Kingfisher KD26 User manual

KINGFISHER DIESELS LIMITED

MARINE ENGINE INSTALLATION INSTRUCTIONS

The reliability of your Kingfisher propulsion unit is

dependant on the quality of the installation

. Almost all

marine engine problems are caused by poor installation.

These instructions must be followed strictly

. Please read

them through completely before starting any part of the

installation

. Disregard of any part of these instructions

may void the warranty and incur call out charges.

If in doubt, our technical staff are available to help on

Phone +44 (0)202 875111

Fax



861144

20 HOUR SERVICE

All Kingfisher engines must be serviced after the first 20

hours and not later than 30 hours' running from new

If a

boat is still in the hands of its builder or his agent at this

time, they are responsible for arranging the work in

conjunction with the owner

(who is liable for the cost).

.DELIVERY

All engines should be carefully inspected for damage on

delivery and the carriers and ourselves notified immediately

in there is any sign of possible damage

. If we do not notify

the carriers within 48 hours, no claim can be accepted.

GENERAL LAYOUT

Please give consideration to service engineers who will need

access to the engine, in particular oil and fuel filters, oil

removal points, rocker cover, injectors and Jabsco pump.

Inadequate access is likely to cause delays and expense in

future.

Engines are often enclosed whilst running

. If this is not so,

ensure that the engine is protected from the weather, and that

all moving parts such as belts and the flywheel are properly

guarded, especially if children are likely to be on board.

ENGINE BEARERS

Engine bearers must have sufficient stiffness and strength to

withstand not only the engine running normally, but also the

thrust from the propeller and, importantly, shock loads should

the propeller become jammed by debris

. Substantial

-i-

longitudinal and transverse support is therefore

essential.

This is equally important in flat bottomed hulls, such

narrowboats,

where the

vertical stiffness of flat steel sheet

is not great and resonant bouncing may occur at certain

speeds.

There are two recommended systems for mounting Kingfisher

engines

. The first is to bolt the engine directly to hardwood

bearers, which in turn are fixed to the hull

. There should be

no metal contact between the engine and hull, so that the

timber can act as a sound absorber

. (Electrical and control

cables etc . are permissible

.) Any bolts or screws into or

through a wooden hull should be in A4 stainless steel to

withstand constant immersion.

The second system is to use flexible mounts supplied by

Kingfisher which can be bolted directly to bearers which in

turn are bonded, welded or bolted to the hull

. In this case,

the engine is free to move on the flexible mounts and

provision must be made for this when arranging propeller

shaft, control and electrical connections to the engine

. This

system is not presently recommended for the KD12, nor for the

KD26 in narrowboats where engine speeds tend to be low

. In

such cases, the engine is best bolted down to as solid a mass

as possible via timber bearers.

Where flexible mounts are used, some settlement will occur in

addition to the initial deformation, particularly during the

first two days

. Alignment should therefore be checked at

regular intervals.

Flexible mounts are not designed to be effective below 850

rev/min; furthermore, they have a natural vibration frequency

of their own, and when engine vibrations coincide with this

frequency, typically at

very

low speeds, excessive engine

movement may result

. If this should happen, avoid running the

engine at the speed which triggers the movement.

VENTILATION

A diesel engine draws substantial amounts of air and there

should also be a reasonable flow of air around the engine

. We

recommend at least a 75 mm

. diameter duct from both sides of

the vessel to the engine compartment as a minimum.

PROPELLER SHAFT

Accurate alignment of the propeller shaft to the gearbox is

critical, unless a shaft system such as Aqauadrive or

Centaflex CF-A-G is used

. The propeller and gearbox shafts

must be aligned to within 0

.004" (0

.1 mm

.) at the periphery of

-2-

a 4 inch (100 mm

.) circle and to zero offset

Even

with a

flexible coupling, accuracy to this level will be

beneficial.

Ensure that the shaft is of suitable material and diameter for

the transmitted power and shaft length

. We strongly recommend

that a flexible coupling be fitted to the output shaft of the

gearbox to act as a shock absorber whether or not the engine

is on flexible mounts

. This will reduce sound passing down

the shaft to the hull which then acts as an amplifier, and

will also dampen torsional resonance which can damage

gearbox.

If the engine is flexibly mounted, the propeller shaft must be

able to accommodate the engine movement

. This can be achieved

by using a Cutless bearing in an "A" or "P" bracket or in the

aft end of the stern tube

. A floating type stern gland (i

.e.

flexibly connected to the stern tube) is then essential.

Alternatively, a flexible coupling with adequate movement,

such as the Centaflex type, can be used at the gearbox output

shaft.

