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Scania DI16 PDE. Marine engine en-GB 2 805 697. Operator’s manual - part 6

Miscellaneous

Checking the drive belt

IMPORTANT!

Before starting, make a note of how the drive belt

is fitted. Refit the drive belt with the same direc-

tion of rotation as it had before removal.

1. Check the drive belt for cracks. Renew the

drive belt if deep cracks have formed.

Note:

Small and shallow cracks are normal and form

Example of a drive belt.

after only a few hours of operation. They do not

1. Crankshaft.

mean that the drive belt needs to be renewed. If

2. Idler roller.

there are many deep cracks, or if parts of the

3. Alternator.

drive belt have started to come off, the drive belt

4. Belt tensioner.

must then be renewed.

5. Coolant pump.

Example of a minor crack in the drive belt. The drive

The drive belt has deep cracks and must be renewed.

belt can be refitted.

Miscellaneous

2. Check drive belt wear. Renew the drive belt

if it is too worn.

The drive belt is starting to become worn, but can be

The belt is worn down to the cord. The drive belt

refitted.

must be renewed.

Checking for leaks

IMPORTANT!

If serious leakage occurs, contact your nearest

workshop.

1. Start the engine.

2. Check for oil, coolant, fuel, air or exhaust

leaks.

3. Tighten or renew leaking connections.

Check the overflow holes which show

whether the O-rings between the cylinder

liners and crankcase are leaking.

4. Check whether the drain hole on the coolant

pump is blocked. If there is a leak, renew the

seal in the pump or the complete coolant

pump.

Miscellaneous

Checking and adjusting the

valve clearance and unit in-

jectors

Special tools

Number

Designation

Illustration

99 309

Turning tool for rotating the flywheel from below

2 402 509

Turning tool for rotating the flywheel from above

99 442

Setting tool

Other tools

Torque wrench, 0-50 Nm

Waterproof felt-tip pen

0.45 and 0.70 mm feeler gauges

Flash light

Mirror

WARNING!

Block the starting device or remove a battery ca-

ble. If the engine starts unexpectedly, there is a

serious risk of injury.

IMPORTANT!

The engine must be cold when the work is car-

ried out.

Remember to remove the turning tool from the

flywheel after adjustment.

Note:

Carry out the working without pausing, so that

no step is overlooked.

Miscellaneous

Carry out a check and adjustment of the valve

clearances and the unit injectors one more time

after the first 500 hours of operation. After this,

adjustment according to the regular interval

takes place, which is every 2,000 operational

hours.

On the flywheel is engraved the reference infor-

mation UP TDC, DOWN TDC and the angle in-

dications listed in the table below. Depending on

the engine installation and type of flywheel

housing, this information is visible in one of the

windows, either furthest up or furthest down on

the flywheel. See illustration.

Upper and lower window to read the engraving on

the flywheel.

Workflow table

Adjust valves and injectors according to the table

below. Follow the respective column depending

on whether you are reading the engraving on the

flywheel in the lower or the upper window. Start

adjustment at the top of the table.

Order of cylinders.

Reading in the

Valve transi-

Adjust intake

Adjust exhaust

Adjust injector

Reading in the

lower window

tion on cylinder

valve on cylin-

on cylinder

upper window

der

DOWN TDC

7 and 8

4 and 5

UP TDC (180°)

(0°)

UP TDC (180°)

1 and 5

2 and 6

DOWN TDC

(0°)

DOWN TDC

2 and 4

3 and 7

UP TDC (540°)

(360°)

UP TDC (540°)

3 and 6

1 and 8

DOWN TDC

(360°)

Miscellaneous

Checking and adjusting the valve

clearance

Valve clearance, specifications

Intake valve

0.45 mm (0.018 in)

Exhaust valve

0.70 mm (0.028 in)

Tightening torques

Lock nut for valves

35 Nm (26 lb/ft)

1. Clean the rocker covers and the area around

them.

2. Remove the rocker covers.

3. Use the turning tool appropriate to the instal-

lation of the engine. Tool 99 309 is used to

rotate the flywheel from the underside of the

engine and tool 2 402 509 is used from the

top side.

4. Start adjusting one cylinder according to the

table. Rotate the flywheel until the correct

engraving can be read on the flywheel. It

may be necessary to rotate it more than 1 rev-

olution.

Rotate the flywheel in the rotational direc-

tion of the engine, which is clockwise

viewed from the front of the engine and anti-

clockwise viewed from the back of the en-

gine.

During a valve transition, the exhaust valve

(the long arm) is closing at the same time as

the intake valve is opening.

The UP TDC engraving on the flywheel is

now visible in the window furthest up on the

flywheel. The DOWN TDC engraving is vis-

ible in the lower window.

