MOTOR ENGINEERING KNOWLEDGE QUESTION AND ANSWERS

1) DESCRIBE USING SKETCHES, A VARIABLE TIMING INJECTION FUEL PUMP

AND EXPLAIN HOW TIMING IS VARIED WHILES THE ENGINE IS IN
OPERATION.
Ans. 1(a)
Variable timing injection (VTI) is the term used to define a fuel injection pump which
alters the timing of the start of fuel injection.
The sketch shows an illustrative diagram of
VTI fuel pump fitted to a Sulzer marine
engine. In this type of VTI, a plain cylinder
plunger reciprocates inside the barrel. As the
plunger moves up and down, the push rods
of the suction and spill valves are operated
by two pivoted levers which opens valves. As
the engine is running, when the cam follower
is on the base circle of the cam, the suction
valve opens at the same time the spill valve
is closed. As the plunger moves up in the
barrel, the rod of the suction valve moves
downwards and the suction valve closes,
then fuel injection starts by delivering fuel to
the fuel injectors through a non-return valve.
As the plunger continues upwards, the push
rod of the spill valve will open the spill valve,
the pressure above plunger will fall and injection will cease. The quantity of fuel
delivered can be controlled by altering position of the eccentric pivot for the spill
valve operating lever. This will cause the spill valve to open earlier or later. By
altering the position of the suction valve pivot, the start of injection can be controlled
and therefore it can be seen that the pump utilizes VTI.

2) DEFINE THE FOLLOWING TERMS.

a) BRAKE THERMAL EFFICIENCY
b) SPECIFIC FUEL CONSUMPTION
c) COMPRESSION RATIO
d) MECHANICAL EFFICIENCY
e) VOLUMETRIC EFFICIENCY
Ans. 2(a)
Brake thermal efficiency: This is defined as the ratio between the energy
developed at the brake of the engine and the energy supplied as fuel.

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 2(b)
Specific fuel consumption: This is defined as the fuel consumption per unit
energy at the output shaft. = (approx.200g/kwh or 120 to 130/1bhp.hr)
2(c)
Compression ratio: This is the ratio of the volume of the cylinder and the
combustion chamber when the piston is at the bottom to the volume of the
combustion chamber when the piston is at the top.
2(d)
Mechanical efficiency: This is the ratio of the power delivered by the engine
to the total power generated within the engine cylinder.

2(e)
a) Volumetric efficiency: This is the ratio of the air or gas-air mixture drawn into
the cylinder of an internal combustion engine to the volumetric displacement of
the piston.

3) a) DESCRIBE WITH THE AID OF SIMPLE SKETCHES THE PRINCIPLES

OF:
i) UNIFLOW SCAVENGING
ii) CROSSFLOW SCAVENGING
iii) LOOP FLOW SCAVENGING
b) WHY IS SCAVENGING NECESSARY IN A DIESEL ENGINE?
Ans. 3(a)
i) Uniflow scavenging:

In uniflow scavenging, the incoming air enters at the lower end of the cylinder and
leaves at the top end of the cylinder. The piston controls the incoming air from the
scavenge airport while the exhaust valve are controlled mechanically or hydraulically
through the camshaft in relative motion of the crankshaft.

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 ii) Crossflow scavenging:

In cross scavenging the incoming air is directed upward pushing the exhaust
gases before it. The exhaust gases now travels down and out of the exhaust
ports opposite the scavenge air inlet.

iii) Loopflow scavenging:

In loopflow scavenging the incoming are passes over the piston crown then rises
towards the cylinder head. The exhaust gases are forced before the air passing
down and out of the exhaust port located just above the inlet ports.
3(b)
Scavenging is necessary in diesel engines to ensure exhaust gas is expelled
adequately before charged air is compressed. It ensure cycle temperature is kept to
minimum by not allowing mixing with exhaust gas. With adequate scavenging and
enough air available for combustion, correct utilization of the energy available in fuel
is achieved.

4) WITH REGARDS TO FOUR STROKE DIESEL ENGINE, EXPLAIN WHY

a) AIR INLET AND EXHAUST VALVES OPEN INWARDS.
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 b) SOME VALVES ARE COOLED WHILE OTHERS ARE NOT.
c) TAPPET CLEARANCE ARE NECESSARY IN VALVE OPERATING
GEAR.
d) WHAT ARE THE CONSEQUENCES OF HAVING LESS OR MORE
RECOMMENDED CLEARANCE IN FOUR STROKE DIESEL ENGINE.
Ans. 4(a)
The air inlet and exhaust valves open inward into the cylinder of four stroke diesel
engine so that the gas pressure in the cylinder will ensure positive closing of the
valves and help dislodge any build-up of carbon on the valve seat.

4(b)
In four stroke diesel engines, exhaust valves requires cooling because they are
subjected to higher temperature, corrosion and abrasion resulting from burnt gases.
Regarding this, they are often fitted in a separate cages that allows the valves to be
changed easily and overhauled without removing the cylinder head, these cages
comprises of water cooling passages connected to the cylinder head cooling water.
4(c)
Tappet clearance is the clearance between the flat surfaces of the rocker arms and
the point where they rest on the valves. This clearance is necessary in valves
operating gear for the following reasons:
i) Ensure valves are fully closed.
ii) Ensure valves do not impact the piston.
iii) Enhances correct timing.
iv) Provide room for thermal expansion.
v) Avoid buckling of the tappet.
4(d)
When tappet clearance is greater or less than the recommended values, there will
be an adverse effect on the timing for the opening and closing of the valves. If the
clearance is greater than recommended, the valves will open late and close early
and the valve operation will also be noisy. If the clearance is less than the
recommended value, the valve will open early and close late. And this will
consequently result to
i) Incomplete combustion in the cylinder.
ii) Reduction in engine rated horse power.
iii) Exhaust gases entering the exhaust manifold at higher pressure
iv) High temperature reading at the pyrometer.

