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MAN Diesel
Technical Documentation
Engine
Operating Instructions
6631 B1-4 EN 1 (2)
Engine............................ V32/40
Works No. of engine........ 1065160
1065161
1068204
1068205
Plant No.......................... 5300327

MAN Diesel
2 (2) 6631 B1-4 EN
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
service-augsburg@de.manbw.com
www.manbw.com


Copyright MAN Diesel
All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

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Table of contents

1 Introduction
1.1 Preface
1.2 Manufacturer's liability
1.3 Structure and use of the operating instructions
1.4 Addresses/Telephone numbers

2 Technology
2.1 Scope of supply/Technical specifications
2.1.1 Scope of supply of MAN Diesel SE
2.2 Engine
2.2.1 Characteristic features
2.2.2 Photos/Drawings
2.3 Components/Assemblies
2.3.1 Engine in standard design
2.3.2 Engine in standard design
2.3.3 Engine in standard design
2.3.4 Special versions of the engine
2.3.5 Additional fittings
2.4 Systems
2.4.1 Fresh air / intake air / exhaust system
2.4.2 Compressed air and starting system
2.4.3 Fuel System
2.4.4 Speed and Power Regulation
2.4.6 Lube oil system
2.4.7 Coolant System
2.5 Technical data
2.5.1 Power and consumption information
2.5.2 Temperatures and pressures
2.5.3 Weights
2.5.4 Dimensions/Clearances/Tolerances - Part 1
2.5.5 Dimensions/Clearances/Tolerances - Part 2
2.5.6 Dimensions/Clearances/Tolerances - Part 3

3 Operation/Operating media
3.1 Prerequisites
3.1.1 Prerequisites/Guarantee
3.2 Safety
3.2.1 General remarks
3.2.2 Destination/Suitability of the Engine
3.2.3 Risks/Dangers
3.2.4 Safety Instructions
6631 B1-4 EN 1 (3)
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MAN Diesel
3.2.5 Safety Regulations
3.3 Operating media
3.3.1 Quality requirements for gasoil/diesel fuel (MGO)
3.3.2 Quality of marine diesel fuels (MDO)
3.3.3 Quality of heavy fuels (HFO)
3.3.4 Viscosity-temperature diagram (VT diagram) for heavy fuel
3.3.5 Quality of the lube oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and bio-fuels
3.3.6 Quality of lube oils (SAE 40) for heavy fuel operation (using HFO)
3.3.7 Quality of the engine coolant
3.3.8 Examination of operating materials
3.3.11 Quality of aspired air (combustion air)
3.4 Operative management I - Putting engine into operation
3.4.1 Starting preparations/Starting and stopping the engine
3.4.2 Switching from diesel oil to heavy fuel oil and vice-versa
3.4.3 Permissible outputs and speeds
3.4.4 Engine run-in
3.5 Operative Management II - Monitoring Operating Data
3.5.1 Engine Monitoring /Performing Routine Duties
3.5.2 Engine Log Book/Engine Diagnosis/Engine Management
3.5.3 Load curve during acceleration
3.5.4 Part-load operation
3.5.5 Calculation of the engine power and the status of the working point
3.5.7 Equipment for engine modification for special operating conditions
3.5.9 Condensate water in charge air pipes and pressure vessels
3.5.10 Load Application
3.6 Operative Management III - Operating faults
3.6.1 Faults/Defects and their causes (fault finding)
3.6.2 Emergency operation when a cylinder fails
3.6.3 Emergency operation upon failure of a turbocharger
3.6.4 Failure of the power supply (blackout)
3.6.5 Failure of cylinder lubrication
3.6.6 Failure of the speed control system
3.6.7 Response in the event that operating values are exceeded when
alarms occur
3.6.8 Response in the event of an oil mist alarm
3.6.8 Response in the event of a splash oil alarm
3.6.9 Response in the event of slow-turn errors
3.7 Operative Management IV - Shutting Down the Engine
3.7.1 Shutting down/preserving the engine

4 Maintenance/Repairs
4.1 General remarks
4.2 Maintenance schedule (explanatory notes)
4.3 Tools/Special tools
2 (3) 6631 B1-4 EN

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4.4 Spare parts
4.5 Replacement of Components by the New-for-Old Principle
4.6 Services/repair work
4.7 Maintenance schedule (signs/symbols)
4.7.1 Maintenance schedule
4.7.2 Maintenance schedule

5 Appendix
5.1 Designations/Terms
5.2 Formulae
5.3 Conversion of units
5.4 Symbols and abbreviations
5.5 Brochures
6631 B1-4 EN 3 (3)

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MAN Diesel
Introduction
Technology
Operation/Operating media
Maintenance/Repairs
Appendix
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3
4
5

6631 1-4 EN 1 (1)
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MAN Diesel 1.1
Preface

Preface

Engine systems - Their char-
acteristics, justified expecta-
tions, assumptions
Engine units produced by MAN Diesel SE are the result of decades of con-
tinuous successful research and development work. They cope admirably
with high levels of demand and have reserves in hand to cope with inter-
fering and damaging influences. In order to be able to fulfil expectations they
must be used as intended and must be maintained properly. You can expect
uninterrupted performance and a long life if these requirements are met.
Intent and purpose of the
operating and working
instructions
The operating and work instructions (work cards) will help you to familiarise
yourself with the engine. They are intended to provide answers to questions
which arise at a later date and to be a handbook for operation of the engine
and during maintenance work. We consider the understanding of the meth-
ods of action, the promotion of cause and effect and the passing on of
experience to be an aim of equal value. Last, but by no means least, the
handover of the operating instruction manual and working instructions sig-
nifies our fulfilment of the legal obligation to provide advice concerning the
dangers arising from the engine or its components - despite its high level of
development and despite all design endeavours - or which arise from han-
dling which is improper and in contravention of the instructions.
Condition 1 The operating personnel and the persons executing the servicing and over-
hauling activities must be familiar with the operating instructions and work
instructions (Work Cards), which must be available at all times for reference.

Lack of information
Lack of information and non-observance of information can cause
serious injury to persons and serious damage to property and the
environment! Please therefore: observe Operating and Work
Instructions!

Condition 2 The maintenance and overhaul of modern four stroke engines requires prior
comprehensive training of the personnel. The operating instructions and
working instructions (Work Cards) assume the skills relevant to this training.
Guarantee and liability claims cannot be accepted resulting from the lack of
relevant instructions.

Untrained staff
Untrained persons can cause serious personal injury and serious
material and environmental damage! Do not assign any tasks that
exceed the level of knowledge and experience! Refuse entry /
involvement to unauthorised persons!

Condition 3 The technical documentation is tailored to the specific installation. This
means that there can be considerable differences in comparison with other
installations. Information that is valid in one specific case could cause prob-
lems in another product.
6680 1.1-01 EN 1 (2)
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1.1 MAN Diesel

Scope of technical documents
Technical documents have system-specific validity! The use of
information for another system or from an outside source can cause
malfunctions or damage! Only use the relevant information, not
information from an external source!

Also observe... Please also observe the tips concerning product liability provided in the next
section, as well as the safety regulations in section 3.
2 (2) 6680 1.1-01 EN
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MAN Diesel 1.2
Manufacturer's liability

Manufacturer's liability

Safe efficient operation of the engine system presupposes comprehensive
knowledge. In a similar way, functionality can only be maintained or recre-
ated by maintenance or repair work if these tasks are carried out by trained
personnel having technical understanding and skill. The rules of sound
technical practice must be observed to preclude negligence.

The Technical Documentation supplements this skill with special informa-
tion, draws attention to hazards and points out the safety regulations which
are to be observed. MAN Diesel SE requests that you observe the following
rules:

Non-observance of the technical documentation
Non-observance of the technical documentation, especially of the
operating and work instructions and the safety stipulations, use of the
system for a purpose not intended by the manufacturer, or any other
improper use or negligent application, can cause serious damage to
property and serious personal injury, for which the manufacturer rejects
all liability.

The parts package supplied by MAN Diesel SE must be erected and fixed
in position in accordance with tried and tested engineering practice. This
must include the observance of the binding stipulations quoted in the fol-
lowing documents in the sequence given:

Engineering documents provided for the order by MAN Diesel SE

Assembly documents from our subcontractors for accessories

Operating instructions for engines, turbochargers and accessories

MAN Diesel SE Project Guides
Any deviation from the principles specified in the documentation quoted
above requires our prior approval. Fitting brackets and/or supporting equip-
ment to the parts package supplied by us, which are not illustrated or men-
tioned in the above documents, and which are not approved by us is not
permitted. We accept no responsibility for damage which may arise as a
result.
6680 1.2-01 EN 1 (1)
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MAN Diesel 1.3
Structure and use of the operating instructions

Tips for use

The operating instructions contain information in words and images: Some
which are useful and some which it is imperative to follow. This information
is meant to expand the current knowledge and existing skills of those who

are familiar with the operative management,

with monitoring and checking,

with the maintenance and repair
of the engine. Training received at school or practical experience is not
adequate.
The operating instructions must be accessible to this group. In turn, the
persons in charge have the task of familiarising themselves with the struc-
ture of the operating instructions to such an extent that they can find the
required information without having to search for long periods.
We will also try to provide you with a clearly organised structure in an easy-
to-understand language.
Structure and special features

The operating instruction is comprised of 5 sections:
1. Introduction
2. Engineering
3. Operation/Operating media
4. Maintenance/Repairs
5. Appendix
It is mainly oriented to the understanding of complex

functions and contexts,

Starting and stopping the engine,

Planning engine operation, controlling according to operating results
and economic criteria,

maintaining the engine in operational readiness, carrying out preventive
or scheduled maintenance.
The following are not covered:

Transport, assembly and disassembly of the engine or major parts of it,

Working steps and checks at the time of the initial start-up of the engine,

Repairs requiring special tools, facilities and experience,

Actions to be taken during and after a case of fire, water penetration,
serious damage and disaster.
What is also important

Engine version The operating instructions are continually updated to be state-of-the-art
and to be matched to the ordered version of the engine. There may be
6680 1.3-01 EN 1 (2)
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1.3 MAN Diesel
apparent gaps in the chapter numbering of the operating and working
instructions as a result of the version of engine purchased. This situation
does not represent an error and is governed by the structuring system. Even
so, there nay be differences between the pages with the primary described/
represented content and the the actual execution.
There is normally a thematic differentiation between main marine engines,
auxiliary marine engines and engines for stationary applications. In positions
where the differences in content are slight, the treatment is kept to a general
mode. Read such points selectively, keeping in mind the listed limitations.
Technical data You will find technical data for your engine

in section 2 under "Technical data",

in Volume A1 in the printed material "..... Continuous Development",

in the Volume B2 in the Work Card 000.30,

in Volume B5 in the Trial Run protocol as well as in the start-up protocol,

in volume D1 in the list of the measuring, control and regulating devices,

in volume E1 in the assembly drawing.
With the exception of said printed material, all documents are matched to
a specific engine
Maintenance schedule / Work
Cards
The maintenance plan is closely allied to the Work Card in volume B2. The
Work Cards describe how to carry out a task and which tools and auxiliary
equipment are required. The maintenance schedule in turn contains the
repeat intervals and the average personnel and time requirement.
2 (2) 6680 1.3-01 EN
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MAN Diesel 1.4
Addresses/Telephone numbers

Addresses/Telephone numbers

Addresses Table 1 contains the addresses of the MAN Diesel SE factories and the
Technical Office in Hamburg. The addresses of MAN Diesel SE Service
Center, the agencies and authorised repair workshops can be taken from
the booklet "Diesel and Turbocharger Service Worldwide" in volume A1.

Location Address
Augsburg Works MAN Diesel SE
86224 Augsburg
Telephone (0821) 322 0
Telefax (0821) 322 3382
Hamburg Works MAN Diesel SE
Service Center, Werk Hamburg
Rossweg 6
D-20457 Hamburg
Telephone (040) 7409 0
Telefax (040) 7409 104
Technical Office Hamburg MAN Diesel SE
Vertriebsbro Hamburg
Admiralittstrae 56
D-20459 Hamburg
Telephone (040) 378515 0
Telefax (040) 378515 10
MAN Diesel SE Service
Center, Agencies and
authorised
repair workshops
See printed booklet
"Diesel and Turbocharger Service Worldwide"
Table 1: Locations and addresses of MAN Diesel SE
Contact person Table 2 contains the names, telephone and fax numbers of the contact per-
sons who are at your service when required.

Subject Contact person
Augsburg Works
Telephone (0821) 322 .....
Telefax (0821) 322 .....
Hamburg Works
Service Center
Telephone (040) 7409 .....
Telefax (040) 7409 .....
MAN Diesel SE
Service Center,
Agencies and authorised
repair workshops
Service engines Holst MST
Telephone ..... 3930
Telefax ..... 3838
Ruthenberg MST4
Telephone ..... 273
Telefax ..... 277
See printed booklet
"Diesel and Turbocharger
Service Worldwide"
Service Turbocharger Litzenberg TS
Telephone ..... 4272
Telefax ..... 3998
Service Spare parts Stadler MSC
Telephone ..... 3580
Telefax ..... 3720
Table 2: Contact person, Telephone and Fax numbers
6680 1.4-01 EN 1 (1)

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MAN Diesel
Introduction
Technology
Operation/Operating media
Maintenance/Repairs
Appendix
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2
3
4
5

6631 2-4 EN 1 (1)

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MAN Diesel 2.1
Scope of supply/Technical specifications
Engine
Components/Assemblies
Systems
Technical data
2.1
2.2
2.3
2.4
2.5

6631 2.1-4 EN 1 (1)
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MAN Diesel 2.1.1
Scope of supply of MAN Diesel SE
Technical specifications

Scope of supply of MAN Diesel SE/Technical specifications

Supplied items A list of that which we have supplied contains the following page. This list
is intended to ensure that you are looking for information/support from the
correct contact person.
For all the parts we have sup-
plied ...
For any queries regarding parts we have supplied, your contact persons are

MAN Diesel SE in Augsburg
and especially for service queries,

the MAN Diesel SE Service Center,

the agencies and

the authorised repair workshops around the world.
For all parts we have not sup-
plied ...
For all the parts we have not supplied, please contact the respective sup-
pliers directly, unless the parts/ systems supplied by MAN Diesel SE are
seriously affected or it is pertinent to do so for other reasons.
Technical specifications The order confirmation, the technical specifications for order confirmation
and the technical specifications of the engine contain supplementary infor-
mation.
6680 2.1.1-01 EN 1 (1)

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MAN Diesel 2.2
Scope of supply/Technical specifications
Engine
Components/Assemblies
Systems
Technical data
2.1
2.2
2.3
2.4
2.5

6631 2.2-4 EN 1 (1)
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MAN Diesel 2.2.1
Characteristic features

Characteristic features

Engine 32/40 supplements a
successful series - 1612
engines sold (as of 12/06)
Engines with the designation V 32/40 are charged, non-reversible four-
stroke V-type engines with a 320 mm cylinder bore and a 400 mm piston
stroke. They are used in marine main and auxiliary drives and in stationary
power stations. The characteristic features of the larger engines of the pro-
duction programme of MAN Diesel SE have been adopted. The 32/40
engine therefore benefits from the design principles and the wealth of expe-
rience of approx. 2781 engines (as of 12/06).
Features in keywords Looking onto the coupling, the exhaust manifold is located between the
banks of cylinders. The charge air lines are also located in front of the cyl-
inders.
The engine has 3 camshafts: The inner one is used for actuation of the inlet
valve and exhaust valves, the two outside ones are used for actuation of the
injection pumps. Depending on the ordered execution, both the valve timing
and the fuel injection timing can be adjusted by means of hydraulically actu-
ated adjusting devices.
The turbocharger and charging air cooler are normally on coupling side in
the case of propeller operation and, in the case of generator operation they
are on counter coupling side. A drive unit on counter coupling side can be
used to drive the coolant and lubrication oil pumps.
The engine is suitable for fuels up to 700 mm
2
/s at 50 C up to and including
CIMAC H/K 55. The engine can be equipped for operation with MDO on
request. A dual-fuel engine is also available.
Engines in the 32/40 series have a large stroke/bore ratio and a high com-
pression ratio. These values simplify optimum combustion chamber design
and contribute to favourable partial loading conditions and high levels of
effectivity.
The engines are equipped with MAN Diesel turbochargers from the NR ser-
ies. Their exhaust-gas turbine is flowed through radially.
6631 2.2.1-01 EN 1 (1)
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MAN Diesel 2.2.2
Photos/Drawings

Photos/Drawings

Figure 1: V 32/40 14 cylinder four-stroke engine, viewed from the counter coupling side
6631 2.2.2-02 EN 1 (9)
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2.2.2 MAN Diesel

Figure 2: 14V 32/40, viewed from the coupling side
2 (9) 6631 2.2.2-02 EN
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MAN Diesel 2.2.2

6631 2.2.2-02 EN 3 (9)
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2.2.2 MAN Diesel
Figure 3: Cross section of the engine
4 (9) 6631 2.2.2-02 EN
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MAN Diesel 2.2.2

6631 2.2.2-02 EN 5 (9)
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2.2.2 MAN Diesel
Figure 4: Engine longitudinal section (coupling side)
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MAN Diesel 2.2.2

6631 2.2.2-02 EN 7 (9)
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Figure 5: Engine longitudinal section (counter coupling side)
8 (9) 6631 2.2.2-02 EN
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MAN Diesel 2.2.2

6631 2.2.2-02 EN 9 (9)

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MAN Diesel 2.3
Scope of supply/Technical specifications
Engine
Components/Assemblies
Systems
Technical data
2.1
2.2
2.3
2.4
2.5

6631 2.3-4 EN 1 (1)
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MAN Diesel 2.3.1
Engine in standard design
Crankcase up to cylinder head

Crankcase


Figure 1: Static main components/Tie rod
Crankcase/Crankshaft main
bearing/Tie rod
The crankcase of the engine is made of cast iron. It is one-piece and very
rigid. Tie rods extend from the lower edge of the suspended main bearing
up to the top edge of the frame and from the top edge of the cylinder head
to the intermediate base. The bearing caps of the crankshaft bearings are
also laterally braced with the casing. The control drive for the camshafts and
the vibration dampers are integrated in the crankcase.
Cooling water/Lubricating oil The crankcase has no water jackets. The lubricating oil is supplied to the
engine via distributing pipes which are mounted under the injection cam-
shafts.
Accessibility Engine components are easily accessible through large covers on the long
sides. The crankcase covers are provided with safety valves (generally in
the case of marine engines, partly in the case of stationary engines).
Oil sump / Foundation frame

The oil sump or the foundation frame collects the oil that drips from the
engine parts and feeds it to the lubricating oil tank which is located lower
down.