5. Read Workflow table on the previous page to

see which valve to adjust.

6. Stick the feeler gauge under the pressure pad

of the rocker arm and check the valve clear-

ance.

7. If necessary, adjust the valve clearance by

a) loosening the lock nut on the end of the

rocker arm

b) adjusting the valve clearance with the ad-

justing screw

Adjusting screw.

c) tightening the lock nut.

Lock nut.

8. Mark the rocker arm with the felt-tip pen and

Rocker arm.

adjust the unit injector according to the next

Valve bridge.

section. Then continue on to the next cylin-

Feeler gauge.

der according to the table.

Miscellaneous

Checking and adjusting the unit in-

jectors

Tightening torques

Lock nut for unit injec-

39 Nm (29 lb/ft)

tors

1. See the Workflow table for details of the in-

jectors to be adjusted.

2. Fit the setting tool with the metal plate

around the unit injector.

The unit injector is correctly set when the

small piston (1) is level with the flat upper

surface of the tool. Use a finger to check.

You can feel very small differences. See also

the illustrations on the next page.

3. If necessary, adjust the unit injector by

a) loosening the lock nut (2)

b) adjusting the unit injector using the adjust-

ing screw (3)

c) tightening the lock nut.

IMPORTANT!

Remove the setting tool when the adjustment is

done.

4. Mark the injector with the felt-tip pen and

continue adjustment according to the table.

Miscellaneous

The setting tool piston is above or below the flat

The setting tool piston is level with the flat upper

upper surface of the tool. Adjust the unit injector. surface of the tool. The unit injector is correctly

adjusted.

Miscellaneous

Renewing the reductant fil-

ters

Note:

There is always one reductant pump with a filter

in the reductant tank (buffer tank). However,

there may be an additional reductant pump with

a filter between the main reductant tank and the

buffer tank.

1. Wipe clean around the filter housing to pre-

vent impurities from penetrating it.

2. Remove the filter housing. Use a 46 mm

socket.

WARNING!

There may be a lot of reductant in the filter hous-

ing and it may spill out. Wear protective gloves.

IMPORTANT!

Reductant pump.

Always rinse away reductant spillage on connec-

Filter.

tions and other parts with lukewarm water to pre-

Sealing diaphragm.

vent corrosion. If reductant seeps into electrical

O-ring.

connections or electrical cables, these must be

Antifreeze.

renewed.

Filter housing.

3. Remove the sealing diaphragm.

4. Remove the old reductant filter and fit a new

one.

Miscellaneous

5. If the anti-freeze protection in the filter hous-

ing comes loose, wipe both the anti-freeze

protection and filter housing thoroughly so

that they are completely dry before they are

assembled again.

6. Wipe the sealing diaphragm and fit it over

the filter.

Ensure that the edge of the diaphragm is sit-

ting in the groove.

7. Lubricate the sealing diaphragm and threads

with the accompanying spray.

Miscellaneous

8. Renew the O-ring. Place the new O-ring in

the filter housing.

9. Refit the filter housing. Use a 46 mm socket.

Tighten to 80 Nm (59 lb-ft).

Quality requirements for fuel

phur content is used, it can cause damage to the

Quality requirements for

engine and the SCR system.

fuel

Quality requirements and testing standards for

the most important properties of different types

of fuel are described in the Workshop Manual.

This can be ordered from Scania dealers or di-

rectly from Scania.

Diesel

Properties

The quality of the diesel is very important for the

operation and service life of the engine and the

fuel system, and also for the engine performance.

REQUIREMENT!

The diesel should comply with the requirements

of European standard EN590.

However, Scania accepts larger tolerances of

certain properties. Please see the table below.

Property

Requirements

Viscosity at 40°C

1.4-4.5 cSt

(104°F)

Density at 15°C (59°F)

0.79-0.87 kg/dm³

Ignitability (CET rating)

minimum 49

Lowest flashpoint

56°C (132°F)

Particulate contamina-

Classification 22/20/17

tion level

according to ISO 4406

Sulphur content

IMPORTANT!

The operator is responsible for using the correct

type of diesel to ensure that local laws are com-

plied with.

Important to use low sulphur diesel

For engines with SCR systems certified in ac-

cordance with IMO Tier III, it is important to use

low-sulphur diesel, to ensure that the engine

works correctly. If diesel with an excessive sul-

Quality requirements for fuel

Permitted sulphur content in diesel

Engine type

Max. sulphur content

Remark

Engines without SCR sys-

4,000 ppm (0.4%)

If the sulphur content is higher than 2,000 ppm, the

tem connected

oil change intervals must be halved. A higher sul-

phur content than 4,000 ppm is not permitted, since

this will result in engine damage.

