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in Diesel Driven Power Solutions

Serving the oil and gas, marine, power and construction industries since 1981

Archive for the ‘maintenance’ Category

Prior Diesel Volvo Penta Action Service Engineer Assists Piling Company

Thursday, November 30th, 2017

TAD1373VE - Volvo Penta Engine RepairOur Volvo Penta trained engineers have been on site in London again this week. A key client contacted us with urgent maintenance work needed on his Volvo Penta system. The engine had developed a water leak and was out of action. Our workshop co-ordinator discussed the ongoing problem with the end user and quickly discovered that the leak was coming from the water pump housing to cylinder block joint. Parts were ordered and our engineer mobilised to site the next morning.

After completing a site induction, the engineer inspected for leaks. The coolant was drained from the system and associated hoses and components were removed without causing any environmental contamination.

Once the water pump was removed, it was evident that the seal had become damaged and was the cause of the leak. Genuine Volvo Penta Parts were used to complete the repair, including Volvo VCS coolant.

Following completion of the repair the system was tested to ensure the fault was rectified.


Whilst on site, our engineer carried out a full system diagnostic check-up to ensure no faults were developing and also to check if any outstanding campaigns or upgrades were available.

Having completed the repair within 24 hours, our client was able to continue with his piling project and still meet his critical deadlines.



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Prior Diesel Fuel Polishing Service – Diesel Bug Crisis

Wednesday, November 22nd, 2017

Fuel PolishingPrior Diesels’ fuel polishing experts have been out on the river this week attending a fuel contamination crisis on board a marine leisure vessel.

Our client had been carrying out his 250 hour engine service and found his fuel filters were severely contaminated with “Diesel Bug”. “Diesel Bug” is usually a result of excessive water within the fuel system, allowing micro-organisms to feed and build colonies, resulting in a thick sludge. If the contaminated items are left unattended this can cause serious fuel damage.

Our fuel experts attended the site and carried out fuel analysis using our highly sophisticated sampling unit, which allows us to read fuel contamination ISO levels as well as water content in PPM.

The standard for Diesel fuel in the UK is 18/16/13 and a max 200ppm water. Upon testing the vessel was found to have fuel levels exceeding 400ppm water and an ISO reading of 25/23/20.

Once the contamination types were confirmed, our fuel polishing expert set up our custom fuel polishing system to eliminate the problem in the most efficient way, using up to 1 micron high efficiency filter bags and water removal filters.

During polishing our sampling unit was constantly monitoring the tank for changes. Upon completion the fuel levels were recorded at 18/14/10 with 186ppm water, which far exceeds the ISO standard.

If you would like to know more about fuel polishing, give our service department a call on 01493 441383.

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Inspection, repair and dynamometer test of Detroit 60 series engine

Thursday, November 16th, 2017

Detroit 60 Series' Dynamometer Testing

The initial enquiry from our client was to evaluate the condition of a Detroit 60 series engine installed in a badly damaged liquid nitrogen converter unit. The engine was inspected, repaired and a Dynamometer test was carried out.

On arrival at Prior Diesel Ltd our specialist team of well service equipment technician’s removed the Detroit 60 series from the damaged unit and delivered it to the service department engine build team for evaluation

Firstly the engine was cleaned and inspected externally, any damaged components identified. Next the engine rocker cover was removed to allow for a detailed inspection of the top end internal components, any issues found were fully documented.

With the top end inspection of the Detroit 60 series complete, the sump was removed to allow access to the engine bottom end internal components. The big ends were disconnected and the condition of the bearing shells and crankpins assessed. The main bearing caps were removed one at a time and the condition of the bearing shells and crankshaft journals assessed with the two thrust bearings inspected at the same time. The big ends and bearing shells were then refitted and tightened using a calibrated torque wrench in accordance with the Detroit 60 series technical manual. All critical component final torques are recorded and witness verified on a component specific document which is signed and dated by the engine build technician and witness as part of our quality assurance programme. Only calibrated torque wrenches are used during the engine build process. With the engine inspection complete a detailed full report of the condition of the Detroit 60 series was compiled and submitted to the client for consideration.


The client authorised all repairs as detailed in the submitted report and the required spare components were ordered via Prior Diesel parts department.

With all new parts fitted the engine was then installed into the Prior Diesel purpose built engine test cell which features a Froude 2000hp dynamometer test and DaTAQ Prolog data acquisition system.

Prior to starting the Detroit 60 series being a fully electronically controlled engine was connected to the DDEC control system and diagnostic computer, it was during this process that a fault code was flagged up by the engine diagnostic system which was traced to a fault with engine ECU, This was replaced with a test ECU with the correct calibration loaded.

With the test ECU installed the Detroit 60 series was cranked over with the ignition off to allow the engine oil pressure to rise and prime the lubrication system. After the engine oil level had been rechecked the engine was started for the first time. With all pressures stable and within the manufacturers specification the engine speed was raised to 1200rpm and a load of 100hp applied, this condition was maintained until the engine was at operating temperature and the thermostats had opened fully.


With the engine pressures and temperature stable the engine was run at its rated speed of 2100rpm and the load gradually increased until the full 600hp was achieved. This engine condition was maintained for a period of one hour during which the engine was constantly monitored, with critical temperatures and pressures recorded by the DaTAQ Prolog data acquisition system every 30 seconds, additionally the DDEC diagnostic computer was set to record all engine ECU data.

On completion of the test the engine was fully inspected and a full report was compiled for submission to the client for final approval.


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