Crankshaft bearings

Bearing cap/tie rod The crankshaft main bearings are comprised in each case of an upper and
lower bearing shell and the main bearing cap. The main bearing cap in the
suspended position is braced to the crankcase using tie rods and lateral tie
rods .
6631 2.3.1-02 EN 1 (7)
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2.3.1 MAN Diesel


Figure 2: Crankshaft bearing/Locating bearing/External bearing
Locating bearing The locating bearing, which determines the axial position of the crankshaft,
is mounted on the on the coupling side. It consists of a flange forged onto
the crankshaft, the axially arranged thrust collars and the accommodating
bearing body.
External bearing The external bearing absorbs radial forces which are transmitted to the
crankshaft via the coupling flange.
Crankshaft

Crankshaft/balance weights/
drive wheel
The forged crankshaft is mounted in a suspended position and has two
balance weights per crank which serve to balance the oscillating masses.
The drive gear for the camshaft drive is comprised of two segments and is
mounted on the crankshaft by tangentially arranged bolts.

Figure 3: Crankshaft with driving gear, locating bearing flange and screwed-on
balance weights
Flywheel The flywheel is fitted to the coupling flange of the crankshaft. Its toothed
ring can be used during maintenance work to turn the engine using a turn-
over gearbox.

2 (7) 6631 2.3.1-02 EN
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MAN Diesel 2.3.1
Torsion vibration damper

Figure 4: Torsion vibration damper with leaf spring assemblies
Torsional vibrations from the crankshaft are reduced by using a torsional
vibration damper (see Figure)
The torsion vibration damper fitted on the free engine end ensures that
unwanted torsional vibrations are transmitted from the inside to axially
arranged leaf spring assemblies and damped there by oil displacement. The
internal arrangement is such that coolant and lubricating oil pumps can be
driven by a toothed ring (not shown in the figure) bolted in position.
6631 2.3.1-02 EN 3 (7)
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2.3.1 MAN Diesel
Connecting rod


Figure 5: Connecting rod
Connecting rod with parting
line
The connecting rod has a parting line between the connecting rod eye and
the big-end bearing. When retracting the piston the big-end bearing need
not be split. Moreover, this design reduces the height required for piston
removal. The piston pin bush is a pressed fit.

Piston

Design characteristics The piston comprises fundamentally of two components, the crown and the
skirt of the piston. The piston crown includes the ring grooves for the com-
pression rings whilst the connecting rod is held on the piston skirt by the
piston pin. The piston pin is supported in the piston in a floating manner and
axially fixed in position using retaining rings. The piston crown and skirt are
connected to each other using undercut bolts.
4 (7) 6631 2.3.1-02 EN
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MAN Diesel 2.3.1


Figure 6: Piston two-piece, oil-cooled
Cooling Lubricating oil is used for cooling the piston crown. The lubricating oil is fed
to the piston crown via the connecting rod and with the help of a spring-
mounted funnel.
Piston rings Piston rings and an oil control ring are used for sealing the piston to the
cylinder liner.
"Stepped piston" The piston crown has a slightly smaller diameter than the rest of the running
surface. Pistons with this design are referred to as stepped pistons.
Piston pin The piston pin is supported in a floating manner and axially fixed in position
with circlips.


Figure 7: Piston with connecting rod

6631 2.3.1-02 EN 5 (7)
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2.3.1 MAN Diesel
Cylinder liner

Cylinder liner/support ring/
top land ring
In the top area, the cylinder liner is centred by the support ring (see Figure).
In the lower area, the cylinder liner is guided by the crankcase. The top land
ring fits on the joint of the cylinder liner.


Figure 8: Cylinder liner, top land ring and support ring
Interaction stepped piston/top
land ring
The top land ring which projects above the cylinder liner bore works together
with the recessed piston crown of the stepped piston to ensure that burnt
carbon deposits on the piston crown do not come into contact with the
running surface of the cylinder liner.


Figure 9: Interaction of top land ring and stepped piston
Cooling The coolant reaches the cylinder liner via the support ring. From here the
top part of the cylinder liner is cooled. The coolant then flows through the
top land ring and via holes in the support ring to the cooling chambers in
the cylinder head. The cylinder head, support ring and top land ring can be
drained together.

6 (7) 6631 2.3.1-02 EN
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MAN Diesel 2.3.1
Cylinder head/Rocker arm bearing bracket

Figure 10: Cylinder head with valves
Rocker arm casing/valve
actuation
The cylinder head is sealed off to the top from the rocker arm housing and
a cover, through which the inlet and exhaust valves are easily accessible.

Figure 11: Rocker arm bearing bracket with valve actuator

6631 2.3.1-02 EN 7 (7)
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MAN Diesel 2.3.2
Engine in standard design
Camshaft drive to injection valve

Control drive/Camshaft drive

Figure 1: Control drive, arrangement of drive and intermediate gears
Arrangement of the camshaft
drive and the intermediate
gears
The control drive is integrated in the crankcase. It is mounted on the cou-
pling side between the first crankshaft bearings. The drive of the camshaft
gears is carried out by three straight-cut intermediate gears via the toothed
ring onto the crankshaft. The intermediate gear on the A side drives both
the injection camshaft and the valve camshaft.
3 camshafts The engine has 3 camshafts, each consisting of sections as long as the
cylinder. One camshaft actuates the charge cycle elements, the two external
camshafts actuate the injection pumps.
6631 2.3.2-02 EN 1 (8)
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2.3.2 MAN Diesel

Figure 2: Injection camshaft with twister (special design) - Figure shows an in-
line engine
Camshafts, adjustable (with
auxiliary attachment)
This solution enables both camshafts to be set according to the service
conditions/operating goals and prevents the torsional vibration excitation
caused by the injection pumps acting on the valve camshaft. The camshafts
are supported in pressed-in tunnel bearings.

Figure 3: Valve camshaft with displacement device (special design)
Number of cams The injection camshaft has a cam for each cylinder. The valve camshaft has
4 double cams for each cylinder pair in the case of a valve timing adjustment
device (special design), whereby one half of the cam is in full-load operation,
while the second half is used in the part-load operation with a displaced
control shaft.
Thrust bearing Thrust bearings are available for the longitudinal positioning of the cam-
shafts. They are arranged on the coupling side in the case of camshafts
without an adjusting device. The thrust bearing is arranged on the counter
coupling side in the case of camshafts with an adjusting device. It is used
to absorb the thrust load which occurs when displacing the camshaft. In the
case of valve camshafts with an adjusting device, the positioning is guar-
anteed by the setting piston - these shafts have no thrust bearing.
Valve actuation

Camshaft-Cam followers-
Push rods
The push rods for the inlet and exhaust valves are actuated by the valve
camshaft via inlet and outlet cam followers, which are supported on a com-
mon bearing bracket and absorb the cam movement via a roller.
Valve actuation The movements of the push rods are transmitted on rocker arms in the cyl-
inder head. The cam followers in turn actuate the associated valves. The
2 (8) 6631 2.3.2-02 EN
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MAN Diesel 2.3.2
bearing block of the cam follower is bolted to the cylinder head. Bearing
points such as ball pans are supplied with oil via annular spaces in the
bearing block fitting.

Figure 4: Cam follower for inlet and exhaust valve/Control lever drive

6631 2.3.2-02 EN 3 (8)
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2.3.2 MAN Diesel
Valves

Figure 5: Inlet and exhaust valve
Valves/valve guides Each cylinder head has two inlet and two exhaust valves. They are guided
by the press-fit valve guides.
Valves/seat rings The exhaust valve cone and the corresponding seat ring are fitted with rein-
forcement. The exhaust valve seat ring is also designed to be water-cooled.
In the case of the inlet valve, only the valve cone is reinforced.
Rotators The inlet valves are turned via valve rotators. The exhaust valves have pro-
pellor blades above the valve plate which rotate the valves by the gas flow-
ing over them. The rotators counteract high temperature loading at individ-
ual points and guarantee gas-tight valve seats.

4 (8) 6631 2.3.2-02 EN
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MAN Diesel 2.3.2
Speed governor

Figure 6: Speed governor system manufactured by Heinzmann, with electromagnetic actuator (left), electronic
controller (centre) and programming unit (right)
System components The speed governor and power control system consists of an electronic
controller, an electromechanical actuator, a remote speed adjustment unit
and speed sensors. The speed sensors detect the actual speed of the
engine.
Method of operation In the electronic control device, the difference between the set and real
speed value is evaluated. A correction signal is created if there is a difference
between the two. It is passed to the actuator and converted into rotational
movement there. The control rods of the injection pumps are moved by the
rotational movement, i.e. the amount of fuel injected into the cylinder is
changed.
Fuel injection pump


Figure 7: Fuel injection pump with helix control
6631 2.3.2-02 EN 5 (8)
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2.3.2 MAN Diesel
Arrangement/Drive The fuel injection pumps are arranged on the side opposite the exhaust on
the camshaft trough. The fuel cams are actuated via the tappet cup in which
the cam roller is supported. The stroke movement of the tappet cup is
transferred directly to the spring-loaded pump plunger.
Operating mode The fuel is delivered to the pump cylinder of the fuel injection pump via a
ring chamber. The baffle screws are also located here. The pump cylinder
is locked at the top through the valve body. The pressure equalisation valves
(GDE valves) are fitted here. The GDE valves provide virtually complete
elimination of cavitation and pressure fluctuations in the fuel system.
Fill adjustment The delivery quantity is achieved on the basis of the required power-speed
combination by twisting the pump plunger and the control edges. Each
injection pump has an emergency stop piston.

Filling/Regulation linkage


Figure 8: Control shaft with articulated lever
Setting unit actuates control
shaft
The filling linkage is actuated by the speed regulator or the relevant control
unit. Its lever action is transmitted to the control shaft. It is carried in bearing
blocks which are bolted to the crankcase in front of the injection pumps.
The control rods of the injection pumps are displaced by the rotary move-
ment.
buckling lever The spring-loaded tilting mechanism of the buckling levers allows switching
off and starting the engine if a cylinder regulating rod is blocked.

6 (8) 6631 2.3.2-02 EN
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MAN Diesel 2.3.2
Injection pipes

Figure 9: Fuel injection pipe
Injection pipe with protecting
tube
For safety reasons, the injection pipes between the injection pumps and
injection valves are covered by two-piece protecting tubes. The protecting
tubes conduct any escaping fuel to a shared leak fuel line.
Injection valve

Figure 10: Water-cooled fuel injection valve with multiple hole nozzle
Fuel delivery The fuel injection valve is mounted centrally in the cylinder head. The fuel
supply is via the lance which goes through the cylinder head and is bolted
to the nozzle body. The fuel is injected directly from the injection valve into
the combustion chamber.
Cooling The injection valves are cooled via a separate nozzle coolant system. The
coolant inlet and outlet are located in the central area of the valve.
6631 2.3.2-02 EN 7 (8)
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2.3.2 MAN Diesel

8 (8) 6631 2.3.2-02 EN
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MAN Diesel 2.3.3
Engine in standard design
Supercharger system to engine control

Supercharged system/Turbocharger

Figure 1: Charging system - Arrangement of turbocharger, charge air cooler
and charge air line
Turbocharger The turbochargers are fitted longitudinally in the engine. Turbochargers from
the NR series are used, i.e. turbochargers with radial compressors and radial
turbines.
6631 2.3.3-01 EN 1 (7)
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2.3.3 MAN Diesel

Figure 2: Turbocharger from the NR series with suction silencer (left),
compressor, bearing housing and turbine (right)
The fresh air intake is via a silencer or inlet spigot. The turbocharger rotor
runs in floating plain bearings on both sides. These are connected to the
engine lubricating oil system.

Charge air pipe/Charge air cooler

The fresh air drawn in and compressed by the turbocharger reaches the
charge air cooler through the double diffuser. In the charge air cooler, the
compressed fresh air is recooled and fed via the charge air pipe to the cyl-
inders. The charge air cooler has a 2-stage design.

Figure 3: Charge air system Air routing: Turbocharger - diffusor - bypass
housing - charge air cooler - charge air line
2 (7) 6631 2.3.3-01 EN
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MAN Diesel 2.3.3
The charge air pipe is comprised of sections which are connected to each
other using special clamps. The sections of the charge air pipe are flange-
mounted on the cylinder head.
Exhaust pipe

Figure 4: Exhaust pipe with connection to the cylinder heads and support
The exhaust pipe is located in the V-space between the cylinder rows and
is connected to the cylinder heads via fastening clamps.
6631 2.3.3-01 EN 3 (7)
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2.3.3 MAN Diesel

Figure 5: Exhaust pipe with Y-branch pipe and connection to the turbochargers
The exhaust pipe covering is comprised of elements which extend over one
cylinder in each case. The metal sheets have insulating mats on the inside
and can be removed after releasing a few screws.

Supply of lubricating oil/Cylinder lubrication

lube oil pipe/lube oil routing All engine lubrication points are connected to a common pressurised oil
circuit. The lubricating oil inlet flange is located on counter coupling side.
From here two distribution lines lead to the coupling side. The camshaft
bearings, the cam followers, the injection pumps and the rocker arms are
supplied via stub lines.
The injection nozzles for the control drive gears and the turbocharger are
also supplied with oil from the distribution lines.
Cylinder liner lubrication The cylinder liner lubrication is by injected oil and oil mist. The piston ring
pack is supplied with oil via holes in the cylinder liner. The engine is fitted
with a cylinder lubricating oil pump which feeds lubricating oil to the indi-
vidual cylinder liners via a hydraulically controlled block distributor. The
pump distributor unit is located on the end of the engine on counter coupling
side.

Fuel pipes

Fuel supply/fuel return The fuel reaches the injection pumps via a common supply line. Excess fuel
is removed via the return line which runs in parallel. The connections of both
pipes are located on the engine end on counter coupling side. The buffer
pistons in both lines serve to reduce the pressure surges within the fuel
system.

4 (7) 6631 2.3.3-01 EN
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MAN Diesel 2.3.3
Coolant pipes

The charge air cooler stage 1 (HT) is first supplied with fresh water. The water
flowing out is then used to cool the cylinder liners and heads via the support
rings. The charge air cooler stage 2 (NT) can be primed with fresh water,
untreated water or seawater. The cooling of the fuel injection nozzles is by
a separate fresh water system.

Figure 6: Cylinder cooling
Bleeding/drainage Continuous bleeding pipes are connected to the uppermost points of the
cylinder heads and of the charge air cooler.

Condensed water pipe

The water which is deposited in the charge air pipe as a result of compres-
sion and cooling of the air after the charge air cooler, is removed via a drain
valve.
Crank area bleeding

Air bleed valve The crank area bleeding connection is located on counter coupling side of
the engine and is used for pressure compensation with the atmosphere.
6631 2.3.3-01 EN 5 (7)
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2.3.3 MAN Diesel


Figure 7: Crank area bleeding
Relief valves Other relief valves are arranged in the casing covers of the crankcase. They
permit rapid pressure reduction in the case of an explosion in the crankcase.

Starting device

The engine is started by means of compressed air.
Main starting valve The connection from the air cylinders to the starter valves in the cylinder
heads is opened or closed by the intermediate main starter valve. The main
starter valve is mounted on the engine end of the crankcase on counter
coupling side. The starting air pipe is mounted directly on the support rings.
Starting valve The starting air is conducted from the starting air pipe via the support ring
to the starting valves to the cylinder heads of bank A. Opening and closing
the starting valves is by control pistons which are actuated by the starting
control sliders.
Starting air pilot valve The starting air pilot valves are arranged next to the injection pumps and
are comprised mainly of a pipe with control pistons and a starter cam on
the camshaft.

Operating and monitoring system

In marine engines: Standar-
dised switch cabinet
In the case of marine engines the control and monitoring is carried out using
pre-assembled system components which are mounted in a switch cabinet.
Depending upon the limitation of the scope of supply this consists of the
following components:

The remote operation system with a device for manual remote start /
remote stop including the start blocking / start release and coupling
control,

the safety system, including devices for manual/automatic emergency
stop, automatic power reduction and override command,

The alarm system with threshold value, wire fracture and device fault
monitoring,

The display system for operating values and operating status,

Various controllers for auxiliary devices, e.g. for charge air bypass, cyl-
inder lubrication, temperature control etc.
6 (7) 6631 2.3.3-01 EN
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MAN Diesel 2.3.3

Serial interfaces to the ship's alarm system (protocol printer, common
alarm, hooter etc.) and to the MAN Engine Diagnostics System EDS.
Figure 8: Internal view of the standardised switch cabinets
Display panel for operating
and monitoring
The data processing for these input and output signals takes place in pro-
grammable control elements. The engine can be operated and monitored
and the listed functions can be controlled by means of a panel (operating
station) built into the switch cabinet structure. Two keypads and a display
are available for the purpose. The display shows operating values as well
as the operating and control status.
On stationary engines ... In stationary systems, these prefabricated systems, which can be tried out
partly with the engine, are used only in exceptional cases. Here it is appro-
priate to summarise the control and monitoring section of the engine with
the complete installation. For this reason it is usual to provide just one ter-
minal box with the required control system for the auxiliary devices.

6631 2.3.3-01 EN 7 (7)
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MAN Diesel 2.3.4
Special versions of the engine

Turbocharger attachment on the opposite side

Turbocharger fitted on the counter coupling side instead of the coupling
side in the case of propellor drive mode. In a similar way, the turbocharger
is fitted on the coupling side rather than on counter coupling side when
operating in generator mode.
Charge air cooler two stage

Effective heat utilization or
improved operating values in
low-load operation
Charge air cooler two-stage instead of single-stage. The arrangement is in
the same fitting space. Two-stage charge air coolers are primarily used, in
order to guarantee effective heat utilization On the other hand, the operating
values can be improved in low-load operation by switching-off stage II, i.e.
by increasing the charge air temperature.
Injection timing adjusting device

Reduction in the fuel con-
sumption or reduction in the
NO emission
Facility for changing the fuel injection timing to "ignition advance" or
"retard". In the area of service work, the device enables the ignition pressure
to be increased to the design value, thereby obtaining a significant reduction
in the fuel consumption. On the other hand, an adjustment in the direction
"retard" combined with a drop in ignition pressure results in a reduction in
the nitrogen oxide emission.
The injection camshaft can be turned relatively compared with the starting
position by means of a helical gearing on the shaft. This takes place by
means of an axially movable helical bush, which is moved by a hydraulic
piston. In turn, the hydraulic piston is brought steplessly to the requisite
position via an internal pilot piston. See section 2.4.

Figure 1: Adjusting device on the injection camshafts (external) and the valve
camshaft (internal).

Valve timing adjusting device

The camshaft is brought to two defined positions by means of oil/air.
6631 2.3.4-02 EN 1 (2)
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2.3.4 MAN Diesel

Figure 2: Adjusting device on the valve camshaft
The displacement of the camshaft with 4 double cams for each cylinder pair
for part load/full load enables the valve timing to be adjusted to the respec-
tive load condition.
The valve overlap is changed. The goals are to prevent backflushing from
the exhaust to the inlet side under partial load condition, thereby generally
improving the operating values. Please refer to Section 2.4.
Slow turn device

The device permits the engine to turn slowly over for approx. 2 rotations
with the objective of ascertaining whether all cylinder areas are free of liquids
for the subsequent starting procedure. The device is mounted on the exist-
ing starting system and operates at a reduced starting pressure of approx.
8 bar.
2 (2) 6631 2.3.4-02 EN
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MAN Diesel 2.3.5
Additional fittings

Hook-in step plates

In addition to or in place of gallery supports with running plates and railings,
hook-in step plates can be supplied to facilitate service and maintenance
work on the long sides of the engine. A solution with fixed supports and
plates is also available.
Resilient engine mountings

Rigid mounting - indirect
elastic mounting - semi-elas-
tic mounting - elastic mount-
ing
The simplest solution to mounting the engine on its foundation, used in fixed
and marine installations, is a rigid connection. With this solution, dynamic
forces (caused by the uneven torque and by free mass forces and moments
of inertia) and structural vibration are transfered to the foundation. To avoid
this in fixed installations, the motor-generator unit is often mounted on an
elastically supported foundation block (indirect elastic mounting), so that
the transmission of vibration and noise to the surroundings is reduced. To
achieve this in marine installations, either a semi-elastic munting on steel
membranes or the more complex solution of direct elastic mounting is used.
In this case, the engine is vibrationally isolated from the foundation as well
as from the driven systems by a highly elastic coupling.

