ei aR on ai A Te ae dee SE a A INSTRUCTION BOOK No. 40.5 L2 TYPE (Multi-cylinder) (with supplementary instructions ENGINE Now. .......:.uf. for IL2 Engine) IMPORTANT In any enquiry, or order for parts, the number of the engine must be stated in order to ensure prompt attention, GENERAL DIRECTIONS for the Management and Care of ARDNE DIESEL ENGINES Vertical Four-Cycle Compression-Ignition Airless Fuel Injection GARDNER ENGINES (SALES) LTD. HEAD OFFICE, WORKS AND EXPORT DEPARTMENT BARTON HALL ENGINE WORKS, PATRICROFT. ECCLES, MANCHESTER, M30 7WA. Telegrams: Gardworks Eccles Manchester, Telephone: 061-789 2201, Telex: 68023 LONDON OFFICE 120, BRIXTON HILL, 5.2 1RS Telegrams: Gardiesel London SW2. Telephone: 01.671 0718/9. Telex: 27717 GLASGOW OFFICE 124, ST. VINCENT STREET, GLASGOW, ¢2. Telegrams: Glasgard Glasgow. Telephone: 041-221 0887. Telex: 778513, Copyright Price £1.00 NettFOREWORD HE matter contained in this book, especially the Directions for Running and Care of the Gardner High-Speed Oil Engine, should prove useful to the engineer, particularly so if he has had no previous experience with engines of the compression-ignition type. They should enable him quickly to tface and remedy any faults that may occur before he has become familiar with the construction and working of the engine. In reality, the engines are very simple and easy to manage. If the directions appear to be voluminous, this is solely due to an attempt to anticipate everything that the engineer may want to know. IMPORTANT. Variations of fuels do not call for any adjustments whatever to the engine. Please, therefore, refrain from making any and, above all, do not attempt to adjust. the Regulating Toothed Quadrants on the injection pumps (inside the inspection cover plate).L2 TYPE (Supplementary Instructions for GENERAL DIRECTIONS '***"” for the Management and Care of OIL ENGINES Verticle Four-Cycle Compression-Ignition Airless Fuel Injection 112 Engine GARDNER ENGINES (SALES) LTD BARTON HALL ENGINE WORKS PATRICROFT, ECCLES, MANCHESTER M30 7WA ‘Telephone: 061-769 2201 ‘Telegrams: GARDWORKS, ECCLES, MANCHESTERPage 2 : GARDNER L2 TYPE SUPPLEMENTARY INSTRUCTIONS GARDNER 1L2 TYPE ENGINES The following instructions (pages 16 to 61) apply to the 2.2 toGL2 (two to six cylinder) type Diesel engines which have been ont of production for many years. The basic design of the single cylinder type 11.2 engine is, however, the same as that of the 2L2 to 6L2 types and most of the details given in this Instruction Book are also applicable to the single cylinder engine. It will likewise be evident in the reading that certain paragraphs refer only to items which are applicable to the 2L2 to GL2 engines ; they will obviously not apply to the 12 engine, Improvements and modifications to our present-day LW series, which have the same bore and stroke as the 112 engine, have also been applied to the 1L2 unit where desirable and appropriate and most of these modifications, etc., are covered by this supplement. In addition, pages 7 and $ contain information regarding running clearances, correct tightening torque, etc., for the 1L2 Laboratory Type Engine. Here again, most of these details apply to the standard 1L2 engine. ‘The main points calling for special attention are given herewith in alphabetical sequence :— Big End Bearings.—See para. 96. The earlier 1L2 engines are fitted with connecting rods of round section and have four-bolt type big end bearings. Later engines, and all laboratory type engines, are fitted with “ H"" type section connecting rods which have two-bolt type big end bearings. It is therefore essential to quote the engine serial number when ordering replacement big-end bearings. Grankshaft.—This engine has been fitted with erankshafts of two types. The crankpin on the current type is 334” diameter, this shaft was standardised in 1954 when the above mentioned “Hl” section con” necting rod was introduced. Prior to this the crankshaft had a crankpin of 2§* diameter. When a new crankshaft is required we recommend the supply of the latest type together with the latest connecting rod, this is particularly desirable for the laboratory type engine running at 1600 r-p.m. ‘When fitting a new crankshaft it is necessary to drill a hole in the shaft for the pointed setscrew which secures the crankshaft pinion since this operation cannot be performed before a replacement crankshaft is despatched from the Works. The exact position of the hole must, therefore, be very accurately copied from the old crankshaft and the new crankshaft drilled accordingly. The Works will be pleased to supply a jig screw, twist drill and “ Slocombe” centre drill which will be found to facilitate this operation, Fuel Injection Pump.—See para. 116. Instructions for fitting of replacement fuel pump : Rotate engine until fuel pump tappet is resting on base of cam, Place a gauge of -080" thickness (:150" for laboratory type engines) on top of the fuel pump tappet adjusting screw. Fit pump and tighten holding down nuts. Under these conditions the line on the fuel pump plunger guide, visible through the sight hole windows in the fuel pump body, should coincide with the line scribed om the side of the window. If these lines are not coincident remove pump, unlock tappet screw lock nut and adjust serew up br down as required, refit pump and check as before. When lines are made coincident remove pump and take away -090" gauge and refit pump. On no account rotate engine when gauge is in position.GARDNE te TYPE SUPPLEMENTARY INSTRUCTIONS GARDNER 1L2 TYPE ENGINES—cow Having 28}° before T.D.C. (1,000 r.p.m. engin ig of such engines). A timing line appet in this way fuel injection should commence at 29° before T.D.C. (1,100 r.p.m. engines) ) when rotated in running direction (see laboratory data sheet tin ill be found marked on the rim of the flywheel, this line is to be junction with the line marked on the crankcase. used in con ld type pump bodies there may be found two lines, by coincidence of the above mentioned timing lin On fuel pump plunger guide and sight windc Tine and work to the lower line. ‘The lower line eg indicates the position of the ram at which the vill ports are just closed by upward movement of the 1 to engine No. 99919 the standard 112 fuel pump was equipped with a ram of 7-0 mm diameter whilst (or the laboratory engine the fuel pump ram dimension was 6-5 mm. All 11.2 engines.after and including No. 93919 are equipped with fuel pump rams of 6-5 mm diameter na special form of paper filtering element ecome choked. The element in the first filter uel Filters.—See paras. 7, 58 to 62. Both fuel filters now cor which have, in time, to be discarded and replaced when the has a greater area than that fitted to th ilter ; thus the two elem ot interchangeable. The testing of these elements for stop hoking of the fuel supply remain as detailed in the paragraph: uoted, but the duty, location, cleanliness of the fuel supply and the fuel system can all ha i influence on the “clean ” life of the filter elements. Under average conditions, however, the not require replacement before thi been in use for at least 3,000 hours and, generally speak: cond ter element should have a much longer “clean ” life than that of the first filter element Fuel Sprayers.—See paras. 5, 6, 34, 63 to 78, 93, 1. Notwithstanding the remarks contained in all these paragraphs, it should be mentioned that old type 1L2 engines are serviced at these Works wi yers are fitted with L2 type“ K." spraye ® Eel epee rtenied. Gurvent erate bets K ” being stamped on the sprayer body. The labor >wever, fitted with ype 1L2 a ine “K” type sprayer (stamped LW.K) which is special for this particular duty engine only tis not interchangeable with the 1L2 “ El" or “ K'" type sprayers, the main differe the sprayer ele cap which fier nal dime that render it an improper fit in inder head of ard ne, All 1 ayer tive of type, have a valve I Spring load on sprayer valve.