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 5) a) DESCRIBE HOW A CRANKCASE EXPLOSION MAY OCCUR AND
STATE THE POSSIBLE CAUSES.
b) LIST THE PROCEDURES WHICH SHOULD BE TAKEN IF SUCH
CONDITION OCCUR.
Ans 5(a)
Crankcase explosion arises when overheating of rubbing bearing exist as a local hot
spot which evaporates oil in its vicinity. The oil vapour condenses as it moves to the
cooler part of the crankcase forming an oil mist. The oil in its mist form constitutes a
flammable atmosphere and increases the risk of explosion. Formation of the mist
continues and increases if the hot spot persists. The mist which resembles white fog
now becomes so dense that only a source of heat sufficient to ignite the mixture
would initiate the explosion. Possible causes of hot spot in diesel engine which may
lead to crankcase explosion are:
i) Failure of lubricating oil supply.
ii) Bearing journal surface become too rough due to lubricating oil become
corrosive or being polluted by abrasive particles.
iii) Atomization of circulating oil caused by a jet of air/gas resulting from
stuffing box leakage and blow by through a cracked piston crown.
iv) As a result of heat from a scavenge fire being transmitted down the piston
rod through stuffing box.
5(b)
Procedures taken if oil mist alarm/crankcase explosion occur –
i) Do not stand near crankcase doors or relief valves.
ii) Reduce speed / pitch to slow down level, if not done automatically.
iii) Inform the bridge, get permission to stop engine and stop engine.
iv) Switch off auxiliary blowers.
v) Stop the circulating oil pump.
vi) Do not open the crankcase until at least 20 minutes after stopping the
engine.
vii) Keep possible bearing metals found at the bottom of tray for later analysis.
viii) Locate the hot spot by using powerful lamp from the start.
ix) Prevent further hot spot by making permanent repair.
x) Check the circulating oil supply if it’s in order.
xi) Check for possible leakage from piston or piston rods.

6) a) STATE THE INDICATION OF GOOD COMBUSTION IN A DIESEL

ENGINE
b) WRITE SHORT NOTE ON EACH OF THE FOLLOWING:
i) VISCOSITY, (ii) ATOMIZATION, (iii) PENETRATION, (iv) TURBULENCE
AND (v) IMPINGEMENT.
Ans. 6(a)
A good combustion of fuel oil can easily be identified from the clear exhaust of the
engine, total output power and the exhaust temperature. Any variation in these
parameters indicates that there is some problem in the fuel combustion.
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 6(b)
i) VISCOSITY: This can be referred to the measure of a fluids resistance to
flow. It determines the heating requirement for fuel. Also temperature range
for satisfactory atomization and penetration at injector. It reduces with
temperature.
ii) ATOMIZATION: This is the process of breaking down fuel oil into minutes
spray with the help of fuel injector to ensure good mixing with air. It brings
about complete combustion with adequate release of energy.
iii) PENETRATION: This refers to the distance the atomized particles travel
from the injector into the combustion space, before the actual mixing
evaporation and ignition takes place. Penetration depends on the size of
the atomized particles, velocity and condition in the combustion chamber.
iv) TURBULENCE: This is to the swirl effect of charge air in the cylinder. Swirl
air will mix very well with spray of atomized fuel to achieve good
combustion. Swirl effect is achieved by the geometry of the piston crown,
liner/ports and air pressure/temperature gradients.
v) IMPINGEMENT: This refers to the excessive velocity of fuel spray causing
contact with the metallic parts in the cylinder and resulting to flame burning.
It can cause diesel combustion to deteriorate when the liquid phase
interacts with engine parts. The speed of fuel spray should not be too much
to avoid contact with metallic parts in the combustion chamber.

7) a) DESCRIBE HOW YOU WOULD CALCULATE THE INDICATED POWER

OF A DIESEL ENGINE STATING EVERY PROCEDURE TAKEN.
b) SKETCH A SIMPLE HEAT BALANCE FOR AN INTERNAL
COMBUSTION ENGINE SHOWING THE DISTRIBUTION OF ENERGY
FROM FUEL.
Ans. 7(a)
Area of the indicator diagram represents the power produced (work done) per cycle
by burning a quantity of fuel in the cylinder. An instrument known as Planiment is
used to measure the area or alternatively mid-ordinate rule can also be used. Mean
height of diagram is obtained by dividing the area with the length, when multiplied by
the spring scale of the indicator mechanism, gives the mean effective (Average)
pressure for the cylinder. And the mean effective pressure (Pm) is now used to
calculate the indicated power (work done) in the cylinder.
Thus: Mean height of diagram = Area of diagram / length of diagram.
Mean effective pressure (Pm) = Mean height of diagram X Spring scale (N/m2).
Pm is the mean pressure effective pushing the piston forward and transmitting the
useful energy to the crankshaft in one cycle.
Work done= mean eff pressure (Pm) X length of piston stroke (L) X area of piston
(A).
Indicated power (I.P) = mean eff pressure X length of piston stroke X area of piston
X No. of power stroke per second (N). Mathematically I.P = Pm. L.A.N.

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I.P is the power indicated in one cylinder. The total power of a multiple cylinder
engine will be that multiplied by the number of cylinder in only the mean effective
pressure is the same for all the cylinder. Total power of an engine = Pm L.A.N.n,
where n is the number of cylinders.
Note: for 2 stroke engine N = rev per sec, but for 4 stroke engine N = rev per sec / 2.