Figure 1: Elastic mounting

Crankshaft extension

The crankshaft extension enables power to be taken off at the opposite end
to the coupling. The crankshaft extension can be supplied as a free shaft
end or with a flange and built on support bearing.
Unit drive

The unit drive, at the opposite end to the coupling, is required to drive cool-
ing water and/or lubricating oil pumps. It consists of a gearwheel fixed to
the free end of the crankshaft, next to the torsional vibration damper.
6628 2.3.5-01 EN 1 (3)
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2.3.5 MAN Diesel


Figure 2: Drive wheel for pumps built onto the engine

Pumps built onto the engine

Two cooling water pumps and two oil pums can be fitted.


Figure 3: Pumps built onto the engine(cooling water top / lubricating oil bottom)
The oil pump, a self-priming gear pump, is mounted low down in the clad-
ding at the end opposite the coupling. The drive wheel engages with the
spur wheel mounted on the end of the crankshaft, in front of the vibration
damper.
The cooling water pumps are single stage, centrifugal pumps with externally
lubricated bearings, mounted in the cladding at the end opposite the cou-
pling, above the crankshaft. These are also driven by the spur wheel on the
end of the crankshaft.
Monitoring the temperature of the crankshaft bearings

The temperatures of the main bearings (and the outer bearing) are measured
just under the bearing shells in the bearing caps by oil-tight, mounted resist-
ance temperature sensors (Pt 100). The measuring leads are fed through
the crankcase up to the level of the cable channel on the exhaust side and
the out to terminal boxes.
2 (3) 6628 2.3.5-01 EN
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Oil mist detector

Bearing damage, piston seizing and blow-by from the combustion chamber
give rise to increased formation of oil mist. The oil mist detector monitors
the oil mist concentration or air opacity inside the crankcase. An aspirator
pump continually draws air from all sections of the crankcase. After remov-
ing large drops of oil, it is fed to a measuring system with infrared filters. The
diodes located at the outlet supply an electrical signal corresponding to the
amount of light received to the monitoring unit.


Figure 4: Arrangement of the oil mist detector

Splash Oil Monitoring System

Figure 5: Arrangement of the Splash Oil Monitoring System
The Splash Oil Monitoring System is component of the safety system. The
temperature of each and every cylinder unit (or cylinder pair in the case of
V-engines) is monitored indirectly through the splash oil. In case a defined
maximum value or the admissible deviation from the mean value is excee-
ded, the safety system initiates an engine shutdown.
Bearing damage to the crankshaft and connecting rod is recognised early
and an engine stop is initiated to prevent further damage.
In the operator station, the individual cylinder unit temperatures of the
engine are shown graphically and as absolute values.
6628 2.3.5-01 EN 3 (3)

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Scope of supply/Technical specifications
Engine
Components/Assemblies
Systems
Technical data
2.1
2.2
2.3
2.4
2.5

6631 2.4-4 EN 1 (1)
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MAN Diesel 2.4.1
Fresh air / intake air / exhaust system

Fresh air / intake air / exhaust system

1 Suction housing 18 Exhaust pipe
2 Intake silencer 19 Cleaning nozzles
3 Turbocharger A Compressor cleaning
4 Compressor B Lube oil to the turbocharger
5 Turbine C Turbine cleaning
6 Double diffuser D Draining/condensate drain
7 Redirection housing E Charge air for compressor cleaning (variant 1)
8 Charge air cooler F Charge/blocking air to turbocharger (NA series)
9 Charge air pipe G Fresh air
15 Condensed water drain H Charge air
16 Float valve J Exhaust
17 Overflow line K,L Coolant
Figure 1: Fresh air/charge air/exhaust gas system. Variants in Figure 1a - Silencer, 1b - Suction housing, 2a
- Single stage cooler, 2b - Two stage cooler.
6628 2.4.1-01 EN 1 (7)
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2.4.1 MAN Diesel
The air routing The air required for the combustion of the fuel in the cylinder is drawn in by
the compressor wheel (4) of the turbocharger (3) (Figure 1). This takes place
either via the suction inlet silencer (2) with dry air filter or via the suction
housing (1). The energy transferred from the exhaust gas to the turbine
wheel (5) of the turbocharger is used to compress and heat up the air. The
energy-rich air (charging air) is directed via a sliding sleeve and the double
diffusor (6) to the diverting housing (7). The diffusor reduces the flow speed,
to the benefit of the pressure. The air is cooled in the single or double stage
charge air cooler (8), fitted in the housing. This ensures that the cylinders
are filled with the largest amount of air mass. This takes place via the charge
air pipe (9) which consists of cylindrical elements elastically bound together.
The exhaust gas routing The exhaust gases leave the cylinder head on the side opposite to the
charge air pipe. They are consolidated in the exhaust manifold (18) and
directed to the turbine side of the turbocharger. Thermo-elements in the
cylinder heads and in front of and behind the turbocharger serve to monitor
the temperature. The exhaust manifold consists of cylinder long elements,
in the same way as the charge air pipe. The connection to the cylinder head
is via a clamping arrangement. Corrugated pipe expansion joints are used
to interconnect them and to connect to the turbocharger. The exhaust gases
flow away from the turbine wheel in an axial direction. The glide bearings of
the turbocharger are supplied with oil from the engine circuit.
Condensed water Condensed water pipes (15) are connected to the housing of the charge air
cooler and at the start of the charge air pipe. Any water which arises is
drained off via the float valve (16). The lockable overflow pipe (17) should
be monitored from the plant side.
Charge air cooler cleaning The charge air coolers can, in a fitted condition, be cleaned with a liquid
cleaner. To do this, blind plug discs must be fitted after the turbocharger
and in front of the charge air pipe.
Turbocharger cleaning: On
the compressor side with
water
Nozzles (19), which are fitted in the suction housing or in the silencer, are
used for regular cleaning of the compressor wheel and compressor housing
of the turbocharger. Water is sprayed in through the nozzles. The cleaning
effect is produced by the high impact speed of the droplets of water on the
rotating wheel.
21 Tank A Compressor cleaning
22 Pressure jet E Charge air for compressor cleaning
23 Air pump F Sweet water/drinking water
Figure 2: Compressor cleaning with the help of charge air (left) or pressure jet
(right)
Water is either filled into the tank (21) and blown out to the connection A
using the charge air (variant 1 in Figure 2) or filled in a pressure jet (22) where
it is pressurised by an air pump (23) and then displaced by the cushion of
air (variant 2).
2 (7) 6628 2.4.1-01 EN
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Turbocharger cleaning: Tur-
bine side with water
The cleaning of the turbine side is preferentially by water which is fed from
a pressurised system via a combination of fittings (25) (variant 1 in Figure
3). The water is sprayed into the exhaust manifold in front of the turbo-
charger.
or with solids Alternatively, or additionally, the cleaning can take place using granulated
combustible solids. The cleaning agent is filled into the tank (26) and blown
into the exhaust manifold using compressed air and the ejector shaped
section (27) (variant 2).
3 Turbocharger C Turbine cleaning
25 Fittings F Sweet water/drinking water
26 Tank J Engine exhaust
27 Ejector M Compressed air
N Cleaning agent (granulate)
Figure 3: Turbine cleaning devices with water (left) or granulated solids (right)
"Jet Assist" acceleration
device
The "Jet Assist" acceleration unit is fed from the 30 bar compressed air
system. The air flow is directed into the compressor housing and directed
onto the compressor wheel through holes (30) distributed around the cir-
cumference. In this way the air volume is amplified and the turbocharger is
accelerated, which produces the desired increase in charging pressure. See
section 3 - "Adapting the engine to ..."
6628 2.4.1-01 EN 3 (7)
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2.4.1 MAN Diesel
The pressure and throughput are set using the reduction valve and the
throttle (31). A control system makes sure that adequate air is available for
the starting procedures (Figure 4).
4 Compressor 31 Throttle
5 Turbine M Compressed air
30 Inlet flow aperture O Control air
Figure 4: "Jet Assist" acceleration device
Charge air blow-round device The charge air blow-round device (variant 1 in Figure 5) provides for
improvement in the part load behaviour of the engine. When the isolation
slider (40) is open, charge air flows through the blow-round pipe (41) into
the exhaust pipe. This leads to an increase in the turbine power and thus to
an increase in charge pressure. The flap is actuated by a setting cylinder
(42) pressurised by pilot air.
Charge air blow-off device The charge air blow-off device (variant 2 in Figure 5), whose application is
limited to the powering of ships at full load under arctic conditions or to the
operation of stationary engines at overload, is also controlled by an isolation
flap or by a spring-loaded valve. The device serves to limit the charge air
pressure and the ignition pressure. The excess charge air is blown into the
machine room (43). There is no connection to the exhaust pipe in this sit-
uation.
For explanations on the symbols and abbreviations used please consult
Section 5.

4 (7) 6628 2.4.1-01 EN
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3 Turbocharger
40 Isolation flap
41 Blow-round pipe
42 Adjustment cylinder
43 Blow-off pipe
J Engine exhaust
G Fresh air
H Charge air to engine
Figure 5: Charge air blow-round and charge air blow-off device
Charge air blow in (auxiliary
blower)
The charge air blow-in device (variant 3 in Figure 6) provides for improve-
ment in the part load behaviour of the engine. When the isolation flap (44)
is open, the auxiliary blower (47) directs fresh air through the blow-in device
(46) into the charge air pipe. This leads to an increase in cylinder filling and
6628 2.4.1-01 EN 5 (7)
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2.4.1 MAN Diesel
thus to an increase in charge pressure. The flap is actuated by a setting
cylinder (45) pressurised by pilot air.
3 Turbocharger
7 Redirection housing
44 Isolation flap
45 Adjustment cylinder
46 Blow-in pipe
47 Auxiliary blower
J Engine exhaust
G Fresh air
H Charge air to engine
Figure 6: Charge air blow in (auxiliary blower)
Exhaust blow-off device When the turbocharger is arranged in a part-load oriented manner, excess
speed of the of the turbocharger is prevented by exhaust gas blowing off
(variant 4 in Figure 7). When the isolator flap (48) is open, part of the exhaust
gas flows directly to the chimney through the blow-off pipe by bypassing
the turbocharger (3). This leads to an decrease in the turbine power and thus
6 (7) 6628 2.4.1-01 EN
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to an decrease in turbocharger speed. The flap is actuated by a setting cyl-
inder (49) pressurised by pilot air.
3 Turbocharger
6 Double diffuser
48 Isolation flap
49 Adjustment cylinder
50 Blow-off pipe
J Engine exhaust
G Fresh air
H Charge air to engine
M
Exhaust gas after turbocharger
(chimney)
Figure 7: Exhaust gas blow-off
6628 2.4.1-01 EN 7 (7)
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MAN Diesel 2.4.2
Compressed air and starting system

Compressed air and starting system

Compressed air is required for starting the engine and for performing a
range of pneumatic controls. 30 bar is required for starting. 30 bar, 8 bar
or lower pressures are required for the control system. The supply to these
systems is from 30 bar compressed air vessels via the connection 7171. In
order to guarantee perfect operation of the control valves even when the
pressure in a section of the compressed air vessel is reduced by previous
starting operations, ship's main engines have a second compressed air
connection 7172. The supply of control air from a separate compressed air
vessel can take place through this. Non-return valves prevent pressure
compensation.

1 Main starter valve 4 Control shaft with starter cam 11 Indicator cock
2 Starter air pilot valve 8 Turning over gear
3 Starting valve 10 Safety valve
Figure 1: Compressed air and starting system (Section 1)
The pressure is reduced to 8 bar via the pressure-reducing valve M 409.
In brief For starting the engine, (see Figure 1)

the main starter valve (1) with the control valve M 317, arranged on the
counter coupling side.

the starter control gate valve (2) arranged next to the fuel injection
pumps and
6631 2.4.2-02 EN 1 (8)
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2.4.2 MAN Diesel

the starting valves (3) fitted in the cylinder head, are primarily used.
In V engines only one cylinder row is equipped with a starting device.
These valves/gate valves are opened when specific conditions are met. The
main starter valve is opened by the control valve M 317. The starter control
gate valves are pressurised with air as soon as the valve M 329/1 in the
control console is opened and they are finally opened in accordance with
the firing order as soon as the associated starter cam on the control shaft
(4) has passed. The air flow from the starter control gate valve finally opens
the relevant starting valve.

5a Speed governor, mechanical 6 Fuel injection pump with
emergency stop piston
E Compressed air for the
control device
5b Speed governor, electronic
(not pressurized with compressed air)
7 Camshaft F to the pressure-reduc-
ing valve M 409
9 Level sensor linkage
Figure 2: Compressed air and starting system (Section 2)
In detail As soon as a shut-off valve on the pressure vessels is opened, air flows
through connection 7171 to branch a and on to the main starting valve (see
Figure 1). The lines connected to branch a are used for control purposes.
The airflows from connections 7171 and 7172 meet at branch b. Branch c
follows downstream of filter M 462. A line leads to valve M 371/1 upstream
of the booster servomotor of the speed governor (not if an electronic speed
governor is used), to valve M 329/2 for actuation of the emergency stop
pistons of the fuel pumps (see Figure 2) and to pressure-reducing valve M
409 (see Figure 3).
The valve assemblies M 329/1 and M 329/2 are actuated by control air on
the primary side. On the secondary side, they can be switched over by con-
trol air, electrically by a solenoid coil or manually (only in marine applica-
tions).
Pressure-reducing valve M 409 is supplied with air from connection B of the
main starting valve or by a second connection downstream of filter M 462.
The second line on branch c conducts control air to valve M 329/1 via branch
d. The branch line at d connects valve M 306 on the indexing unit to valve
M 329/1.
2 (8) 6631 2.4.2-02 EN
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Branch e follows downstream of valve M 329/1. The secondary feed line
leads to the control side of valve M 317 on the main starting valve, to the
second connection on valve M 371/1 and to the control console. The main
line leads to the starter control gate valves and finally to the starting valves.
With the pressure vessel opened, air is present at the main starting valve,
at valve M 317, at valve M 371/1 (if present), at valve M 329/2, in the control
device and at valves M 306 and M329/1.

C Control air 8 bar D Control air for operating device
Figure 3: Compressed air and starting system (Section 3)
Start procedure (Description
section 1)
The starting process is initiated by a signal from the operation or remote
control device to the valve M 329/1.
This valve can be used for manually starting the engine in an emergency.
The signal opens the upstream valve of valve assembly M 329/1 assuming
that the indexing unit is disengaged, i.e. valve M 306 is set to through-flow
(blocking is effected by the electrically actuated valve M 745 in stationary
applications). In this case, the valve combination M 329/1 is finally opened.
It releases the route for the air to the control side of valve M 317. The valve
switches over. The connections A and E on the main starter valve, which
were previously under pressure, and thus held the main cone closed and
the bleed valve open, are thus depressurised. This causes the main starter
valve to open and the bleed valve to close (see Figure 4). As a result, air
flows to the starter valves in the cylinder heads. The booster servomotor (if
present) is actuated at the same time.
Main starter valve The valve cone of the main starter valve is closed if the inlet side is depres-
surised. As soon as the compressed air line is opened, the pressure acting
on the shoulder attempts to open the valve cone. The force of the pressure
spring and the pressure at connection A, which is transferred to the annular
surface R, counteract this. In this condition, connection E is also under
pressure, i.e. the bleed valve is open.
6631 2.4.2-02 EN 3 (8)
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2.4.2 MAN Diesel
As soon as the control system switches over, valve M 317, connections A
and E are depressurised. The main cone is opened, the bleed valve closed
by the air pressure building up in the exhaust casing.
1 Inlet housing SV Safety valve
2 Outlet housing Bleed Bleeding
3 Valve cone S Shoulder
4 Compression spring R Annular surface
5 Air bleed valve A-E Connections on the valve (see figure 1)
Figure 4: Arrangement/connections to the main starter valve (Example: Engine
V40/45)
4 (8) 6631 2.4.2-02 EN
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Figure 5: Main starter valve
Start procedure (Description
section 2)
With the valve M 329/1 opened, the starter control gate valves are also under
pressure. As soon as the starter cam closes the ram pipe in a cylinder, the
distributing slide valve is switched over and pilot air directed to the starting
valve. This opens the starting valve and the full flow of air is directed into
the combustion chamber. The piston is pressed downwards. The crankshaft
and camshaft are turned. The next starter control gate valve is thereby
switched over and the next cylinder supplied with air.
Starter air pilot valve In the starter air pilot valve which was previously active, the rotary motion
of the camshaft causes the cam to release the back-up pipe. The pilot piston
6631 2.4.2-02 EN 5 (8)
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2.4.2 MAN Diesel
is thereby pressed back to its starting position and the line to the starting
valve vented.
1 Fuel injection pump 6 Starter cams
2 Distributing slide valve 7 Camshaft
3 Housing top section A Control air to the starting valve
4 Starter air pilot valve B Compressed air from valve assembly M
329/1
5 Housing bottom section C Bleeding
Figure 6: Starter air pilot valve - Cross section left/layout right
6 (8) 6631 2.4.2-02 EN
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The starting periods of the individual cylinders overlap each other so that a
safe start is guaranteed in all crankshaft positions.
1 Starting valve 7 Housing bottom section
2 Cylinder head 8 Piston/Valve cone
3 Support ring 9 Compression spring
4 Cylinder liner
5 Fuel injection valve A Control air from the starter control gate valve
6 Housing top section B Compressed air from the main starting valve
Figure 7: Starting valve - Cross section on the left/Layout on the right
Indicator cocks/Safety valves Indicator cocks for connecting the cylinder pressure measuring devices are
directly screwed into the cylinder heads or (with marine main engines)
together with spring-loaded safety valves in the pipe lengths connected
there.
Indicator cocks/Safety valves Indicator cocks for the connection of cylinder pressure measuring devices
are screwed directly into the cylinder heads. Spring-loaded safety valves
are also mounted on the cylinder heads in marine engines.
Flame breaker Flame breakers are installed in the connections of the starting air pipe to the
support rings of the cylinder liners. They are provided to prevent flames from
flashing back if the starting valves are damaged.
Drainage In the connection line from the pressure tanks to the main starting valve a
discharge cock must be fitted at the lowest point. This cock must be opened
at regular intervals to remove accumulated condensation from the pipes.
The cock is used for bleeding the pipe prior to assembly work. The relief
cock is used for the same purpose on the main starting valve, which is fitted
to the relief pipe of the air bleed valve.
Bleeding the pipe prior to
assembly work
The relief cock must be opened prior to starting maintenance work. This
prevents pressure from building up in front of the main starting valve as a
result of leaks in the pressure tank shut-off fittings which could lead to the
unintentional starting of the engine.
Emergency stop There is an emergency stop device in order to be able to shut down the
engine quickly in an emergency. It consists of the valve assembly M 329/2,
an air line arranged downstream of the fuel pumps and emergency stop
pistons, which act on the control rods of the fuel pumps. When actuating
6631 2.4.2-02 EN 7 (8)
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2.4.2 MAN Diesel
the device, the upstream valve is opened manually (only in marine applica-
tions) or electrically. The second valve is also opened with compressed air,
and air flows through the distributor to the switch-off piston of the injection
pumps and sets the control rods to zero filling. By means of the articulated
lever, the engine can be switched off irrespective of the position of the reg-
ulating linkage and the speed regulator.
Slow turn device With the indicator cocks closed, the device permits the engine to turn slowly
over for approx. 3 rotations with the objective of ascertaining whether all
cylinder areas are free of liquids for the subsequent starting procedure. The
device is based on the existing starting system. It operates at a reduced
starter air pressure of approx. 12 bar.
For explanations on the symbols and abbreviations used please consult
Section 5.


