B & W Marine Service

Technical Service &. Spare Parts

2. Torvegade
DK 1449 Copenhagen K
Cables: BWMARINESERVICE
Teleph : 1 - 542501

Tele Copy Machine

Teleph: 1 - 542501 - Ext 2565

Division of Burmelster & Wain

Copenhagen. Denmark

Service Letter Date

no. 5 L68- +/5 H

Exhaust Valves

1. When burning boiler oil containing appreciable amounts of

vanadium and sodium, grooves have frequently been cut in the valve
seat by the hot combustion products after relatively short running periods
and thus necessitating relatively frequent valve overhauls.

2. Valve life seems to increase very materially by the following:

2.1 Replacing cast iron valve cages by steel cages with

stellite facing.

2.2 MC)dified" jt;~II:te wpiding technique with sHct tempera-

ture control.

2.3 Modified fuel nozzles.

2.4 Correct adjustment of exhaust valve clearance.

2.5 Keeping the fuel injection system in good working

order.

3. These recommendations are based on researches into causes and

experiences with modifications as outlined below:

3. 1 On the seat of cast iron cages a deposit consisting of

iron oxides, vonadium pentoxides and sodium salts are
formed. The rate of formation is dependent on the con-
tent of vanadium and sodium in the fuel oil.
The vanadium pe"ntoxide acts as catalyst for the forma-
tion of sulphuric acid which attacks the seat of and

Departments with special telex

Technical service: Spara pans: Purcha.a: Forwarding:
Telex: 31151 bwserv dk" Telex: 31197 bwpart dk Telex: 31196 bwpurc dk Telex 19023 & 19042 bwforw dk
Teleph 1 - 314433
BURMEISTER & WAIN

forms '::lfter some time smal I grooves in the cast iron valve
cage combined with peeling off of deposits after which the
process of burning and erosion mainly of the seat in the
valve flap commences. By changing to steel cages with
stellite facing hardly any deposit is formed and further-
more the stellite facing is highly resistant against any
sulphuric acid that may be formed.

Small hammer marks from particles being trapped between

the two stellite seats ore of no importance and do not
require gr inding if they do not cover more than approxi-
mately 2/3 of the seat vvidrh.

3.2 A cOlrr::ct microstructure of the stellite facings is impor-

tant (,)1 obtaining optimum durability of the exhaust
va Ive~. The microstructure is dependent on temperature
during welding wherefore welding techniques and tempera-
tures during stellite facing have to be strictly controlled.
It is therefore recommendeJ tu huve su,_ h foe i ng done by
us, our licensees or licensed repair shops ,.' . ho are fully
informed of the procedure.

3.3 For sorne engine types a rodification of fuel atomizers

wi II lower exhaust valve temperatures wi thout detrimenta I
effect to other parts and thus prolong valve life. We
will in future normally deliver the modified atomizers
when filling spore part orders.

3.4 For correct adjustment of exhaust

refer to enclosed drawings I'los ;;~~~~~~::~~
rnls H~3. 13 0481 Oild 13 040~ Instruction

3.5 Correct maintenance of fuel injection system according

to "Instructions for overhaul of fuel valves".

Fur~her attention is drawn to the importance of keeping

the fuel "/alve cool ing oi I system in order.

In cases where, by a mishap, the fuel valve (in valves

with plane seat) has been overheated the spindle may
increase in diameter so that it sticks; in such a case
it is possible to renovate the spindle by heating it for
2 hours in an inactive atmosphere to 310 C upon which
it shrinks again and is useable in the same bushing
without repol ishing. New spare spindles are heat treated
to prevent this increase.
 BURMEISTER & WAIN

3.6 Maintenance, control, cleaning and water washirog

of turbocharger according to enclosed instruction
5014. Older engine types may easily be provided
with facilities for water washing.

After modifications 3.1, 3.2 and 3.3 in otherwise well maIn-

tained engines valve running times of up to 8500 hours have been re-
corded without skimming or grinding of valve seats.

We and our licensees will gladly advice you more In detClil

and offer you new parts that you might reqL.:i re.

Yours faithfully,

AKTIESELSKABET
for
BURMEISTER & WAIN'S MASKIN- OG SKIBSBYGGERI

IJ"'O'{~?~z.
Drawings Nos. ~QQ1 d, 182932- Pf.te ~/o~-3
b-i&t5 t>IQI la 9401 OiiC:J 13-0492,. Instruction A
Instruction 5014
 BURMEISTER & WAIN

pr, te IIO~3(o3)
PLAI~ XLIV The Valve Seats are to be checked as follows:

