12

AUXILIARY ENGINES

A. GENERAL MOTORS 8-268 AND 8-268A ENGINES

12A1. General. The General Motors 8- access to the crankcase. Eight are located
268 or 8-268A engine is used on board on one side and seven on the other. The
modern submarines as an auxiliary remaining handhole is covered by the air
engine. It is located in the lower flats of maze which may be moved. Seven of the
the after engine rooms, and may be covers are of the safety type, each having
used for directly charging the batteries four spring-loaded plates, which in an
or carrying the auxiliary load, and emergency, relieve any undue pressure in
indirectly for ship propulsion. The GM the crankcase.
8-268 is an 8-cylinder, in-line, 2-cycle,
air started engine rated at 300 kw The main bearings are lubricated
generator output at 1200 rpm. In from the lubricating oil manifold
general, the individual parts of the located in the crankcase.
engine are similar to, but smaller than
the corresponding parts in the GM 16-
b. Crankshaft. The crankshaft is
278A. For example, the camshafts,a heat-treated steel forging
exhaust valve and rocker lever finished all over, having eight
assemblies, injectors, pistons, cylinders,
connecting rod throws or
liners and connecting rods are almost
crankpins 45 degrees apart. The
miniature replicas of the 16-278A parts.
crankshaft is held in the cylinder
The main differences between the block by nine main bearing caps.
engines appear in the construction and
The bearing at the drive end of
design of the various systems such as
the engine acts as a combination
the scavenging air, exhaust, lubricating
main and thrust bearing.
oil, and fuel oil systems, as well as in
Lubricating oil is supplied under
the fact that the 8-268 is an in-line
pressure from a main manifold
engine. located in the crankcase, and is
forced through tubes to the
12A2. Engine stationary and crankcase crossframes, where it
moving parts. a. Cylinder flows through oil passages to the
block. The cylinder block is the main bearings. From the main
main structural part of the bearings the oil flows through
engine. It is composed of drilled holes, in the crankshaft to
forgings and steel plates the adjoining crankpin and
welded together, combining lubricates the connecting rod
strength with light weight. bearing. The combination main
and thrust bearing journal No. 9
The upper and lower decks of is not connected by drilled holes
the cylinder block are bored to to a crankpin. There is a 1/4-in.
receive the cylinder liners. The diameter radial oil hole in the
space between the decks is the surface of this journal into which
scavenging air chamber. The a capscrew, with the head
bore in the lower deck is ground off enough to clear the
constructed with a groove bearing seat, may be inserted
which serves as a cooling water for rolling out the upper shell.
inlet for the liner. The cylinder
liners are located in the c. Elastic coupling. The power
cylinder block by means of from the engine crankshaft is
dowel pins in the upper deck. transmitted through spring
packs from the inner spring
The camshaft bearing lower holder of the elastic coupling, or
support is an integral part of flywheel, to the outer spring
the cylinder block located at holder, and from there through
the extreme top of the block. the driving disk to the generator
The bearing cape and bearing armature shaft flange. A pilot on
supports are match-marked the end of the crankshaft fits
and must be kept together. into a ball bearing in the
armature shaft. The turning gear
The forged transverse pinion engages a ring gear
members in the bottom of the shrunk on the rim of the outer
cylinder block form the main spring holder.
crankshaft upper bearing seats.
Again the bearing caps and The inner cover of the elastic
bearing supports are match- coupling, through which the
marked and must be kept camshaft gear train is driven, is
together. fastened to the outer spring
holder. A helical
Fifteen removable handhole
covers permit

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Figure 12-1. Blower end control side of GM 8-268 auxiliary engine.

Figure 12-2. Blower end exhaust header side of GM 8-268 auxiliary engine.

231

Figure 12-3. Longitudinal cross section of GM 8-268 auxiliary engine.

232
Figure 12-4. Transverse cross section of GM 8-268 auxiliary engine.

233
 Figure 12-6. Lubrication of main
Figure 12-5. Cutaway of frame,
bearings, GM 8-268
GM 8-268.
into full contact when the cap is
internal gear, cut in the inner
fully tightened. A drilled hole in
bore of the elastic coupling
the lower shell fits on a dowel
cover, meshes with the
pin in the cap. The dowel pin
crankshaft gear, forming a
locates the lower shell in the
splined drive connection to the
bearing cap and prevents both
crankshaft gear which has a
the upper and lower shells from
loose mounting on the
rotating.
crankshaft.
Each bearing shell is marked on
The bearing bore of the
the edge of one flange. For
crankshaft gear. hub receives
example, 2-L-B.E. indicates that
oil that flows from the adjacent
the shell so marked is for the No.
main bearing through passages
2 main bearing, the lower
in the crankshaft. The parts of
bearing shell, and the flange so
the elastic coupling are
marked must be toward the
lubricated with the oil that
blower end of the engine. The
flows from the bearing bore of
main bearing nearest the blower
the crankshaft gear hub.
end of the engine is the No. 1
main bearing. Upper and lower
d. Main bearings. Each main
bearing shells are not
bearing consists of an upper
interchangeable.
and a lower double-flanged,
bronze-backed, precision
Crankshaft thrust loads are
bearing shell. The centrifugally
taken by the rear main bearing.
cast lining is a high lead
The thrust bearing shells are the
bearing metal called Satco
same as the other main bearing
which contains a special
shells except that the bearing
hardener. metal is extended to cover the
flanges. Each main bearing cap
The lower shell is mounted in is marked with its bearing
the bearing cap and the upper number and is marked Blower
shell in its seat in the cylinder End on the side that should face
block crossframe. The joint the blower end of the engine.
faces of the upper and lower
bearing shells project a very Lubricating oil enters the oil
small amount above the seat groove in the upper shell
and cap. That is to insure that through a hole in the top and
the backs of the shells will be then
forced

234
flows to the lower shell. The bearing of upper and lower bearing shells. The
surface of the lower shell has an oil bearing shells are lined with Satco metal
groove starting from the joint face at and are of the precision type. Each
each side and extending partially connecting rod bearing shell is marked
around the inner surface of the shell. on the edge of one flange. For instance,
1-L-B.E. indicates the shell is marked for
e. Pistons. The pistons are the No. 1 connecting rod, and lower
made of an alloy cast iron. The bearing shell, and the bearing flange so
bored holes in the piston pin marked must be toward the blower end of
hubs are fitted with bronze the engine. No shims are used between
bushings. The outer ends of the the connecting rod and the bearing cap.
bore for the full-floating alloy The upper and lower bearing shells are
steel piston pin are sealed with not interchangeable.
cast iron caps.
The lower shell is mounted in the
A cooling-oil chamber is formed bearing cap and the upper shell
by an integral baffle, and the in its seat in the connecting rod.
piston crown lubricating oil The joint faces of the upper and
under pressure flows from the lower bearing shells project a
top of the connecting rod, very small amount above the
through a sealing member, into seat and cap. This is to insure
the cooling chamber. The oil that the backs of the shells will
seal is a spring-loaded shoe be forced into full contact when
which rides on the cylindrical the cap is fully tightened. A
top of the connecting rod. The drilled hole in the lower shell fits
heated oil overflows through on a dowel pin in the cap. The
two drain passages. dowel pin locates the lower shell
in the bearing cap and prevents
Each piston is fitted with six both the upper and lower shells
cast iron rings, four from rotating.
compression rings above the
piston pin and two oil control The piston pin is of the full
rings below. These rings are of floating type. The piston pin
the conventional one-piece, bronze bushing is a shrink fit in
cut-joint type.

f. Connecting rods. The

connecting rod is an alloy steel
forging. The connecting rod
bearing in the lower end of the
connecting rod consists

Figure 12-7. Cross section of piston, GM 8-268.