8 (8) 6631 2.4.2-02 EN
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MAN Diesel 2.4.3
Fuel System

Fuel System

1 Distributor pipe 5671 Fuel feed 12 Buffer piston
2 Branch line 5691 Leak fuel drainage (injection
pumps/injection valves
13 Pressure relief valve
(stationary engines)
3 Injection pump 5688/5693 Leak fuel drainage (sheath-
ing of the injection line)
C Coolant/Diesel oil
4 Camshaft/Cam 5694 Fuel drainage (injection
pumps/injection valves/buf-
fer pistons)
5699 Fuel return
5 Overflow line 7 Heating line for fuel lines 8171 Steam delivery
6 Manifold pipe 8/9 Leak fuel line 8199 Steam return
A Sealing oil (MDF operation) 10 Injection line
B Lube oil 11 Injection nozzle
Figure 1: Fuel System
From the inlet flange to the
injection valve
The fuel is supplied to the engine at the front/at connection 5671 (see Figure
1). The injection pumps (3) are connected to the distributor pipe (1) by short
6631 2.4.3-01 EN 1 (7)
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2.4.3 MAN Diesel
lengths of line (2). They convey the fuel under high pressure through the
injector pipe (10) to the injection valves (11). The injection pumps are actu-
ated by cams on the camshaft (4).
The injection valve needle opens the cross section to the injection holes
when the pressure building up has exceeded the spring force. The injection
process ends when the inclined metering ramp of the pump plunger reaches
the suction hole. The amount of fuel to be injected is influenced by the rota-
tion of the pump plunger by the control sleeve and control linkage. The
injection timing depends on the relative position of the cams on the cam-
shaft.
1 Housing 9 Control rod
2 Valve body 10 Control sleeve
3 Pump cylinder 11 Emergency stop piston
4 Pump punch A Fuel feed
5 Compression spring B Fuel return
6 Spring plate C Leak fuel
7 Tappet cup D Sealing oil (MFD operation)
8 Crankcase E Lube oil
Figure 2: Fuel injection pump - left-hand cross-section /position of the right-
hand connections
Excess fuel Excess fuel not used by the injection pumps is conveyed to the collector (6)
via the by-pass tube (5) and returned to the system at connection 5699. This
arrangement ensures that

there is always a sufficiently large volume of pressurised fuel available.

In order to warm up the pipe system and the injection pumps, it is pos-
sible to circulate preheated fuel even before starting the engine and

the required fuel temperature is easier to maintain.
2 (7) 6631 2.4.3-01 EN
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Buffer piston Quick pressure fluctuations arise in the distributor pipe and return pipe
through the priming and shut-off of the injection pump plunger. Such pres-
sure shocks are reduced by spring-loaded buffer pistons (12) at the inlet
and outlet of the lines.
In order to prevent the formation of vapour bubbles in the hot fuel, marine
engines are supplied with fuel from a pressurised system. The requisite
pressure is built up by a pressure relief valve (13) in stationary engines.

1 Housing 8 Set screw
2 Tightening nut 9 Injection pump
3 Injection nozzle 10 Cylinder head
4 Needle 11 Pressure tube
5 Spring plate 12 Injection line
6 Compression spring 13 Injection valve
7 Pressure piece 14 Sleeve
A Fuel from the injection valve C Coolant return (opposite the feed)
B Coolant inlet/coolant feed D Coolant outlet
Figure 3: Fuel injection valve/connection from injector pipe and pressure pipe
Steam and leak fuel lines The steam lines (7) with the connections 8171 and 8199 are located between
the distributor pipes (1) and the return collectors (6). These lines heat the
leak fuel lines (8) and (9) with a parallel line (not shown). The leak fuel con-
nections of the injection valves, the injection pumps and the buffer pistons
are connected there. The leak oil connections of the sheathing of the injec-
tion lines are grouped together in the lines (14) with the connections 5688
and 5693.
Covering The fuel distribution line and fuel manifold and the injection pumps and
injection lines are under a covering. This area and, in particular, the injection
lines and the leak fuel collector located there is monitored for leaks by mon-
itoring devices in the downstream systems.
6631 2.4.3-01 EN 3 (7)
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2.4.3 MAN Diesel
System on the plant side

Engines in the heavy oil mode must be equipped with some auxiliary devices
(mixing tank, heating device, viscometer etc.). The schematic arrangement
and pipe routing is shown in Figure 4 and 5. The exact arrangement of the
individual devices is shown in the fuel diagram of the individual equipment.
Pressure system (in marine
engines)
The higher final temperature required for high-viscosity heavy fuels requires
a pressure system where the system pressure is at least 1 bar over the
vaporisation pressure of water to prevent de-gassing problems. All com-
ponents between the feed pump (5) and the pressure regulating valve (13),
i.e. including the mixer tank (11), are under this pressure.
Switching from diesel oil to
heavy fuel and vice-versa
A line runs from each of the service tanks for heavy fuel (1) and diesel oil (2)
(see Figure 4) to the three-way cock (15). From here the fuel flows through
the double filter (3) to the feed pumps (5) and through the automatic filter (7)
or the reserve filter (8) to the mixer tank (11). It continues to flow through the
booster pump (12), the end preheater (14), the viscosity measuring and reg-
ulating device (18) and the double filter (19) to the distribution line on the
engine.
Filters, pumps and end preheaters are, in general, present in duplicate or as
switchable double filters to ensure that 1 device is always available as a
backup.
The three-way cock (15) is used to switch from diesel oil to heavy fuel mode
or vice-versa. The return pipe (20) and both stop valves (21 and 22) enable
the return of diesel oil into the diesel oil service tank (2). The pressure reg-
ulating valves (6 and 13) are used to set the required system pressure and
to keep it constant. If the feed pumps are running when the engine is out of
service, the entire feed volume is taken back through the pressure regulating
valve (6) to the suction side of the pumps. The cooler (4) mounted in the
return pipe prevents excessive heating of the fuel.
In normal circumstances the automatic filter (7) is used as the operating
filter. The manually-cleaned reserve filter (8) should only be used in the event
of failure of the automatic filter (maintenance/repair). In the mixing tank (11),
after the changeover from diesel oil to heavy fuel, the diesel oil in the tank
is mixed with the inflowing heavy fuel until only heavy fuel remains in the
system. The same occurs in reverse when switching from heavy fuel to die-
sel oil. This ensures that the transition from one fuel type to another and the
associated temperature change takes place slowly. Moreover, when start-
ing up, the gas-air mix in the system collects in the mixing tank (11). By using
a float switch, which triggers an alarm in good time, the need to manually
de-gas the mixing tank is indicated. End preheaters (14) and the viscosity
measuring and control device (18) are used to maintain the required fuel
temperature when operating with heavy fuel.
The engine only consumes part of the fuel supplied. The excess is taken
back to the mixing tank (11) via the return line (17) during heavy fuel oper-
ation. During longer periods of diesel oil operation, the stop valves (21 and
22) must be switched in such a way that excess diesel oil returns to the
diesel oil service tank (2) via the pressure regulating valve (13) and the return
line (20). This therefore prevents prohibited heating of the diesel oil.
The three-way cock (16) and flushing pipe (9) enable flushing the heavy fuel
in the system out with diesel oil. The three-way cock (15) is set to diesel
mode and the three-way cock (16) to flushing and one pump each (5 and
4 (7) 6631 2.4.3-01 EN
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12) is kept running until the system is filled with diesel oil. The fuel which
flows out is directed to the heavy fuel service tank (1).
Open system (on stationary
engines)
In stationary engines the demands of system reliability are not quite as high
as they are in marine engines. In these cases we normally use a so-called
open system. All the components between the feed pump (4) and the pres-
sure retaining valve (13) are under the required system pressure. See Figure
5. The mixing tank (2) is unpressurised.
6631 2.4.3-01 EN 5 (7)
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2.4.3 MAN Diesel

1 Service tank (heavy fuel) 9 Flushing pipe 17 Return pipe
2 Service tank (diesel oil) 10 Degassing valve 18 Viscosity measuring and control unit
3 Double filter 11 Mixing tank 19 Double filter
4 Cooler 12 Booster pump 20 Return pipe
5 Feed pump 13 Pressure regulating valve 21 Shut-off valve
6 Pressure regulating valve 14 End preheated 22 Shut-off valve
7 Automatic filter 15 Three-way cock
8 Reserve filter 16 Three-way cock
Figure 4: Fuel system, plant side (pressure system for ship's engines)
6 (7) 6631 2.4.3-01 EN
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MAN Diesel 2.4.3

1 Service tank (diesel oil) 7 Viscosity measuring and control unit 13 Pressure retaining valve
2 Mixing tank 8 Leak line 14 Distributor pipe
3 Service tank (heavy fuel) 9 Buffer piston 15 Three-way cock
4 Feed pump 10 Overflow line 16 Three-way cock
5 End preheater 11 Fuel injection pump 17 Blow-off cock
6 Filter combination 12 Fuel injection valve
Figure 5: Fuel system, plant side (open system for stationary engines)

6631 2.4.3-01 EN 7 (7)
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MAN Diesel 2.4.4
Speed and Power Regulation

Tasks/Contexts

The most important tasks The following tasks must be carried out with respect to engine output and
engine speed:

parameters are to be changed or

kept constant,

a specific response is to be taken to failures,

values must be limited and

balanced with each other with several engines in a plant.
Participating systems These tasks cannot be performed by one element/system alone. Depending
on the system design, the following are required to a varying extent

a speed and power limiting system,

a speed and power regulating system, possibly

a synchronisation system,

a load distribution system and

a frequency regulating system.
Everything is carried out via
the filling setting
Active influencing of the engine speed and engine output can only be carried
out by the feed volume adjustment of the fuel pumps. This is carried out
using the regulation linkage and the speed regulator. Specific feed volume
settings (filling settings) produce

in the case of engines which drive generators, a specific power point on
the (constant) rated speed line -

f P
var
/ n
const.

in the case of engines which drive fixed propellers, a point on the pro-
peller curve and

in the case of engines which drive variable-pitch propellers a point in
the propeller performance field.
In these two cases

f P
var
/ n
var.
is applicable
Speed and output regulation
system
The speed and output regulation system aligns the actual speed to the set
speed. To do so, an actual value must be captured and a set value, under
certain circumstances a selected set value, predetermined. The governor
determines the required correction signal. Moreover, its setting also deter-
mines the reaction behaviour of the control and limits the speeds and,
therefore, the outputs.
Synchronisation device A synchronisation device is required for engines which drive three-phase
generators. Three-phase systems may only be interconnected when fre-
quencies (speeds), voltages and phase sequence coincide and when the
energy-generating engines have the same P level. The first conditions must
be achieved by the effect on the generator (voltage) and the engine (fre-
quency/speed and phase sequence). The second condition must be satis-
fied by conscientiously setting the speed regulator.
6628 2.4.4-02 EN 1 (6)
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2.4.4 MAN Diesel
Active load distribution sys-
tem
In the case of multi-engine systems, we must avoid units working in parallel
from running with different percentage loads. The active load distribution
system is used to achieve this. It compares the output signals of intercon-
nected units and continues to deliver actuating pulses via the remote speed
adjuster on the speed governor until the compensation is achieved.
Frequency regulation system The load distribution system in generator units is usually combined with a
frequency regulation system. At the same time, the frequencies of the run-
ning units with the common rail frequency are compared and jointly com-
pensated, in the event of deviations, by impulses on the speed governors.
There is no impact on the load distribution.
2 (6) 6628 2.4.4-02 EN
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MAN Diesel 2.4.4

1 Flywheel 8 Control rod
2 Speed sensor 9 Emergency stop piston
3 Speed regulator (electronic part) 10 Buckling lever
4 Actuator 11 Emergency stop valve
5 Linkage 12 Filling sensor
6 Control shaft 13 Operating device
7 Fuel injection pump
A Actual speed value E Actual filling value
B Set speed value
a impulse "higher"/"deeper"
b impulse "turn off"
F Compressed air for emergency shutdown
C Charge air pressure-dependent filling limit G Pilot air
D Return H Fuel
a feed
b Injection
c return
KS Coupling side KGS Counter coupling side
Figure 1: Speed and output regulation system

Speed and output regulation system

Components The speed and output regulation system, or put more simply, the speed
regulation device, is comprised, in more detail, of the speed sensors, the
remote speed adjuster (set value transmitter), the shutdown device, the
electronic controller and the electrical adjuster. In marine main engines, this
volume is supplemented by the filling limits.
6628 2.4.4-02 EN 3 (6)
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2.4.4 MAN Diesel
Layout The speed sensors are arranged axially to the flywheel. The remote adjust-
ment and switch-off device is fitted to the engine if required or in a remote
location. The adjuster is arranged on the counter coupling side in in-line
engines. It is mechanically connected to the regulating linkage of the injec-
tion pumps. The electronic control unit is mounted in the small control cab-
inet which is located remotely from the engine. In the case of V engines,
used for power generation, one adjuster is provided for each bank of cylin-
ders. These are controlled by a common control unit which also carries out
the load distribution. The regulating linkages of the injection pumps are
mechanically independent of each other.
V engines, used for the main drive in ships, have control shafts which are
interconnected via a universal drive shaft. This shaft is actuated by a com-
mon adjusting unit.
Operating mode The speed sensors capture the actual engine speed by following the gear-
wheel contour. Each time a tooth runs past the sensor, a voltage is gener-
ated, which proceeds to break down again in the tooth gap. The frequency
of the voltage signals is proportional to the engine speed. Two signal gen-
erators provide displays of engine speed and as a control values for the
initiation of switching processes, another sensor provides the actual speed
to the electronic control unit.

1 Flywheel
2 Gap
3 Speed sensor
4 Dead centre indicator
Figure 2: Layout of the speed sensor
The speed set value transmitter converts the position signals coming in from
the outside (e.g. from a synchronisation device other control system) into
an analogue current signal 4-20 mA. In the simplest case, the set value
default is adjusted using the push buttons "higher/lower", arranged in the
control station at the engine, for example.
The difference between the set and actual speed value is evaluated in the
electronic control unit. At the same time, the level and direction of the devi-
ation and the duration of the modification speed are taken into account. As
a result, a correction signal in the form of an electrical value is transferred
to the control unit and is there transformed into a rotary movement by an
electric motor, a spur gear and a circular segment lever. The adjusting
movement is monitored by an electric-mechanical feedback and the signal
is sent from the adjuster to the regulator.
The regulating rods of the fuel pumps are moved by the rotary movement
and the volume of fuel injected into the combustion chamber is altered.
Through the corresponding setting on the governor, the operating behaviour
of the engine can be adapted to the predominating conditions or to the
4 (6) 6628 2.4.4-02 EN
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operating target. See printed document in section D of the Technical Doc-
umentation.

Figure 3: Speed governor system manufactured by Heinzmann, consisting of electro-mechanical adjuster
(right), electronic regulator (left) and programmer (centre)
Buckling lever The control linkages of the fuel pumps are connected to the control shaft
via buckling levers. The buckling lever is constructed so that it can buckle
in both directions of movement if a specific adjusting force is exceeded. This
ensures that a sticking control linkage or a pump piston that is restricted in
its rotary movement cannot cause blocking of the control linkage and the
other injection pumps. This applies to all operating situations, including
starting and stopping. Under normal conditions the split lever is retained in
its bearings by a tension spring.
1 Control shaft 4 Adjustable linkage rod
2 Buckling lever 5 Control rod
(shown in rotated position)
3 Tension spring
Figure 4: Method of operation of the buckling lever (a Starting position, b
Control linkage blocked in ZERO position, c Control linkage blocked in FULL
position)
6628 2.4.4-02 EN 5 (6)
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2.4.4 MAN Diesel
Starting and running up (filling
limit)
When starting and running up the engine, specific filling amounts must not
be exceeded, e.g. in order to guarantee as smoke-free a run-up as possible
or manoeuvring without overloading. In order to do so, the charge air pres-
sure is converted with a P/I transducer into a current signal. The electronic
section carries out a logical evaluation ensuring that there is no speed
release until the relevant charge pressure has been achieved. Higher set
value defaults from the outside are ignored.
The limit curves can be freely programmed in the governor. This takes place
via an electric interface and a small programming unit. When starting the
engine i.e. in the event of insufficient charge pressure, the filling is limited
to 60 % (adjustable).
Shutting down the engine Under normal conditions the engine is shut down by retracting the filling to
"zero". This can be done using the remote operating device or on the control
console. Electrical impulses are directed to the regulating electronic system.
The engine can be stopped in an emergency by directing pilot air to the
emergency stop piston of the fuel injection pumps (see section 2.4.2).
Filling indicator/Filling trans-
mitter
At the end of the control shaft the deflection is transmitted to an inductive
movement signal generator. This creates 4-20 mA signals which allow
remote display or other processing. The filling can be read off on the control
linkage rods of the injection pumps using the embossed scale.
6 (6) 6628 2.4.4-02 EN
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MAN Diesel 2.4.6
Lube oil system

Lubrication of the engine and turbocharger

Supply from the internal dis-
tribution pipe
All lubrication points on the engine and the turbochargers are connected to
the compressed oil circuit. The lubricating oil inlet flange (2171) is located
on counter coupling side. From the distribution pipes cast into/integrated in
the body the oil is directed to the crankshaft bearings. From here it is direc-
ted through the crankshaft, on the one hand to the connecting rod bearings
and through the connecting rods to the piston upper sections (see Figure
1), The location bearing on the coupling side is supplied with oil from the
last bearing block (see Figures 2/3).