7(b)

Simple Heat Balance Diagram for Internal Combustion Engines

8) a) WHY IS IT DANGEROUS TO OPERATE AIR COMPRESSOR WITHOUT

INLET FILTER?
b) WHAT IS THE FIRST STEP IN LOCATING THE FAULT IF THE
COMPRESSOR BEGINS TO LOOSE CAPACITY?
c) WHAT EFFECT CAN EXCESSIVE TEMPERATURE HAVE UPON
VALVES AND WHAT EXAMINATION SHOULD BE MADE IF THE
TEMPERATURE HAS BEEN TOO HIGH?
Ans. 8(a)
It is dangerous to operate air compressor without inlet filter because:
i) Foreign maters such as dusts and dirt will be sucked in by the compressor air inlet
and eventually end up in the oil, oil filters and oil separators. These forms abrasive
particles which increases wear on pistons rings/liners, bearing and may choke
valves.
ii) The abrasive particles in compressor oil may also lead to higher discharge
temperature and formation of carbon deposit on valve and act as igniting point for oil
and air mixture and consequently may lead to fire or explosion in the compressor.
8(b)
Steps in locating faulty compressor:
i) Use soapy water to check the pipeline or joins for leaks.
ii) Check pressure gauges, if abnormal then valves should be checked for
damages as these reduces the volumetric efficiency.
iii) Check inlet filter for dirt.
iv) Check crankcase if it’s pressurized by blow past rings/liner.
v) Check delivery and suction valves for proper opening and leaks.
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 8(c)
Effect of excessive temperature on valves:
i) The valves may be eroded (wear) as the heat persist for longer period.
ii) The valves will required cleaning too often.
iii) Carbon would be formed and deposit on the valves causing it not to close
properly.
Examinations:
i) Check the valves or seat for crack, fault.
ii) Check the valves for carbon accumulation.
iii) Check the valves and seat for erosion wear.
iv) Check the springs for damage and or weakness.

9) a) CONSIDER THE CHOICE OF WATER OR OIL PISTON COOLING IN

SLOW SPEED DIESEL ENGINE, GIVE:
1) THREE ADVANTAGES OF USING WATER.
2) TWO DISADVANTAGES OF USING WATER.
3) THREE ADVANTAGES OF USING OIL.
4) TWO DISADVANTAGES OF USING OIL.
b) GIVE FIVE PROPERTIES REQUIRED OF PISTON RING.

Ans. 9(a)
1) Advantages of using water:
i) Water has higher thermal capacity to compare to oil.
ii) Water sustains higher outlet temperature up to 70-80’C therefore improves
thermal efficiency.
iii) Water is abundant and comparably cheaper than oil.
iv) Lower gravity of water is required to give same cooling effect as oil
v) Water has low viscosity therefore has higher heat transfer surface.

2) Disadvantages of using water:

i) Water requires addition of inhibitors to prevent corrosion.
ii) Scale formation is possible with water as a cooling medium.
iii) There may be possibilities of contamination of crankcase lub-oil due to
leakage.
3) Advantages of using oil:
i) Oil does not require addition of inhibitors.
ii) Contamination of oil due to leakage will not occur.
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 iii) There is no risk of corrosion.
4) Disadvantages of using oil:
i) Low thermal conductivity due to high viscosity.
ii) Low thermal limit (about 50’C)

9(b)
Five properties required of a piston ring are:
i) High resistant to wear.
ii) Self-lubricating.
iii) Mechanical strength.
iv) Resistance to thermal expansion.
v) High corrosion resistance.
vi) Compactible with liner material.

10) a) DEFINE THE CAUSES OF CORROSION WEAR ON LINER AND

PISTON RINGS.
b) EXPLAIN THE PART PLAYED BY CYLINDER LUBRICATION IN
NEUTRALIZING THIS ACTION.
c) EXPLAIN HOW LINER LUBRICATION IN SLOW SPEED CROSS
HEAD DIESEL ENGINE DIFFERS FROM THOSE OF TRUNK, MEDIUM
SPEED ENGINE. USE SKETCHES IN YOU ILLUSTRATIONS.
Ans. 10(a)
Corrosion wear on cylinder liner and piston rings is as the result of burning heavy
fuel oil in the combustion chamber. These parts corrode because heavy fuel oil
usually contains high level of sulphur which enhances the formation of acids. During
fuel combustion, the sulphur is oxidized to and and combines with the condensate
or moisture that is present in the combustion chamber and forms sulphuric acid and
sulphurous. These acids are extremely corrosive to liner and piston especially if
cylinder lubrication is insufficient to neutralize the acids.
10(b)
Apart from providing adequate lubrication under varying temperature and operating
conditions, lubricating oil also keeps the internal parts of the engine clean and
provides protection against chemical corrosion from acidic combustion products. As
the result of the alkaline nature of lubricating oil, proper cylinder liner lubrication
neutralizes the acidic products form the combustion of heavy fuel oil which tends to
corrode the liner and piston rings.
10(c)
Trunk head, medium speed engine cylinder lubrication: Cylinder liner lubrication
is achieved in this type of engine as the crankshaft rotates, it splashes oil up from
the crankcase to the liner with the piston rings spreading the oil along the cylinder

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liner, the excess oil is being scraped back to the crankcase by oil control ring in the
piston as it reciprocates in the cylinder.

Trunk Head Engine Cylinder Liner Lubrication

Cross head, slow speed engine cylinder lubrication: Cylinder liner lubrication is
achieved in this type of engine by pumping some special lubricating oil into the
cylinder through a quill fitted in the cylinder. The end of the oil quill is drilled in a way
that the lubricant flows directly into the cylinder oil grooves or down the cylinder wall.
Oil reaches the quill from a lubricator pump which is driven and controlled by the
engine camshaft.