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the upper hub of the connecting rod.
The ends of the pin oscillate in the
bronze piston pin bushing hubs of the
piston.

g. Cylinder liner. The cylinder

liner is a cylindrical alloy iron
casting with cored annular
spaces between the inner and
outer surfaces between the
inner and outer surfaces
through which cooling water is
circulated. The liner is
accurately bored to a smooth
finish.
Figure 12-8. GM 8-268 cylinder liner
The cylinder liner is held in the cross section showing cooling water
engine block by the lower passages.
deckplate and a recess in the
upper deckplate. The cylinder Cooling water flows from the
head forces the liner against cylinder liner into the head and
the cylinder block. The lower then flows into the water jacket
deckplate has a groove that of the exhaust manifold.
serves as the water inlet into
the passages in the cylinder Each cylinder head is fitted with
liner. It is made watertight by four exhaust valves, the unit
two synthetic rubber ring injector, rocker lever assemblies,
gaskets, called seal rings. The air starter distributor valve, an
cooling water flows up through over speed injector lock, the air
the cylinder liner and into the starter check valve, and the
cylinder head through ferrules cylinder test and safety valves.
made watertight by synthetic
rubber gaskets. The air intake i. Rocker lever assembly. Each
ports, through which cylinder head is equipped with
scavenging air from the blower three rocker levers, two of which
enters to supply the cylinder operate the two pairs of exhaust
with fresh clean air, are located valves, and the third operates
around the circumference of the injector. The rocker levers
the liner. When the piston are made of alloy steel forgings.
reaches the bottom of its Bushings are pressed into the
stroke, these ports are lever hubs and are reamed for a
completely open and the air bearing fit on the rocker lever
space above the piston is shaft.
charged with fresh air.
The three rocker levers rock on a
The joint between the cylinder fixed shaft which is clamped in a
liner and the cylinder head is bearing support. They are fitted
made gastight by an inner with cam rollers, which operate
bronze gasket while an outer in contact with the exhaust and
copper gasket which has injector cams. Each of the three
notches in it serves to seat the cam rollers turns on a bushing
head squarely against the and the bushing turns on a
cylinder liner. The drain plug in sleeve that has a loose mounting
the lower part of the jacket of on the roller pin. Each of the
the cylinder liner should be exhaust valve rocker levers
removed for draining water operates two valves
when freezing temperatures
are expected and an anti-
freeze solution is not in use.

h. Cylinder heads. The engine

cylinders are fitted with
individual cylinder heads which
are made of alloy cast iron.
Studs in the cylinder block hold
each head against the cylinder
liner flange. The joint between
the head and the liner is made
gastight with an inner bronze
and an outer copper gasket.
The outer gasket serves to seat
the head squarely on the liner.
The shallow milled grooves
show leakage of exhaust gas or
water.

The head is also fastened to

the vertical wall of the cam
pocket with tap-bolts. The joint
is made oiltight with a
synthetic rubber gasket.

236
through a bridge. Each of the valve the sequence of events essential to the
rocker levers is fitted at the valve end operation of the engine will be in the
with a nutlocked adjusting screw, proper order. The forged steel crankshaft
which has a hardened ball end that fits gear, which is driven by, the crankshaft
into the ball socket in the valve bridge. through the elastic coupling, is keyed on
The injector rocker lever is fitted at the a split collar and drives the camshaft gear
injector end with a nut-locked adjusting through the crankshaft and camshaft idler
screw, which has a hardened ball at the gears. A spacer ring is doweled to the
lower end. This ball is fitted with a crankshaft gear.
hardened steel flexibly mounted shoe.
The shoe bears on the injector plunger Steel-backed babbitt-lined
follower and transmits the rocker lever bearing shells support the inner
motion to the injector plunger. and outer hubs of the forged
steel helical idler gears. The
The rocker lever shaft is made inner and outer supports are
of alloy steel and is ground to bolted and doweled together
size. The shaft is clamped in before being mounted in the
the bearing support by two camshaft drive housing. The fuel
bearing caps and is held in its oil pump and governor are
correct location by a dowel pin driven from a gear that meshes
in one of the bearings. A rocker with the lower idler gear. A pair
shaft thrust plate is bolted to of bevel gears drives the vertical
each end of the shaft, and a governor shaft which is mounted
plant fiber gasket is placed in in ball bearings.
the joint between the thrust
plate and the rocker lever The lower idler gear also drives
shaft. The bearing support is the quill shaft gear, which is
fastened to the cylinder head splined for the quill shaft that
with two studs and positioned drives the blower and accessory
by two dowels, and is also held gear trains. A splined coupling,
against the head by two of the which rotates in the babbitt-lined
cylinder head hold-down studs. center bearing, joins the two
sections of the quill shaft.
The rocker lever assembly is
lubricated with oil received The overspeed trip weight
from one of the camshaft assembly and the camshaft gear
bearings. The oil flows from the are bolted and doweled to a hub
top of the camshaft bearing that also serves as a bearing
through a tube to the plate journal for this assembly. The
connection that is fastened to hub is splined to fit on the end of
one end of the rocker lever the camshaft.
shaft. From this connection, the
oil flows through drilled Lubricating oil for the camshaft
passages in the rocker lever drive gear train and bearings is
shaft to the three bearings in piped from the end of the
the rocker lever hubs. lubricating oil manifold in the
cylinder block. Oil is supplied
A drilled passage in each of the under pressure to the hollow
rocker lever forgings conducts camshaft through the camshaft
the lubricating oil from a hole gear bearing. Open jets spray oil
in the hub bushing to the on the gear teeth.
camshaft end of the lever. The
rocker lever motion permits oil Complete dynamic balance of
to flow intermittently under the engine is obtained by
pressure from the hole in the balance weights mounted in a
shaft, through one hole in the certain relation to each other on
bushing and rocker lever to the the gears in the front and rear
cam roller. The bearing in each gear trains.
of the cam rollers receives oil
through drilled holes in the k. Accessory drive. The
roller pin and in the bearing accessory drive, located
bushings. between the end of the
crankcase and the blower,
j. Camshaft drive. In 2-cycle consists of a train of helical
engine operation the camshaft gears driven from the camshaft
rotates at the same speed as drive gear train through the quill
the crankshaft. The camshaft shaft. The gears in the accessory
drive gears are located at the drive are match-marked with a
power takeoff end of the definite relationship to the
engine. They transmit the match-marks on the gears in the
rotation of the crankshaft to camshaft drive gear train, to
the camshaft. It is necessary to maintain the
maintain a fixed relationship
between the rotation of the
crankshaft and the rotation of
the camshaft so that

237

Figure 12-9. Cross section of camshaft, GM 8-268.

relationship between the balance steel backed and babbitt lined, are held
weights in both trains. on their seats in the cam pocket with
bearing caps.
The accessory drive gear drives
the upper idler gear. This upper There are four cams for each
idler gear drives the lower idler cylinder. The two outer cams
gear. A plate with a splined hub operate the exhaust valves, and
for driving the lubricating oil the center cam operates the
pump is bolted to the hub of injector. The fourth cam, which
the lower idler gear. The fresh is narrower than the other three,
water and sea water pump operates the air timing valve.
drive gears are driven from the
lower idler gear. The hubs of The camshaft drive end of the
the water pump drive gears camshaft is splined for a driving
have a spline cut in the bore for connection in the hub of the
the fresh water and sea water camshaft gear which is driven
pump shafts. The hubs which from the crankshaft gear
project from each side of the through a train of idler gears.
lower idler and water pump
gears run in steel-backed Lubricating oil under pressure is
babbitt-lined bearings mounted supplied to the camshaft bore
in the inner and outer bearing through the splined drive
supports. These bearing connection. The oil is then
supports are bolted together delivered to the camshaft
and the assembly is fastened in bearings through radial holes in
place on the inside of the the camshaft. Oil for lubricating
accessory drive housing. the rocker lever mechanisms
flows through tubes from the
Lubricating oil is piped to the camshaft bearing caps.
accessory drive from the main
lubricating oil manifold in the m. Engine control. The governor,
cylinder block. Oil lines and which is located at the generator
connecting pass ages in the end of the engine, controls the
bearing supports supply oil to engine speed for any setting.
the bearings in the drive.
The movement of the governor
The accessory drive cover power mechanism is transmitted
should be removed periodically through lever and link
and the gear train inspected for connections to the injector
excessive wear of any parts. control shaft in the cam pocket.
Lubricating oil lines and Each fuel injector rack is
passages should be checked connected to a control shaft
periodically to insure that they lever through a slipjoint link. A
are not broken or clogged. All micrometer adjusting screw on
nuts and capscrews should be this link increases or decreases
tight. the amount of fuel injected into
the combustion chamber.
1. Camshaft. The camshaft is of
the one-piece type with integral A slip joint is connected to each
case-hardened cams and injector rack so that in case the
bearings. The bearing control rack in one injector
bushings, which are binds, the compression of the
spring in