1 Support ring 5 Piston
2 Cylinder liner 6 Gudgeon pin
3 Crankshaft 7 Connecting rod
4 Top land ring
G to the crankshaft bearings N from the crankshaft bearings to the pis-
ton upper section
Figure 1: Lube oil system from the crankshaft bearing to the piston
From all these lubrication points the oil flows freely back into the oil sump.
The oil sump directs it into the lube oil tank underneath.
Furthermore, the integrated distributor pipes supply
6631 2.4.6-02 EN 1 (9)
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2.4.6 MAN Diesel

the camshaft bearings of the injection camshaft and the valve camshaft
and

the injection nozzles and bearings of the control shaft drive.
The oil channels for supplying the camshafts continue over the camshafts.
From here,

the cam followers and

the injection pumps and rocker arms
are supplied with lube oil.
A Lube oil to the engine and to the
turbocharger (2171)
1 Pressure regulating valve L to the turbocharger
B to the pump drive 2 fitted pump M Oil drain from the turbo-
charger (2599/2597)
C to the vibration dampers and
thrust bearings of the cam-
shafts and to the cylinder lube
oil pump
3 Engine P Bleeding (2598/2585)
D Distributor pipe KS Coupling side
E via the injection camshaft to
fuel pumps and control levers/
yokes in the cylinder head
H via crankshaft bearing to loca-
tion bearing
9 Pressure reduction valve
F via valve camshaft to the cam
followers
J to bearings and injection noz-
zles of the control shaft drive
10 Turbocharger
G to crankshaft bearings K to the hydraulic pistons and
guide bearings of the injection
and valve camshaft
Figure 2: Lube oil system (overview)
Supply from outside The axial bearing of the high pressure pump camshaft is supplied with oil
from the outside. The engine-driven coolant and lube oil pumps are also
2 (9) 6631 2.4.6-02 EN
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MAN Diesel 2.4.6
supplied with lube oil from the outside. The pilot pistons and guide bearings
of the camshaft adjusting devices (if present) are also supplied by separate
lines from the outside. This applies also to the bearings of the turbocharger.
The supply lines of these component groups are connected to the integrated
distribution line.
The lube oil system must be fitted with a pressure regulation valve on the
inlet side which keeps the oil pressure constant in front of the entry in the
engine, independent of the speed and oil temperature. The oil supply to the
turbocharger is adjusted using a pressure reducing valve or a regulating
disc.
13 Injection camshaft 22 Bearing bush
14 Valve camshaft 23 Spray nozzle
20 Crankshaft gear
21 Intermediate gear J to bearings and injection nozzles of the control
shaft drive
Figure 3: Lube oil system from the distribution lines to the drive gears - (section
S1-S1, drawn for a clockwise rotating engine)
6631 2.4.6-02 EN 3 (9)
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2.4.6 MAN Diesel
5 Crankshaft 15 Cam follower shaft
7 Fuel injection pump
8 Cylinder head D Distributor pipe
11 Crankcase E via the injection camshaft to fuel
pumps and control levers/yokes in
the cylinder head
12 Crankshaft bearing bolts F via valve camshaft to the cam follow-
ers
13 Injection camshaft (bearing) G to crankshaft bearings
14 Valve camshaft (bearing) S to crankshaft bearing bolts
Figure 4: Lube oil system from the distribution lines to the crankshaft and the
camshafts (section S2-S2)
Supply to the turbocharger In marine main motors. especially in those with a mechanically driven lube
oil pump, turbochargers with an emergency lubrication system are used.
They are intended to provide the turbocharger with adequate oil during run-
out in stop procedures and also in the event of a black-out. During run-out
the bearings in the NR turbochargers are supplied with oil from a bladder
accumulator, whose bladder is filled with nitrogen and is compressed during
normal operation. As the operating pressure falls, the oil is pressed to the
4 (9) 6631 2.4.6-02 EN
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MAN Diesel 2.4.6
turbocharger by the compressed bladder. A non-return valve prevents
backflow into the supply pipe (see Figure 5).
B Oil to turbocharger
P Nitrogen (one-time)
Q Oil reserve to turbocharger
R Oil to engine
Figure 5: Emergency lubrication of the turbocharger (on ship's main engines)
from a bladder accumulator
For lubricating the turbocharger before starting the engine, either use the
main lube oil pump or a smaller auxiliary pump (see Figure 6). Cycle control
of the pump and system matching must ensure that the turbocharger is not
over-lubricated, either during pre-lubrication or during operation.
R Oil to engine
Figure 6: Pre-lubrication of the turbocharger with auxiliary pump

Cylinder lubrication

Lube oil route The lubrication of the running surfaces of the cylinder liners is carried out
primarily by splash-oil and by oil mist from the crankcase. The lubrication
of the piston rings takes place from below via holes in the lower section of
the cylinder liner. In the interests of as little oil consumption as possible, the
geometrical conditions were designed so that the oil holes are covered by
the first piston ring land at bottom dead centre of the piston and by the
6631 2.4.6-02 EN 5 (9)
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2.4.6 MAN Diesel
piston skirt in the top dead centre. The oil is directed to the cylinder liners
from the side opposite the exhaust through the intermediate floor of the
body base. The oil supply is carried out from the counter coupling side.
Pressure creation/Oil distri-
bution
The required oil pressure is created by the pump unit (see Figure 3). Its feed
rate can be matched to the individual engine size/number of cylinders by
changing the speed of the frequency-controlled motor.
9 Body base intermediate floor 11 Piston (right top edge / left lower
edge)
10 Cylinder liner 5 Oil from block distributor to the cyl-
inder liner
Figure 7: Lubrication of the cylinder liner and piston rings
The suction line B on the pump is connected to the lube oil inlet line A with
which the engine and turbocharger are supplied with oil. There is an adjust-
able pressure-limiting valve on the pressure side of the pump. Regulation
of the oil flow to the lube points is carried out using a hydraulically active
block distributor.
The movements of the working pistons of the block distributor are moni-
tored by an inductive proximity switch and an impulse evaluation unit. This
must make sure that a specified number of impulses are produced in a
specified period of time.
6 (9) 6631 2.4.6-02 EN
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MAN Diesel 2.4.6
A Lube oil to the engine and to the
turbocharger
1 Pump unit
B to the cylinder lube oil pump 2 Pressure limiting valve (adjusta-
ble)
C Overflow line 3 Block distributor
D to the block distributor 4 Proximity switch
E to the cylinder liners/Piston rings 5 Impulse monitoring
Figure 8: Cylinder lube oil system

Temperature monitoring of the crankshaft bearing

The temperatures of the crankshaft bearings (and the external bearing) are
measured just below the bearing shells in the bearing caps. This is carried
out using oil-tight resistance temperature sensors (Pt 100). The sensing
leads are routed in the crank housing up to the level of the cable ducts on
the troughs of the injection camshafts and are taken from there to terminal
boxes on the outside.
6631 2.4.6-02 EN 7 (9)
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2.4.6 MAN Diesel
1 Crankshaft
2 Crankshaft bearing cap
3 Temperature sensor
Figure 9: Temperature monitoring of the crankshaft bearings (figure shows in-
line engine)

Splash-Oil Monitoring System

The Splash-Oil Monitoring System is a constituent part of the safety system.
Sensors are used to monitor the temperature of each individual drive unit
(or pair of drive units on V engines) indirectly via the splash oil. If the defined
maximum value or the admissible deviation from the mean value is excee-
ded, the safety system initiates an engine shutdown.
Damage to the bearings on the crankshaft and piston rod is characterised
by early changes in the lube oil temperature. The Splash-Oil Monitoring
System reliably detects these temperature changes and then prevents wide-
ranging damage by actuation of an alarm, followed by an engine stop.
In the operating station the individual drive train temperatures of the engine
are displayed graphically and as absolute values.
8 (9) 6631 2.4.6-02 EN
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MAN Diesel 2.4.6

1 Temperature sensor 3 Operating station
2 Crankcase cover 4 Safety system
Figure 10: Drive train temperature monitoring with Splash-Oil Monitoring
System

6631 2.4.6-02 EN 9 (9)
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MAN Diesel 2.4.7
Coolant System

Overview

Circuits/Cooling media In the interest of the lowest possible thermal stress the components must
be cooled,

the components which form the combustion chambers and (through a
separate system)

the fuel injection valves.
The charge air heated by compression in the turbocharger is recooled with
the charge air cooler. This occurs in the interests of enlarging the air mass
available for combustion.
Treated fresh water is normally used for cooling purposes. Charge air cool-
ers are also cooled with fresh water, in certain rare cases with seawater or
waste water. Single-stage charge air coolers are usually integrated in the
secondary circuit. in two-stage charge air coolers, intercooled engine cool-
ing water (primary/high temperature circuit) flows through the first stage of
the charge air cooler and fresh water from the secondary/low temperature
circuit flows through the second stage (Figure 1).
Cylinder cooling

Coolant inlet (3171) The coolant inlet flange 3171 for the cylinder cooling is located on the coun-
ter coupling side. The coolant first flows through the two charge air coolers
into the distribution line. There are connections on the cylinder liner support
rings (underneath) originating from the distribution line. The following are
cooled (see Figure 2 - Chambers a to k):

the holes in the top land ring and

the cylinder head.
The cooling of the cylinder head is performed starting from the annular
space around the cylinder head base (f). From there the water flows through
bore holes in the annular space between the injection valve cannon and the
cylinder head inner section. In part it does not reach this area until after
circulating around the valve seat rings. The other large cooling areas of the
cylinder head are filled from this annular space.
Coolant outlet (3199) The outflowing water flows through the push-fit transition bushing via the
top area of the support ring to the return manifold. This is next to the supply
line. It takes the heated water back into the system. The return is carried out
at connection 3199.
6631 2.4.7-03 EN 1 (5)
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2.4.7 MAN Diesel

1 Engine C Coolant after cylinder F Coolant for injection nozzles
(feed)
2 Cylinder head/Support ring D Coolant for charge air cooler
(Stage II)
G Coolant for injection nozzles
(drain)
HT High temperature circuit
(Stage I)
E Charge air H Drainage (manifold)
A Coolant to the charge air
cooler (Stage I)
3 Charge air cooler K Bleeding for cylinder cooling
and charge air cooler (mani-
fold)
B Coolant to the cylinders NT Low temperature circuit
(Stage II)
L Dehydration of the cylinder
head/top land ring (V-engines)
Figure 1: Cylinder and nozzle coolant system (shown for two-stage charge air coolers)
2 (5) 6631 2.4.7-03 EN
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MAN Diesel 2.4.7

1 Cylinder liner 4 Cylinder head a...k Coolant routing/Cooling chambers
2 Support ring 5 Valve seat ring
3 Top land ring 6 Sleeve on the injection valve
Figure 2: Combustion chamber components coolant routing
Bleeding The bleeding connection (p) for the top land ring and cylinder head is located
in the cylinder head on the exhaust side (Figure 3). The connections are
brought together with the bleeding of the charge air cooler in a single line
and directed to connection 3198.
Emptying The coolant chambers of the top land ring and the cylinder head can be
drained via the hole(n) or the drain connection 3195 or 3186. In addition, the
drain pipe (h) can be used to drain the lines on the charge air coolers, the
cylinder coolant feed lines and the nozzle coolant lines.
Leak checks The tightness of the system, cylinder head, top land ring, cylinder liner and
support ring, as well as the sealing rings of these components can be
checked at the bore holes (l - Gas tightness) and (m - Leaks). The bore holes
are located on the side opposite the exhaust on the inside left.
6631 2.4.7-03 EN 3 (5)
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2.4.7 MAN Diesel

Figure 3: Cylinder head with bleeding connection p (left) and combustion chamber components with
inspection apertures l and m as well as drainage connection n (right)

Nozzle cooling

The feed and return lines for the nozzle coolant are located behind the fuel
injection pumps. The feed connection has the number 3471. The water is
taken via short pipe sections to the cylinder head and via an annular space
up to the injection valve. The return is carried out in the same way. The
manifold pipe ends at connection 3499. Emptying of the supply and drain
pipe is possible via the connection to the cylinder coolant emptying pipe.
Charge air temperature control

Charge air temperature con-
trol
During operation in the tropics, the engines must be controlled in order to
avoid condensation in the charge air pipe and also with regard to the charge
air temperature. This is carried out by the CHATCO temperature controller
(see Figure 4), where the following physical limiting conditions apply: Water
precipitates when compressing and cooling the charge air. In unfavourable
conditions, up to 1000 kg/h in larger engines. The volume increases:

with increasing intake air temperature,

with increasing intake air humidity,

with increasing charge air pressure, and

with decreasing charge air temperature.
The condensation volume must be reduced as far as possible. Water must
not enter the engine. This is guaranteed by design measures and can be
supported by controlling the charge air temperature. CHATCO includes a 3-
way temperature regulating valve in the LT area of the charge air pipe, an
electronic temperature controller and two temperature sensors - one in the
charge air line and one in the intake area of the turbocharger (e.g. in the
intake air shaft).
4 (5) 6631 2.4.7-03 EN
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MAN Diesel 2.4.7
The charge air temperature is constantly raised as from a specific intake air
temperature. The control system is active in all operating conditions where
no charge air preheating takes place.

1 Charge air cooler 3 CHATCO cabinet
2 Temperature regulating valve
A Charge air B Coolant
c Intake air temperature d Charge air temperature
ST Engine speed GT Fuel pump filling
TE1 Intake air temperature TC Temperature controller
TE2 Charge air temperature
Figure 4: Control diagram - CHATCO

6631 2.4.7-03 EN 5 (5)

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Scope of supply/Technical specifications
Engine
Components/Assemblies
Systems
Technical data
2.1
2.2
2.3
2.4
2.5

6631 2.5-4 EN 1 (1)
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MAN Diesel 2.5.1
Power and consumption information

Designations and plant numbers

Engine 18V 32/40
Plant number 1065160/161 1068204/205
Turbocharger NR 34/S
Plant number 7000406-409 see identification plate STX
Charging method Accumulation mode
Acceptance company Works acceptance

Operation and drive type

Application concerning
Stationary engine X
Marine main engine
Auxiliary marine engine

Drive configuration concerning
Fixed-pitch propeller
Variable-pitch propeller
Generator X
Other

Fuel concerning
Diesel oil
Heavy fuel 380 mm
2
/s X

Operation/Monitoring concerning
Automatic remote control
Remote control X
Central control/Operation without
supervision
X
Standard monitoring

Power and consumption information

Continuous duty/Standard operating
conditions
MCR
according to ISO
3046/I
(Standard operating
conditions)
According to
ISO3046/I
(at set-up location)
Power output 9000 kW
Air temperature 33 C
Charge air cooler water tempera-
ture
C
00327 2.5.1-01 EN 1 (4)
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Continuous duty/Standard operating
conditions
MCR
according to ISO
3046/I
(Standard operating
conditions)
According to
ISO3046/I
(at set-up location)
Air pressure 1 bar
Installation height 100 m above sea-level
Speed of engine rotation 720 1/min
Direction of rotation of the engine Right -
Turbocharger speed See trial run -
log
Mean effective piston pressure 25.9 bar
Ignition pressure 190 bar
Compression pressure 160 bar
Mean piston speed 9.6 m/s
Compression ratio 14.5 -

Fuel consumption MCR
according to ISO
3046/I
(Standard operating
conditions)
According to
ISO3046/I
(at set-up location)
Heavy fuel 191.4 g/kWh
Diesel oil/MDF g/kWh

lube oil consumption 0.79 g/kWh
kg/h
Cylinder oil used See trial run -
log

Technical data

Main dimensions
Cylinder diameter 320 mm
Stroke 400 mm
Stroke volume of a cylinder 32.17 dm
3
Cylinder pitch 630 mm

Firing sequence concerning
12 cylinder engine, firing order A
Clockwise rota-
tion
A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-B2
Anticlockwise
rotation
A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-B1
14 cylinder engine, firing order A
Clockwise rota-
tion
A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-B5-
A3-B3
Anticlockwise
rotation
A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-B2-
A2-B1
2 (4) 00327 2.5.1-01 EN
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MAN Diesel 2.5.1
Firing sequence concerning
16 cylinder engine, firing order B
Clockwise rota-
tion
A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-B5-
A2-B2-A3-B3
Anticlockwise
rotation
A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-B7-
A7-B4-A4-B1
18 cylinder engine, firing order A
Clockwise rota-
tion
A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-B8-
A6-B6-A4-B4-A2-B2
X
Anticlockwise
rotation
A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-B7-
A7-B5-A5-B3-A3-B1
18 cylinder engine, firing order B
Clockwise rota-
tion
A1-B1-A6-B6-A3-B3-A2-B2-A8-B8-A7-B7-
A4-B4-A9-B9-A5-B5
Anticlockwise
rotation
A1-B5-A5-B9-A9-B4-A4-B7-A7-B8-A8-B2-
A2-B3-A3-B6-A6-B1

Control times
Inlet valve opens. 53 CA before TDC
closes 40 CA after BDC
Exhaust valve opens 41 CA before BDC
closes 39 CA after TDC
Overlap 92 CA
Starting valve opens 2-3 CA after TDC
closes in 12 and 14
cylinder engine
1322 CA after TDC
closes in 16 and 18
cylinder engine
1162 CA after TDC
Starter air pilot valve opens/closes See trial run log
Start/end of delivery of the injection pump See trial run log

Sealing areas and emissions

Sealing areas/
Power restrictions
Please also refer to sections 3.4.3 and 3.6.2.