—See para. 72.1. The spring load with the various type sprayers is shown 2,Sprayers stamped ‘ E or El 55 320" spring length. 1L2 Sprayer stamped ' E1 or E1K ’ or LW.K. 61:5 Ib, @ 1-320" spring lengthSUPPLEMENTARY INSTRUCTIONS GARDNER 1L2 TYPE ENGINES—conlinued Lubrieation.—See paras. 8, 9, 29, 38, 47, 48, 50.1, 51 and 54. Lubrication in the 1.2 engine is effected by a plunger type pump driven from an eccentric mounted on the gear driven cross shaft which also carries the valve cams. The oils carried ina sump which isan integral part of the crankcase and is delivered to the main and big end bearings, etc. at a pressure of 25 Ib,/sq.in. This pressure can be regulated within limits by a spring loaded by-pass valve mounted in the body of a fitting which also carries the lubricating oil pressure gauge. When running at 1,000 r.p.m. the gange should register 25 1b./sq.in. with the engine hot and this pressure must not be allowed to fall below 18 Ib,/sq.in. when the engine is operating at 1,000 r.p.m. The Tubricating cil is filtered by a wire-mesh strainer of large size fitted in the “floor ” of the crankcase and thi strainer can be readily removed for cleaning and examination by taking off the crankcase door on either side of the engine. To lift out the strainer all that is necessary is to press the body of the strainer against the loading spring which holds it in position. This strainer, or filter, deals with all lubricating oil circulating ‘through the engine and there is no other form of external lubricating oil strainer or delivery filter. Its location is clearly shown in the drawing of the 1L2 engine at the end of this book. Low oil pressure may be caused by one or more of the following factors (having first checked the pressure gauge) -— (1) Some foreign matter trapped under seat of by-pass valve. (2) Lubricating oil suction strainer which has become choked after long use or after overhaul when fibrous material from wipers is likely to be present. ipe ly reser (3) Use of lubricating oil of viscosity lower than that recommended herein, Gils to S.A.E.5 and S.A.E.10 for instance could cause low oil. pressure. (4) Leakage at one of internal connections on main bearing oil pipes. (8) Oil viscosity reduced due to dilution by fuel oil. Damaged fuel sprayer or fuel pipe connections could produce a fuel leak, the fuel passing via push rod chamber into crankcase. (6) Extensive wear or damage in main andior big end bearings. Publications Nos. 737.A. and 729.C. included with this Instruction Book contain up-to-date information in respect of correct grades of lubricating oil to be used with all types of Gardner engines including the 1L2. The lubricating oil sump can be drained via the small pipe fitted on the water circulating pump side of the engine. When the sump has been replenished care should be taken to see that the cap is firmly screwed down, that the circular packing is in good condition and that there is no leakage from the cap when the engine is operating. Piston Assemblles.—See paras. 85.1. It is desirable to mention that pistons for 1L2 engines differ from the pistons used for 212 to 6L2 engines ; there is diversity in the location of the piston pin in relation to the valve seat recesses and 2L2 to 6L2 pistons cannot be used in 1L2 engines and vice versa. In addition, special pistons are fitted to the 1L2 laboratory type engine and they are likewise not interchangeable with, those of the standard 1L2 and vice versa.GARDNER L2 TYPE SUPPLEMENTARY INSTRUCTIONS GARDNER 1L2 TYPE ENGINES—continued Starting Fuel Plunger.—See para. 13. This device as fitted to the 1L2 engine is of the simple “ latch” type which has a limited movement, can be lifted with one finger and drops back into normal operating position as soon as the engine commences to run. The starting device must not be jammed or secured in the lifted position, otherwise the engine will receive much more fuel than it can properly consume, with consequent dirty exhaust, excessive carbon deposits and other evils that are always linked with incomplete fuel com- bustion. If the headed pin were removed and the “ latch ” dispensed with this would be disastrous to the proper operation and correct use of the engine. It is of the greatest importance that the engine serial number be quoted when ordering spare fuel injection pumps. This information will be found stamped on the flat surface at the comer of the crankcase and also on the “ latch " type starting device fitted to the fuel pump control rod. ‘Timing Marks of Fuel Injection, Top Dead Centre, Timing of Fuel Injection, Timing of Valve and Fuel Injection Pump Camshatts.—See paras. 102 10 104, In the 1L2 engine there is only one camshaft and this carries not only the inlet and exhaust valve cams but also the helical timing gear, the fuel injection pump cam, the eccentric and sheave for the lubricating oil pump operation and the governor body with weights, etc. The centrifugal pattern water circulating pump, when the engine is so equipped, is also driven from the end of the camshaft ; when the plunger type water circulating pump is fitted, the camshaft likewise carries the driving eccentric and sheave. With the exception of the centrifugal pattern water circulating pump, all other components are securely fitted to the camshaft and there is little possibility of the parts being re- assembled wrongly provided the usual observations are made before removing the parts should this be necessary at any time, When re-assembling the camshaft in the engine it is, however, necessary to care fully observe that the crankshaft pinion and the camshaft gear mesh correctly as indicated by the drilled “dots " in the teeth of respective gears. Water Cireulation,—See paras. 10, 31, 79. When a plunger type water circulating pump is fitted to the IL2 engine the housing of the operating mechanism (an eccentric and sheave as mentioned above) is also equipped with a draining tube located at the bottom of the casing. This tube is intended to drain away any accumu- lation of water that may seep past the water pump plunger and the tube must on no account be plugged or fitted with a screwed cap. An accumulation of water at this point will wash away the lubricating medium and cause severe wear and damage to the pump eccentric and sheave. ‘The centrifugal type water circulating pump has a special spring loaded carbon gland, in which the carbon ring is fixed in the pump case and forms a spherical seating for the sealing ring which revolves with the impeller. The impeller spindle is carried on a self-aligning ball bearing which, together with the spherical sealing ring, permits of slight malalignment between the pump and its driving member. The only attention which the pump requires is the lubrication of the ball bearing. This should be carried out by using not more than one grease cup full per 3,000 hours. Use a good quality calcium base grease having a drop point of 100°C. nominal, Do not fit grease gun nipple in order to use a grease gun. Grease is detrimental to the carbon gland.12 ENGINEGARDNER L? TYPE ALSO 1L2 LABORATORY TYPE ENGINE RUNNING CLEARANCES - DESIGNED & APPROXIMATE MAXIMUM PERMISSIBLE ETC. CORRECT TIGHTENING TORQUE FOR NUTS ETC. Page 7 Cyl. Foot 004", [RUNNING CLEARANCES _| APPROX. MAX. e ITEM METHOD OF MEASUREMENT | DESIGNED | “PERMISSIBLE (Con, Rod—Big End—Diametrical | Internal and External Micrometer 002125 008" Z » Side i, 001" — 008" = + Small End—Diametrical | Plug Gauge and External. 