Engines with SCR system

500 ppm (0.05%)

Scania strongly recommends that fuel with a max-

connected

imum sulphur content of 50 ppm is used if the en-

gine is run with an SCR system connected for

longer periods of time.

Diesel with a higher sulphur content than

500 ppm for engines with SCR systems

If diesel with a higher sulphur content than per-

mitted is used on a short-term basis, this will not

cause permanent damage to the SCR catalytic

converter. The SCR catalytic converter may,

however, require diesel with a low sulphur con-

tent for some time after this to regain its normal

efficiency.

If diesel with an excessive sulphur content is

used for a longer period, there is a risk that the

SCR catalytic converter will not work properly.

Temperature dependence of diesel

IMPORTANT!

Mixing kerosene or other paraffins with the die-

sel is prohibited. The injectors may be damaged.

It is not permissible to mix petrol with diesel. In

the long term petrol can cause wear in the injec-

tors and engine.

Quality requirements for fuel

At temperatures lower than those specified for

the diesel, paraffin wax may precipitate from the

diesel and block filters and pipes. The engine can

then lose power or stop.

The diesel is adapted for use in the specific cli-

mate of each country. If an engine is to be oper-

ated in a temperature zone with a temperature

lower than normal, first identify the temperature

properties of that particular diesel.

DMX and DMA diesel

IMPORTANT!

Use of DMX and DMA diesel is not permitted

for engines with SCR systems.

DMX and DMA diesels normally cause in-

creased wear on the injection system. As a result

of the high sulphur content in these types of die-

sel, the engine oil is also affected. The engine oil

must have as high a Total Base Number (TBN)

as possible.

REQUIREMENT!

For engines running on DMX and DMA diesels,

the engine oil must have a TBN of at least 12.

When the engine is taken into operation the en-

gine oil must be analysed every 50 hours to de-

termine the correct oil change interval. The oil

analysis must be carried out according to the in-

structions in the Oil analysis section in this Op-

erator's manual.

Bear in mind that the emission limit for the cur-

rent engine type may limit the maximum permit-

ted sulphur content of the diesel.

HVO

HVO is a synthetic diesel which is manufactured

through the hydrogenation of plants and animal

fats. To the user, HVO is reminiscent of diesel in

accordance with EN590, apart from HVO having

a somewhat lower density.

Scania approves the use of up to 100% HVO for

all engines in accordance with the European

standard EN 15940.

Quality requirements for fuel

Biodiesel (FAME)

Use of biodiesel

IMPORTANT!

For engines with SCR systems, a maximum of

10% mixture of biodiesel should be used.

Scania uses the term biodiesel to refer to a re-

newable diesel made from greases or oils and

methanol. The biodiesel should conform to the

requirements of European standard EN 14214 or

Brazilian standard ANP-45. For biodiesel in ac-

cordance with EN 14214 or ANP-45, the generic

term FAME is frequently used.

Normal diesel in accordance with EN 590 can

contain up to 7% biodiesel from the diesel sup-

plier. There are grades of diesel that comply with

EN 590 but contain a higher mixture of biodies-

el.

Scania approves up to a 10% mixture of biodies-

el for all engines.

For PDE engines, Scania allows usage of up to

100% in accordance with EN 14214 or ANP-45.

However, this does not apply to engines with the

SCR system, where only 10% is permitted.

Maintenance interval

IMPORTANT!

Make sure that maintenance intervals are differ-

ent when operating on diesel or biodiesel.

With a greater mixture of biodiesel than 10%, the

renewal intervals for the following are halved:

• Fuel filter.

• Oil filter.

• Engine oil.

Quality requirements for fuel

The viscosity grade of the engine oil should be

xW-40. xW-30 grade oils are unsuitable due to

the fuel dilution effect.

Check the engine oil level regularly. If the oil

level exceeds the maximum level, the oil must be

changed. Check the cause if the oil level exceeds

the maximum level and contact your nearest Sca-

nia workshop if you suspect a fault.

Storage of biodiesel

IMPORTANT!

Biodiesel must not be stored for more than 6

months.

Biodiesel has a maximum storage life of

6 months from the date of production to the ex-

piry date. The fuel is affected by light, tempera-

ture, water, etc. during storage, which affects the

fuel characteristics and durability.

Biodiesel also has lower stability against oxida-

tion than diesel. This can result in a thickening of

the fuel and blocking of parts of the fuel system,

e.g. the fuel filter. Bacterial growth can occur

when fuel is stored in tanks under unfavourable

conditions. Avoid storage in barrels or auxiliary

tanks, except when fuel turnover rates are high.

Check tank cleanliness whenever refuelling

takes place.

If the engine has been refuelled with biodiesel,

and is stationary for a long period, condensation

water can form in the fuel tank resulting in bac-

terial growth.