Emissions dB(A)
Sound (air pressure)
according to
Sound (structure-borne noise)
according to
Noxious substances in the exhaust
NO
x
according to

* Direction of rotation seen from coupling side
00327 2.5.1-01 EN 3 (4)
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4 (4) 00327 2.5.1-01 EN
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MAN Diesel 2.5.2
Temperatures and pressures

Operating temperatures*

Air Air before compressor 45 C
1)
Charge air Charge air before cylinder 45 ... 58 C
2)
Exhaust Exhaust after cylinder max. 510 C
Permissible deviation of individual cylinders from the mean
value
50C
Exhaust before turbocharger max. 565 C
Coolant Engine coolant after engine 90
4)
, max. 95 C
Engine coolant preheating 60 C
Coolant before LT stage (max. 38 C)
1)
Nozzle coolant (marine) ( 60 C)
(stationary) ( 80 C)
Lube oil lube oil before engine/Before turbocharger 65
4)
max. 70 C
Lube oil after engine (at full load) 78 C
Lube oil after turbocharger (at full load) max. 105 C
Preheating (heavy fuel in day tank) 40 C
Fuel Fuel (MDF) before engine (max. 50 C)
3)
Fuel (HFO) before engine (max. 155 C)
3)
Preheating (heavy fuel in day tank) 75 C
Bearing Crankshaft bearings See acceptance record

Operating pressures (excess pressures)*

Air Air before turbocharger (negative pressure) max. -20 mbar
Starting air/Control air Starting air min. approx. 10, max. 30 bar
Pilot air 8, min. 5.5 bar
Charge air Charge air before/after charge air cooler (pressure
difference)
max. 80 mbar
Cylinder Rated ignition pressure 190 bar
Permissible deviation of individual cylinders from the
mean value
5 bar
Safety valve (opening pressure) 247 bar
Crank case Crank case pressure max. 2.5 mbar
Safety valve (opening pressure) 50 ... 70 mbar
Exhaust Exhaust gas after turbocharger max. 30 mbar
Coolant Engine coolant and charge air cooler HT 3 ... 4, min. 2.2 bar
Charge air cooler LT 1.5 ... 3 bar
Lube oil Lube oil before engine 3.5 ... 4.5 bar, min. 3.3 bar
Lube oil before turbocharger 1.3 ... 1.7 bar
6628 2.5.2-04 EN 1 (2)
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2.5.2 MAN Diesel
Fuel Fuel before engine (in case of pressure sys-
tem)
6 ... 8, min. 4 bar
Fuel injection valve (opening pressure) 360 +10 bar
(Opening pressure for new springs) 380 bar

Required pressure in the fuel system depending on the fuel viscosity and injection viscosity

Fuel viscosity Injection viscosity
Temperature after pre-
heater
Evaporation pressure
Required system pres-
sure
(mm
2
/
s
at 50 C) (mm
2
/
s
) (C) (bar) (bar)
180
320
12
12
124
137
1,4
2,4
2,4
3,4
380
420
12
12
140
142
2,7
2,9
3,7
3,9
500
700
14
14
140
146
2,7
3,2
3,7
4,2

Test pressures (excess pressures)

Pilot air Control air pipes 12 bar
Cooling chambers/Water
side
Cylinder head 10 bar
Cylinder liner 7 bar
Charge air cooler 6 bar
Cooling system cylinder cooling 7 bar
Cooling system injection valve cooling 7 bar
Fuel chambers Fuel inlet lines 30 bar
Lube oil Lube oil lines 10 bar

*
Valid for nominal output and nominal speed. For mandatory reference values, see test run and commissioning
protocol in Volume B5 and "List of measuring and control devices" in Volume D.
1)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (condensation).
3)
Dependent upon the fuel viscosity and injection viscosity. See section 3.3.4 - operating materials.
4)
Regulated temperature

2 (2) 6628 2.5.2-04 EN
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MAN Diesel 2.5.3
Weights

Weights of the most important components

Components - from top to bottom
Cylinder head cover 12 kg
Rocker arm bearing bracket with rocker arms 60 kg
Rocker arm bearing bracket 27 kg
Exhaust rocker arm 13 kg
Inlet rocker arm 19 kg
Cylinder head with valves 532 kg
Cylinder head 504 kg
Inlet/Exhaust valve 7 kg
Cylinder liner 172 kg
Support ring of the cylinder liner 233 kg
Top land ring 33 kg
Piston with connecting rod shaft and piston pin 228 kg
Piston without piston pin 106 kg
Gudgeon pin 31 kg
Connecting rod (connecting rod shank, bearing housing, bear-
ing cap)
205 kg
Connecting rod bearing body 70 kg
Connecting rod shank 91 kg
Connecting rod bearing cap 44 kg
Crankshaft bearing cap 118 kg
Crankshaft bearing shell (half shell) 2 kg
Crankshaft with balance weights 12V 32/40 6,000 kg
14V 32/40 7,000 kg
16V 32/40 7,500 kg
18V 32/40 8,500 kg
Balance weight of the crankshaft 145 kg
Control shaft drive gear (2 section) 66 kg
Torsion vibration damper (Geislinger & Co.) approx. 1,295
kg.
6631 2.5.3-02 EN 1 (2)
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2.5.3 MAN Diesel

Crankcase/Tie rod
Crankcase 12V 32/40 approx. 17,000
kg.
14V 32/40 approx. 21,000
kg.
16V 32/40 approx. 24,000
kg.
18V 32/40 approx. 27,000
kg.
Tie rod 35 kg
Cross tie rod 5 kg
Cylinder head bolt 19 kg

Injection system
Injection camshaft (section) 44 kg
Valve camshaft (section) 43 kg
Fuel injection pump 36 kg
Fuel injection valve 10 kg

Charge air and exhaust system
Turbocharger NR 34 1,980 kg
Turbocharger NR 29 1,130 kg
Charge air cooler two stage approx. 620 kg.
Charge air pipe (internal section) 49 kg
Exhaust pipe (internal section) 61 kg

Miscellaneous
Cylinder lubrication unit/Oil pump 22/9 kg
Speed governor (adjuster) 32 kg

Weights of complete engines

12V 32/40 approx. 56 t.
14V 32/40 approx. 64 t.
16V 32/40 approx. 71 t.
18V 32/40 approx. 79 t.

2 (2) 6631 2.5.3-02 EN
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MAN Diesel 2.5.4
Dimensions/Clearances/Tolerances - Part 1

Explanations

The table below has been organised according to the MAN subassembly group system, i.e. the subassembly group
numbers in bold entered in the intermediate titles.

Dimensions and clearance are quoted in accordance with the following
schematic:
X Bore diameter
Y clearance
Z Shaft diameter

For printing reasons, tolerances are not quoted in the normal manner

+0.080
200
+0.055

but as described below.

200 +0.080/+0.055

Tie rod /lateral tie rod 012

Dimension/Measuring point Rated dimension (mm)
A
B/C
588
M42x3
Horizontal
A
B/C
1898
M56x4
Vertical

6631 2.5.4-07 EN 1 (4)
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2.5.4 MAN Diesel
Crankshaft 020

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A * -- **

A Web deflection (crankshaft)
* See acceptance record
** See Work Card 000.10

Crankshaft bearing/Locating bearing 021

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
F
320-0.036
--
6.84-0.020
125
--
60-0.019
--
0.270 ... 0.380
--
--
0.50 ... 0.72
--
--
0.45
6.79-0.020*
--
--
--

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11

Torsional vibration damper (crankshaft) 027

Dimension/Measuring point Rated dimension (mm)
A
B
1210*
160*
Diameter
Width

* Depending on design

2 (4) 6631 2.5.4-07 EN
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MAN Diesel 2.5.4
Connecting rod bearing/Piston pin bearing 030

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
F
G
H
J
K
X
290-0.032
--
5.89-0.020
--
145 -0.005/-0.020
980
125
160
490
1415
145 +0.220/+0.160
--
0.25 ... 0.35
--
0.17 ... 0.24
--
--
--
--
--
--
--
--
0.42
5.84-0.020*
0.31
--
--
--
--
--
--
--

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11


Piston 034

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
F
G
145 +0.068/+0.043
--
145 -0.005/-0.020
260
478.5
320*
**
--
0.048 ... 0.088
--
--
--
--
--
--
--
--
--
--
--
--

6631 2.5.4-07 EN 3 (4)
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2.5.4 MAN Diesel
* The outer diameters are to difficult to check due to the convex oval shape. The listing of exact dimensions
has been omitted since the life of the piston is normally determined by the wear of the ring grooves.
** Compression distance - see acceptance record


Piston rings 034

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
F
G
H
J*
J**
J***
6 +0,200/+0,170
--
6 -0,010/-0,025
6 +0,140/+0,120
--
8 +0,060/+0,040
--
8 -0,013/-0,035
--
--
--
--
0,180 ... 0,225
--
--
0,130 ... 0,165
--
0,053 ... 0,095
--
0,8 ... 1,2
1,8 ... 2,2
0,6 ... 0,9
--
0,6
--
--
0,4
--
0,2
--
****
****
****

* Joint gap ring 1
** Joint gap ring 2
*** Joint gap ring 3
**** See Work Card 034.05

4 (4) 6631 2.5.4-07 EN
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MAN Diesel 2.5.5
Dimensions/Clearances/Tolerances - Part 2

Cylinder liner 050

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B2*
B4*
B5*
C**
D
E
F
G
H
K
320 + 0.057
--
--
--
--
439
370
809
529
332
86
--
--
--
--
--
--
--
--
--
--
--
--
0.960
0.256
0.096
0.320
--
--
--
--
--
--

* Maximum permissible wear on the measuring point of the gauge bar (see Work Card 050.02)
** Ovality, C + (A1 - A2)
Dimension A, B, C valid for cylinder liner, not for top land ring.
The dimension A is measured at the top reversing point of the first piston ring laterally and longitudinally to the
longitudinal axis of the engine.

6631 2.5.5-06 EN 1 (5)
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2.5.5 MAN Diesel
Cylinder head/Cylinder head bolts 055

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
F
685
526
763
442
1400
M48x3
--
--
--
--
--
--
--
--
--
--
--
--

Speed sensor 071

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A 1 3 -- --

2 (5) 6631 2.5.5-06 EN
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MAN Diesel 2.5.5
Camshaft drive 100

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A*
B*
C*
J
K
--
--
--
480**
432**
0.272 ... 0.442
0.243 ... 0.406
0.272 ... 0.442
--
--
0.54
0.48
0.54
--
--

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
D
E
F
G
H
160 +0.206/+0.151
--
160 -0.025
--
155
--
0.151 ... 0.231
--
0.650 ... 1.100
--
--
**
--
1.3
--

* Backlash
** Increase in clearance normally slight. For replacement criteria see Work Card 000.11
*** Pitch circle diameter

6631 2.5.5-06 EN 3 (5)
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2.5.5 MAN Diesel
Camshaft bearing of the injection camshaft and end bearing of the valve camshaft 102/120

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A/D
B/E
C/F
G/L
201 +0.228/+0.169
--
201 -0.029
60
--
0.169 ... 0.257
--
--
--
*
*
--
--

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11


Camshaft bearing of the valve camshaft 102/120

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
G
179 +0.185/+0.106
--
178.86-0.03
60
--
0.246 ... 0.355
--
--
--
*
*
--
--

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
4 (5) 6631 2.5.5-06 EN
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MAN Diesel 2.5.5


Camshaft thrust bearing on the coupling side 102/120

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
J
1)
J
2)
H
3)
H
4)
K
1)
--
--
--
--
--
0.1 ... 0.3
0.3 ... 0.5
0.3 ... 0.5
0.3 ... 0.5
0.25 ... 0.5
0.4
0.6
0.6
0.6
0.55

1)
Injection camshaft with adjusting device
2)
Valve camshaft with adjusting device
3)
Injection camshaft without adjusting device
4)
Valve camshaft without adjusting device

Drive for pumps mounted on the engine 105

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A*
B*
--
--
0.35 ... 0.60
0.35 ... 0.60
0.7
0.7

* Backlash

6631 2.5.5-06 EN 5 (5)
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MAN Diesel 2.5.6
Dimensions/Clearances/Tolerances - Part 3

Rocker arm bearing/Inlet valve/Exhaust valve 111/113/114

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
1)
B
2)
C
D
E
K
L***
M
--
--
24 +0.021
--
23.90+0.02/-0.02
106
28
565.5
0.2 +0.1
0.9 +0.1
--
0.080 ... 0.141
--
--
--
--
--
--
--
**
--
--
--
--

1)
Valve clearance for inlet valves*
2)
Valve clearance for exhaust valves*
* Measured on cold or hot engine
** Wear edge of the valve guide - see Work Card 113.05
*** Valve stroke

Push-rod drive 112

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
F
G
H
J
60.030 +0.020
--
59.940 +0.030
25.079 +0.024
--
25.029 +0.010
30.200 +0.050
--
30.000 +0.050
--
0.060 ... 0.110
--
--
0.040 ... 0.074
--
--
0.150 ... 0.250
--
--
0.14
--
--
0.09
--
--
0.3
--

6631 2.5.6-07 EN 1 (3)
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2.5.6 MAN Diesel
Starter slide valve/Starter valve 160/161

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C*
--
37
7
0.2 +0.1/-0.1
--
--
--
--
--

* Valve stroke

Fuel injection pump 200

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
1)
F
G
H
J
K
L
M
N
2)
O
3)
P
4)
Q
R
10 +0.04/+0.02
--
9.95 -0.02
32 +0.062
--
(32)
54 +0.046
--
54 -0.060/-0.106
25 +0.021
--
25 -0.020/0.041
34.5
--
--
500
160
--
0.07 ... 0.11
--
--
0.011 ... 0.013
--
--
0.06 ... 0.15
--
--
0.020 ... 0.062
--
--
--
--
--
--
--
0.14
--
--
--
--
--
0.17
--
--
0.075
--
--
--
--
--
--

1)
Clearance at the head of the pump plunger 0.018 ... 0.020 mm
2)
Punch stroke
3)
Punch stroke with main piston at TDC - see acceptance protocol
4)
Pump filling - see acceptance protocol

2 (3) 6631 2.5.6-07 EN
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MAN Diesel 2.5.6
Drive of fuel injection pump 200

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A
B
C
D
E
F
G
H
J
K
114 +0.035
--
114 -0.100/-0.135
45 +0.080/+0.119
--
45 -0.025/-0.041
--
55 +0.030
--
55 -0.100/-0.146
--
0.100 ... 0.170
--
--
0.105 ... 0.160
--
0.4 ... 0.7
--
0.100 ... 0.176
--
--
0.20
--
--
0.20
--
0.8
--
0.20
--

Fuel injection valve 221

Dimension/Measuring point Rated dimension (mm)
Clearance when new
(mm)
Clearance max. (mm)
A*
B**
C
D
1 +0.05/-0.05
--
425
68.5
--
--
--
--
--
--
--
--

* Needle rise
** Nozzle specification - see acceptance record

6631 2.5.6-07 EN 3 (3)

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MAN Diesel
Introduction
Technology
Operation/Operating media
Maintenance/Repairs
Appendix
1
2
3
4
5

6631 3-4 EN 1 (1)

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MAN Diesel 3.1
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
Operative Management II - Monitoring Operating
Data
Operative Management III - Operating faults
Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
3.5
3.6
3.7

6631 3.1-4 EN 1 (1)
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2

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MAN Diesel 3.1.1
Prerequisites/Guarantee

Effects from the past

Many prerequisites for successful operation of the engine/the engine instal-
lation are met very early. Others can/must be influenced immediately.
The fundamental principles, which can no longer be subject to direct influ-
ence, include

the origin of the engine,

qualified production under the supervision of the monitoring authorities/
classification companies and

expert mounting and the exact setting of the engine during the trial run.
The factors affecting later events also include

the care exercised in planning, designing and erecting the system,

interaction circumstances of the customer with the designers and sup-
pliers and

consistent target-oriented work during the start-up and running-in
phase.
Prerequisites - To be practised daily

Prerequisites that must be always met in everyday operation include

the selection of suitable personnel and their instruction and training,

availability of Technical documentation for the system, especially oper-
ating instructions and safety regulations,

ensuring operational readiness and operating reliability, oriented
towards operating objectives and operating results,

the organisation of inspections, maintenance and repair activities,

The commissioning of the systems, auxiliary facilities and engines
according to a chronologically ordered checklist and

the determination of the operating targets whilst striking a balance
between expenditure and benefit.
The following sections provide information on the above-mentioned topics.
Guarantee

Questions regarding the guarantee are treated in accordance with the "Gen-
eral Supply Conditions" of MAN Diesel SE. We would like to draw your
attention to an important extract to ensure that you can orient your daily
decisions / actions according to these basic principles. The full text or the
agreements made in the individual cases are binding.
Clause 1 "MAN Diesel SE guarantees to maintain expressly promised characteristics
as well as the faultless design and manufacture and non-defective material
such that the parts that may become unusable, or their usability consider-
ably adversely affected as a result of such shortfall, would be, at its discre-
tion, rectified free of charge or new parts supplied at its own cost and risk."
6680 3.1.1-01 EN 1 (2)
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2
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-
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6
-
1
2
3.1.1 MAN Diesel
Clause 4 "The guarantee does not cover natural wear and tear and parts which have
suffered premature wear because of their material consistency or the
method of their application; also it does not cover damage caused by inap-
propriate storage, treatment or application, overloading, inappropriate
operating materials, faulty construction work or foundations, unsuitable
subsoil, chemical, electro-chemical or electrical influences".
Clause 5 "The customer can make a guarantee claim on MAN Diesel SE only if

the erection and start-up of the object of delivery was carried out by
personnel of MAN Diesel SE,

the confirmation of the eligibility for a guaranteed claim was reported in
writing to MAN Diesel SE without delay, at the latest 2 months after the
expiry of the guarantee period,

the customer has observed the specifications of MAN Diesel SE on the
handling and maintenance of the object of delivery and has instituted
any specified checks properly,

no rework has been carried out without the approval of MAN Diesel SE,

no spare parts of any other origin have been installed."
2 (2) 6680 3.1.1-01 EN

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MAN Diesel 3.2
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
Operative Management II - Monitoring Operating
Data
Operative Management III - Operating faults
Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
3.5
3.6
3.7

6631 3.2-4 EN 1 (1)
2
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7
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1
0
-
3
1

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MAN Diesel 3.2.1
General remarks

Safety-related basic principles/their fulfillment

Hazard-free use German laws and standards and European Union (EU) Directives require
that technical products must have the necessary safety features to protect
the users and must conform to the general recognised technical regulations.
It must be stressed, that hazard-free use and the safety of the machines
must be guaranteed through expert planning and design, and cannot be
achieved through restrictive rules of behaviour.
Intended use The technical documentation must contain statements regarding "intended
use" and concerning restrictions of use.
Persistent risks Persistent risks must be disclosed, sources of danger/critical situations
must be marked/labelled. These notes should enable the operating person-
nel to carry out safe actions and to avoid dangers.
Signals, symbols, text or illustrations must be used as communication ele-
ments which point out such sources of danger/critical situations. They must
be applied to the product and inserted in the technical documentation in an
agreed manner. A multi-stage system is to be used for safety instructions.
Contribution from MAN Diesel
SE
MAN Diesel SE complies with these requirements by special endeavours in
the development, design and execution and by corresponding structuring
of the technical documentation, especially with regard to the instructions in
this section. This partially key-word structuring does not, however, absolve
from the observance of the individual sections of the technical documen-
tation. Please note also that inappropriate actions can lead to the loss of
guarantee cover.
6680 3.2.1-02 EN 1 (3)
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3.2.1 MAN Diesel
Warning sign, dangerous locations on the engine

Figure 1: Warning sign
This warning sign must be clearly visible on the engine as well as at all
access points to the engine room or engine house.
Personnel who need to enter the danger area 2.5 m around the machine for
operational reasons must be informed of the existing dangers. Access to
the danger area is only permitted when the operating mode of the engine is
in order and if suitable protection equipment is being worn. Unnecessary
loitering in the danger area is prohibited.
Explanations for the warning sign, meaning of the symbols in the warning notes

Attention!
Warning of a dangerous location!
2 (3) 6680 3.2.1-02 EN
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MAN Diesel 3.2.1
Flammable materials!
Warning of hand injuries
Danger of crushing!
Hot surface!

Explanations of the warning sign, significance of the prohibitive symbols

Fire, open flame and smoking prohibited!
Entry not allowed to unauthorised persons!

Explanations of the warning sign, meaning of the command symbols

Wear ear protection!
Wear safety helmet!
Use eye protection!
Wear protective clothing!
Wear safety shoes!
Wear safety gloves!
Operating instructions/
Observe working instructions!