If an offset arrangement is required, a specialist

transmission unit such as Aquadrive or Centaflex and/or vee

belts should be used

. Offset engine installations using

intermediate shafts and universal joints without flexible

couplings are not recommended as they can be noisy at certain

speeds and may damage

gearbox

. We cannot accept

responsibility on such occasions for any adverse consequences.

Ensure that there is adequate clearance between the propeller

shaft coupling and the stern tube so that the shaft can be

disconnected and slid out for maintenance if required.

Propeller

Correct propeller selection is critical to successful

performance

. We recommend the use of a specialist propeller

supplier who will take into account all of the hull details,

required speed, available power etc

. in determining the

optimum propeller

. A questionnaire for this purpose from

Crowther Marine is attached to these instructions and contact

should be made direct if required.

Do not prop

. a boat so that the engine runs too slowly at

cruising speeds

: minimum recommended speeds are 700 rev/min

for larger engines, and 850 rev/min for the KD6 and KD8.

Running an engine consistently at very low speeds may result

in smoky exhaust and sooting up of the injectors caused by low

combustion chamber temperatures and incomplete combustion.

3 -

FUEL SYSTEM

Fuel tanks must be made of steel, approved rubber

or plastic.

Do not use galvanized tanks with diesel fuel.

The outlet should draw from a point at least 25 mm

. above the

bottom of the tank so as to avoid debris and condensation

water

. A means of removing these contaminants should be

provided, either by a drain plug (if permitted) or by pump

access through the top of the tank.

Deck fillers must be of an approved type that does not permit

water to enter the fuel, and an air vent of adequate size,

screened to prevent water entering, must also be provided.

If the tank is below the level of the injector pump, a fuel

lift pump must be employed

. These are standard on the KD26,

KD36, KD16 and KD14-11 Special engines.

The fuel pump on the KD14-11 Special and KD16 is electric and

must be kept upright for optimum efficiency.

The fuel line to the engine must be at least 6 mm

. or 0 .25"

bore and comply with relevant regulations as to material,

routing and fittings

. All engines are supplied with one

secondary filter unit, but the use of additional sedimenter

and/or agglomerator filter units in the fuel line is strongly

recommended

. Fuel injection equipment is highly sensitive to

dirt

. The most damaging particle size is in the 10 to 30

micron range, and any one filter does not guarantee to remove

more than a certain percentage of such particles

: the more

filters, the better.

Diagrams and notes from Lucas CAV on fuel conditioning are

attached as an appendix.

The leak-off lines from the injectors must be led back to the

fuel tank

. The KD26 and KD36 engines have a one metre leak-

off hose attached fitted with a 3/16" hosetail.

Separate fuel lines to other equipment or engines should be

taken direct from the tank and not shared.

COOLING SYSTEMS

Cooling systems can be divided into direct and indirect, and

with wet or dry exhausts (see following section).

Direct cooling systems use raw water from outside the vessel

for circulation round the engine block before discharge

through the hull, or injection into the exhaust system (wet

exhaust)

4 -

Indirect systems use recirculated fresh water to

cool

the

engine

. This water in turn is cooled either via

heat

exchanger through which external water is pumped separately,

or via a skin cooling tank which disperses heat through the

hull into the surrounding water

. The latter is standard on

narrow boats and other steel hulls where a tank can be formed

as part of the hull inside and below the waterline

. Ensure

that the pipework layout will not permit air locks to form

anywhere in the system.

Indirect systems require a header tank at the highest point in

the system to allow for water expansion and for air to be

expelled

. Generally, they are preferable to direct systems.

A diagram of an indirect system is shown below.

EXHAUST SEND

OUTLET



EXHAUST MAHaCLO



INLET

GEARBOX OIL COOLER SEA WATER PUMP

Heat Exchanger Cooling Layout - KD26/36

All offshore and dual system engines employ a Jabsco pump in

the cooling system which must not be run dry or severe damage

will result.

All water intake seacocks should

incorporate a strainer which can be

accessed from inside the vessel for

cleaning, and be capable of

closure

. The open area of the

screen should be at least four

times the area of the hose bore.

Intake hose must be of the non

collapsible variety (NOT car heater

hose) and with a bore at least

equal to that of the Jabsco pump

inlet.

Use stainless steel Jubilee clips

for securing hoses

SYPASS

HEAO'SLOCX

HEAT

~--



EXpiAHGER

FRESH

.vATER

PUMP



0 SEA WATER

SPRESH WATER

Seacock with Strainer

5 -

Cooling water outlets MUST be above the waterline if they do

not inject into the exhaust

. Make sure they will not be

obstructed when alongside jetties or banks.