J.. Contr,)l 'I'er:-'.[,:i.8.te IJ~2, ::'s ~o be clamped firmly

again3t t~e v~lve spi~dle and the wear li~it of
the sDind:e ~~ecked by ~easuring at each of the
point~ A, 3, C, D a~d E, which are given by the
~lotches :.:.;; 'c:--:e template. These :neasure~ents should
be taken C~ twc Dutually perpendic~lar diametral
planes.
The measure~ents which are taken by means of the
template are the differences between normal and a
defective profile of the valve spindle and the
"burnings" must :-lot exceed that stat'ed on the
template at any place.
Check also the seat of the valve spindle: The
valve spindle is usable if the measurement "~"
does not exceed that given on the template_J~~ oj,b ,,~
When grinding the seat, this measurement must IJ-oftlz-oz,.
not be exceeded.
2. The bottom section of the valve housing is checked
in a similar way by means of Control Template 1527.
The maximum allowable grinding "~" is stated in
the fo llowing t ab le,.; 13 -0'1'0:.1 _co l.

Overhaul of Spindles and Bottom Sections

1. Replace the exhaust valves with the spares, which
should always be available, overhauled and ready
for mounting.
2. Grinding of the valve spindles and bottom sections
is made by means of the supplied Grinding Machine
(see separate instructions for using this machine),
which can be used for the grinding ef valve seats
as well as the grinding of the contact faces of
the bottom sections against the cylinder covers.
See the following table for the allowable grindings.
Check that the maximum allowable grinding is not
exceeded when grinding spindles and bottom sections.
3. Before mounting the valve bottom section and the
valve spindles, clean them carefully of burnt-on
oil, carbon and cole layers.
PlATE 8. J53 (03) THIS DOCUMENT MAY NOT BE DUPLICATED OR ITS CONTENTS
USED a. COMMUNICATED TO OTHERS WITHOUT EXPRESS AUTHORITY. ~UC'"

IIIIJE
DELIVERY SUBJECT TO AVAILABILITY: AlL RIGHTS AND TECHNICAl
MODIFICATIONS RESERVED MW MARINE SERVICE - COPENHAGEN.
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Table for checking of valve spindle and valve bottom piece

When Max.
Va Ive spindle with 5tellite new Grinding 0 0
3 4
H 2 5 2
84 VT2 BF-180 39 2 2 0 416 454
-..14 VT2 BF-160 iVTBF) 36 2 2 0 356 392
74VTF -160 (VTF-140) 28 2 0 319 345
-62 VT2 BF- 90 18 2 0 209 225
62VT2BF-140 (VTBF-140 -115) 29 I 2 0 306 5 337 5
62VTF -115 (VF) 23 2 0 265 285
62VF -115 (VTF) 23 2 0 260 280
50VT2 BF- 11 0 (50VBF-90) 23 2 0 247 271
50VTBF -110 20 2 0 249 269
50VTF -110 23 6 2 0 225 240
42VT2 BF- 90 (M42CF) 18 9 2,0 206 227
42VBF - 75 18 2 0 209 225
35VBF - 62 (M35CF) 16 2 0 173 186 5
28VBF - 50 (VF) 12 3 1 5 138 146

Va I ve bottom pi ece wi th Stell i te When Max.

new Grinding 0 O R h
1 2
H1 51
84 VT2 BF- 180 80 2 0 420 450 I 33 1 0
74 VT2 BF- 160 (VTBF) 72 2 0 360 388 30 1 0
74VTF -160 (VTF-140) 68 2 0 320 344 30 1 0
62VT2BF- 90 25 2 0 210 224 28 1 0
62 VT2 BF- 140 (VTBF-140 -115) 60 2 0 310 334 25 1 0
62VTF -115 (VF) 55 2 0 265 285 25 1 0
0

62VF -115 (VTF) 42 2 0 260 280 25 1 0

50VT2 BF- 11 0 (50VBF-90) 50 I
I 2 0 250 268 20 1 0
50VTBF -110 50 2 0 250 268 20 1 0
50VTF -110 50 i 2 0 225 240 20 I 1 0
42VT2BF- 90 (NI42CF) 39 I 2 0 210 224 18 1 0
42VBF - 75 39 2 0 210 224 18 1 0
35VBF - 62 (M35CF) 22 2,0 173 5 186 20 1 0
I 28VBF - 50 (VF) - 2 0 138 146 12 0