6680 3.2.1-02 EN 3 (3)
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MAN Diesel 3.2.2
Destination/Suitability of the Engine

Intended use

The four-stroke diesel engine delivered is intended for operation under the
following constraints:

of the technical data, section 2.5.1,

the technical specifications, section 2.1,

the order confirmation,

operation using the specified operating media,

taking into account a layout/arrangement of the supply, measuring,
control and regulating systems as well as a determination of the con-
straints (e.g. disassembly areas/crane capacities) according to the rec-
ommendations by MAN Diesel SE or state-of-the-art technology.

starting, operating and stopping according to the usual technical oper-
ating rules, exclusively by authorised, qualified, trained personnel who
are familiar with the system.
Moreover:

Situation/Characteristic on condition of
(Marine engine) travelling with a full load in arctic waters or (stationary
engine) operation at times with overload
Charge air blow-off device
Part load with improved acceleration power Charge air bypass device
Safe operation in the upper load range with part load optimised turbo-
chargers
Exhaust blow-off device
Quick and extensive soot-free run-up Jetassist device
Part load operation with improved combustion and low residue formation 2stage LLK
Operation with optimised part load operating values by adjusting the con-
trol times (only engine 32/40)
Control times adjusting device
Operation with optimised injection timing Injection timing adjusting device
Slow turning over prior to starting (in case of automatic operation) Slow turn device
Low vibration and structure-borne sound operation Semi-resilient/resilient support
Power take-off on the free engine end Crankshaft extension
Cleaning of the turbocharger(s) (during operation) Cleaning device/s
Cleaning of the charger air cooler(s) Cleaning device

The engine is intended/suitable for

The engine is conditionally intended/suitable for:

operation at operating values for which there is an alarm situation,

operation with forced speed (marine main engines),

passing through barred speed ranges,

blackout test,

idling or low load operation,
6680 3.2.2-01 EN 1 (2)
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3.2.2 MAN Diesel

operation with generator in "return output" (in network parallel opera-
tion),

Operation with reduced maintenance expenditure,

accelerated run-up/sudden loading and unloading to a moderate extent,

operation without cylinder lubrication,

operation with speed governor failure (only marine main engines 32/40),

Operation in the case of failure of the electronic-hydraulic speed control
system after switching over to mechanical-hydraulic speed governor
(40/45 ... 58/64),

emergency operation with 1 or 2 blocked/partly dismantled turbo-
charger(s),
fuel pumps switched-off,
dismantled drive mechanisms,
dismantled rocker arms/push rods.
Not intended/suitable for

The engine is not intended/suitable for

operation with operating values which caused an engine stop or load
reduction,

putting into operation of the engine/of parts without running in,

operation in case of black out

operation in case of failure of supply equipment (air, compressed air,
water, ..., electric voltage supply, load reduction),

operation within barred speed ranges,

operation in case of failure of mechanical-hydraulic speed governor,

operation without appropriate monitoring/supervision,

operation without, or significantly reduced, maintenance costs

unauthorised modifications,

use of non-original spare parts,

long-term shutdown without adopting preservation measures.
2 (2) 6680 3.2.2-01 EN
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MAN Diesel 3.2.3
Risks/Dangers

Dangers due to insufficient personnel/Training

Expectations in case of
marine engines
Propeller operation/generator operation (normal operation/operation in road stead):
Chief engineer on board. Operation led by technical officer.
Maintenance work/repair work in harbour:
Implementation by engineers, technical assistants or fitters and helpers.
Instruction and, in difficult cases: technical officer or chief engineer.
Generator operation (in port):
Operation conducted by technical officer.
Maintenance work/repair work in port:
As above.
Also applicable Company managers must have a certificate of qualification / patent which
corresponds to national regulations and international agreements (STCW).
The number of people required and their minimum qualifications are gen-
erally stipulated by national regulations or by international agreements
(STCW).
Expectations for stationary
plants (power plants)
During operation:
Plant manager (engineer) available. Operation management/monitoring of
the engine and the relevant supply systems by trained and specially instruc-
ted engineer or technical assistant.
Maintenance work/repair work:
Implementation by engineers, technical assistants or fitters and helpers.
Instruction and, in difficult cases: engineer or chief engineer.
Also applicable For company managers and those who carry out/monitor maintenance work
and repairs it must be proven in accordance with the Energy Law (EnWG)
in Germany that technical management is guaranteed by an adequate num-
ber of qualified employees. In other countries comparable laws/guidelines
must be observed. Insufficient personnel/training cannot be compensated
by other endeavours.
Dangers due to components/Systems

By the nature of things there are specific dangers associated with technical
products, operating situations and interventions. This is, in spite of all
efforts, also applicable to the development, design and manufacture of
engines and turbochargers. In normal operation, and even under certain
unfavourable conditions, they can be operated safely. Nevertheless, resid-
ual hazards remain which cannot be avoided completely. Some of these are
merely potential hazards and some only appear in specific circumstances
or during unplanned actions. Others are particularly current.
Table 3, Figures 1 and 2 See Table 3 and Figures 1 and 2. These pages are designed to instill the
danger points in the subconscious.
6631 3.2.3-02 EN 1 (7)
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3.2.3 MAN Diesel

Figure 1: Hazardous areas on the engine in accordance with EU machinery
directive (Part 1)
2 (7) 6631 3.2.3-02 EN
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MAN Diesel 3.2.3

Figure 2: Hazardous areas on the engine in accordance with EU machinery directive (Part 2)

Dangers from operation management/from improper use

Tables 4 and 5 Dangers can arise not only from components and systems, but even from
certain operating situations or interventions. Hazards of this type are com-
piled in tables 4 and 5. These provide further indications regarding the key-
words listed in section 3.2.2.
Dangers due to emissions

Emission Danger Defensive/Protective measure
Treated cooling water, lube oil,
hydraulic oil, fuel
Dangerous to the skin and health,
water-contaminating
Use/Disposal in accordance with the
instructions from the manufacturers
or suppliers
Cleaning and auxiliary agents According to the manufacturer's
information
Use/Disposal in accordance with the
instructions from the manufacturers
or suppliers
Exhaust with harmful components
NO
x
, SO
2
, CO, HC, soot
Harmful to health
1
), environmentally
contaminating when exceeding
threshold values
Carry out maintenance work accord-
ing to the maintenance schedule,
plan the operation taking into consid-
eration the dangers, observe opera-
tion results critically, replace compo-
nents with IMO marking only by
equivalent items.
Air noise Harmful to health, environmentally
contaminating when exceeding
threshold values
Wear hearing protection, limit expo-
sure to the absolutely essential
6631 3.2.3-02 EN 3 (7)
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Emission Danger Defensive/Protective measure
Noise transmitted by solid objects Harmful to health, environmentally
contaminating when exceeding
threshold values
Limit exposure to the absolutely
essential
Vibrations Harmful to health, maximum permit-
ted threshold value see section 2.5.1
Avoid an increase in process-related
vibrations from additional sources

1) Information for clients in California:

California
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to the State
of California to cause cancer, birth defects, and other reproductive harm.
Table 1: Dangers from emissions originating from the engine and turbocharger
Planned workstations

Engines are usually operated by remote control. Regular tours of inspection
according to the rules of "observance-free operation" are required. In this
case priority is given to overseeing measuring, control and regulating devi-
ces as well as other areas of the plant particular worthy of attention. Per-
sonnel are not intended to remain continuously in the immediate vicinity of
the engine or turbocharger while it is running.
Servicing and maintenance activities are, as far as possible, not to be carried
out with the engine(s) running in the dangerous zones listed in Table 1 or in
Figures 1 and 2.
Personal protection measures

The accident prevention regulations (APR) and other regulations issued by
the responsible trade association or comparable institutions must be strictly
observed.
This includes wearing work protection clothes and safety shoes, the use of
safety helmets, goggles, hearing protection and gloves.
The general protection equipment must comply, as a minimum, with the
following standards and working descriptions:
4 (7) 6631 3.2.3-02 EN
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MAN Diesel 3.2.3

Subject Standard / Issue date Workstation description
Hearing protection DIN EN 352-1 / 04.2003 for the noise range up to 110 dBA
Head protection DIN EN 397 / 05.2000 Sharp edges and corners, danger from falling
objects, high surface temperatures <220C
Eye protection DIN EN 166 / 04.2002 Danger from oil splashes and hot liquids at tem-
peratures of around 200C
Indications:
Facial protection shield against fire jets
Protective clothing DIN EN 340 / 03.2004 High surface temperatures <220C, sharp edges
and corners
Foot protection DIN EN ISO 20345 / 10.2004 Presence of oils, fuels, chemicals and similar
substances, hot surfaces <220C, sharp edges
and corners, danger of falling objects, danger of
impacts
Hand protection DIN EN 420 / 12.2003
DIN EN 388 / 12.2003
DIN EN 407 / 11.2004
Presence of oils, fuels, chemicals and similar
substances, hot surfaces <220C, sharp edges
and corners
Indications:
hot surfaces < 350C
Table 2: Protection equipment standards and working descriptions
Moreover, the special protection equipment which is stipulated in the indi-
vidual work cards (see Volume B2/working instructions) must be observed!
The relevant sections of the technical documentation must be read and
understood.
Hazardous areas on the engine (during designated use)

Danger zone Source of hazard Possible consequences
Total engine (1) Insufficient/impaired operating
safety
Danger for ship and crew or emer-
gency situation due to insufficient
electrical voltage
Flywheel (2) Toothed ring/Fixing bolts Body / limbs can be caught, crushed,
struck
Turning gear (3) Toothed ring/Area of gear mesh Body/limbs can be caught, crushed
Area in front of the running gear on
longitudinal engine sides (4)
Danger of explosion/danger of run-
ning gear parts being thrown out
Parts could be ejected/could fly off
Turbocharger, especially area radial
to the rotor (5)
Parts under internal pressure, parts
rotating at high speeds
Parts can break, can fly off
Piping/pressure tank/pressurised
and liquid or gas filled parts/systems
(6)
Parts under internal pressure, filled
with liquids/gases
Spurting/leaking of media, danger of
injury, danger of fire, loss of service
fluids, contamination possibly dan-
gerous to health and the environment
Crank covering (7) Moved parts, hot/swirling oil In the case of bearing or piston seiz-
ures danger of explosion, fire and
accident risk through spurting oil,
danger to personnel
Covering of camshaft, cam followers
and push rods (8)
Intervention cam/camshaft, move-
ment of cam followers and push rods
Clothes/limbs can be caught/
crushed, leaking oil
Insulation and jacketing of fuel and
injection pipes (9)
Hot surfaces, flammable medium,
parts under high internal pressure
Burning, squirting out of fuel, under
certain circumstances in piercing jets
Exhaust pipe and covering of the
exhaust pipe (10)
Hot surfaces, parts under internal
pressure, filled with hot gas
Burning, escape of hot gases, fire
hazard
6631 3.2.3-02 EN 5 (7)
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3.2.3 MAN Diesel
Danger zone Source of hazard Possible consequences
Measuring, control and regulation
devices/systems (electrical) (11)
Electrically live electric shock, burning, welding flash
(arc eye), in the event of negligence,
functional impairment
Measuring, control and regulation
devices/systems (hydraulic/pneu-
matic) (12)
Parts under internal pressure, filled
with liquids/gases
Danger of injuries through spurting/
leaking media, release of pressure, in
the event of negligence functional
impairment
Regulation linkage on the fuel pumps
(13)
Moving, spring tensioned parts Crushing, injury from released spring
tension
Screwed connections (14) Parts under high compressive/tensile
stress
Danger from breaking/flying bolts/
nuts
Adjusting devices (15) Sensitive to damage/adjustment,
partially pressurised
Functional faults
Safety valves, pressure setting valves
(cylinder head, crank area, measur-
ing, control and regulation systems)
(16)
Functional error/Inoperability and
consequential error
Injuries from parts bursting or flying
off, or escaping media
Special tools (17) In accordance with the application
cases there is varied, and at times,
high potential for danger
Personal injury and material damage
Hydraulic tensioning tools, high pres-
sure hoses, high pressure pump (18)
Parts under high internal pressure
can rip, break, leak, leaking hydraulic
oil in penetrating jets possible,
hydraulic oil is harmful to health
Injuries from projected/parts coming
loose or from leaking hydraulic oil
Table 3: Hazardous areas on the engine (during designated use)
Danger situations during proper designated use

Danger zone Source of hazard Possible consequences
Engine operation at reduced speed
(main marine engine)
Increase in torque, negative influence
on operating values
Contamination, wear, overloading of
components, pumping of the turbo-
charger
Idling operation or low-load opera-
tion
Operation outside the operation
range, deterioration of operating val-
ues
Incomplete combustion, residues in
the combustion chamber
Operation with generator in return
output" (in the network parallel oper-
ation),
Generator is operated as a motor,
internal combustion engine is being
driven
Unintended operating mode
Accelerated running up to speed or
load shedding
Increased thermal and mechanical
loads, exhaust clouding, turbo-
charger overload
Unintended operating mode
Operation without cylinder lubrica-
tion
Insufficient lubricating oil Deterioration in the lubrication con-
ditions.
At power >50%, maximum operating
time 250 hours.
At power <50%, no time limitations.
Operation in case of failure of speed
governor
Remote controlled manoeuvring on
ship's main engines not possible
(communication problems)
Manoeuvring properties affected
negatively
Emergency operation with blocked/
partly dismounted turbocharger
Output power of the engine impaired,
overload threat
Emergency operation with fuel pump
switched off
Reduction in output required, oper-
ating values could be exceeded
6 (7) 6631 3.2.3-02 EN
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Danger zone Source of hazard Possible consequences
Emergency operation with running
gear removed
Reduction in output required, oper-
ating values could be exceeded,
starting difficulties threat, critical
vibrations can occur
Increased attention required
Emergency operation with disman-
tled rocker arms/push rods
Reduction in output required, oper-
ating values could be exceeded
Increased attention required
Table 4: Danger situations during proper designated use
Danger situations during improper use

Danger zone Source of hazard Possible consequences
Operation at operating values which
causes switching off or a reduction in
power
Operation outside the operating
range/at operating values at which
operation is not foreseen
Danger to components/the engine
Putting the engine or components
into service without running in
Predamage of components, negative
impact of running surfaces
Increased wear, permanent damage,
impact of the oil consumption, piston
seizure in extreme cases
Operation with compromised service
fluid/power supply (incl. Blackout
and blackout test)
Failure of service fluid or power sup-
ply
Overheating through insufficient
cooling and air, seizure through
insufficient lubricating oil
Operation within restricted speed
ranges
Increased, in some circumstances,
resonance-type vibrations and
mechanical loads
Danger from components and
screwed connections
Operation without appropriate super-
vision
Reaction to events uncertain Various
Operation with significantly reduced
maintenance expenses
Impairment of operating safety,
spontaneous failures to be feared,
compulsion to improvisation, special
action at unfavourable times
Cumulative effects, loss of guarantee
Unauthorised modifications Danger through the deterioration in
operating safety through superficial
solutions
Failure of parts with subsequent
damage, loss of guarantee
Use of non-original spare parts Combination with other parts not
guaranteed, deterioration in operat-
ing safety and spontaneous failures
to be feared
Failure of parts with subsequent
damage, loss of guarantee
Long-term shutdown without preser-
vation
Corrosion, and sticking of parts Corrosion damage, accumulation of
corrosion products, start and operat-
ing difficulties
Table 5: Danger situations during improper use
6631 3.2.3-02 EN 7 (7)
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MAN Diesel 3.2.4
Safety Instructions

Marking/danger scale

Marking Attention is to be drawn to the dangers by the safety instructions, in con-
formance with the relevant laws, guidelines and standards. This applies for
marking on the product and in the technical documentation. This should
indicate the following information:

Type and source of the danger,

Immediacy/magnitude of the danger,

Possible consequences

Measures for avoidance.
The explanations and tables in section 3.2.3 follow this specification, as do
the other safety instructions in the technical documentation.
Scale of danger The immediacy/magnitude of the danger is identified using a 5-stage scale
as shown below:

Identification of danger
Immediately threatening danger
Possible consequences: Death or very serious injuries, property
destruction


Identification warning
Potentially dangerous situation
Possible consequences: Serious injuries


Identification Attention
Possibly dangerous situation
Possible consequences: Minor injuries, possible damage to property


Identification Caution
For indication of fault sources/ handling errors
Possible consequences: Possible damage to property


Identification Note
For notes on use and supplementary information
Possible consequences: No injuries or damage to property is expected

6680 3.2.4-01 EN 1 (2)
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3.2.4 MAN Diesel
Examples

Example of danger
Flywheel can catch, crush, hit body/limbs.
Do not remove covering. Do not reach into the danger area.


Example Attention
Commissioning the engine/ components without running-in can damage
components.
Follow the regulations, run the engine in again after a long period of low
load operation.

2 (2) 6680 3.2.4-01 EN
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MAN Diesel 3.2.5
Safety Regulations

Prerequisites

Personnel The engine and the systems required for its operation may only be put into
operation, operated and switched off by authorised personnel. The person-
nel must be trained, instructed and must be familiar with the system and the
potential dangers.
Technical documentation They must be familiar with the technical documentation pertaining to the
system, especially the operating instructions for the engine and for the
accessories required for the operation of the engine. The relevant safety
regulations must receive particular attention.
Operations log It is advisable, and may be required to meet the regulations of monitoring
authorities, to keep an operations log, where all the important work with the
completion dates, operating results and special events are recorded. When
the personnel is changed the new person should be able to continue the
operation in a proper manner based on this documentation. The machine
log also permits limited analysis of trends and tracing the cause of opera-
tional malfunctions.
Accident prevention regula-
tions
When operating the engine, and during maintenance and overhauls, the
valid accident prevention regulations must be observed. It is advisable to
hang these specifications up in the engine room and to repeatedly indicate
the accident hazards.
Instructions below The instructions below cover the measures to counteract the movement of
drive unit components and to the general precautions for work/events on
the engine, its neighbouring systems and in the machine room. They do not
claim to be comprehensive. Safety instructions at other points in the tech-
nical documentation are supplementary and are equally valid and must be
observed in a similar way.
Securing the crankshaft and components linked to it against movement

Before starting work on the running gear area or on components, which also
move with the rotating crankshaft, ensure that the crankshaft cannot be
turned over/the engine cannot be started.
Crankshaft
The non-observance of this warning could be life-threatening!

Causes There could be an unintended rotation of the crankshaft and movement of
the components coupled to it:

In the case of marine drive systems, due to the ship's motion or due to
water flow against the propeller in the case of a stationary ship,

In generator units due to operating faults when the mains voltage is
present,

due to unintended or negligent starting of the engine,

due to the unintended or negligent actuation of the engine turning
mechanism (turning gear).
6680 3.2.5-01 EN 1 (5)
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Protective measures Adopt the following protective measures:

Close/secure against opening, the isolation valves of the starter air and
control air vessels. Open the drain cocks in the air lines/on filters. Open
the release cocks on the main starter valve.

Engage engine turning mechanism, secure against switching on.

Engine turning mechanism
The engine turning mechanism must not be used as a holding brake in
double and multiple engine systems with the second engine running!

The resistance of the engine turning mechanism is not adequate reliably to
prevent rotation of the crankshaft. However, with the turning mechanism
engaged, starting is electrically blocked and the control air feed to the main
starter valve is interrupted.