238
the slip-joint link allows normal filter on the cylinder head to a jumper
operation of the other injectors. Each tube that supplies the injector. The
spring is preloaded to limit the force injector inlet contains another filter to
that can be applied by the governor to further prevent solid matter from
move the injector control racks. When reaching the spray valve.
the link is either shortened or
lengthened by a load greater than its The surplus fuel is bypassed in
assembly load, the spring is the injector and flows through
compressed. another filter in the injector
outlet passage so that any
The start and stop lever is used reverse flow of fuel cannot carry
for manual control when dirt into the injector. The surplus
starting or stopping the engine, fuel passes from the injector
and its movements are through a tube to a fuel bleed
transmitted through a manifold, which is the bottom
connection that provides for pipe in the multiple oil pipe
unrestricted governor control assembly. The fuel from this
when the start and stop lever is bleed manifold flows to the
latched in the RUN position. metering block, through the
The governor connections to metering valve which sets up
the injector control shaft enough resistance to maintain
include an extensible spring- the required pressure in the fuel
loaded link which permits the supply manifold, and then flows
injector control shaft to be back to the clean fuel oil tank.
turned manually without
moving the governor power Fuel oil leakage from the injector
piston. plunger and bushing is drained
through an injector body ferrule,
When the governor or any part through a cylinder head passage
of the injector control system is into a manifold connection
renewed, the governor power clamped between the cylinder
piston should be linked in the block and cylinder head. The
correct relation to the injector injector drainage is conducted
rack. through this connection to the
second manifold from the top in
n. Overspeed trip. The the multiple oil pipe assembly
overspeed trip mechanism and then it flows through the
stops the injection of fuel oil to drain to the fuel oil tank or bilge.
the combustion chambers
when the engine speed b. The unit injector. On this
exceeds 112 percent of rated engine, the fuel pump and spray
speed. valve are combined into a single
and compact unit called a unit
The overspeed trip weight injector, which meters the fuel
assembly, mounted on the and also atomizes and sprays it
camshaft gear, is fitted with a into the cylinder. This injector is
spring-loaded flyweight. The similar to that used in the GM
spring tension is adjusted so 16-278A and its operating
that, at a predetermined principle is identical. The unit
engine overspeed, the injector is held in position in a
centrifugal force moves the water-cooled jacket in the center
flyweight radially until it strikes of the cylinder head: At the
a roller latch, releasing the lower end, the injector forms a
spring-actuated injector lock gastight seal with the tapered
shaft in the cam pocket at each seat in the cylinder head. All the
engine cylinder. The injector injectors in this engine are alike
lock carries a lever on the shaft and interchangeable. Fuel is
that moves a pawl engaging a supplied through jumper tubes
notch on the injector rocker with spherical type gasketless
lever. The injection of fuel connections.
stops when the locked rocker
lever holds the injector plunger The pumping function of the
at the lower end of its pumping injector is accomplished by the
stroke. reciprocating motion of the
constant stroke injector plunger
The overspeed trip is manually which is actuated by the injector
reset with a hand lever on the cam on the engine camshaft,
shaft which projects from the through the injector rocker lever.
camshaft drive housing.
The position of the plunger, and
12A3. Fuel oil system. a. thereby the timing, is adjusted
Description. The fuel oil pump by means of the ball stud and
draws oil from the clean fuel oil lock nut at the injector end of
tank and forces it through the the rocker lever.
fuel block and the fuel oil
strainer and filter. From the The quantity of fuel injected into
filter, the oil flows to the fuel each cylinder, and therefore the
supply manifold, which is the power developed in
third pipe from the top in the
multiple oil pipe assembly, and
then through a small jet

239
that cylinder, is varied by rotating the
plunger by means of the injector
control rack. A rack adjustment (called
the microadjustment) located on the
control linkage permits balancing the
load of each cylinder while the engine
is running,

c. Fuel block. The fuel block is

located under the exhaust
manifold at the camshaft drive
end of the engine and in front
of the fuel oil pump. The fuel
block contains a metering
valve, a priming valve, and an
adjustable pressure relief
valve. Figure 12-10. Cross section of Northern
fuel oil pump used on GM 8-268 engine.
d. Jet filters. The cylinder head
or both filtering units. In normal
jet filters are located on each
operation both filtering units are
head, just above the exhaust
in operation.
manifold connection. The
element in each cylinder head
The arrows under the valve
is of the edgewise-wound metal
handles show the positions of
ribbon type. This filter is
correctly assembled when the the valve handles for using
helical spring and cap are either one or both of the units.
placed over the long end of the The flanges are also marked IN
filtering element to hold the and OUT indicating the direction
element flange against the of flow of fuel oil through the
shoulder at the inner end of the filter. When the valve handles
filter wall. are between the two positions
indicated on the valve handle
e. Fuel pump. The fuel oil pump base, or with the valve handles
is located under the exhaust directly above the inlet and
manifold at the camshaft drive outlet flanges, fuel oil is passing
end of the engine and is of the through both units. If the valve
positive displacement, spur handle on the IN end of the filter
gear, rotor type. Fuel enters is in one of the positions
the pump through the top port indicated by the arrow on the
in the end of the pump and is casting, the valve handle on the
discharged from the lower port OUT end of the filter must be in
on the side of the pump. Each the corresponding position. The
pump gear is keyed to its shaft flow of fuel oil to the engine will
by a pin. be stopped if both valve handles
are not pointing in the same
f. Fuel oil strainer. The fuel oil direction when using only one
strainer contains two straining filtering unit.
units, each with an inner and
outer winding. The space 12A4. Lubricating oil system.
between the windings on the a. Description. The lubricating oil
inner and outer elements is pressure pump, mounted
0.001 in. directly below the blower, draws
hot oil from the oil pan through a
Fuel oil enters the strainer strainer in the
case, flows through the outer
and inner windings, through
the center of the elements, and
out through the strainer head.
Provision is made for using
either one or both strainer
units. When the handle on the
unit is shifted to the No. 1
position, the oil is flowing
through the No. 1 unit. This
applies also to the No. 2
position. When the control
valve is in the Both position, oil
is flowing through both units.
This is the position of the
control valve for normal
operation. The positions of the
control valve and the number
of the corresponding straining
unit are cast into the strainer
head at the control valve.

g. Fuel oil filter. The fuel oil

filter is a duplex filter with
provisions for using either one

240
pump suction line. A spring-loaded upper connecting rod conduct lubricating
pressure relief valve is built into the oil to the piston cooling chamber in the
discharge passage of the pump body, top of the piston.
which bypasses excess oil into the
engine oil pan. The pump forces the oil The camshaft drive gears are
through the strainer and the cooler into lubricated with oil from the
the engine lubricating oil system. The generator end of the lubricating
engine inlet connection, on the blower oil supply manifold in the engine
and pump drive housing, is fitted with a block. Oil is piped from this
spring-loaded relief valve. The spring manifold to the camshaft drive
pressure is adjusted by means of a gear bearing support and to the
regulating screw to maintain the correct lubricating oil distribution block
pressure. Any surplus oil is returned to in the camshaft drive housing.
the oil pan. Lines from the distribution block
carry oil to the other gear
Lubricating oil is supplied to bearings in the camshaft drive
the lubricating oil manifold in and the mating teeth of the
the cylinder block. From this gears in the camshaft drive. The
manifold, oil is forced through lubricating oil from the camshaft
tubes to the crankcase drive housing is returned to the
crossframes, where it flows engine oil pan by the camshaft
through oil passages to drive housing scavenging pump.
lubricate the main bearings.
The crankpin bearings are Oil under pressure is supplied to
lubricated with oil received the camshaft bore through the
from an adjacent main bearing splined drive connection. The oil
through oil passages in the is then delivered to the camshaft
crankshaft. Oil holes in the
 Figure 12-11. Cutaway view of GM 8-268 lubricating oil pump.

241

Figure 12-12. Lubricating oil suction

strainer, GM 8-268. Figure 12-13. Cutaway of
lubricating oil cooler GM 8-268.
bearing through radial holes in
the camshaft. Oil for lubricating draws the oil from the camshaft
the rocker lever mechanism drive housing and returns it to
flows through tubes from the the engine oil pan. The
camshaft bearing caps. This oil generator bearing scavenging
also furnishes lubrication for pump draws the excess oil from
the valve assembly. The oil the generator bearing and
then drains to the oil pan. returns it to the engine oil pan.
The pump housing is made in
The blower and accessory drive four separate parts: the bearing
gear bearings receive oil from flange, the generator bearing
the blower end of the scavenging pump housing, the
lubricating oil pressure camshaft drive housing
manifold in the engine block. scavenging pump housing, and
Oil for the blower bearings and the lubricating oil pressure pump
gears is received from the relief housing. The driving gear shaft
valve connection on the main bearings are located in the pump
lubricating oil manifold, and housing. The driven gears, fitted
then is conducted through the with bronze bushings, rotate on
tubes under the rotor housing the stationary idler gear shaft.
to passages in the blower
endplates, and returned to the c. Strainers. Two types of
oil pan. strainers are used in this
installation. The lubricating oil
b. Lubricating oil pump. The suction strainer is located in the
attached lubricating oil pump pump intake line at the blower
unit is mounted below the end of the engine and strains the
blower. The pump unit is of the oil entering the pump from the
positive displacement, helical engine lubricating oil pan. The
gear type, and consists of a straining element is made of
lubricating oil pressure pump, a wire screen and is in the shape
camshaft drive housing of a cylinder. The pump draws oil
scavenging pump, and a through the open end of the
generator bearing scavenging strainer element and sends it out
pump. The lubricating oil through its side.
pressure pump supplies
lubricating oil to the engine.
The camshaft drive housing
scavenging pump