Cross Head engine Cylinder liner lubrication

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 11) a) GIVE TWO REASONS WHY TORQUE WRENCH AND HYDRAULIC
SPANNERS ARE USED EXTENSIVELY IN DIESEL ENGINE
OVERHAULING.
b) GIVE REASONS FOR REGULARLY CALIBRATION OF THESE
TOOLS.
c) GIVE TWO APPLICATIONS IN LARGE ENGINE WHERE THEIR
USE HAS PROVEN PARTICULARLY USEFUL.
d) STATE WHY SUCH DEVICE NEED CAREFUL MANIPULATION.
Ans. 11(a)
Torque wrench and hydraulic spanners are tools for tightening fasteners such as
bolt and nuts, their use helps to control the level of torque and load pressure applied
to fasteners. These tools are extensively used in overhauling of diesel engine:
i) To ensure that torque or load applied to fasteners correlates with the level
stipulated by engine manufactures in the service manual.
ii) To ensure that torque applied to fasteners is even (this is applicable to
cylinder head bolt and nuts which requires that they must be tightened in
proper sequence and recommended torque).
11(b)
Consistency and accuracy of torque wrench and hydraulic spanner are absolutely
imperative, therefore:
i) Regular calibration of these tools is essential in order to get its accuracy
verified.
ii) Regular calibration helps to measure the reliability of the job performed with
these tools from day to day.
iii) Regular calibration ensures the tools do not exceed the permissible window
of calibration error set at 5% (any error beyond this may seriously affect the
performance of the tools)

11(c)
When it comes to engine, all bolts and nuts are not equally designed, some are
justifiably more important than others due to their function. In large diesel engines,
torque wrench and hydraulic spanners are particularly useful when tightening:
i) Main bearing cap nuts.
ii) Engine top cylinder head bolts
iii) Connecting rod bolts.
iv) Fly wheel bolts.

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 11(d)
Careful manipulation of these tools during operation is very necessary to ensure;
i) That fasteners are not subjected to too much torque load which may
consequently stretch, break, crack or worn the fasteners or even the part
being fastened.
ii) That the actual recommended torque load is applied to fasteners to avoid
under tightening of the fasteners.

12) EXPLAIN THE POSSIBLE CONSEQUENCES OF THE FOLLOWING

MALPRACTICES
a) ALLOWING THE EXHAUST GAS BOILER TO RUN DRY DURING FULL
POWER OPERATION.
b) NEGLECTING TO REGULARLY DRAIN THE MAIN AIR RESERVOIR
c) NEGLECTING TO KEEP INDICATOR COOK OPEN ON STATIONARY
ENGINE.
Ans. 12(a)
Consequences of allowing the exhaust gas boiler to run dry during full power
operation: In such condition, the temperature of the boiler tube (economizer) rises
rapidly due to excessive heat from exhaust gases. With the accumulation of the
carbon soot deposits on the heat exchanger, resulting from previous combustion of
heavy fuel oil. As the temperature of the heat exchanger attains that of the exhaust
gases, the carbon soot ignites. This is referred to as boiler soot fire.

12(b)
Consequences of neglecting to regularly drain the main air reservoir:
i) Since we know that water vapour in compressed air condenses to liquid
water as the temperature of the compressed air drops. If the condensate is
allowed to remain in the main air reservoir, the amount of air volume of the
reservoir will decrease.
ii) Neglected condensate can also carry over through the air distribution line
and cause problems in the air powered tools and machineries.
iii) Most detrimental effect of neglected condensate is the internal corrosion of
the air reservoir which may decrease the wall thickness of the reservoir and
it consequently fails with time.
12(c)
Consequences of neglecting to keep indicator cock open when engine is
stationary: This condition will not allow the corrosive gases and moisture left in
the cylinder from the combustion of heavy fuel oil or leakages to dissipate,
therefore result in condensation of water and or sulphuric acid. Accumulation of
this may destroy the lubricating oil film and cause corrosion problem to liner and
piston rings.

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 13) DESCRIBE A SIMPLE GOVERNOR TO MAINTAIN NORMAL
RUNNING SPEED UNDER CONDITION OF VARIABLE LOAD.
Ans. 13(a)
Mechanical Variable Speed Governor: This is the simplest of the various type of
governors and it works on the basic principle of centrifugal force. When the engine is
operating at normal speed, the governor spindle is driven by the engine via a gear
mechanism, which exerts a centrifugal force acting on the rotating flyweights and
balanced by the vertical speeder spring force. If the engine load decreases, the
engine speed also increases. The centrifugal force acting on the flyweights also
increases causing the flyweights to move outwards and the control sleeve upwards.
This moves the fuel rack so less fuel is delivered. The upward movement of the
control sleeve increases the compression in the speeder spring and hence the
speeder spring force. This increased spring force brings the control sleeve in a new
stationary position. If the engine load increases, the engine speed decreases and
the opposite occurs. Thus the control sleeve moves up and down as the engine
speed fluctuates due to load variations.