When Max.
Ive bottom piece without 5tellite
new Grinding 01 D2 R h
H1 51
84 'IT2 BF-180 80 6 0 420 450 33 1 0
74 VT2 BF-160 (VTBF) 72 5 0 360 388 30 11 0
74VTF -160 (VTF-140) 68 5 0 320 344 I 30 1 0
62VT2BF -90 25 4 0 210 224 I 28 1,0
62 VT2 BF- 140 (VTBF-140 -115) 60 4 0 310 334 I 25 1 0
62VTF -115 (VF) 55 3 5 265 285 I 25 1 0
62VF -115 (VTF) 42 3 5 260 280 25 1 0
50VT2 BF- 11 0 (50VBF-90) 50 3 5 250 268 20 1 0
50VTBF -110 50 3 5 250 268 20 1 0
50VTF -110 50 3 5 225 240 20 1 0
42VT2BF- 90 (NI42CF) 39 3 0 210 224 I 18 1 0
42VBF - 75 39 3 0 210 224 18 1 0
35VBF .- 62 (tvl.35CF) 22 2 0 173 5 186 20 1,0
28VBF - 50 (VF) - 2,0 138 146 12 0
 Instruction A

BURMEISTER & WAIN

A/S BURMEISTER & WAIN'S MOTOR- 06 MASKINFABRIK AF 1971
BURMEISTER & WAIN ENGINEERING COMPAIWY LIMITED

TORVEGAOE 2 . OK 1449 COPENHAGEN K

TELEGRAMS: BURMEISTERS

TELEX: 22366, 22366

TELEPHONE: ASTA (0127) 2501

Deres / Your ref. Vor lOur ref. Lokal/ Ext. Data / Date

GS/DC 16.4.62 July 1968

GS/AES 11.10.62

Function of the Clearance Absorber

The clearance absorbe .. in the exhaust valve gear functions according to the
principle that, when the very great lifting force from the exhaust cam is
transmitted through the roller to the pushrod this takes place so quickly that
the oi I cushion transmitting the force cannot be pressed through the leakage
at the diametral clearance C - whereas the very slow motion which takes
place when the piece L of the exhaust valve spindle expands owing to
heating, is so slow that there is ample time for the oil cushion to be pressed
out. Accordingly it is necessary, that the clearance C is of a suitable size.

Every time the roller guide is lifted by the cam, a minute quantity of oil
wi 11 be pressed out, and every time the pressure is relieved, a corresponding
quantity of oi I wi 11 be drawn in through the non-return valve K, thereby
maintaining the oil level in the clearance absorber. The thickness of the oil
cushion will be large when the engine is cold, and will diminish as the
exhaust va Ive spi nd le becomes warmer. When the clearance 5 at top of the
pushrod is ad justed it is t~erefore necessary to ascertain that the roller at the
bottom is resting on the base circle of the cam and not on the cam, that the
exhaust valve is closed against its seat, and that the spring F 2 has pressed
the pushrod as far out of the small cylinder as possible, which means that the
oi I cushion thickness X has reached its maximum.

This may in case of unfavourable condition be prevented by the central guide

of the large exhaust valve spring (F 1) if this guide has not been loosened at
B, and even if it has been loosened at B there is the possibility that it may
get jammed and distort the ad justment.

In addition to loosening the screw. B it should therefore also be ascertained

that this centra I spring guide is actua lIy free and not exerting any force on
BURMC:ISTER & WAIN 2 Instruction A

the large rocker. After the clearance ad justment S has been carried out it is
therefore advisable to undertake the following test:

With cold and stopped engine the large rocker is actuated by a considerable
force "P" by which the pushrod will slowly move do":"n and press the oil out
of the clearance absorber. It is necessary that this force "P" is maintained
constantly for several minutes. But in that case there should, at the opposite
end of the rocker, on top of the exhaust valve spindle, very slowly appear a
clearance of 3-4 mm corresponding to the thickness of the oil cushion.

There are other possibilities of unsatisfactory functioning of the design, e.g.

the bottom end of the pushrod, forming a plunger in the small balancing
cyl inder, may seize and partly impede the ad justment, partly later prevent
correct functioning of the clearance absorber. Further the non-return va Ive K
may get stuck, or work loose with its housing, or get clogged up - all three
things would also impede the correct movement or functioning of the clearance
absorber.

If the large exhaust valve springs F 1 have not parallel end faces, or if they
become much untrue by the flexion, they may also ruin the effect of the
clearance absorber by pressing so obliquely on the central spring guide that
the ensuing reaction in the point B can squeeze the spring F 2 together and
cauSe the oi I cushion to be pressed out during running.

It is therefore necessary to ascertain that the central spring guide is acting

properly and moves without jamming, and that the large exhaust valve springs
do not press obliquely.

For some time the diameter clearance C was stated too large so that the oil
disappeared too quickly from the clearance absorber, but it has now been
corrected so as to be from 2 to 8 hundredth of a mi 11 imetre on the different
eng i ne types.

TW/GBL
~
THIS DOC:U.\fNT MAY NOT lE DUPlICATfD 0 ITS CONTfNTS
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USlD 01 COMMUNICATfD TO OTHERS WITHOUT EXnESS AUTHORI TV.
DElIVERY SUlJECT TO AVAllAIIlll1Y: All RIGHTS AND TECHNICAl
MODifiCATIONS RESERVED KW MARINE SERVICE - COf'ENHAGEN.