242
Figure 12-14. SALT WATER COOLING SYSTEM, GM 8-268 AND 8-268A.
Figure 12-15. FRESH WATER COOLING SYSTEM, GM 8-268 AND 8-268A.
The other strainer in the system is the manifold and into the cylinder liners
supply line strainer which is similar to through the lower deckplate in the engine
the strainer found in GM 16-278A block. The water is then pumped upward
engines. The strainer case contains a to the cylinder heads through the ferrules
cylindrical straining element of the in the top of the liner. From the cylinder
edgewise-wound metal ribbon type. A head the cooling water flows to the water
handle on the top of the unit is used to jacket around the exhaust manifold, to
revolve the straining element under the fresh water and lubricating oil
metal cleaning blades. The strainer coolers, and back to the pump. The fresh
should be cleaned frequently when the water system is filled through the
engine is running, by turning the expansion tank. Control of the fresh
cleaning handle one or more complete water temperature is by means of a
revolutions. temperature regulator identical with that
found on 16-278A engines.
The direction in which to rotate
the cleaning handle is indicated d. Fresh water and salt water
by an arrow. The pressure drop pumps. The fresh water and salt
through the strainer is an water pumps are of the,
indication of the condition of centrifugal type. Water enters
the straining element. the center of the impeller and is
thrown outward through the
The other lever on the strainer impeller vanes by the rotating
operates the bypass valve. motion of the pump.
When the lever is in the ON
position the lubricating oil is The pump impeller is keyed to
flowing through the strainer. the tapered end of the driving
When the lever is in the shaft and rotates in the pump
BYPASS position the oil is housing on two pairs of
flowing directly through the replaceable bronze wear rings.
head of the unit, and the
strainer case and element can A packing sleeve is keyed to the
be removed and cleaned. The shaft and butts against the
ON and BYPASS positions are impeller. A watertight seal is
indicated on the strainer case. provided by three 1/8-in. square
plastic metallic packing rings
d. Lubricating oil cooler. The that fit in a recess of the packing
lubricating oil is cooled in a sleeve. This packing is tightened
Harrison type cooler that is by rotating the locking sleeve
made up of a core assembly with a spanner wrench, thereby
and an enclosing case. The compressing the packing. The
oblong tubes enclose a series sleeve is locked in place with a
of baffles which form a winding setscrew. The packing gland
passage for the flow of oil. The must be removed and the
tubes are fastened to header setscrews loosened before the
plates at the ends. The core locking sleeve can be tightened.
assembly is permanently
attached to the casing. A finger, locked to the shift with
a setscrew, throws off any water
12A5. Cooling system. a. that may work its way along the
General. The cooling system is shaft toward the ball bearing.
of the closed type, employing The ball bearing is pressed on
fresh water to cool the engine, the shaft and can be removed
with salt water in the generator only with the bearing puller
air coolers and acting as the furnished for this purpose. This
cooling agent in the fresh water bearing is lubricated by splash
cooler. from the accessory drive. A
leather seal prevents the oil
b. Salt water system. The salt from leaking out of the bearing
water pump draws water from housing.
the sea chest through a
strainer and forces it through e. Fresh water cooler. The
the engine water cooler and engine water is cooled in a
out through the overboard Harrison type cooler consisting
discharge. The pump also of a core assembly and an
forces sea water through a enclosing case. The oblong tubes
branch line to the generator are baffled to form winding
coolers. The valve controlling passages for the flow of engine
the flow of salt water through water. The tubes are fastened to
the generator coolers should be header plates at the ends. The
set to keep the temperature of core assembly is permanently
air in the generator at the attached to the casing.
temperature specified in the
manufacturer's instruction 12A6. Air intake and exhaust
book. systems. a. General. An air
blower scavenges the engine
c. Fresh water system. The
fresh water pump forces the
water into the engine water

243

Figure 12-16. GM 8-268 water pump disassembled.

cylinders by forcing air through the From the manifold the water passes
intake ports in the liners as the pistons through an elbow into the expansion
approach the end of their power tank. (See Section 12A5.)
strokes. This air forces out the burned
exhaust gases through the open exhaust Thermocouples for measuring
valves in the cylinder head. the temperature of the exhaust
gases from each cylinder are
Air is drawn by the blower located in the manifold.
through an intake silencer and
is discharged through a b. Blower. The blower consists of
distributor manifold into the air a pair of rotors revolving
box surrounding the cylinders. together in a closely fitted
Air is admitted to each cylinder housing. Each rotor has three
when the piston uncovers the helical lobes which produce a
intake ports. These ports are continuous and uniform
designed to produce a swirling displacement of air. The rotors
flow of air upward through the do not touch each other or the
cylinder toward the exhaust surrounding housing. Air enters
valves which open for the the housing at one side and fills
discharge of the exhaust gases. the spaces between the rotor
This results in complete lobes as they roll apart. The air
scavenging and filling of the is carried around the cylindrical
cylinders with clean air. sides of the housing, into the
closed spaces between the lobes
The exhaust gases from each and the housing, and is forced
cylinder are discharged into a under pressure to the discharge
water-jacketed manifold, which side of the housing as the lobes
in turn discharges the gases roll together. Then the air passes
into one of the main engine through a distributor manifold
exhaust pipes (usually No. into the air box around the
3ME) and thence to the cylinder liners.
atmosphere.
Each rotor is carried by a tubular
The cooling water flows from serrated shaft. Endwise
each cylinder head into the movement is prevented by two
water passages of the taper pins. No gaskets are used
manifold. between the

244
 hexagon head lockscrew, threaded in the
rotor shaft, holds a thrust collar as a
spacer between the gear hub and the end
of the rotor, maintaining the clearance
between the rotors and the blower
endplate.

The blower rotor gears are

bolted to the gear hub flanges
and are located angularly by
hardened dowel pins. Due to the
importance of having the rotors
roll together without touching,
yet with the least possible
clearance, it is necessary to
locate the dowel pins during the
Figure 12-17. Cutaway of fresh water assembly for a given set of gears
cooler, GM 8-268. and hubs. This is the only
adjustment provided for timing
endplates and the housing due the gears with respect to the
to the importance of rotors.
maintaining the correct rotor
end clearance. A fine silk Oil passages in the endplates
thread around the housing, conduct lubricating oil under
inside the stud line, together pressure to the bearings. Oil
with a very thin coat of non- seals are provided at each
hardening gasket compound, bearing to prevent oil from
provides an airtight seal. entering the rotor housing.

Large babbitted bearings in the c. Air maze. A breather system is

endplates accurately locate the used to prevent contamination
rotors in the two half-bores of of the engine room atmosphere
the housing so that the by heated, fume-laden air that
clearances between the rotor otherwise would escape from the
tips and the housing bores can engine crankcase. This
be held to a minimum. Both ventilation of the crankcase also
ends of the rotor bearings at reduces the formation of sludge
the gear end of the blower are in the oil and prevents the
made with thrust surfaces that accumulation of combustible
locate the rotor endwise and gases in the crankcase and oil
prevent contact between the pan.
rotors and the endplates.
Atmospheric air for the breather
The power to drive the blower system enters the engine
is transmitted directly to the through the cylinder head cover
rotor gear train by a drive shaft breathers. The blower draws air
that extends through a passage from the crankcase through the
in the blower housing. Closely air maze which prevents oil mist
fitted helical rotor gears are from being drawn into the
rigidly attached to both rotor blower.
shafts to prevent the rotors
from touching each other as The air maze element consists of
they roll together. Each hub is a number of fine steel and
pressed on the serrated rotor copper wire screens. Oil laden
shaft. A air is drawn through the air
maze screens. The oil deposited
on the screens, drains to the
bottom of the air maze housing.
This separated oil is returned to
the accessory drive cover
through a drain tube.

12A7. Air starting system.