14) a) WHAT ARE THE CAUSES OF UNEQUAL WEAR IN THE

CRANKSHAFT MAIN BEARING?
b) WHAT WOULD BE THE EFFECT ON MAIN ENGINE IF THIS IS
IGNORED?
c) STATE POSSIBLE CORRECTIVE MEASURES TO BE TAKEN.
Ans. 14(a)
The causes of unequal wear in the crankshaft main bearing are:
i) Engine operating in an unbalanced condition. This means that the power
developed in the different cylinder are not the same and resulting to
different gas load. This will alter the force arising out of the piston
acceleration and consequently excess stress leading to crankshaft
misalignment and cause unequal wearing of the main bearing.
ii) Presents of low bearing on one or more crack separated by a higher
bearing on the other.
iii) Overloading on unbalanced engine.
iv) incorrect lubrication and adjustments
v) Vibration forces.
14(b)
The effect of unequal wear on engine:
i) Crankshaft misalignment
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 ii) Vibration of engine
iii) Hot stop
iv) Possible crankcase explosion
14(c)
Possible corrective measures of unequal wear of crankshaft:
i) Check engine for misalignments and balance if necessary.
ii) Inspect crankshaft and recondition or replace if bent.
iii) Check journal surfaces and if excessive wear is discovered, regrind.
iv) Install new bearing (be careful and follow proper cleaning procedures).
v) Use torque wrench during assembly to ensure specified torque on each
bolt.

15) a) EXPLAIN WHY HIGH PRESSURE ARE REQUIRED FOR THE

INJECTION OF FUEL INTO THE COMBUSTION CHAMBER OF A DIESEL
ENGINE.
b) STATE WHY DOUBLE WALLED FUEL PIPES ARE EMPLOYED
FOR HIGH PRESSURE FUEL LINE.
c) STATE WHY VAPOUR LOCK IS NOT A PROBLEM, EVEN IF FUEL
TEMPERATURE OUTLET FROM HEATER IS ABOVE THE FLASH POINT.
Ans. 15(a)
Why high pressure are required for the injection of fuel into the combustion
chamber of a diesel engine: After the compression stroke come the fuel injection
into the cylinder. The air condition inside the combustion chamber is already at a
high compression pressure and temperature. The fuel to be injected during firing
and explosion stroke must be at much higher pressure for it to be able to enter the
cylinder. The injector valves only opens at such high pressure and the injection
pump would be capable of pressuring the fuel to a pressure high enough to
overcome the spring settings of the valve so that the fuel ejects out of the injector
nozzle with a fine spray.
15(b)
Why double walled fuel pipes are employed for high pressure fuel line: Double
walled pipe minimizes the risk of fire as they are mostly located between the fuel
pump and injector (cylinder head area), these area of the engine are very hot, and
thus any leakage of high pressure fuel may result to an outbreak of fire in the engine
room. Base on this, on the failure of inner pipe, the outer pipe will contain the leaks
and channel it to a smaller indicator tank. The tank has alarm which gives signal to
that effect.

16) a) EXPLAIN WHY LUBRICATING OIL CONSUMPTION IS GREATER

IN MEDIUM SPEED DIESEL ENGINE THAN IN SLOW RUNNING DIESELS
AND THE STEPS TAKEN IN MINIMIZING THE CONSUMPTION.
b) WHAT ARE THE PRECAUTIONS TO BE TAKEN –
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 1) OPENING THE CRANKCASE OF A DIESEL ENGINE.
2) USING LIFTING GEAR TO MOVE HEAVY PARTS OF AN ENGINE.
3) ENTERING AN EMPTY FUEL TANK.

Ans. 16(a)
REASON WHY LUBRICATING OIL CONSUMPTION IS GREATER IN MEDIUM
SPEED DIESEL ENGINE: The lubricating oil in this type of engine experience more
stress when compared to large 2-stroke slow speed engine which has a special
lubricating oil for its cylinder lubrication, isolated from its crankcase lubricating oil
system. In truck piston medium speed diesel engine, lubricating oil system is
designed to lubricate bearings, crankshaft, and pistons and also keep these parts
clean and cool under the piston crown and protects the cylinder liner and piston
rings from acidic combustion products. These multi task contributes to lubricating oil
consumption. Other cause of lubricating oil consumption in medium speed diesel
engine are –
i) Overheating of the engine.
ii) High temperature.
iii) Much clearance between piston rings and liner.
iv) Engine operating at high rpm.

STEPS TAKEN IN MINIMIZING THE CONSUMPTION:

i) Proper cooling system
ii) Regulating engine rpm using governor.

16(b)
1 The precaution taken before opening the crankcase after oil mist alarm:
i) Carry out job hazard analysis.
ii) Obtain permit to work.
iii) Ensure that the engine has been shut down.
iv) Ensure the engine has cooled down.
v) Wear personal protective equipment.
vi) Assemble the right tools for the job.
vii) Ventilate the crankcase.
viii) Keep a stand by emergency equipment.
Man should be at the entrance to watch the progress of work and the condition of
those inside.
2 The precaution taken when using lifting gear to move heavy engine part:
i) Conduct job hazard analysis
ii) Ensure that the object to be lifted is free from the engine.

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 iii) Ensure that the lifting gear safe working load is greater than the load to be
lifted.
iv) Ensure that the chains, spring wire to be sued are in good working
condition.
v) Ensure that the lifting gear its self is in good working condition.
vi) Ensure no person is under the load line of action.
vii) Ensure the part to be lifted is properly secured with the chain.
3 The precaution taken before entering an empty fuel tank:
i) Ventilation of the fuel tank.
ii) Test for the presents of any toxic gases or inflammable liquid.
iii) Put on personal protective equipment.
iv) Put on breathing apparatus.
v) Good communication between the inside and the outside must be ensured.
vi) Carry out job hazard analysis.