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 BURMEISTER & WAIN

Cleaning of Turbocharger in Service. See Plans XVI and XVII

Cleaning during the running - as described in this

'section - should be carried out at regular intervals, so that heavy
deposits on the rotor are avoided, as these may be difficult to
remove uniformly. The consequence may be an unbalanced rotor, and
this again may necessitate dismantling of the turbocharger for
manual cleaning.
As the tendency to formation of deposits in the tur-
bocharger depends, among other things, on the combustion properties
of the fuel oil used, the intervals between the cleanings should
be fixed after an assessment of the degree of fouling of the tur-
bocharger in the individual plants. The fouling of the turbine
blades can be checked through the inspection covers item 20, fig.
1. Intervals of 6 days will be adequate in most cases.
If vibrations occur in the turbocharger after the
cleaning, this must be repeated. If the deposits have been so heavy
that the vibrations cannot be eliminated by the cleaning method
described here, the load must not be increased, but the turbocharger
must be dismantled for cleaning as mentioned above.
The cleaning nozzle shown on plan XVI is used both on
the turbine and the blower side.
The freshwater used should be taken direct from the
hydrofore and must not be taken from the cooling water of the
engine, as any additives could form deposits in the turbine.
BURMEISTER & WAIN

In the cleanin~ nozzle, water is atomized by means

of compressed air. By pressing th~ handle 30] on the nozzle, the
compressed air is turned on, and this will admit the water, pro-
vided that the pressure is sufficient, the \~ater va)ve being
controlled by a pressure cylinder 302. This arrangement ensures
an efficient atomization.
Before usinz the cleaning nozzle, check that the
water and air connections are correct, so that the water is
atomized in a Jet at right angles to the nozzle tube.
Notice the direction of the jet.
Suitable pressure of air: 4-10 kg/sq. cm.
Suitable pressure of water: 2-3 kg/sq. cm.

C]ean_~ng of the _~urbine side (plan XVII - fig. 1)

is effected through each gas inlet if there are more than one
and according to the following procedure:

1. Reduce the engine load corresponding to a turbo-

charger speed of 2,000-3,000 r.p.m.
2. Check the passage throush the drain cock at the
bottom of the turbine outlet.
3. Put the cleaning nozzle into the branch 303 on the
exhaust bend immediately before the turbocharger,
so that the water jet will be directed towards the
turbocharger. In this position the groove in the
nozzle and the pin 304 in the branch fit together,
and the nozzle can be fixed by means of the union
nut 305.
4. Spray for about 20 minutes, while opening the drain
BURMEISTER & WAIN

cock in the turbine outlet re~ul~rll in order to

re~ove the condens~tion water, 1. " any.
L

5. Renove the cleaning nazzle.

f. After th~ cleaninG, increase the engine load gra-
du a 11 y in t [; Co C0 U rse 0 f C1 b t. 1 0 ::: i nut est 0 norm a 1
load.

Cleani~~ .. ~_LS!~.~ ~l owe!,_~_~.9~_ (plan XVII - fig. 2)

is effected as described below:

1. Reduce the engine load corresponding to a turbo-

charger speed of 2,000-3,000 r.p.m.
2. Checv the passage through the drain cock irnmediate-
ly after the charging air cooler.
3. Loosen the wing nuts 307 and turn the flange 306.
4. Put the cleaning nozzle into the hole in the silencer
casing and suspend bv means of the hook )OS.
5. Spray for about 5 minutes, with the drain cock after
the charging air cooler in open position.
A Remove the cleanin~ nozzle.
7. Close the drai'1 cock again, ':hen no mere water

d After the cleaning, increase the engine load gradually

in the course of about 10 minutes to normal load.
 nilS DOCUMENT MAY NOT BE DUPLICATED OR ITS CONTENTS
USED 011 COMMUNICATED TO OTHERS WITHOUT EXPRESS AUTHORITY.
DELIVERY SUBJECT TO AVAILABILITY, ALL RIGHTS AND TECHNICAL
MODIFICATIONS RfSERVED B&W MARINE SERVICE - COPENHAGEN.

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302 304

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WATER MUST BE TAKEN DIRECTLY 'Oil>
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FROM HYDROFORE AND NOT FROM o
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THE ENGINE FRESHWATER WHICH r-
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BURMEISTER & WAIN

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THIS DOCUMENT MAY NOT 8E DUPLICATED OR ITS CONTENTS

USED OR COMMUNICATED TO OTHE~S WITHOUT EXPRESS AUTHORITY.
DELIVERY SUlJECT TO AVAIL .... ILITY: ALL RIGHTS AND TECHNICAl.
MODIFICATIONS RESERVED KW MARINE SERVICE - COPEJ'.IiAGEN.