0013" 008" Main Bearing—Diametrical z é 0035" 005" Crankshaft Endwise Dial Indicator 004" — -006 i Valve Stem—Inlet Plug Gauge and Ext. Micrometer 00125" 008" » Exhaust . 00275 008" Valve Guide—Inter. it in head 00085" 5 Valve Seat—Inlet ated 0085" Exhaust ie . 006" ee Diameter (45°) Inlet | Scale 2.00" 2.030" » (45°) Exbaust] 1.75" 1.780" Cyl. Block—Bore before fitting iner | Internal Micrometer 4.4365" @ Cyl. Block—Roce of liner after Fit : 4.25025" ‘ing and Honing to Size Surface finish of Honed | ‘*Talysurf"—Microinch 28 =e "Bore Sprayer Valve—Spring Load Spring Measuring Machine 61-5 1b, - Sprayer _Valve—Approx., opening | Hydraulic Pressure Recorder 1930 18.2 = Pressure with load of 61:5 Ib with Valve ‘Seat “ron” but’ in’ good condition Sprayer Valve—Litt Depth Micrometer 08 = (Cylinder Head to Piston Clearance |, (Cyl, Head Packing) | -0444" Noamnar. | -05447 Max, 605" 364" Mix.Page 8 GARDNER L2 TYPE 1L2 LABORATORY TYPE ENGINE RUNNING CLEARANCES - DESIGNED & APPROXIMATE MAXIMUM PERMISSIBLE ETC. ‘ALSO CORRECT TIGHTENING TORQUE FOR NUTS ETC CORRECT TIGHTENING TORQUE FOR NUTS ETC CORRECT TIGHTENING Nut TaREAD size | TORQUE LB INCHES ‘Cylinder Head a BSF. 750 Cylinder Foot PBSF. 1500 Connecting Red Big End—4 Bolt Type ao BSE. 720 ee 1 BSF. 1250 Flywheel Hub—Cramkshatt Taper 1 in 12 urRSP, Position bub firmly _on crankahaft" taper" serew feat frmly to" hub and Give nut up 120" with Spanner and Tead hammer Flywheel Bolts 1000 Crankshaft Balance Weight 1100 Sprayer Clamp 80 Sprayer Nozzle Cap a 14 thas 390 Sprayer Pipe Union—Pump End 18 x 1) mim. 450 ¥ = Spruyer End asp, 450 Delivery Stock ines. 750 Leak Stock esp, 730 C.A‘V. Inj, Pamp—Delivery Valve Holder 20x 1h mim, 730 Valve Tappet Adjuster acDSF 200 Fuel Pump Tappet Screw Locknut 4-24 thas 300 Governor Body—Pointed Set Serew A= 24 thas, 550 Pointed Set Screw ¥°— 24 thas, 550 Fal Strange Cover ir Wnt 180 IN, @ EX, VALVE TIMING Inter opens 10"RT.DC. Exnavsr opens 50° BBD. Twist closes 40° ABDC Exnaver clones 15° ATDG with “O18" clearance between valve and lever RUNNING CLEARANCE suet .005" [ENGINE LUBRICATING O1L FUEL PUMP INJECT Exitausr :012" COLD. PUMP —Noruat operating pressure at 1500 RPL Mixpwow °F mat 1500 RPM, Capacity at 1000 RPM. 3-7 pints per min, (Calculated) 25 LB.” ENGINE 2orp. HOT TION TIMING — PORTS CLOSING 10 RPM. 280 BTDC 1500 RPM. 35°39" BTD.C 160 RPM. 26-0" BID,PATRICROFT, ECCLES, Supersedes Publication Shoeta 7256 & 7370 MANCHESTER, M30 7WA. DIESEL ENGINES LUBRICATING OIL L, GARDNER SONS, LTD., G D Publication Sheet No. 729D The importance of using high quality lubricating oi] and the draining and refilling of the engine oil sump at the recommended intervals cannot be over emphasized. These factors play a most important role in maintaining an engine in good and efficient condition, and ensure a long engine life between overhauls. Most oils available today are of the additive type, that ie to say they all contain, to some degree, certain additives which ensure a minimum of deposits on internal parts of the engine and go a long way to combat the evils of sulphur present in varying amounts in almost all fuel oils. They aleo possess many other desirable properties. These additive type lubricants are produced in compliance with various specification standards which are listed below in approximately descending order of additive level and, therefore, performance ability. (1) Series 3 uII-i~51994 (2) Series 2 (3) BSB M2c101-B (4) watrtreioss (5) DEF-2101-) 271043 Supplement 1 (6) MaE-t-21044 DEF-2101-C Of the above specifications the following are officially obsolete, but are still recognised by many cil companies. Series 2 271043 Supplement 1 MII-1-21044 DEF-2101-0 The higher the duty an engine is called upon to perform and/or the higher the sulphur content of the fuel oil the more desirable it becomes to use the best quality oil available. Bven when high quality oil is in use, we reconmend that the sump is drained and refilled every 4,000 miles (400 hours) and more frequently if the engine operates in a dust laden atmosphere (sone overseas territories, mines, quarries, etc.) and/or when using fuel of high sulphur content, say 0.5°/o and over. Recommended Viscosity - see over.a Pag Recommended Viscosity: As a general rule a lower viscosity lubricant should be used during cold weather, or in cold climates, than is used during hot weather or in hot climates. The following tables show our recommendations for this purpose based on the mean anbient temperature prevailing during the operation of the engine. Specification BT Viscosity (Redwood 1) Over 90°F. (32°C.) ‘Temp. °F. 70 Not exceeding 2500 sec. 100 " 00 140 Not less than 20" 200 " m0 Specification BS ‘Temp. °F. " 70 Not exceeds f 55° to 90°F. (13 to 32°C.) a0 Saree pera e.g. British Teles _ June, July, Aug. Sept. oes Ae ais Specification BW Temp. °F. 0 sale er Caleeasta:) {7 Hot oxogoding 2250 seo. e.g. British Isles eee i Mar., Apl., May, Oot., Nov. on ee oO ‘and in’normal winter = Baan reat Gold Test ~ Not higher than 5°. Specification KW Temp. °F. 10° to 30°F. (“2 to ~1°C.) 70 Not exceeding 760 200. e.g. British Isles 100 500 severe winter Dec.,Jan. ,Feb. 140 Not less than uz" oy a 2° Cold Test — Not higher than 5°F. “The Works will be pleased to advise in any case where operating conditions are particularly arduous or where temperature conditions are not covered by the above table, as for instance severe tropical and arctic conditions where oils heavier and lighter respectively than those quoted above should be used. The use of ultra low viscosity lubricating oil is emphatically not recommended and indeed, we cannot accept responsibility for premature woar and failure of parts in an engine which has been operated on such oils. The only departure from the above tables which could be approved would be the use of oil to Specification KW in a public service vehicle engaged on a stage carriage service, provided the ambient temperature is not in excess of 70°F. (21°C.). Nowadays it is common practice to refer to S.A.£. numbers when conside: ing the viscosity characteristics of an oil. Each S.A.E. munber permits of a wide range of viscosity, howover, the following is an approximate guide to the appropriate grades of oil for varying ambient temperature conditions. Over 90°F. (32°C,) S.A.E. 40 35°F. to 90°F.(2°C. to 32°C.) S.A-E. 30 Below 35°F. (2°C.) S.A.E. 20 7290.| L2 TYPE (Multi-Cylinder) GENERAL DIRECTIONS | for the Management and Care of GARDNER. | @| OIL ENGINES Verticle Four-Cycle Compression-Ignition Airless Fuel Injection GARDNER ENGINES (SALES) LTD BARTON HALL ENGINE WORKS PATRICROFT, ECCLES, MANCHESTER M30 7WA ‘Telephone: 061-789 2201 Telegrams: GARDWORKS, ECCLES, MANCHESTERPage 10 Accelerator : 14. ENGINE PERFORMANCE AT HIGH ALTITUDE AND HIGH ATMOSPHERIC TEMPERATURE. ALTITUDE AND AIR TEMPERATURE DIAGRAMS GENERAL INTRODUCTION NOTES INDEX (The numbers refer to the paragraphs) + Control 90-2, 90:3, 93-1. | Air Filters: 117. Assembling : 15 to 18. ‘Attention in Terms of Running Time: 93-1. Bearings : Big End : 93-1, 96. Bilge Pump Camshaft : Main : 93-1, 96. 11, 98-1 : Friction Clutch : 112. 99. Chain Drive : 92, 92-1, 98-1, 106. Wear: 107. | Crankshaft: 93-1, 97. Cylinder Heads : 84 to 86, 89. Cylinder Liners : 111. Decarbonisation 85, 99-1. Exhaust System: 21. Fuels : 32. : Ignition Quality : 32-1. Fuel : Service System 19, 20. : Filters: 7, 58 to 62, 93-1, Page 12. » ak a 2 Priming of : 33. Lift Pumpand Overflow Return Feed System 1s, Fuel Injection Pumps : 4. : Camshaft case: 113. : Fitting spare : 116. 