1m26 and KD36

These engines come in Inland or Offshore versions

. The Inland

versions are suitable for skin cooling or use with a remote

heat exchanger, but are

NOT

suitable for direct (raw water)

cooling

. The systems can be pressurised if required but it is

not essential to do so.

Offshore versions come with a combined heat exchanger and

pressurised header tank built on to the engine

. Fresh water

must be used in the engine circulating water, combined with

50% antifreeze or other corrosion inhibitor such as Fernox,

depending on climatic requirements

. Connect one hose tail on

the gearbox oil cooler via non collapsible suction hose to a

seacock

. The other oil cooler hose tail is connected to the

lower, intake spigot on the Jabsco pump on the front of the

engine, still using suction hose.

The water outlet from the exhaust manifold is fed into the

exhaust system (wet exhaust) or through a hull fitting above

the waterline (dry exhaust).

Calorifiers - im26 S Im36

Calorifiers can be connected to both Offshore and Inland

engines

. On an Offshore engine, the bypass hose, which is 1/2

inch (13 mm

.) bore and connects the thermostat housing to the

water pump, is removed

. The feed to the calorifier should

then be connected to the thermostat housing, and the return

connected to the water pump.

Calorifier connections for Inshore engines must be specified

as a factory option

. The flow to the calorifier is then

connected to the thermostat housing and the return from it to

the exhaust manifold

. A short hose bridges the two connection

points for test purposes and should be removed.

KD4, 1m6,

K D8, RD12, RD14, KD16.

These engines are suitable for either direct, or indirect

cooling using a skin tank

. Whichever is used, the cooled

water must be routed through the gearbox oil cooler (hydraulic

gearboxes only) and via the Jabsco pump to the engine block.

With direct systems, the water from the block passes to the

exhaust system (wet exhaust), or overboard separately above

the waterline leaving the exhaust dry (and the pipe hot).

6 -

With indirect systems, the warmed water from the engine must

be routed back to the skin tank for cooling and recirculation.

Indirect systems for these engines must NOT be pressurised or

the Jabsco pump will be damaged.

Calorifiers may be

connected

between the thermostat outlet and

the return to the skin tank

. A plumbing diagram is available

for calorifier installations.

Bypass link adjustment Th4, KD6, KD8, KD12, KD14, RD16.

In all installations for these models, there is an engine

bypass link in the cooling system, allowing some water from

the pump to bypass the engine

. However, the balance of flow

between the engine and the bypass is critical and highly

sensitive to the plumbing of any particular installation

. The

correct balance can only be achieved once the engine is

installed, and an isolator valve is fitted to the bypass link

for this purpose

. The valve can be turned with a 1p piece or

screwdriver, and a 90 deg

. turn gives 100% valve movement.

If too much water bypasses the engine, it will overheat

; if

too little bypasses the engine, excessive pressure will

develop between the pump and the engine

. This will not only

damage the pump seal, but will result in a surge of cold water

into the engine when the thermostat opens, particularly at

working engine speeds

. This will shut the thermostat until

the engine water heats up again and the cycle repeats itself.

Such treatment is highly damaging to the engine castings and

if a calorifier is fitted, it will not heat up properly.

Start the engine with the valve fully open, i

. with the slot

in line with the water flow, and watch the temperature gauge

as the engine warms up at a brisk idling speed

. If the

temperature rises above 70 deg

., partially close the bypass by

rotating the valve about 30 deg

. and noting the temperature

behaviour

. If it continues to climb, close the valve further

until the temperature settles at around 60 deg

. Check again

when the engine is under load.

If the temperature rises to 60 - 70 deg

. and then suddenly

drops to 50 deg

. or less before rising again, particularly

with the engine under load, the valve is restricting the

bypass too much and should be opened and adjusted until the

correct setting is found.

With a little care, a position for the valve should be found

where it can be left without further adjustment.

If the temperature indicator fails to move for a long time and

then suddenly indicates 80 deg . or more, there is an airlock

in the system and the engine water has boiled

. Stop the

7 -

engine immediately and allow it to cool for at least 30

minutes before allowing any cold water

into the engine block.

EXHAUST

SYSTEMS.

Wet

Wet exhaust systems inject cooling water drawn from outside

the boat into the exhaust system just aft of the exhaust

manifold

. This cools and silences the gases so that marine

rubber exhaust hose can be used for the remainder of the

exhaust system.

With any wet system, there is a risk of water entering the

engine up the exhaust pipe

THIS MUST BE PREVENTED AND

FAILURE TO DO SO WILL VOID THE WARRANTY.