17) GIVE REASONS AND REMEDIES FOR THE FOLLOWING FAULTS IN

AIR COMPRESSOR
a) FAILURE TO DELIVER AIR
b) COMPRESSOR OVERHEATING
c) COMPRESSOR VALVE AND SEAT EROSION
Ans. 17(a)
Causes of failure to deliver and Remedies:
i) Discharge valve is closed – Remedy, Open discharge valve.
ii) The first stage inlet valve is leaking badly – Remedy, Over haul valve.
iii) The inlet filter is blocked – Remedy, Clean filter or change.
Causes of compressor overheating and Remedies:
i) The discharge pipe is replaced with that of smaller diameter – Remedy, Fit
specified pipe.
ii) There is breakdown in lubricating oil – Remedy, Check sump level and
clean filter.
iii) First and second stage delivery valves are leaking – Remedy, Overhaul
valve.
iv) Cooling water circulation is disrupted – Remedy, inspect circulation system
and rectify.
v) The intercooler is fouled – Remedy, inspect and clean cooler.
Causes of compressor valve and seat erosion and Remedies:
i) The compressor is run for a very long period – Remedy, fault for low
through put.
ii) The compressor is operating with excessive lubrication – Remedy, Correct
the sup level.
iii) There is overheating due to the above reason – Remedy, Correct as
applicable.

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 18) DESCRIBE HOW YOU WOULD DETECT THE FOLLOWING FAULTS
DURING THE OPERATION OF A DIESEL ENGINES. STATE POSSIBLE
CAUSES AND REMEDIES OF.
a) AFTER BURNING.
b) EARLY FIRING.
c) CHOKE FUEL VALVE.
d) LOOSED PISTON RING.
Ans. 18(a)
After burning – DETECT/EFFECTS
i) Loss of power
ii) High exhaust temperature with smoke
iii) Loss of efficiency
iv) Incomplete combustion
v) High exhaust gas pressure
vi) Power card with increase in depth toward expansion.
After burning – CAUSES
i) Incorrect fuel oil pump timing.
ii) Faulty fuel injector.
iii) Heavy fuel oil temperature too low.
iv) Lack of scavenging air.
v) Poor compression.
After burning – REMEDY
i) Correct fuel timing by adjusting the fuel pump and cam.
ii) Change faulty injector.
iii) Maintain fuel temperature for adequate viscosity.
iv) Ensure clean scavenge receiver, ports and problem free turbocharger.

18(b)
Early firing – DETECT/EFFECT
i) Engine knock.
ii) Power card with high peak pressure.
iii) Reduced exhaust temperature.
iv) Increase in thermal efficiency.
v) High peak pressure at TDC
vi) Transmission of heavy shock load to the bearing.
Early firing – CAUSED
i) Early injection of fuel.
ii) Incorrect fuel condition.
iii) Overheated parts (hot piston)
Early firing – REMEDY

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 i) Check and correct fuel pump timing
ii) Maintaining correct fuel temperature
iii) Adequate cooling of working parts

18(c)
Choke fuel valve – DETECT / EFFECT
i) Loss of power.
ii) Rupture of fuel pipe due to hammering between fuel pump and injector.
iii) Reduced exhaust temperature on the cylinder.
iv) Power card with fluctuations.
Choke fuel valve – CAUSES
i) Contaminated fuel.
ii) Leaky valve.
iii) Loss of nozzle cooling.
Choke fuel valve – REMEDY
i) Frequent change of injector
ii) Fuel should be de-sludged, purified and filtered
iii) Fuel should be used at correct temperature.
iv) Fuel valve cooling temperature should be maintained.

18(d)
Loosed/leaky piston ring – DETECT/EFFECT
i) Low compression.
ii) Loss in engine power.
iii) Reduced engine efficiency.
iv) Afterburning.
v) High rate of liner wear.
vi) Hot piston and possible seizure.
vii) Disrupt cylinder lubrication.
viii) Poor scavenge efficiency.
Loosed/leaky piston ring – CAUSES
i) Excessive rate of cylinder liner wear.
ii) Lack of cylinder lubrication.
iii) Worn, broke, stuck or poorly maintained piston rings.
iv) Worn piston ring grooves.
v) Overloaded engine.
Loosed/leaky piston ring – REMEDY
i) Gauge cylinder liner and renew.
ii) Renew rings.
iii) Ensure adequate clearance.
iv) Avoid engine overload.

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 v) Maintain cylinder lubrication.

19) (a) DESCRIBE THE CORRECT PROCEDURE FOR STARTING A

MEDIUM SPEED ENGINE FROM COLD.
(b) STATE THE ADVANTAGES AND DISADVANTAGES OF MEDIUM
SPEED DIESEL ENGINES COMPARED TO LARGE SLOW RUNNING
ENGINE.
Ans. 19(a)
Having carried out all daily routine checks, ok.
i) Disengage the turning gear and ensure it’s in out position.
ii) Blow off the starting air system for water and check the pressure.
iii) Start the lubricating oil pumps and check the pressure and temperature.
iv) Regulate the indicator regulator to manual or service position. Then push
the start button.

19(b)
Advantages of medium speed engines –
i) Medium speed engines is lighter in weight.
ii) It saves more head room.
iii) It is smaller and occupies less space.
iv) It has small cylinder and piston which implies ease movability.
v) It is stable for driving alternators.
vi) It can be unidirectional.
Disadvantages of medium speed engines –
i) They are noisier.
ii) They have more frequency of oil change.
iii) They are of trunk piston design.
iv) They consume more lubricating oil.
v) Their maintenance is demanding.
vi) Required reduction gear.
vii) Extra initial cost.
viii) Beyond certain speed, the medium speed engine cannot burn cheap heavy
distillate fuel oil.

20) a) WHY ARE COOLER NECESSARY AFTER A TURBOCHARGER?

b) WHAT IS THE EFFECT OF UNDERCOOLING?