High-pressure air is piped to a
lever-operated air starting valve.
When the lever opens the valve,
it allows the air to flow through
the starting air manifold in the
cam pocket of the crankcase to
the individual air distributor
valves or air timing valves in the
rocker lever bearing support at
each cylinder. The distributor
valve is of the poppet type and
is operated from the narrow earn
in each group of four on the
engine camshaft. Starting air
from each distributor or timing
valve is conducted

245
through passages in the rocker lever is opened by the high-pressure starting
bearing support and cylinder head to air and closed by a spring when the
the air starter check valve. The joint starting air from the timing valve is cut
between the rocker lever bearing off. From the check valve the starting air
support and the cylinder head is made flows into the space above the piston and
airtight with a metal ferrule and a forces the piston downward until the air
neoprene gasket. The air starter check distributor valves closes and the exhaust
valve prevents exhaust gases from valves open.
entering the air starting passage. It
 B. FAIRBANKS-MORSE 38E 5 1/4 ENGINE

12B1. General. The F-M 38E 5 1/4 7- 12B2. Operation. The opposed piston
Cylinder engine is used as an auxiliary engine is of the solid injection, inlet and
engine on submarine whose main exhaust port, scavenging blower type and
propulsion engines are Model 38D 8 is designed to use a variety of fuels. The
1/8 Fairbanks-Morse engines. Like the two pistons in each cylinder work
GM 8-268 engine, it is located on the vertically against each other, forming a
lower deck level of the after engine single combustion space between the
room and may be used to carry the pistons at the center of the cylinder. The
auxiliary load, to charge batteries and cross sections of the engine show the
indirectly for propulsion. The engine is relative positions of the blower,
of the opposed piston type, with 7 crankshaft, pistons, and generator.
cylinders in line and air started, and is
rated at 300 kw generated output at The engine operates on the two-
1200 rpm. It works on exactly the same cycle principle in which two
principle as the F-M 38D 8 1/8, and strokes of each piston and one
most of the parts are identical in design, complete revolution of each
the only difference being in the size and crankshaft are necessary to
dimension of the parts. complete the cycle. The cycle
begins with the movement of the
pistons from their outer dead
centers. As the pistons move

Figure 12-18. Control side of 7-cylinder F-M auxiliary engine.

246
Figure 12-19. Longitudinal cross section of 7-cylinder F-M auxiliary engine.

247
 Figure 12-20. Transverse cross section of 7-cylinder F-M auxiliary engine.

248
inward they cover the exhaust and inlet Figure 12-20 shows a transverse cross
ports and start to compress the air in the section of the working cylinder.
cylinder. As the pistons approach
combustion dead center, fuel is injected 12B3. Engine main moving
into the combustion space in a fine and stationary parts. a.
spray. The fuel immediately starts to Cylinder block. The cylinder
burn and expansion follows, forcing the block is the main structural part
pistons outward and delivering work to of the engine and is designed to
the crankshafts. The shafts are give it the necessary strength
connected by a vertical gear drive. and rigidity. It is constructed of
Toward the end of the hot rolled steel plates of the
expansion stroke, the lower proper dimensions welded into a
pistons uncover the exhaust single unit, combining
ports and allow the burned compactness and strength with
gases to escape to the lightness of weight.
atmosphere through the
exhaust system. Soon Transverse vertical members
afterward, the upper pistons together with horizontal decks
uncover the air inlet ports. At form enclosures, housings, and
this point the pressure in the fastenings for the operating
cylinder is about atmospheric. parts of the engine. The four
As the inlet ports are horizontal decks are bored to
uncovered, the scavenging air receive the cylinder liners along
under pressure in the air the centerline of the engine. An
receiver rushes into the extension of the block is
cylinder with a whirling motion, provided for attaching the
sweeping the cylinder clear of scavenging air blower at the
any remaining exhaust gas and vertical drive end of the engine.
filling it with fresh air for the
next compression stroke. The The cylinder block is separated
whirling motion or turbulence into the following compartments:
of the air is obtained by the
tangentially cast inlet ports. 1. The control end compartment
This turbulence persists which forms an enclosure for the
throughout the injection period timing chain, controls,
and aids in the mixing of the air overspeed and timing governors,
and fuel. and drives for the regulating
governor and attached pumps.
With this arrangement of the
pistons and crankshafts as 2. The vertical drive
described above, the lower compartment which houses the
crankshaft will lead the upper vertical gear drive that
crankshaft by approximately 12 interconnects the upper and
degrees. The difference in the lower crankshafts. Used oil from
crankshaft setting is referred to the drive gears and upper
as the lower crank lead. The crankcase compartment drains
two pistons will be the nearest down through this compartment
together when the upper piston to the oil pan or engine sump.
is approximately 6 degrees
ahead of inner dead center and 3. The upper crankcase
the lower piston is 6 degrees compartment which forms the
past inner dead center. The bearing saddles for the upper
point midway between the two crankshaft bearings and
pistons when they are in this bearings hubs for the camshaft
position is called the piston bearings. The saddles and
dead center. bearing hubs are drilled for
passage of lubricating oil to the
From the foregoing it can be bearings from the upper oil
seen that when the upper header. The used oil from these
piston reaches inner dead parts collects on the floor of this
center, the lower piston will compartment and drains way
have completed 12 degrees of from the center of the block
the expansion or power stroke. toward each end where it passes
This causes the lower piston to through openings to the engine
receive the greater part of the sump or oil pan.
expansion force with the result
that at full load about 70 4. The air receiver compartment
percent of the total load is which extends the full length of
delivered by the lower the block and completely
crankshaft. The remaining surrounds the cylinder liners at
power is delivered to the upper the air intake ports, forming a
crankshaft where it is partially passage for scavenging air from
utilized in driving the the blower to the inlet ports of
scavenging blower. Any the cylinder liners.
residual power is transmitted
through the vertical drive gear 5. The injection nozzle
to the lower crankshaft which is compartments
connected to the generator.

249
which form enclosures for the injection cylinder liner jackets which are pressed
nozzles, air start check valves, and on the outside of the liners. They extend
cylinder relief valves. The injection from the bottom of the scavenging air
pump, which is cam actuated, is located inlet ports to a short distance above the
at an angle in the underside of the exhaust ports.
upper crankcase on the control side and
furnishes fuel under pressure to the Openings for the air start check
injection nozzle. valve, cylinder relief valve, and
injection nozzle are located in
6. The exhaust compartment the liner and liner jacket at the
which extends the full length of point where the pistons arrive at
the block on each side. The inner dead center.
exhaust decks are bolted to the
block and surround the cylinder The channels directing the
liner, forming water-cooled cooling water up and around the
passages for the exhaust gases cylinder liner are cast in
from the combustion spaces to between the ribs on the liner.
the exhaust manifolds. The The heat of combustion that
manifolds are water-cooled accumulates in the cylinders, as
welded steel units, bolted to well as the heat conducted to
the cylinder block and exhaust the air start check valve,
decks. cylinder relief valve, and
injection nozzle, is transferred to
7. The lower crankcase the cooling water which flows
compartment which forms into these passages through
bearing saddles for the lower regular fittings from the water
main and thrust bearings. jacket of the exhaust manifold.
These saddles are drilled for The water leaves the cylinder
the passage of lubricating oil to liner near the top of the jacket
the bearings. The used oil from by means of an outlet pipe to
the engine collects in the oil the water header.
pan or engine sump.
c. Crankshafts and main
After welding, the block is sand bearings. The crankshaft is a
blasted and stress relieved to heat-treated, cast iron shaft with
remove the internal strains at an allover finish. It is held in the
certain vital points. It is then cylinder block by main bearing
magnafluxed to check for the caps. The bearing at the blower
presence of any construction end of the upper crankshaft and
faults. The various at the coupling end of the lower
compartments are provided crankshaft act as combination
with covers. The upper main and thrust bearings. The
crankcase compartment is crankshaft is drilled from each
closed by a top cover bolted to main bearing journal to each
the block. The cover has connecting rod journal so that
several inspection covers along oil, furnished to the main
the top, one of which is an bearing saddles from the oil
explosion cover to relieve any headers, flows into the crank
excess pressure built up in the and into each connecting rod
upper crankcase. An explosion journal. The combination main
cover on the control end of the and thrust bearings are not
block above the exhaust nozzle connected to any connecting rod
prevents the possibility of journal; accordingly they are not
excess pressure building up in drilled, but receive their oil from
the lower crankcase. separate tubes direct from the
oil headers.
The main and thrust bearing
saddles are machined together d. Vertical drive assembly. The
with the forged steel bearing power developed by the upper
caps. These are match-marked crankshaft is transmitted to the
to show proper position. When lower crankshaft by means of a
a replacement cylinder block is gear drive which is turned by the
ordered the bearing caps are crankshaft gear bolted to the
always furnished in place. blower end of each crankshaft.
The drive assembly consists of
b. Cylinders and cylinder liners. two tapered shafts with pinions,
The cylinders are formed by connected together by a flexible
cylindrical sleeves or liners coupling with laminated rings
located on the centerline of the between the hubs, coupling
engine and spaced to shaft, and adjusting flange. The
correspond with the crankshaft upper and lower housings
throws. The cast iron liners contain a large and a small set
have specially designed air of thrust bearings.
inlet and exhaust ports for the
passage of scavenging air to, e. Connecting rod and
and of exhaust gases from the connecting rod bearings. The
combustion space. connecting rod is an alloy steel
forging with a closed eye at one
The liner cooling spaces are end and a removable
formed by

