starting
(i) Lift the centre boss of the starting gear
(ii) Engage the starting handle in the boss The handle will not fully
engage unless the boss has been lifted
(iii) Lift and hold the decompressor lever (A) Turn the handle slowly
and listen for the squeak of the injector.
(iv) When the injector has squeaked turn the handle as fast as
possible and release the decompressor lever. Keep turning the
starting handle. The engine should now start. The gears and
starting handle will disengage automatically as the engine
increases speed.
(h) Raised hand starting
(i) Lift the decompressor lever (A) and turn the starting handle in the
direction of rotation slowly until the injector is heard to squeak.
When the injector has squeaked, turn the starting handle as fast
as possible. When maximum speed is reached, disengage the
decompressor lever and keep turning until the engine fires.