Ans. 20(a)

19
Since compression of air raises temperature, there is need to fit a cooler between
the turbocharger and the charged air receiver to cool the air before entry to the
engine manifold. Reducing the temperature of the air will lead to –
i) Increased air density at low induction temperature.
ii) Engine is maintained at safe working temperature with a lower compression
temperature reducing stress on the piston rings and liners.
iii) Increased air density will raise scavenge efficiency and allow a greater
mass of air to be compressed with more fuel, burned giving an increased
power.

20(b)
Effects of Undercooling – Cooling the air below its dew point at the corresponding
pressure will lead to
i) Excessive water being condensed and carried into the engine.
ii) It promotes corrosion.
iii) Poor burning of fuel or combustion.
iv) Thermal shock.
v) Removal of cylinder lubrication.

21) DESCRIBE THE TEST FOR FINDING THE PRESENTS OF WATER IN

a) FUEL OIL
b) LUBRICATING OIL
Ans. 21(a)
Fuel oil test for water – To test for water in fuel oil, some chemically prepared
strips of paper, once dipped in oil containing water, it changes colour. These water
finder as they are called are supplies in chocolate brown colour but changes to white
if water is present in the fuel oil. Another method is the use of water finding paste,
when applied on the dip sounding stick and inserted into the fuel oil tank. If water is
present, the colour of the water paste changes from white to pink.

21(b)
Lubricating oil test for water – Crackle test for water in oil is one of the methods
used to determine if water is present in a sample taken from the engine system, the
oil sample is shake vigorously and about two drops is placed on an aluminium foil
dish, the dish is held over a flame (e,g matches or gas lighter). If cracking occurs in
the oil, it confirms that water is presents. This method can detect the presents of
water as low as 0.1%.
Other methods are –
i) Qualitative water test.
ii) Strong acid test.
iii) Comparative viscosity and insoluble content test
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 iv) Salt water determination

22) EXPLAIN THE FOLLOWING

a) PLANNED MAINTENANCE SYSTEM.
b) PREDICTIVE MAINTENANCE SYSTEM.
c) DIAGNOSTIC MAINTENANCE SYSTEM
d) CONDITION MONITORING SYSTEM.
e) PROTECTIVE MAINTENANCE SYSTEM.

Ans. 22(a)
PLANNED MANAGEMENT SYSTEM – This refers to the regular inspection and
maintenance of equipment according to fixed time table and set of procedures
specifying the actual work to be done to prevent unplanned equipment down time.

22(b)
PREDICTIVE MAINTENANCE SYSTEM – This refers to the monitoring techniques
which helps to determine the condition of in service equipment in order to predict
when maintenance should be performed. This approach promises cost savings over
routine or time based preventive maintenance, because tasks are performed only
when warranted predict equipment failure and prevent failure by performing
proactive maintenance.
22(c)
DIAGNOSTIC MAINTENANCE SYSTEM – In addition to the necessary skill of the
diagnostician, systematic use of job aid will improve fault finding method.

22(d)
CONDITION MONITORING SYSTEM – This refers to the process of monitoring a
parameter of conditions in machinery (vibration, temperature, etc.), in order to
identify a significant change which is indicative of a developing fault. It is a major
component of predictive maintenance.
22(e)
PROTECTIVE MAINTENANCE SYSTEM – This is another preventive maintenance
system which is routine and regularly carried out on equipment in order to avoid
(failure) breakdown or malfunction.

23) STATE THE IMPORTANT RUNNING DATA OF THE MAIN DIESEL

ENGINE THAT ARE REQUIRED.
Ans 23(a)
i) Main engine fresh water cooling temperature in and out – 90’C
ii) Sea water temperature – 32’C.
iii) Turbocharger cooling water temperature in and out.
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 iv) Gear box pressure – 2272Kpa
v) Cylinder exhaust gas temperature – 550’C.
vi) Crankcase oil level.
vii) Jacket header tank level, Pressure-3bar, Temperature-65’C.
viii) Fuel oil service tank level, Pressure-5/6bar.
ix) Fuel oil settling tank level.
x) Fuel oil temperature-125’C.
xi) Scavenge air temperature-40/45’C. Pressure-1bar.
xii) Main lubricating oil pump pressure.
xiii) Fresh water pump pressure.
xiv) Fuel rate-0.16kg/kwh.
xv) Main lubricating oil pump pressure-2bar.
xvi) Engine RPM.
xvii) Main lubricating oil temperature-45’C.
xviii) Cylinder oil pressure-40bar.

24) WITH REFERENCE TO INLET OF EXHAUST VALVE OF A DIESEL

ENGINE, EXPLAIN WHY
a) SPECIAL MATERIAL ARE USED FOR MANUFACTURE.
b) SOME VALVE KIND OF SPINNER.
c) VALVE ARE OPEN INTO THE CYLINDER.
d) VALVES ARE MOUNTED ON STAGES SEPARATE FROM CYLINDER
HEAD.
e) SOME EXHAUST VALVES ARE WATER COLD.

Ans. 24(a)
SPECIAL MATERIAL ARE USED FOR MANUFACTURE – Some special material
are used for the manufacturing of the inlet and exhaust valve. Corrosion resistant
material are used for the inlet valves to prevent corrosion due to moisture. Heat
resisting material are used for the exhaust valve which are located in the hot
cylinder head and are subject to the hot combustion heat. The valve housing is
made of special close grain cast iron. The spindle is of high quality steel with high
tensile strength. The lids and seats are subjected to the heat and high velocity of
exhaust gases and so are made of special alloys to resist erosion.

24(b)
SOME VALVE CARRY SPINDLE – Local overhauling resulting to possible failure
occurs when the valves are not centrally placed in the combustion chamber, thus
heating is not symmetrical on the valves lid. The use of automatic rotating device
called spinners involving rotocap may be filled to cause the valve to rotate slowly

22
while operating thereby preventing local overheating. The valve spinner helps to
remove deposits. Also reduces temperature around the valve seat. Reducing
burning and distortion, thereby prolonging valve life.