250
cap at the other end. The connecting are the bearings at the blower end of the
rod crankpin bearing is made up of a camshaft stub shaft, which are held in
cap bearing shell and a rod bearing place by a bearing nut. Oil is supplied to
shell. The bronze-backed bearing shells the control end bearings by a pipe that
are lined with a high lead bearing leads directly to the camshaft bearing
composition containing a special saddle from the upper oil header. The oil
hardener and known under the trade flows through the hollow shaft and
name of Satco metal. Each connecting supplies oil to the rest of the bearings by
rod crankpin bearing shell is identified means of the radial holes drilled in the
by a mark stamped on the edge of the shaft.
shell. New shells may be installed
without fitting or scraping. The piston h. Timing chain. The timing
pin bearing consists of two rows of chain is the means by which the
hardened steel rollers or a bronze rotation of the upper crankshaft
bushing fitted in the space between the is conveyed to the camshafts,
piston pin and the connecting rod turning the camshafts at the
bushing. same rate of speed as the
crankshaft. Sprockets are
f. Piston and piston pin fastened to the control end of
assembly. The upper and lower the crankshaft, camshaft, and
cast iron pistons are identical stub shaft. The chain is guided
except for the position of the by special links over the
fuel opening in the cup at the crankshaft sprocket, under a
top of the piston. The pistons timing chain sprocket, and over
are marked and should be the camshaft sprocket. It then
installed in their proper places, passes under a tightener
so that the fuel openings line sprocket, over the stub shaft
up correctly with the injection sprocket, and under a second
nozzle openings in the liners. timing chain sprocket to the
crankshaft.
The pistons are connected to
their respective crankshafts by The timing chain is a No. 766
the piston pin bracket, piston Duplex 1/2 in. pitch, 2 in. wide,
pin, needle bearings or bronze center guide, endless chain of
bushing, and forged steel 116 pitches. It is assembled to
connecting rods, and are operate the links, to guide the
cooled by lubricating oil as chain on the camshaft and
described later. crankshaft sprockets, and to
operate in slots in the tightener
Each piston is fitted with seven and timing sprockets.
cast iron rings, four of which
are compression rings located i. Hand control lever. The engine
above the piston pin and three is started and stopped by means
of which are oil rings located of a hand-control lever. This
below the piston pin. Of these lever has three positions: START,
three rings there is one oil STOP, and RUN. In the STOP
scraper, one oil drain, and one position, the fuel cutout cam on
oil cutter ring. the control shaft moves the fuel
injection pump control rod to the
The condition of the lower no fuel position. When the lever
piston and rings may be is in the START position, the
observed through the exhaust control shaft mechanism moves
manifold and ports after the the air control valve plunger and
thermocouple or plain covers opens the control valve,
have been removed from the admitting air to the engine air
manifold. header and air distributor. In the
RUN position, the engine is
g. Camshaft, camshaft stub under full governor control.
shaft, and camshaft bearings.
The camshaft is of the one- j. Emergency stop and reset
piece type with integral cams lever. The engine is equipped
on a case-hardened alloy steel with a hand-operated
shaft. There is one cam on the emergency stop device,
camshaft for each cylinder. consisting of a push button that
This cam actuates the injection operates against the overspeed
pump plunger. There is only latch and releases the overspeed
one camshaft on this model F- stop plunger, shutting off the
M engine. On the other side of delivery of fuel to the injection
the engine from the camshaft pumps. This emergency stop
is a camshaft stub shaft which may be connected to the ship's
is used to drive various air supply so that it can be
governor auxiliaries and to operated from the maneuvering
form a part of the timing chain room by the use of a quick
system. This stub shaft is opening valve to stop the
extremely short, extending for engine. When air pressure is
the length of one cylinder only. admitted to the emergency stop
housing, the overspeed stop
The camshaft bearings are held latch is tripped and shuts off the
in place in the block by special
setscrews. Exceptions to this

251

Figure 12-21. Engine controls, end view, F-M auxiliary engine.

supply of fuel as described in the should be inspected to see that it is
preceding paragraph. operating at the correct speed.

k. Overspeed governor. The In order to start the engine after

overspeed governor it has been stopped by either the
mechanism automatically stops overspeed governor or the
the engine when the main emergency stop, the plunger
governor fails to hold the must be returned to its spring-
engine speed below the safe loaded normal position. This is
maximum of 1290 to 1370 rpm. accomplished by moving the
This mechanism consists of a reset lever which in turn moves
weight on the end of, and the reset shaft and pulls the stop
rotating with the camshaft. plunger up, thus compressing
When an overspeed condition the spring to a position where
occurs, movement of the the overspeed latch will be
governor weights releases the brought up back of the head on
spring-loaded stop device as the plunger by the stop latch
described below. spring. The reset lever is then in
When the predetermined safe its normal position and the
speed of the engine is reached, engine is ready to operate.
the centrifugal force of the
governor weight will overcome 1. Flexible drive. The flexible
the opposing pressure of a drive transmits power from the
spring and allow the governor lower crankshaft to drive the
weight to swing outward and governor, air start distributor,
strike the governor lever. This lubricating oil pump, and fuel oil
trips the overspeed stop latch and generator bearing drain
and releases the overspeed pumps.
stop plunger which moves fuel
cutout lever and shaft, shutting The pump drive hub is pressed
off the supply of fuel to the on to the lower crankshaft, and
injection pumps. The speed at the pump drive gear is bolted to
which the governor weight will it.
strike the governor lever can
be adjusted by the addition or The lower torsiongraph drive
removal of shims. At regular shaft is
intervals this governor

252
bolted to the end of the louder and the housing, and between the
crankshaft and aids in holding the hub impellers and bearing plates are reduced
on the shaft. The pump driven gear is to minimum. Under no circumstances
keyed to the pump drive shaft which is should oil be allowed to leak into the
located in the pump drive housing. The blower housing or air receiver.
housing is bolted to the engine block
and supported by the pump mounting b. Oil separator. The engine
plate. crankcases, vertical drive, and
control end compartments are
The power take-off for the air vented by means of the suction
start distributor and the of the blower. A slight vacuum is
governor is located in the pump produced by suction through an
drive housing and consists of a oil separator located inside the
gear keyed to the pump drive blower end cover. This should be
shaft and driving a final spiral adjusted to 2 in. maximum water
gear. vacuum by the screw on top of
the oil separator in the blower
The lubricating oil pump is end cover. Passage to the oil
bolted to the pump mounting separator is through the hollow
plate and is connected to the impeller shafts.
pump drive shaft by a positive
drive coupling. At the end of The separator consists of a
the lubricating oil pump metal box, with small holes
impeller driving shaft is a set of drilled in the front piece, filled
beveled gears that drive the with copper gimp upon which
fuel oil and generator bearing the oil collects as the air passes
drain pumps. These pumps are through it. The accumulated oil
located on each end of the fuel is drained off each end of the
pump drive housing. separator, collecting in the lower
compartments of the blower and
The fresh water and salt water draining back into the
pumps are driven directly from crankcase.
the pump drive gear.
The separator should be
13B4. Scavenging system removed and cleaned in
and blower. a. General kerosene at regular intervals.
description. Scavenging air is The excess oil should be blown
supplied to the cylinders under from the copper gimp before
a pressure of from 2 to 5 psi by placing the separator back into
means of a positive service. If for any reason the
displacement type blower. The separator is neglected, the
blower consists of a housing seepage of oil from the lower
containing inlet and exhaust crankcase side cover or a
passages enclosing two three- possible smoky condition of the
lobe spiral impellers. Timing exhaust will indicate that it
gears, driven by a gear drive should be cleaned.
from the upper crankshaft,
interconnect the impellers. 12B5. Fuel system. a.
Description. The fuel oil supply
Air is drawn from the system is composed of a
atmosphere through the air standby and priming pump, an
silencer and enters the inlet attached fuel oil pump, and a
passage of the blower. It is fuel oil strainer-filter with the
moved by the lobes along the necessary relief valves and
walls of the blower housing and piping.
forced through the outlet
passages. Pipes conduct the The standby and priming pump
scavenging air to the air is used to fill the complete fuel
receiver compartments on each system prior to first starting the
side of the cylinder block. engine or after the engine has
These receivers are the full been over hauled. As the engine
width of the cylinder block and starts to turn, the attached fuel
extend to the control end oil pump takes over the task of
compartment. They completely supplying fuel to the engine and
surround the cylinder liners at forces the fuel past a relief
the air inlet ports. The bypass valve through the fuel oil
scavenging air enters the strainer-filter to the engine
cylinder under pressure, and header where each individual
sweeps the exhaust gases out injection pump is supplied. The
through the exhaust ports, overflow from this header is
producing complete directed, via a relief valve, to the
scavenging. A quantity of clean fuel oil tank. Dirty oil from
scavenging air is trapped in the the injection nozzle
cylinder by the pistons, thus compartment flows back to the
providing fresh air for the next leakage tank or to the bilges
compression stroke. depending on the particular
installation.
The scavenging air is
discharged from the blower The capacity of the supply pump
with a uniform velocity due to is such
the design of the impeller
lobes. For greatest efficiency
the clearances between the
impellers, the impellers