A suitable water trap MUST be fitted in the exhaust system.

Ideally, the trap should be one metre from the water injection

point, and at least 300 mm

. (12") below it

. Ensure that a

lift type trap of adequate design and volume

fitted

: if in

doubt, consult manufacturers such as Halyard (0722 210922) or

a Vetus stockist

. If

standard trap is impracticable, a

special trap will need to be made to suit the installation.

The outlet pipe from the trap must be led up in a gooseneck to

at least 500 mm

. (18") above the waterline before descending

to a hull fitting

. Do not use hose of smaller bore than the

engine manifold outlet

. The use of an anti surge combined

gooseneck and hull fitting is recommended

. Use a sealant such

as Sicoflex for hull fittings.

In small boats or offshore sailing craft, the hull fitting

should be capable of closure to prevent waves or wash from

surging up the pipe.

If the water injection point is less that 300 mm

. (12") above

the waterline, a syphon breaker device or valve MUST be fitted

between the engine block and the water injection point,

according to the maker's instructions.

The need for these precautions is created by water lying in

the exhaust pipe when the engine is not running

. In the

absence of

trap, the water will surge up and down the pipe

as the boat tilts on waves or wash, and spill over into the

engine

. Exhaust water is highly corrosive.

Water can also seep in through the water inlet via the Jabsco

pump and, over a period of time, fill up the exhaust system

and flood the engine

. This can be prevented by looping the

pipe between the pump and the engine above the waterline and

fitting the anti syphon device already referred to

. The

- e -

seacock should be closed if the engine is not to be used for

24 hours or more.

If the

seacock incorporates a scoop, it should point AFT

sailing vessels.

In sailing boats, the consequences of heel and even broaching

(knock down) should be borne in mind

. Water traps are not non

return valves, and are designed to function more or less

upright

. The water injection hose should always be looped

well above the maximum heel waterline and a syphon breaker

incorporated

. Closure of the exhaust outlet and water inlet

is recommended in heavy weather or when racing.

Dry

A dry exhaust can be specified as an alternative and is

standard practice in narrow boats

. In this case the cooling

water is not injected into the exhaust and lagged steel

exhaust piping must be used

. Ordinary water pipe is

acceptable, but its weight must not be carried by the engine

manifold

: incorporate a length of flexible steel pipe next to

the manifold, particularly if the engine is on flexible

mounts

. If the exhaust outlet is vertical, be sure to fit a

self closing device to prevent rain running down and into the

engine

CHECK THAT IT WORKS PROPERLY.

Various silencers are available on the market

. Do not

restrict gas flaw by using small bore pipework, and ensure

that all joints inside the boat are gas tight.

ELECTRICAL EQUIPMENT AND PANEL,

Fit the instrument panel in a safe position within easy reach

and sight of the steering position

. Ensure no water can fall

directly on to the panel

: protection of the panel will prolong

its service life and help to prevent water ingress

. Fitting a

perspex hinged cover over the panel is recommended.

To connect the wiring loom to the engine, follow the wiring

diagram supplied

. Ensure each connection is tight and cover

with petroleum jelly or a suitable spray protective

. Repeat

applications during winter lay up.

Use a battery of adequate size, and of the sealed, maintenance

free variety to avoid any explosive gas build up

. Keep the

terminals clean and tight, protected with petroleum jelly.

Connect the starter with adequate cable to carry 140 amps and

keep the length as short as possible

. If a length longer than

one metre is essential, use heavier grades of cable to avoid

voltage drop under load

9 -

Battery connections are negative to the block

One of the

flywheel housing bolts will have

been replaced

stud and

Nyloc nut to facilitate this.

Do not carry out

any arc welding on the boat unless the engine

alternator is disconnected first

: induced currents can destroy

the diodes.

Keep all 240v . supplies completely separate from the engine

electrics.

REMOTE

CONTROLS

Fit remote controls according to the manufacturer's

instructions and relevant regulations, keeping all lengths to

a minimum and avoid tight curves.

Connect the gear linkage with the lever on the gearbox and the

control lever in neutral

. Check for smooth operation and that

the correct throw is achieved in both ahead and astern

positions

. Then connect the throttle and stop controls and

repeat the checks.

1m6, KD8

and

KD14

The throttle and stop controls are interconnected and the

following instructions must be followed exactly to achieve

correct operation.

The following diagram shows the linkage on top of the engine

timing cover

Cahle (outer)

. Outer cable bracket



. Stop control outer cable

. Governor lever



. Nipple

. Cable clamp

-10-

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