24(c)
VALVE ARE OPEN INTO THE CYLINDER – The air inlet and exhaust valves open
inwards in order to maintain positive closing under pressure in the cylinder and
ensure their non-return action. The gas pressure supplements the closing action of
the valves lids holding them tight on the seat, thereby preventing carbon depositing
on these seats. If carbon is allowed to deposit on the seat, there would be blow by of
hot gases as the valve will not close properly and thus would result to burning and
erosion of the valves seats.

24(d)
VALVES ARE MOUNTED ON CAGES SEPARATE FROM CYLINDER HEAD – The
reason for this is to facilitate overhauling without removing the cylinder head of the
engine. For easy removal by unscrewing the studs.

24(e)
SOME VALVE ARE COOLED – The reason for this is to lower temperature in other
to prevent burning, rapid wear, and loss of lubrication of spindle. The cooling also
helps to prolong the valves life.

25) HOW WOULD YOU RENOVATE HEAVILY CONTAMINATED

LUBRICATION OIL WHILE AT SEA?
Ans. 25(a)
Heavily infected and contaminated lubrication oil can be combated by the use of
biocide and or physical treatment. This involves heating and continuous purification,
renovating at 80’C for 12 to 24 hours and treating the sup and system with biocides
or steam lancing to kill the infection. It is important that the addition of biocide should
be done only with confirmed reference to the supplier.

26) WHAT ARE THE CAUSES OF DIESEL ENGINE PISTON

OVERHEATING? SHOW HOW IT CAN BE DETECTED AND THE PROMPT
ACTION WHICH SHOULD BE TAKEN.
Ans. 26(a)
Causes of Diesel Engine Piston Overheating –
i) Crack in cylinder head.
ii) Struck exhaust valve.
iii) Improper cylinder lubrication.
iv) Worn piston rings and liners.
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 v) High temperature of cooling oil.
vi) Disruption in cooling medium.
vii) Overheating of the engine.
viii) Probable scavenge fire.
ix) Improper scavenging.
Detection of Diesel Engine Piston Overheating –
i) Outlet temperature of cooling medium.
ii) Early firing which may be notice by engine knocking.
iii) Low pressure of cooling medium.
iv) High temperature alarm may set up.
Prompt Action of Diesel Engine Piston Overheating –
i) Notify the bridge.
ii) Reduce engine speed.
iii) Reduce engine load.
iv) Stop the engine.

27) DESCRIBE THE DANGERS OF DIRTY UPTAKE IN THE WASTE

HEAT LIMIT. EXPLAIN HOW THESE DANGERS ARE MINIMIZED.
Ans. 27(a)
Dirty uptake in the waste heat unit protends on hazardous situation. In this condition
some carbonaceous substance or soot deposited in the exhaust trunking and waste
heat unit can be ignited resulting to uptake fire (ie fire in the exhaust trunking of
funnel). The waste heat unit includes the exhaust gas boiler, economizer, super
heater and air heater which can be fitted in the diesel engine as well as main boiler
exhaust trunking respectively. The waste heat unit when fitted to the exhaust
trunking can slow down the exhaust gasses as they pass through to the
atmosphere. This will case some deposition of some carbonaceous substance from
the combustion product of the engine or boiler furnace. Some of this deposit can be
ignited by hot flue gases or sparks especially on faulty operation of the engine or
boiler leading to fire hazard.
The dangers can be minimised as follows –
i) Maintaining good cleaning of the waste heat unit, regular cleaning in port
after a passage.
ii) It is necessary to soot blow before and after water washing of turbocharger.
iii) Exhaust gas boiler should be by passed during manoeuvring and when
engine is to be operated at low load for a long time.

28) a) EXPLAIN WHY IT IS BAD PRACTICE TO OPERATE A DIESEL

ENGINE WITH APPRECIABLE WORN PISTON RINGS AND LINER
b) WHAT ARE THE REASONS FOR MAIN ENGINE OVERHEATING

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 c) STATE THE REASEON FOR MAIN ENGINE STOPPING BY ITS
SELF
28(a)
APPRECIABLE WORN PISTON RINGS AND LINER WILL RESULT TO LOW
COMPRESSION LEADING TO:
i) Low power.
ii) Poor combustion.
iii) Smoking exhaust.
iv) Unburnt carbon deposits.
v) Exhaust uptake.
vi) High duel consumption.
vii) Possible uptake fire.
viii) Possible after burning.
THE BLOW PAST THE WORN PISTON RINGS AND LINER WILL LEAD TO:
i) Contamination of crankcase oil.
ii) Increase crankcase oil mist.
iii) Possible crankcase explosion.
iv) Lack of adequate liner lubrication.
v) Overheating.
vi) Component seizure.
28(b)
REASONS FOR MAIN ENGINE OVER HEATING:
i) Overloading of engine.
ii) Improper fuel injection or timing.
iii) Improper cylinder lubrication.
iv) Blow past rings.
v) Late firing
vi) Disrupt of main engine cooling water.
vii) Fouling of main engine fresh water cooler.
viii) High temperature of charged air.

28(c)
REASONS FOR MAIN ENGINE STOPPING BY ITS SELF:
i) Piston seizure.
ii) Fuel pump failure.
iii) Loss of control air.
iv) Much water in fuel oil.
v) Turbocharger failure.
vi) Governor failure due to low oil level.
vii) Chocked changed air filter.
viii) Low fuel oil temperature.
ix) Disruption of lubricating oil supply due to fouled filter.
x) Over speed of engine.
25