2 Tappets : 108. Timing of : 93-1, 102, 103. Fuel Sprayers : 5, 63 to 78, 93-1. Drain Pipe : 6. : Pipe Connections : 6, 34, 73. Governor Control : Slow running : 14, 39-1, 90:1, 108. + Slider Bar: 91, 91-1. : Buffer : 109, Governor Case: 114. [dle Running : 391 (see also slow running). Lifting Eye Bolts : 35. Lubrication Oil : 28, 46. : Temperature : 51-1.Page 11 TYPE INDEX (continued) (The numbers refer to the paragraphs) Lubrication System ; 8, 9, 22 to 28, 45, 47, | Timing : Diagrams : Page 48 113, 114 Valves and Camshaft : see Valves ® Oil Filler ; 22, 57 Fuel Injection : see Fuel Injection Oil Level : 23, 25, 55 Pumps. 56, 93-1 : Valves : Decompression Gears : 12 OU epee 8. 2 Replacement of : 87, 87-1, 88. ea Clearance in Guides : 87, 87-1, 98. to 83. Clearance between Piston and: 100. Oil Filters : 48, 49, 50, Lubrication : 110 50-1, 93-1 | Tappet Clearance : 90, 93:1 Pressure Regulation Timing of Camshaft : 98-1, 104 Valve! 51 | Timing of valves : 93-1, 101, 108 Pump : 8, 9. | Water Circulation : 10, 79, 83, 83-1, 83-2, Sump : 54, 98:1 ea Temperature : 51-1 Chita ea7a a Valves : 10 Extreme cold : 79. ‘Temperature : 79°1. istons 85-1 S. Pare | Thermostat : 79:2, Clearance between Valves and: 100. | series tarting : The Engine : 96 to 29-1, 98-1 Fuel Plunger : 13 Gland & Greaser ; Decompression Gear : 12 31, 80, 98-1 Adjustment of Valve Lift : 93. Valves & Cup- washers: 79-4, Stopping the Engine : 40 to 44. Service : 82,Page 12 GARDNER TYPE Engine Performance at High Altitude and High Atmospheric Temperature As is well known, the density of air is lower at both high altitude and high temperature and since a given amount of fuel requires a given amount of air for its combustion, it is necessary that the injected fuel supply to an engine operating under conditions of lower air density be restricted to a value satisfactory for combustion and operation with a smokeless exhaust. Engine Catalogue powers are known as the 100% rating, and are those developed with a satisfactory fuel/air ratio under conditions of normal temperature and pressure. These conditions, namely, a barometric pressure of 30" Hg., and an atmospheric temperature of 55°F. normally obtain at the manufacturer's works at Patricroft, Lancashire. Conditions of reduced air density encountered both as a result of high altitude and high atmospheric temperature, each separately have an effect on engine performance such that for every 1,000 ft. altitude and each 10°F, increase over sea level and 55°F. mean annual temperature respectively, it is appropriate to reduce the fuel supply 2%, Example: Given that an engine has to operate at 2,000 ft. altitude with a mean annual atmospheric temperature of 75°F., from the graph on the left hand side of the opposite page, we read the following reductions For altitude 4% For temperature 4% Combined reduction 8% or 0-92 normal temperature and pressure rating fuel supply. ‘When if is intended that an engine shall operate permanently at 1,000 ft. altitude or 65°F. mean annual ambient temperature, or in excess of either of these figures, it is necessary that the length of the fuel pump output control trigger be increased in order to reduce the injected fuel supply appropriately according to altitude and temperature shown on the graph, When site operating conditions are known, new engines are appropriately set during test at the maker's ‘works, and the setting clearly stamped on the fuel punip rating plate. When, however, it is necessary to adjust spare or reconditioned fuel pumps the work can be accomplished only by use of the Gardner fuel pump calibrating machine and by observing precisely the provisions of Instruction Book 45-3. On page 9 of Book 45-3 will be found the average delivery from each plunger in cubic centimetres and the values quoted are to be reduced according to the graph, ‘The graph on the right hand side of the opposite page shows the approximate reduction in B.H.P. when the fuel supply is reduced under altitude and temperature conditions. Example: Combined reduction fuel supply 10%. Reduction B.H.P. of full N.T-P. rating 12%.Altitude and Temperature Diagrams s z i j i g é i | » eRe wa I RRR TL (850 sencewrnoe moverion rut. worry Or PUL NORMAL rcenTAGE MDUCTION FUEL SUPPLY OF FULL NORMAL REDUCTION IN FUEL SUPPLY FOR ALTITUDE REDUCTION IN BHP. WHEN FUEL SUPPLY REDUCED AND TEMPERATURE CONDITIONS. UNDER ALTITUDE AND TEMPERATURE CONDITIONS.Page 14 GOVERNOR—CONTROLLED / SLIDER BAR, STARTING LEVERS — GOVERNOR-BAR / CONNECTING LINK. 4 WATER OUTLET. ~ ~ FUEL FILTER: — AIR VENT COCK. PRESSURE REGULATION FOR 7 LUBRICATION SYSTEM FUEL FILTER ~ ea roa {UBRICATION OIL. FUEL FILTER SUMP DRAIN. _ ACCELERATOR CONTROL. FUEL INJECTION ume, CLAW FOR HANO-STARTING. CHAIN, ADJUSTER, uz ‘ADJUSTING SCREW / GOVERNOR CASE FOR SLOW RUNNING priming evens / / LUBRICATION PUMP. INSPECTION OPENING STOPPING LEVER. OIL LEVEL DIP ROD Fig @OVERNOR-BAR CONNECTING LINK FUEL SUCTION AIR CHAMBER, sranving Levens \ GOVERNOR-CONTROL GOVERNOR WEIGHTS” LUBRICATION OIL, OELIVERY PiPE Fig.2GARDNER, Page 15 L2 TYPE GENERAL INTRODUCTORY NOTES 1. The complete working cycle of the engine requires four strokes of the piston, that is, two complete turns of the crankshaft. During the frst stroke, a charge of air is drawn into the cylinder and is compressed during the second stroke. At or towards the end of this stroke, a charge of fuel is injected into the combustion space in the form of spray which is at once'ignited solely by the temperature of e@ the compressed air charge. The resultant combustion causes rise of pressure and a store of energy to be expended during the third stroke, or the power stroke. During the fourth and last stroke, the burned gases are expelled and this completes the cycle. 2. It is well-known that when air is compressed, its temperature rises, and if the compression be high enough, the resultant temperature suffices to ignite readily the liquid fuel charge. This is the principle of the L2 type, compression-ignition engine : to repeat, ignition is effected solely by the temperature of the compressed air charge, and this applies equally while the engine is ranning or while it is being started by hand when all is cold. 3. The injection of the fyel into the combustion chamber is effected by an injection pump, one to each cylinder, which forces the fuel through a sprayer situated at the summit of each com- bustion chamber. Each fuel charge is accurately cxsur suse —f aeasured by the injection pump, the amount of ar the charge being varied and controlled by the t a automatie'governor to correspond with the load | carried by the engine at any given moment. a 4. Fuel Infection Pumps.—These are builtin units Ot cach containing as many pumps as there are sitio cylinders on the engine. ‘The Sylinder engine, Bi however, has a 2-pump unit and a 3-pump unit, en || Gp while the Gcylinder engine has. two 8-pamp Ul units, Each pump is operated by its own cam ae on the camshaft, and in addition, is furnished exone Toot with a hand lever and latch enabling the pumps roms to be worked by hand for priming the injection os vous ‘ure WAT Fig. 3 system. The latches enable any pump to be put into or out of action.Page 16 GARDNER GENERAL INTRODUCTORY NOTES—continued, Fuel Sprayers. (Seo Fig. 3).—The sprayer will be seen to be a very simple and robust piece of apparatus, and is designedly made non-adjustable meaning that when the sprayer is reassembled after taking to pieces for cleaning or examination, it requires no adjustment of any kind, The sprayer may be said to be the life and soul of the engine: its function is to receive the minute fuel charge ‘and to convert it into a fine spray. To this end, the fuel charge is forced through fine passages which ‘would be liable to become choked with any foreign matter which may find its way into the fuel were it not for the ample precautions taken by the makers to avoid this contingency. These are mentioned under the next head but one. SHOWING THE SECOND FUEL FILTER TAKEN APART. FOR EXAMINATION 6. Sprayer Drain Pipe.