253

Figure 12-22. Fuel oil piping, F-M auxiliary engine.

that a sufficient velocity of fuel is stroke, lapped plunger, cam-actuated type
obtained in the fuel oil header to insure and is identical in principle to the pump
rapid replacement of fuel as it is used used on the Model 38D 8 1/8 engine. The
by each individual injection pump at pump measures the correct amount of
full speed. fuel and delivers it at the correct moment
to the injection nozzle from which it is
b. Fuel pump. The attached fuel injected into the combustion space
oil supply pump is a positive between the pistons.
displacement pump. It should
require no attention other than The injection pumps are
an occasional inspection. The enclosed in the cylinder block in
packing gland should be an inverted position on the
tightened or repacked as found control side of the engine below
necessary. It is very important the camshaft. The camshaft is
when installing pump packing driven through a silent chain by
that the rings be cut to the a sprocket on the control end of
exact lengths. The joints of the the upper crankshaft. Each
packing should be alternated pump consists of a housing,
so that they do not come in line plunger, barrel, control rack,
with each other. Leakage plunger spring, delivery valve,
should be permitted through delivery valve seat, and delivery
the gland after the packing is valve spring. The push rod
first installed. The gland should assembly transforms the rotary
then be set up in small motion of the camshaft into
increments with several linear up-and-down motion of
minutes between tightening in the plunger.
order to permit the packing to
adjust itself to the shaft The injection pump plunger
gradually. moves in the plunger barrel with
a constant stroke and delivers
c. Injection system. The fuel through the delivery valve
injection system for each and injection tubing to the
cylinder is made up of the injection nozzle and on to the
injection pump, injection combustion space in the cylinder
nozzle, and the tubing liners. The
connecting the two units.

1. The injection pump is of the

constant

254
plunger stroke remains constant, and discharge tubing, no oil can drain out of
the amount of fuel is varied by rotating the tubing. The seating of the delivery
the plunger in the barrel by means of valve causes the injection nozzle to close
the serrated control rack acting upon sharply and prevents a dribbling of oil
and meshing with the pump plunger from the nozzle.
control sleeve.
2. The fuel injection nozzle
When the plunger is in its consists primarily of a nozzle
highest position, the fuel inlet body, nozzle spring housing,
port is uncovered and the needle sleeve, needle, push rod,
pump barrel fills with fuel. As spring, filter, shim and nozzle
the plunger moves down, the tip. On the down stroke of the
port is covered and fuel is injection pump plunger, fuel
delivered to the combustion enters the injection nozzle
space. Delivery of fuel through the injection tube and is
continues until the helical edge forced through the nozzle filter.
of the plunger uncovers the The nozzle filter removes any
bypass port. Fuel not required foreign matter which may have
for combustion is discharged gone through the main filters.
through the bypass port to the
suction header. (See Figure 5- The filter built into this nozzle is
23.) extremely simple. It is a close fit
in the nozzle body with a
The exact position in the clearance of .0015 in. to .0022
plunger stroke at which the in. for fuel to pass from one
helical edge uncovers the groove to another. The
bypass port depends on the longitudinal grooves are
rotary position of the plunger. connected alternately with the
When the plunger is in the stop annual grooves so that fuel
or no fuel position the vertical entering the annular groove is
groove and the helical edge of forced through the space
the plunger keep the bypass between the filter and the nozzle
port uncovered during the body into the annular groove
entire plunger stroke, connected to the opposite end of
bypassing all the fuel. the filter. The filtered fuel is
forced into the chamber through
Rotary position of the plunger the flutes and holes, into the
is controlled by the regulating outside of the needle sleeve
governor through its linkage where it enters the chamber at
with the fuel control rod and the face of the needle seat.
injection pump control rack.
The control rack is connected The fuel under pressure acts
to the fuel control rod of the against the face of the needle
governor linkage at the shifter lifting it from its seat. The
sleeve and to the injection pressure of the oil is
pump at the plunger control counteracted by the spring
sleeve. The sleeve is toothed at through the nozzle push rod.
one end and slotted at the This permits the pressure of the
other end. Lugs on one end of fuel to build up to about 3000 lb.
the pump plunger fit into the When it reaches this point, the
slots of the control sleeve. nozzle needle opens, allowing
fuel to escape through the three
For an increase in fuel, the small holes in the nozzle tip into
shifter sleeve moves the the combustion space of the
control rack through the shifter cylinder in a fine spray. The fast
sleeve key. For a decrease in action of the needle caused by
fuel, the control rack is moved the fuel, acting on the face of
by the control rod shifter sleeve the needle, and the spring
spring. This flexible design is counteracting this pressure,
used to actuate the control insures quick opening and
racks so that if any of the racks closing of the needle and
sticks while the engine is eliminates dribbling or leaking.
running, the remaining pumps
can be operated to decrease 12B6. Lubricating oil system.
the fuel injected. a. Description. Lubricating oil is
supplied to the system under
In order to cut out any pressure to insure a continuous
individual pump while the flow of oil to all surfaces
engine is in operation, the requiring lubrication and to the
shifter sleeve should be rotated pistons for cooling. The system
until the slot in the sleeve can is comprised of the attached
pass over the sleeve key of the lubricating oil pump, oil pan,
fuel control rod. This will permit strainer, oil separator, filter and
the movement of the individual cooler with the necessary valves
control rack to the stop or no and piping.
fuel position.
An oil gage connection to the
The delivery valve seats when gage board
the pressure of oil in the pump
chamber is relieved. Because
of the spring and the high oil
pressure in the

255
is provided from the discharge of the circulating water pump, lubricating oil
lubricating oil pump and upper oil pump, fuel oil and generator bearing
header. A marked oil gage stick is drain pumps. A tube from the upper
located at the control end of the oil pan header supplies oil to the automatic
for checking the level of the oil in the timing governor for the operation of that
engine. unit.

The lubricating oil pump, The camshaft and stub shaft

located on the control end of bearings are lubricated by pipes
the engine, draws oil from the from the upper oil header to the
oil pan through a strainer and first bearing of each shaft. Oil
discharges it through the filter enters the hollow shafts and
and cooler to the lower and lubricates the rest of the
upper oil headers. Through bearings through openings
branches from these headers, drilled radially in the camshaft.
oil is supplied to each main
bearing and to the thrust Used oil from the bearings,
bearing. From the main tappet housing, and pistons
bearings, oil passes through collects in the upper crankcase
holes drilled in the crankshaft compartment where it drains
and through tubes swedged either toward the control end or
into the crankshaft to each toward the blower end of the
crankpin bearing. Oil is then block and flows back to the oil
forced through the passages pan. Used oil from the blower
drilled the length of the gears and bearings collects at
connecting rod to the piston the bottom of the blower inner
pin needle bearings or bronze bearing plate and at the bottom
bushing and to the piston oil of the blower end cover. An oil
pockets for cooling the pistons. tube connects the blower end
An opening through the upper cover compartment to the inner
crankshaft lubricates the timing bearing plate compartment
chain. allowing oil to drain from these
areas to the oil pan, via the
The cooling oil from each lower vertical drive compartment.
piston is discharged through
the piston cooling bracket An oil separator is fastened
outlet pipe into the sump or oil inside the blower end cover and
pan. Oil from each upper piston vents the crankcase of fumes.
is discharged through the
piston cooling bracket outlet b. Lubricating oil pump. The
pipe into the upper crankcase lubricating oil pump is attached
compartment where it can to the pump mounting plate on
drain toward either end of the the control end of the engine
engine and flow back to the below the exhaust nozzle. It is of
engine sump. the positive displacement type,
driven by a pump driveshaft
Branches from the lower oil through the flexible coupling. A
header supply oil to the thrust built-in relief valve is set to
bearing, crankshaft vertical operate at 60 pounds' pressure
drive gears, and main bearings. to relieve the pump when excess
The bushings of the flexible pressure is built up. Oil from the
pump drive located on the relief valve flows directly into the
control end of the lower oil pan.
crankshaft, receive lubrication
through an opening in the The pump should require very
lower crankshaft from the little attention except for
control end main bearing. The periodic removal for inspection
surfaces of the lower thrust and the cleaning and grinding of
bearing shell and the the seat of the relief valve with
crankshaft flange are the tool furnished for that
lubricated by openings in the purpose. When reassembling the
bearing shell. pump, carefully adjust the valve
to open at the proper pressure.
Connections from the upper oil
header supply lubricating oil to Special pullers are furnished
the vertical drive gears and among the tools for removing
bearings, to the blower flexible the drive gear, the timing gear,
drive wear rings, to the inner and drive coupling. Spanner
and outer blower impeller wrenches are provided for
bearings, and to the injection removing the locknuts on the
pump tappet housing. The drive gear, the timing gear, and
blower drive gears are coupling.
lubricated by a splash system
obtained from a special fitting c. Generator bearing drain
that directs a spray of oil to the pump. A small gear type drain
gears. pump, mounted on the front of
the attached lubricating oil
Fittings at the control end of pump at one end of
the upper oil header supply
lubrication to the timing chain
and control mechanism. This oil
drains down and also lubricates
the governor drive and gears,

256

Figure 12-23. Lubricating oil piping, F-M auxiliary engine.