—A minute quantity of fuel is allowed to leak past the piston valve of the sprayer which leak is properly piped from each sprayer into a “bus-pipe, whence it may be piped back to the fuel tank. ‘The pipe should be led into the top of the tank, not the bottom ; this is in order to avoid the necessity of using a cock or valve on the pipe which, if inadvertently closed, would impair the efficient working of the engine. When the Amal Lift Pump and Gardner Overflow Return System is fitted, the sprayer leak is led into this system,GARDNER Lz TYPE GENERAL INTRODUCTORY NOTES—continued. . Fuel Filters.—In circuit with the fuel system are two fuel filters of very special design. Both filters are alike. One is mounted on No. 1 cylinder head. The other is intended to be fixed near the fuel tank in such a position that it is perfectly accessible for cleaning and inspection. As this is the first filter through which the fuel flows, it is called the First Fuel Filter, the Second Fuel Filter being that mounted on No. 1 cylinder head. Each contains two gauze elements, an inner and an outer, which are removable for cleaning. Both filters are provided with a sump and a drain cock. For gravity Feed Systems the Second Filter is provided with a vent cock, but this is omitted with the Overflow Return System, which is automatically vented through the Fuel Return Pipe, See Para. 115. Lubrication.—This is effected by a circulation-pressure system fed by a gear type pump located in the fuel cam box, driven by the fuel cam shaft and regulated to deliver oil at the pressures stated in paras. 9, 29 and 51. The oil is carried in a sump formed in the crankease. The arrangement of filters is such that all Iubrication oil is filtered before delivery to the various bearings. On the one side of the delivery strainer will be found a connection which is to be coupled up to the pressure gauge on the instrument panel. On the forward side of the delivery strainer is a spring-loaded by-pass for regulating the oil pressure. ). Lubrieation.—Practically every organ of the engine is lubricated by a circulation-pressure system fed by a gear pump driven by the fuel camshaft of the engine. In a sump built into the lower crankcase, is a strainer with foot valve external to the sump through which the pump draws oil and delivers it at the pressure of 30 Ib,/sq. in. through a second strainer fixed on the engine to a main service pipe from which it is distributed to the various parts of the engine—the main bearings, the crankpins, the ‘gudgeon pins, the camshafts, the gears, the governor, the valve rocking levers on the cylinder head, etc. After passing through all these organs, the oil is led back to the sump to be again put into circulation Incorporated with the delivery strainer is a by-pass valve for regulating the oll pressure. See paras. 29, 51 and Fig. 14 On the delivery side of the system is fixed a pressure gauge which when the engine is running at 1,000 r.p.m, should indicate 30 Ib,/sq. in. when the temperature of the oil is about 130°F. ). Water Cireulation.—This is forced in all cases: thermo-syphonic circulation is not used nor can it be used, as the engines are not designed for it. Each engine is fitted with a circulation pump driven from the half-speed shaft. When the circulation system is“ open” as in marine engines, the pump is of the plunger type fitted with air vessel, drain tube, snifting valve and safety valve. When the circulation system is closed, as for example, when the water passes through a radiator, a gear-driven centrifugal pump is fitted. Normally the plunger types of pumps are of bronze and the centrifugal type is of aluminium, . Bilge Pump.—This is built into the engine and is driven through the intermediary of a friction clutch, so that it may be started and stopped at will. The pump is the exact counterpart of the plunger type circulation pump, except, of course, for the friction clutch. Engines are not supplied with bilge pumps unless expressly ordered : they are then the subject of an extra charge.Page 18 GARDNER L2 TYPE GENERAL INTRODUCTORY OTES—continwed. STARTING AND VALVE GEAR The essential feature of these engines is that the starting is effected by a hand cranking handle just the same as in the motor car engine. Hand starting is the standard form for all the 2 type engines ut electric starters are supplied at an extra charge when so ordered. As already explained, the ignition of the fuel charge is effected solely by the temperature of compression, therefore all extraneous devices such as pre-heating, cartridges, electric plugs and such like, often used for starting from cold are entirely dispensed wi Having rey type, starting by hand power is quite an achieve rd to the high degree of compression necessary in engines of the compression-ignition nt and depends among other things upon the Gardner Patented Valve Gear by which (1) the engine is relieved of all compression during the first ir valve is altered stage of hand starting and (2) during the second and last stage, the timing of the so as to obtain maximum compression during the slow turning at starting. WORKING FIRST STARTING POSITION SECOND STARTING POSITION POSITION ECOMPRESSION) «(MAXIMUM COMPRESSION) STARTING LEVERS. SHOWN IN THEIR THREE Fig. 5 DIFFERENT POSITIONS (On the valve gear box of each cylinder head is a small starting lever which normally rests vertically downwards while the engine is running, in which position it is inoperative. In the horizontal position it prevents the air inlet valve from entirely closing and so prevents compression. When the starting turned vertically upwards, p: lever i the top centre, it causes the inlet valve lever to slide along P the rocker shaft so as to re-engage with the air inlet valve, but now, the time of opening and closingGARDNER Page 19 TYPE GENERAL INTRODUCTORY NOTES—continued. Starting and Valve Gear—continued. 1B. Ma 15. 16, 17, 18, of the air valve is altered so as to obtain maximum compression while the engine is being turned slowly by hand, To recapitulate, the starting levers take in turn the following three positions : No. I—First starting position. Horizontal. De-compression. No. 2—Second starting position. Over the top. Maximum compression. (Only necessary when extremely cold) ‘No, 3 Running position. Vertically down, Out of action. ‘The operation of starting is described further on : See 36 and 37. Starting Fuel-Plunger.—Underneath and at the end of the aluminium box attached to the front of the fuel pumps will be found a vertical spring-loaded plunger which, on being pressed up, as far as it will go, releases the governor-control bar of the pumps and allows it to slide towards the flywheel, in which position the pumps deliver an increased charge of fuel for starting from cold. As soon as the engine is started, the governor-control bar automatically retakes its normal working position in which the pumps cannot give an excessive charge of fuel. ‘This plunger is to be used only when starting from cold : it must on no account be used when the ‘engine is running, for the purpose of increasing the power of the engine. If the plunger be held or propped up while the engine is working, the pumps may deliver more fuel to the engine than it can burn and serious trouble may occur. * Varlable Speed.—The speed of all engines can be varied while the engine is running, from 400 r-p.m. to the maximum running speed including all intermediate speeds by merely turning a knurled knob or lever on the governor case. It is here to be observed that the engine is under complete control of the governor at all speeds. Apparatus for the remote control of the speed can be added at an extra charge. ASSEMBLING AND INSTALLATION Packing.