257
the fuel pump housing, is driven by a are identical they are discussed together
beveled gear on the extension of the under the fresh water system.
upper impeller shaft of the lubricating
c. Fresh water system. The
oil pump. This pump takes the warm
attached fresh water pump is
used oil from the closed generator
bearings and returns it to the engine oil
driven through the flexible pump
pan. Cool filtered oil is furnished to the
drive from the lower crankshaft
generator bearings by the lubricating oil
and draws water from the fresh
pump. water cooler and forces it into
the engine at the base of the
d. Suction strainer. The exhaust nozzle. From the
lubricating oil suction strainer exhaust nozzle, water flows
is located in the pump intake around the jacketed outside of
line. All oil from the oil pan the exhaust manifold, thence
passes through the strainer through fittings into the space
before entering the pump. The between the cylinder liner and
strainer consists of a piece of jacket on each cylinder. The heat
screen supported by a of combustion is transferred to
cylindrical shell which is the cooling water as it travels up
fastened in the enlargement in and around the cylinder liner,
the oil piping. This strainer injection nozzle, air start check
should be removed and valve, and cylinder relief valve.
cleaned frequently to insure an The water leaves the jacketed
adequate supply of clean oil to space of the liner by means of
the pump. outlet pipes connected to the
water header on the side
12B7. Cooling system. a. opposite the control side of the
General. An adequate supply of engine. The water flows past a
cool, clean, soft, fresh water, mercury bulb thermometer
free of scale-forming where the outlet water
ingredients, is essential for temperature of the engine is
proper operation of the engine. registered.
The sodium dichromate water
treatment should be used. Salt Adjustments are possible so that
water should not be used for part of the water can be
cooling the engine. bypassed around the cooler by
means of a temperature
The cooling system is of the regulator similar to that used on
closed type in which fresh the Model 38D 8 1/8 engine. All
water is circulated through the of the cooling passages of the
engine and fresh water cooler. engine can be drained at the
Salt water is circulated through exhaust nozzle. The system
the fresh water cooler and should be drained if the engine
through the generator air is to be left in freezing
cooling system. For more temperature with no protection.
detailed discussion, the two
systems are discussed d. Circulating water pumps. The
separately. In older pumps are of the centrifugal
installations, salt water is used type with the water entering at
as the cooling agent in the the center of the impeller and
lubricating oil cooler, but in being forced outward by the
later installations, fresh water rotating motion of the impeller
is used. vanes to the pump discharge.

b. Salt water system. The salt These pumps require very little
water system consists of an servicing beyond the tightening
attached salt water pump or replacing of the packing and
which is driven through the the oil retainer ring. The packing
flexible drive from the lower should be tightened occasionally
crankshaft. It draws water from to keep the gland from leaking.
the suction sea chest and If it must be replaced, the
strainer, forces it through the special packing hook should be
generator cooling system, the used to remove the old packing.
fresh water and sometimes the The new packing should be cut
lubricating oil coolers, and to the correct length and the
discharges it overboard. The joints alternated so they do not
necessary piping, fittings, and come in line. The gland nut
valves complete the system. A should then be tightened in
hand-operated three-way small increments to allow the
bypass valve is installed in the packing to adjust itself gradually
discharge piping from the to the shaft. The bearings of
pump to the cooler, controlling these pumps are lubricated from
the amount of salt water the gear drive case.
passing through the coolers
and thereby, to some extent, 12B8. Air starting system.
the temperature of the fresh The air starting system is
water and lubricating oil to the furnished with air from the ship's
engine. high-pressure air line or from air
bottles. A reducing
Since the salt water and fresh
water pumps

258
valve (3000 to 250 psi), a relief valve, the valve spring and high-pressure air.
gages, and necessary valves are in the The valve is opened when the hand
piping leading to the engine. On the control lever is moved from STOP to
engine the control valve, the air start START position. The clearance between
distributor, engine starting air header, the valve plunger and the valve stem
pilot air tubing, and air start check should be 1/16 in. This clearance can be
valves, complete the system. adjusted by adding or removing shims
between the valve body and plunger
Engine starting is accomplished body.
by the action of the The valve will require little
compressed air on the pistons servicing beyond its removal,
in their proper firing order. The and reseating of the valve seat
operation is identical with that with the tools furnished for this
described in Chapter 4 for a purpose. After the valve seat has
Model 38D 8 1/8 F-M engine. been refaced, the valve should
When the hand control lever of be lapped to make a positive
the fuel and governor control seat and prevent leakage of air
rod is moved from STOP to from the air inlet piping.
START position, the machined
portion of the control valve The air start distributor, located
plunger acts as a cam, forcing on the side opposite the control
the control valve open, side of the engine below the
allowing high-pressure air to exhaust manifold at the control
enter the engine starting air end, is properly timed and
header and the air start marked at the factory. The
distributor. The air chamber of distributor directs a flow of air
the distributor housing the pilot into the combustion chamber of
valves is under pressure when the engine in time with the
the control valve is open. This engine firing order. Under
pressure is greater than the normal circumstances it will not
force exerted by the valve need to be timed again;
springs and accordingly it however, should a new cam be
forces the pilot valves down installed, it must be retimed.
against the air start cam.
The air start check valve is
The cam is designed so that located in the cylinder liner, at
the pilot valves on high cam the injection nozzle level, on the
are closed and vented to the side opposite the control side of
atmosphere. The pilot valves the engine. It is actuated by a
on low cam are open, allowing supply of pilot air from the air
pilot air to enter the pilot start distributor which acts
tubing from the distributor air against the pressure of the valve
chamber. The rotation of the spring forcing the operating
cam, which is driven through piston to open. When the piston
the flexible pump drive from opens, it releases a charge of air
the lower crankshaft, causes from the engine starting air
the pilot valves to open in time header to the combustion space
with the engine firing order, between the pistons in the
admitting pilot air up to the air cylinder liner, forcing the pistons
start check valves. The action apart and causing the
of this valve allows a full crankshafts to rotate.
charge of air from the main
engine starting air header to When the air start distributor
enter the combustion space in shuts off the supply of pilot air to
the cylinder liner, forcing the the valve, the spring closes the
pistons apart and rotating the operating piston. The air from
crankshafts. the engine starting air header
presses against the balancing
When the engine begins to fire, piston with greater force than it
the hand control lever is moved does against the check valve so
from START to RUN position. that at no time is there enough
This raises the control valve pressure to open the valve.
spring to close the valve,
shutting off the air to the The valve is vented to the
engine header. The engine atmosphere through two holes in
starting air header and air start the valve body. Water from the
distributor are vented to the cylinder liner jacket enters the
atmosphere through an space between the check valve
opening in the control valve. sleeve and the sleeve water
When the pressure is relieved jacket to cool the valve and
on the air chamber, the valve valve body.
springs raise the pilot valves
free of the cam, thereby 12B9. Exhaust system. The
venting all pilot tubing to the exhaust system conducts the
atmosphere. gases from the engine
combustion space through the
The control valve located in the exhaust ports to the
engine header is held closed by
the combined action of

259
atmosphere. The hot gases are forced line. All of the cooling water passages of
out of the cylinder liner when the upper the engine can be drained through a
and lower pistons uncover the exhaust plugged hole in the exhaust manifold.
and inlet ports The gases enter The exhaust decks and manifolds are
individual exhaust decks connected to doweled in place so that they will line up
the exhaust manifolds mounted in the with other parts after removal or
cylinder block on each side of the replacement. The exhaust manifolds are
engine. The gases pass on through the provided with openings at each cylinder
combined exhaust nozzle at the control for inspection and cleaning purposes.
end of the engine to the exhaust pipe Plain flange covers are furnished for
and on to the atmosphere, usually those openings for the side opposite to
through one of the main engine exhaust the control side of the engine. The covers
valves. The exhaust deck castings and on the control side are quipped with
welded exhaust manifolds contain pyrometers. These instruments indicate
water jackets far the passage of cooling the temperature of the exhaust gases
water from the welded exhaust nozzle, leaving the exhaust ports of each cylinder
through which the water enters the on a single selector indicator on the
engine. A drain plug is provided in the control board.
 exhaust nozzle for draining any
condensation in the nozzle, manifold,
or exhaust

260

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