—Unless expressly ordered otherwise, the engines are packed in their assembled state with only the flywheels removed. Before packing, all bright parts are varnished with a rust preventative which is soluble in paraffin. Unpacking.—When unpacking, lay out all the loose parts in a suitable, clean place, free from dust ‘and grit and sheltered from the weather. These parts should be at once checked and identified by the Contents List, which is sent by post with the Advice Note of despatch. In case these parts have to lie for any length of time before assembling them, it is not wise to remove the protective varnish. If there is any work being carried on in the neighbourhood of the installation, it is advisable to keep the engine sheeted up as much as possible, and to retain the protective varnish till the last moment. ‘Assembling.—To remove the protective varnish, use clean, cotton cloths, soaked in paraffin (kerosene). Do not use cotton waste as itis rarely free from dust and particles of fluff. When assembling engines at the Works, we make free use of clean cloths and paraffin baths, and strongly recommend this practicePage 20 19, 21. 22, 24. GARDNER L2 TYPE GENERAL INTRODUCTORY NOTES—continued. when assembling on site. Take care that all oil holes are thoroughly cleaned out and fuel pipes, etc., are flushed through before assembly. Fuel Service Tank.—A suitable service tank is included in the accessories of all stationary engines Dut not for marine engines or other engines requiring special tanks. Special tanks differ so much in size, shape and construction that they are regarded as coming under the head of installation work. Fuel Serviee Tank.—A‘ter piping the fuel tank to the first fuel filter mentioned in para. 7 and from this filter to the second fuel strainer on the engine, and after changing the fuel tank it is advisable to ‘uncouple the union at the engine second fuel filter and allow a copious flush of fuel to pass in order to clear out from the pipes any dirt that may have found its way in. After re-coupling to the filter, open the vent tap on top of the filter and allow another flush of fuel to pass. Do the same at the screwed plug in the flywheel end of the fuel pumps. These last two flushings are to expel all air from the system. This is very important. Exhaust Pipes.—The exhaust system may be planned on lines similar to those customary in petrol- paraffin engines. Special care should be taken to avoid an unnecessary number of bends and great lengths of pipe which cause undue gas friction and impairs the working of the engine, The normal size of the exhaust pipe is 2 in, for 2, 3 and 412 engines and 2} in. for 5 and 6L2 engines, increasing to 2} in, for 4L2 engines at the exit from the expansion chamber or silencer. ‘Sometimes, in marine installations, circulation water is injected into the exhaust pipe for cooling : in such cases, the exhaust pipe should be increased all through to 3 in. PREPARATION FOR STARTING AFTER INSTALLATION Lubrication System.—To charge the sump in the lower crankcase, remove the cover of the oil filler ‘box and pour in lubrication oil until the sump level reaches the maximum mark on the dip rod which will be found in the lower crankcase on the governor side. See Fig. 6, page 21. ‘The Dip Rod passes obliquely through a hole in the crankcase and is withdrawn by a knurled knob marked “ Oil Level”. The lower end of the rod is marked “ Max. Level ” and“ Min. Level ” Remove the screwed plug on the suction pipe of the lubrication pump and, by the aid of the large syringe supplied with the engine, fill the pipe with oil until it overflows at the plug hole. The object of this is to prime the pump and suction pipe from the foot valve upwards. This plug will be found. on the left-hand side of, and within an inch or so of the oil pump. [After a first run after installation, a certain amount of oil will be used to fill all the oil pipes and to ‘wet all the internal surfaces. This will, of course reduce the oil level in the sump, hence the necessity of an additional make-up charge of oil after a first run.GARDNER Page 24 Lz TYPE PREPARATIONS FOR STARTING—continued. 26, Formed in the crankshaft are oblique ducts which lead lubrication oil from the main bearings to the crank pins and hence to the gudgeon pins by way of a central duct in the connecting rod DIPPER ROD i ve FOOT VALVE nun (ie) LUBRICATION OIL ~ SUCTION STRAINER Fig. 6 . 27. When starting for the first time or after a prolonged stop, see that the oil pressure gauge registers pressure ; if it does not, shut down at once and investigate. See para. 30. @ os, satabo Luteaton o1.—Thisis supplied by any of te wel-nown makers, and must conform to the following viscosity specifications VISCOSITY REDWOOD No. 1 Specification BW Specification BS For use in Winter or in Cold For use in Summer or in Warm Climates Climates ‘Temp. °F. Temp. ‘F. 70 Not exceeding 1250 secs. | 70 Not exceeding 1600 sees. NOD Se 120, 100%. wt 0 600 140 Not less than 120 ,, 140 Not less than 160 200 " ieee 20 ow a, Cold Test Not higher than SF.Page 22 GARDNI L TYPE PREPARATIONS FOR STARTING—continued. 29, Lubrication Ol! Pressure.—The pressure gauge should read not less than 30 Ib,/sq. in. after starting from cold, while the engine is running at 1,000 r.p.m. Hf this pressure be not registered, stop the engine and investigate. 90, Lubrication Oil Pressure.—After starting the engine, an interval of ten to fifteen seconds is necessary for the pipe and filter system to become filled by the lubrication pump, consequently, during this interval, the gauge will not be expected to record any pressure. ® ‘31. Water Circulation Pump (Centrifugal Type).—See that the grease cup of the gland is fully charged with grease before starting (refer to para. 80) and give one turn to the cover of the cup. 32, Liquid Fuels.—The following is a laboratory specification of a typical example of the type of Fuel Oil which should be used in these engines. Whilst a selected fuel may confotm to these figures, before it is finally approved it should be the subject of an actual trial in an engine. Specific Gravity at 60°F (15.6°C) not exceeding af Initial Boiling Point Distillation Test erocF (307°C) Plath point (Penaig-Martin) * 160° (65.6°C) Visooettyi= Redwood No.l at 100°F (37.8°C) not exceeding 40 secs. feats en age 5.5.08: ‘Sulphur # * 0.4/6 loud. Font Winter or say below 36°F (1.7%) " 10.6%) ‘Sumner * # 2° (-£.2°%c) Fey Stes ae Water, To be frea from visible water. e 245, ‘306°? er Calorifie Value 3tu/1b. avout 19,400 (10,800 keal/ks) Local regulations may stipulate a higher Flash Point. 82-1 ‘Ignition Quality.—This is an extremely important factor. An excepted criterion of ignition quality of a Diesel Fuel is its Cetane Value expressed as a number. ‘ ‘The majority of good quality fuels in use have a Cetane Value of not less than 57 and it is desirable that the Cetane Value of the fuel used should approximate to this figure and should not in any case fall below 52. Another figure in use is the Cetene Number. This is always several points higher than the Cetane ‘Number for any given fuel. The above figures if quoted in Cetene Numbers are -— Cetane 57—Cetene 65. Cetane 52—Cetene 60.GARDNER L2 TYPE PREPARATIONS FOR STARTING—continued Generally speaking, the higher the ignition quality, the better will be the startability, operation and general maintenance of the engine. Fuels corresponding to the above specification are readily obtainable.. To Prime the Fuel System.—It is here assumed that arrangements have been made to supply fuel to the injection pumps of the engine by any of the following means (a) Autovac Vacuum Feed Tank, operated from the Vacuum Brake System. See Drawing ‘No. 93H, (6) S.U, Electric Petrolift Fuel Pump. See Drawing No. 933H. (Gravity Feed Tank. See Drawing No. 714H. (@ Amal Fuel Lift Pump and Gardner Overflow Return System. See Drawing No. 1592H. (¢) $.U. Electric Diaphragm Pump and Gardner Overflow Return System. () Auto-Pulse Pump and Gardner Overflow Return System, It is necessary in a new installation and desirable after dismantling the pipe system for any reason, to allow a copious amount of fuel to wash through the pipes in order to clear them of foreign matter and to rid the system of air Note.—For systems incorporating the Amal Fuel Lift Pump and Gardner Overflow Return, delivery of fuel for the following steps is obtained by hand operation of the Lift Pump Priming Lever. ‘The engine should be rotated by hand into a position at which it is felt that the Priming Lever imparts maximum stroke to the Lift Pump. Step No. 1. Unscrew the aluminium air chamber from the injection pumps and allow a flush of fuel to emerge from the orifice ; then replace the air chamber. Step No. 2, Slacken the special vent screws and allow a further flush of fuel to emerge, then re-tighten the vent screws. It may be necessary to repeat this step, while the engine is running, owing to liberation of further air from the fuel.Page 24 GARDNE) L TYPE PREPARATIONS FOR STARTING—continued. After this operation it will be found that the Priming Lever of the Amal Lift Pump (if fitted) ceases to operate the Pump, after the first or second stroke, This indicates that the system is fully primed up to the elements of the Injection Pump. ‘The delivery valve holders (Union Stocks) should not be disturbed as this may move the plunger barrels and so interfere with the calibration of the pump. Step No. 8, Uncouple the unions of the sprayer pipes on the pumps. Taking each pump in turn, work the priming lever until fuel emerges from the unions without the slightest trace of air bubbles. This completes the priming of the system up to the summit of the pumps. Recouple the sprayer pipe unions and tighten firmly. Step No.4, Work each priming lever until the elastic feeling, if any, has vanished, that is, until a solid feel” is obtained. This completes the operation of priming. The object of Step No. 4 is to lear out the air from the sprayer pipes. Each stroke of the priming lever forces some of the imprisoned air through the sprayer into the cylinder. When the last vestage of air has been forced out, the “feel ” of the lever suddenly becomes ‘solid ”. It is important to cease working the priming levers as soon as the “ solid feeling " is attained, otherwise, one is liable to inject a harmful amount of fuel into the cylinders. Caution.—Do not inject fuel into the cylinders by means of the priming levers. Sprayer Pipe Connections.—After the preceding priming operations are complete, make quite sure that the union nuts of the sprayer pipes are tight, particularly at the sprayer end, because any leakage from these unions would fall into the crankease and contaminate the lubrication oil. This, by the ‘way, applies equally to the unions on the drain pipes of the sprayers. It is easy to inspect for leakage, all that is necessary to remove the valve chamber covers one at a time, while the engine is running and wipe the said unions dry. If there be any leak it shows itself at once. Note.—It is of the utmost importance to avoid such leakage. Lifting Eye-Bolts—For convenience of lifting the engine, certain of the nuts which bolt down the cylinder head are temporarily replaced by eye-nuts. Before attempting to run the engine, see that these eye-nuts are removed and replaced with the permanent nuts which will be found attached to their respective studs.GARDNER Page 25 L2 TYPE STARTING WORKING FIRST STARTING POSITION SECOND STARTING POSITION POSITION (DECOMPRESSION) (MAXIMUM COMPRESSION) STARTING LEVERS. SHOWN IN THEIR THREE Fig.7 DIFFERENT POSITIONS STARTING FROM “ALL COLD” 36. Step No. 1. Turn the stopping lever upwards as far as it will go. n Step No. 2. Press up the maximum fuel plunger as far as it will go : this will release the governor- controlled bar and allow it to slide towards the flywheel. If it be sluggish in sliding, help it by pressing on the governor lever. Step No. 3. Turn up all the starting levers to the horizontal for decompression. Step No. 4, Crank smartly round the starting handle. Step No. 5. When maximum speed is attained, turn up quickly any one (the nearest, preferably) of the starting levers as far as it will go, for maximum compression : this cylinder shouid immediately give power Step No. 6, Turn up the remaining starting levers : all cylinders will now be at work. Step No. 7. Turn all the starting levers vertically downwards into the final running position. This completes the operation of starting. Note—Only when conditions are extremely cold is it necessary to use the maximum compression Position of the starting levers. Under normal conditions they may be turned direct from * decompression ” to “ running position ”Page 26 GARDNER L2 TYPE STARTING A WARM ENGINE 98+1 Proceed as in para, 96 but omit Step No. 2 and do not use the maximum compression position of the starting levers TO START BY ELECTRIC STARTER MOTOR 37. Step No. 1. Make sure that all cylinders are on full compression (Fig, 5) or maximum co: (Fig. 5) if conditions are extremely cold. Step No. 2. Turn the stopping cam upwards as far as it will go. Step No. 8. If the engine is cold lift the starting fuel plunger to allow the fuel pump slider bar to move to its maximum towards the flywheel If the engine is warm it is unnecessary to lift this plunger Step No. 4, Press the starter button, the crankshaft will commence to revolve, and after the first or second compression the engine will start. Immediately release the starter button. AFTER STARTING 38. After Starting.—Sce that the circulation pump and lubrication pump are operative and that the pressure gauige of the latter registers 90 Ib,/sq.in. at about 1,000 rp.m., if not, shut down at once, and investigate : probably the suction from the foot valve to the pump will 1 ed re-priming. 39. After Starting, the engine is at once able and ready to take up full load, but a careful engineer will recognise that, in all heat engines, it is better practice to apply the load as gradually as circumstances will permit, especially after starting from cold, in order that the internal parts may become heated gradually and so expand gradually. It is also advisable to follow this practice in order to permit the lubrication system to assume proper circulation. 99-1 Idle Running.—It is not good practice to run an engine idle for any length of time. STOPPING THE ENGINE 40. To Stop.—Turn the stopping lever downwards as far as it will go: in this position the fuel pumps immediately cease to inject fuel and so the engine stops. 41. When the engine stops, the flow of circulation water naturally stops : it is therefore recommended that the engine be allowed to run light for a minute or two just before stopping. oS42, 43, 44. 45, 46. 4 GARDNER Page 27 L2 TYPE STOPPING THE ENG INE—continued, The engine may also be stopped by pulling forward all the pump handles to engage with the lifting latches. This puts the pump rams out of action with the cams, but, of course, the use of the stopping lever is obviously preferable, and should always be used except under emergency conditions. On no account should the engine be stopped by turning off the fuel supply, because this would empty all the fuel pipes and so would necessitate re-priming of the whole fuel system before the next start. It is neither necess ty nor advisable to turn off the fuel supply when the engine is standing idle. GENERAL OPERATION AND MAINTENANCE Lubrication System.—The lubrication system of any internal combustion engine is of such importance that we would impress upon the users of our engines the necessity of exercising every care in rigorously following the recommendation and instructions set forth hereunder. Suitable Ol, as mentioned in para. 28, can be obtained from any of the well-known makers, and should approximate to the viscosities mentioned in para. 28. Our agents have extensive lists of approved lubricating oils and can advise customers in this matter. In cases not covered by these li be pleased to advise customers ourselves. ‘The Lubrication System is such that the whole of the working parts of the engine are automatically lubricated from the main pressure system which is maintained by a gear pump carried by the fuel cam box finmediately adjacent to the crankcase. The pump is driven by a vertical shaft from the fuel camshaft. The oil is delivered from the pump to the delivery filter and pressure regulator. It now passes into the feed pipes of the main bearings and hence, by drilled passages, to the crank pins and gudgeon pins, From the same pressure system, oil is fed under pressure to the valve gear in the cylinder heads. The surplus oil rejected by the pressure regulator is separately circulated through the governor unit, the fuel injection pump cams, the tappet mechanism, and finally through the main timing drive of the valve camshaft, This surplus oil pipe is situated on the near side of and external to the engine. It runs along the base of the cylinders {rom the pressure regulator to the casing of the main drive. This pipe should be dismantled and examined for signs of stoppage every 1,500 hours.Page GARDNER L2 TYPE GENERAL OPERATIONS AND MAINTENANCE—continued. FILTER 48, Delivery Filter.—As will be seen, this unit is situated on the near side of the crankcase at the flywheel end. It is of very simple yet special construction, comprising a vertical cylinder in which is a special gauze element instantly detachable by removing the filter cover. ‘The whole of the lubrication oil passes through this filter before going to its work, so that it is of the greatest importance that the filter be kept clean as in the next paragraph. 49. Delivery Filter, Cleaning of.—This unit must be thoroughly cleaned after every 300 hours, To this end, remove the filter cover, take out the gauze element and wash it thoroughly in clean paraffin or fuel oil. 50, Delivery Filter. Reassembling.—In doing this, it is recommended that the cover of the filter be gently. rotated upon the face joint in order to minimise the chance of any foreign matter causing a leak. It is recommended also to replenish the filter with clean oil through the orifice closed by the square-headed plug, 50-1 Suction Filter.—This is situated in the oil sump (Fig. 6), and can be removed by reaching down to it with the arm through the crankcase door on the exhaust and air manifold side of the engine. ‘The filter is on the centre line of the suction flange which can be seen on the outside and near the bottom of the sump on the fuel pump side of the engine. This enables one to select the correct crankcase door to remove for access to the filter, which should be taken out and cleaned each time the sump is drained. The filter itself is a shallow rectangular box, the open and lower side of which is covered with gauze. At one end of the strainer a spherical ended pipe projects, and has a certain amount of free movement to slide in and out. On this pipe is a spring and collar which holds the pipe in an extended position. At the end of the strainer remote from the pipe, a small spherical ended peg projects. The pipe end fits in the countersunk opening of the suction pipe hole in the sump. The peg engages with a small countersink in the opposite side of the sump, ‘From the foregoing it will be seen that to remove the filter it will have to be pushed towards the fuel pump side of the engine to release the peg from its countersink ; this end of the strainer can now be lifted up and the strainer withdrawn from the sump. When refitting, the pipe must be entered in its countersink first, the spring compressed, and then the peg entered in its countersink. The above will be more readily understood if reference is made to Fig. 6. When refitting the suction strainer make absolutely certain that the gauze faces downwards and that both the spherical end pipe and peg are seated properly.GARDNER L2 TYPE GENERAL OPERATIONS AND MAINTENANCE—continued. 51. Pressure Regulation Valve,—The function of this unit is to maintain within certain limits the pressure of oil in the lubrication system. It consists of a spring-loaded valve. The correct amount of spring-loading is effected by an adjusting screw. It will be easily understood that varying the spring- load will correspondingly vary the pressure at which the valve permits the surplus ol to escape through the surplus oil pipe described in para, 47. ‘The adjusting screw is set during test to 80 Ib,/sq. in. at about 1,000 r.p.m. with lubrication oil at a temperature of about 190°F. It is well to mention here that, until the engine attains maximum, working temperature the oil in the sump may not attain so high a temperature as 130°F., consequently, the pressure recorded may be about 92 Ib./sq. in, Therefore if this regulation valve be dismantled for any reason it should be re-set to give 92 Ib/sq. in. when the engine is thoroughly warmed up at 1,000 rpm. A useful to the setting of the adjusting screw during test is to count and record the number of screw threads that stand above the hexagon lock-nut.- This, of course, should be done before dismantling. If correctly counted, this should prove a useful aid when reassembling. n no aceount should the engine be run if the oil pressure is less than 20 Ib,/sq. in. 51-1 Lubricating Ol Temperature.—Just as in some installations the lubricating oil temperature may not rise above 190°F.., in others it may rise very considerably above this figure. A safe maximum is about 145°F. An engine should not be run with the sump temperature higher than this. It is only possible to fit a water jacketed oil cooler on a marine engine, as usually only in this case is the water of sufficiently low temperature to be effective, and it is most unlikely that the oil temperature in these engines will rise anywhere near the above maximum, In some stationary installations the problem is somewhat different, and if the oil tends to rise to or above the maximum of 145°F., endeavours should be made to create a draught about the engine either by doors or windows in the engine room, or even a small fan to circulate air around the oil sump. Should the oil temperature in a rail traction engine rise to 145°F., the engine casing should be adequately ventilated and full use made for this purpose of the draught created by the motion of the i car or locomotive. Should there be difficulty, in spite of the above, in keeping the oil temperature below 145°F., an oil radiator should be fitted. The Works will be pleased to make recommendations for this purpose, ‘The oil temperature may be recorded by inserting a thermometer into the oil, access to which may be obtained by way of the oil level dipstick hole ; alternatively, this temperature can be ascertained by fitting to the lubricating oil strainer filling plug (Fig. 1) a thermometer similar to that fitted to ‘the water outlet. i In conclusion, we would emphasise that the value of a draught around the engine is very great and ‘often avoids costly and complicated oil cooling systems, also it is very beneficial for the air drawn into the engine to be as cool as possible.