Fix the instruction sign to operating devices which are used to start the
engine.

In the case of generator units and in shaft alternators:

Secure the generator switch against switching on (especially on asyn-
chronous generators). Fix warning sign. As far as possible, the fuses/
fuse elements should be opened.

In marine main engines with variable-pitch propeller:

Set climb gradient with engine at rest to zero thrust, not to zero.

On single engine installations with fixed or variable-pitch propellers:
The above measures must be carried out. No other measures are nec-
essary.

In the case of multiple engine systems with reduction gear(s), on which
work is carried out on one engine, while the other one runs:
When using elastic couplings their rubber elements should be
removed.
When using elastic couplings with intermediate rings, the latter must
be removed, whereby the resultant free space must never be
bridged under any circumstances. Released coupling parts should
be supported if necessary.
If couplings are used between the engine and gearbox, they should
be completely removed. The switching off/opening of the coupling
and turning off the switching medium compressed air/oil is not suf-
ficient.
If using couplings in the gearing, elastic couplings are to be partially
removed as described in the first two points.

In the case of engines with a mechanical excavator pump drive, in which
work is carried out on the excavator pump gear or on the excavator
pump, while the engine is running, the measures to be taken should be
in accordance with the above points.
Precautions for other work on the engine

Putting down of tools/auxili-
ary equipment
When using tools/auxiliary equipment, e.g. during fitting, repair and main-
tenance work, the following warning must be observed.
2 (5) 6680 3.2.5-01 EN
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MAN Diesel 3.2.5
Danger! Severe material damage and personal injury!
Items (fitting tools, rags, lamps etc.) which are put down in the engine
space or onto the engine, can be snatched up by moving components
and thrown out. This can cause severe material damage and personal
injury.
Never place items in the engine space or onto the engine!

Opening the crankcase cover Crankcase covers may only be opened 10 minutes after an alarm or engine
stop because of the elevated bearing temperatures or high oil mist concen-
trations.
Danger of explosion
Danger of explosion by incoming atmospheric oxygen, given that the hot
components and the operating fluids surrounding them could be at
ignition temperature.

Turning the engine over with
turning gear
When turning the engine over using the turning gearbox, amongst other
things, the following danger warning must be observed.
Danger to life
Reaching into open engine spaces whilst the engine is being turned over
with the turning gearbox can lead to severe personal injury or to death.
Danger of death! Do not reach into the motor space when the engine is
being turned over.

For further information also see the documentation of the installation.
Opening of pipes/pressure
vessels
Before opening pipes, flanges, cable glands or fittings, check that the sys-
tem is pressure-free or has been drained.
Danger of burning
Danger of burning from hot fluids, fire hazard from fuel leaks, injuries from
stop plugs being ejected or similar on release under pressure.

Removal and fitting of pipes When removing, all pipes that are to be re-fitted, especially those for fuel,
lube oil and air must be closed off carefully. New ones that are to be fitted
must be checked carefully for cleanliness and must be flushed out if
required. You must ensure that, under no circumstances, foreign bodies
enter the system. If stored for a long time all individual parts must be pre-
served.
Use of hydraulic tensioning
tools
When using hydraulic tensioning tools, the special safety regulations on
Work Card 000.33 must to be observed.
Risk of injury
Danger of injuries from needle-sharp or razor-sharp hydraulic jets (jets
can penetrate your hand) or from tool parts being flung out if bolts should
break.

Dismantling/removal of heavy
components
When dismantling or removing heavy components you must always ensure
that the transport equipment is in perfect condition and has the required
carrying capacity. The location where the items are to be put down must
6680 3.2.5-01 EN 3 (5)
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also be capable of supporting the weight. This is not always the case on
galleries, stair landings or grid work covers.
De-tensioning compression
springs
In order to release the pressure from compression springs use the devices
provided for the purpose (see the relevant Work Card).
Risk of injury
Danger of injury due to the sudden release of spring forces/components.

Coverings After assembly work, ensure that all coverings on moving parts as well as
insulation on hot parts are back in place. Engine operation with the cover-
ings removed is permitted only in special cases e.g. during the functional
check of the valve rotation device.
Fire hazard.
Loose clothing and long hair could be snatched up. If you lose your
balance, instinctively supporting yourself on moving parts can cause
serious injuries.

Using self-locking hexagon
nuts
Use self-locking hexagon nuts only once.
They must be replaced after use in assembly by new self-locking hexagon
nuts.
Using cleaning agents When using cleaning agents, follow the manufacturer's instructions relating
to the application, possible dangers and disposal.
Danger of chemical burns
Danger of chemical burns to the skin or eyes and also to the respiratory
tract if gases are produced.

Danger of explosion
If you use diesel fuel as a cleaning agent there is a danger of fire or even
explosion. Internal combustion fuel (petrol) or chlorinated hydrocarbons
must not be used for cleaning purposes.

Using anti-corrosion agents
Danger of explosion
Anti-corrosion agents can contain inflammable solvents which can form
explosive mixtures in enclosed spaces (see Work Card 000.14).

Using high pressure cleaning
devices
When using high pressure cleaning devices ensure that they are used prop-
erly. Shaft exits (even those with lip-type sealing rings), governors, splash-
proof monitoring systems, cable sockets as well as noise and heat insulation
under non-waterproof coverings must be covered or not cleaned using high-
pressure cleaning.
4 (5) 6680 3.2.5-01 EN
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MAN Diesel 3.2.5
Other precautions

Failure of speed governor/
Overspeed protection
If the speed governor or the overspeed protection fails shut off the engine
immediately. Operation with a malfunctioning governor or overspeed pro-
tection should be tolerated only in exceptional situations, and the owner
bears the responsibility.
Fracture of running gear parts
A sudden release of the engine due to the release of the driving coupling
or de-excitation of the generator causes inadmissibly high speed if the
speed governor or overspeed protection is faulty, resulting in the fracture
of running gear parts or the total destruction of the driven machine.

Maintenance and repair work
on the alarm and safety sys-
tem
Only trained staff should be allowed to carry out work on the alarm and
safety system (electrical/ pneumatic/ hydraulic). It is also absolutely imper-
ative to conduct a thorough and complete functional check of the alarm and
safety systems after carrying out this work, especially if reconditioned or
new spare parts have been fitted. This functional check must ensure that the
entire signal chain has been checked! The emergency stop functions of the engine
are of particular importance!
Fire hazard The use of fuel and lube oil produces a potential danger of fire in the engine-
room. Fuel and oil pipes must not be routed next to uninsulated engine
components (exhaust piping/turbocharger). After overhaul work on exhaust
piping and turbochargers all insulation and coverings must be re-fitted
carefully and completely. All fuel and oil pipes must be regularly checked
for leaks. Leaks should be rectified immediately.
Fire extinguishing units must be to hand. They must be checked regularly.
If fire breaks out the supply of fuel and oil must be stopped immediately
(stop the engine, turn the feed pumps off, close the valves) and you should
try to extinguish the fire using the hand fire extinguishers. If this is unsuc-
cessful, or if the engine-room is no longer accessible, then all openings must
be closed off to prevent the entry of air and thus to smother the fire. The
prerequisite is that all openings are sealed off (doors, roof-lights, ventilator
and extractor fans must be switched off, close-off chimneys as far as pos-
sible). A large volume of oxygen is required for fuel to burn. Isolation of the
fire source is thus one of the most effective methods of fire-fighting.
Danger to life
A carbon dioxide extinguishing system must only be put into operation
if it is absolutely certain that there is no-one remaining in the engine
room. Non-observance of this warning could be life-threatening! Non-
observance causes danger to life!

Temperatures in the engine
room
The temperature in the engine-room must not fall below +5 C. If the tem-
perature falls below this temperature the coolant chambers must be drained
- in any case if the coolant does not contain antifreeze. Freezing could oth-
erwise cause material cracks/damage to components.
6680 3.2.5-01 EN 5 (5)

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MAN Diesel 3.3
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
Operative Management II - Monitoring Operating
Data
Operative Management III - Operating faults
Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
3.5
3.6
3.7

6631 3.3-4 EN 1 (1)
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MAN Diesel 3.3.1
Quality requirements for gasoil/diesel fuel (MGO)

Diesel fuel

Other designations Gas oil, marine gas oil (MGO), diesel oil for higher speeds.
Diesel oil is a medium distillate of crude oil which therefore must not contain
any residue.
Specification

The suitability of the fuel depends upon the fulfilling of the main properties
in this specification and upon the consistency upon delivery.
In defining the main properties, the prime scope included the use of the
standards DIN EN 590 and ISO 8217-2005 (Class DMA) and CIMAC-2003.
The main parameters relate to the indicated testing methods.

Properties Unit Test procedure Typical values
Density at 15 C kg/m
3
ISO 3675 820,0
890,0
Kinematic viscosity at 40 C mm
2
/s (cSt) ISO 3104 1,5
6,0
Filterability*
in summer and
in winter
C
C
DIN EN 116
DIN EN 116
0
-12
Flash point in enclosed crucible according to Abel-
Pensky
C ISO 1523 60
Distillation range up to 350 C Volume percent ISO 3405 85
Sediment content (extraction process) % by weight ISO 3735 0,01
Water content Volume percent ISO 3733 0,05
Sulphur content weight % ISO 8754 1,5
Ash ISO 6245 0,01
Carbon residue (MCR) ISO CD 10370 0,10
Cetane number - ISO 5165 40**
Copper strip test - ISO 2160 1
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) - main properties which need to be maintained.

* The determination of filterability according to DIN EN 116 is comparable to the Cloud Point according to ISO 3015.
** The minimum cetane number required for engines L/V 20/27 is 45.

Supplementary Information

Using diesel oil If, on stationary engines, we use a distillate which is intended for use as
heating oil (for example heating oil EL in accordance with DIN 51603, or
heating oil Number 1 or Number 2 in accordance with ASTM D-396) the
ignition properties and stability at low temperatures must be ensured, i.e.
6680 3.3.1-01 EN 1 (2)
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the requirements concerning filterability and the cetane number must be
fulfilled.
In order to ensure adequate lubrication, a minimum viscosity at the fuel
pump must be ensured. The required maximum temperature to maintain the
viscosity in front of the fuel pump of more than 2 mm
2
/s depends upon the
viscosity of the fuel. In all cases, the temperature of the fuel before the
injection pump must not exceed 50 C.
Investigations

We carry out fuel analysis for our customers in our chemical laboratories at
cost. We require a 0.5 l sample for testing purposes.
2 (2) 6680 3.3.1-01 EN
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MAN Diesel 3.3.2
Quality of marine diesel fuels (MDO)

Marine diesel fuel

Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Origin Marine Diesel Oil (MDO) is offered as a heavy distillate (Designation ISO-F-
DMB) or as a mixture of distillate and small amounts of remnant oil (Desig-
nation ISO-F-DMC), exclusively for shipping purposes. The most often used
term for the brown or black mixture is "Blended MDO". MDO is manufac-
tured from mineral oil and must be free from organic acids and non-mineral
oil products.
Specification

The suitability of a fuel depends upon the design of the engine and the pos-
sibilities of cleaning as well as the maintenance of the main properties in the
following table which refer to the delivery condition.
The main properties have been defined on the basis of the standard ISO
8217-2005 and CIMAC-2003. The main properties have been determined
with the quoted test procedures.

Properties Unit Test procedure Designation
Specification ISO-F DMB DMC
Density at 15 C kg/m
3
ISO 3675 900 920
Kinematic viscosity at 40 C mm
2
/s cSt ISO 3104 >2.5
<11
>4
<14
Solidifying point winter quality C ISO 3016 <0 <0
Solidifying point summer quality C <6 <6
Flash point (Pensky Martens) C ISO 2719 >60 >60
Total sediment content % by weight ISO CD 10307 0,10 0,10
Water content Vol. % ISO 3733 <0,3 <0,3
Sulphur content % by weight ISO 8754 <2.0 <2.0
Ash content % by weight ISO 6245 <0,01 <0,03
Carbon residue (MCR) % by weight ISO CD 10370 <0,30 <2.5
Cetane number - ISO 5165 >35 >35
Copper strip test - ISO 2160 <1 <1
Vanadium content mg/kg DIN 51790T2 0 <100
Aluminium and silicon content mg/kg ISO CD 10478 0 <25
Visual inspection - * -
Other specifications:
British Standard BS MA 100-1987 Class M2 Class M3
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
Table 1: Marine diesel oil (MGO) - parameters to be maintained

*)
With good lighting and at room temperature the fuel should be transparent and clear.

6680 3.3.2-01 EN 1 (2)
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Additional information

When transshipping and transferal MDO is treated as residue oil. This means
that there is a possibility that the oil is mixed with high-viscosity fuel or
interfuel, for example with remnants of such fuels in the bunker ship, which
could have a considerable detrimental effect on the main properties.
The oil must be free of used lube oil (ULO). A fuel can be considered free of
used lube oil if the elements Zn, P and Ca are present in levels less than the
following threshold values (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).
The solidifying point indicates the temperature at which the oil no longer
flows. The lowest temperature which is acceptable for the fuel in the system
should be about 10 C above the solidifying point to make sure that the
pump properties are maintained.
The recommended fuel viscosity at the intake pipe of the injection pump is
10 ... 14 mm
2
/s
When using "Blended MDOs" (ISO-F-DMC) from different bunkers, that are
mixed together, incompatibility can arise because of the formation of sludge
in the fuel system, it may be that there is heavy sludge formation in the
separator, blocking of the filter, inadequate atomisation and to considerable
deposition of combustion products. We therefore recommend that the fuel
storage tank in question be drained as far as possible before loading new
fuel.
Seawater is particularly effective in causing corrosion of the fuel system and
to heat corrosion of the exhaust valves and the turbocharger. Seawater is
also the cause of inadequate vaporisation and thus of poor mixture creation
and combustion with a high proportion of combustion residues.
Solid foreign bodies increase mechanical wear and the formation of ash in
the cylinder.
If the engine is operated primarily with "Blended MDO", i.e. with ISO-F-
DMC, we recommend mounting a centrifugal separator in front of the fuel
filter. Separator throughput 65 % of the nominal throughput. Deposition
temperature 40 50 C. Solid particles (sand, rust and catalytic converter
particles) and water can thus be removed as far as possible, and the clean-
ing intervals of the filter elements can be extended considerably.
Investigations

We carry out fuel analysis for our customers in our chemical laboratories at
cost. We require a 0.5 l sample for testing purposes.
2 (2) 6680 3.3.2-01 EN
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MAN Diesel 3.3.3
Quality of heavy fuels (HFO)

Prerequisites

MAN four stroke diesel engines can be operated with any heavy fuel derived
from crude oil which complies with the requirements in Table 1, provided
that the engine and fuel treatment plant are conceived accordingly. In order
to ensure that we maintain a favourable relationship between fuel costs,
spare parts and repair and maintenance expenditure, we recommend the
consideration of the following points.
Heavy oil (HFO)

Origin/Refinery process The quality of the heavy fuel depends to a great extent on the quality of the
crude oil and the refinery process that is employed. For this reason, heavy
fuels having the same viscosity can have markedly different properties
depending upon the place of bunkering. Heavy oil is usually a mixture of
residue oil and distillates. The components in the mixture generally originate
from state-of-the-art refinery processes, catalytic converter cracking plants,
for example. These processes can have a detrimental influence on the sta-
bility of the fuel and the ignition and combustion properties. These factors
are also generally have an influence on the treatment of the heavy fuel and
the operational results of the engine.
You should use bunkering locations with standardised heavy oil qualities, if
at all possible. If you purchase oils from independent dealers, you must
make sure that they comply with international specifications. The respon-
sibility for selection of suitable heavy fuels remains that of the engine oper-
ator.
Specifications Fuels which can be used in an engine must comply with the specification to
ensure adequate quality. The threshold values for heavy fuels are given in
Table 1.
Observe the entries in the last column in Table 1 because these contain
important background information.
There are various different international specifications for heavy fuels. The
most important specifications are ISO 8217-2005 and CIMAC-2003. These
two specifications are more or less equivalent. Figure 1 shows the specifi-
cation CIMAC-2003. All qualities from this specification up to K700 can be
used, provided that the fuel treatment system has been conceived for these
fuels, i.e. for heavy fuels having a maximum density of 1,010 kg/m
3
which
can only be used with a modern separation system.
Important The fuel properties from the results of analysis, even if the above conditions
are fulfilled, are possibly inadequate to determine the combustion properties
and stability of the fuel, i.e. the operational results dependent upon the
properties of the oil cannot be determined in advance. This applies partic-
ularly to the property of the oil to produce deposits in the combustion
chamber of injection systems in gas ducts and turbines. It may therefore be
necessary to exclude oils that may produce problems.
Mixtures The addition of engine oils (used lube oil), additives not manufactured from
mineral oils, for example coal tar oil, and residual products from chemical
or other processes, such as solvents (polymers or chemical waste) is not
permitted. The reasons for this include the following: the abrasive and cor-
rosive effects, the adverse combustion properties, the lack of compatibility
6680 3.3.3-01 EN 1 (12)
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with mineral oils and, last but not least the damaging effects on the envi-
ronment. The order placed for fuel must state clearly what is permissible
since this limitation is not included in the generally used fuel specifications.
The addition of engine oils (used lube oil) to the fuel presents a particular
danger because the addition of the lube oil acts as an emulsifier and lead
to the transportation of waste water and catalytic converter particles in fine
suspension. This hinders the required cleaning of the fuel. We, and other
manufacturers, have found that this has caused severe damage to engine
and turbocharger components arising from excessive wear.
A fuel can be considered free of used lube oil (ULO) if the elements Zn, P
and Ca are present in levels less than the following threshold values (Zn: 15
ppm, P: 15 ppm, Ca: 30 ppm).
The addition of chemical by-products, such as solutions, to the fuel is pro-
hibited for environmental reasons by the Resolution of the IMO Marine Envi-
ronment Protection Committee dated 1st January 1992.
Leak oil collector Leak oil collectors, which collect the leak oil, and the return and overflow
lines in the lube oil system must not have any connection to the fuel tank.
Leak oil lines must be drained into sludge containers.

Typical properties for the fuel system
Viscosity (at 50 C) mm
2
/s (cSt) max. 700 Viscosity/Injection
viscosity
Viscosity (at 100C) max. 55 Viscosity/Injection
viscosity"
Density (at 15C) g/ml max. 1,010 Heavy fuel prepara-
tion
Flash point C max. 60 Flashpoint
(ASTM D-93)
Pour point (Summer) max. 30 Low-temperature
behaviour
(ASTM D-97)
Pour point (Winter) max. 30 Low-temperature
behaviour
(ASTM D-97)
Engine-dependent typical values
Coking residue (Con-
radson)
Weight % max. 22 Combustion proper-
ties
Sulphur 5
In marine application 4.5
Sulphuric acid corro-
sion
Ash 0,20 Heavy fuel prepara-
tion
Vanadium mg/kg 600 Heavy fuel prepara-
tion
Water Vol. % 1 Heavy fuel prepara-
tion
Sediment (potential) Weight % 0,1
Additional typical values
2 (12) 6680 3.3.3-01 EN
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MAN Diesel 3.3.3
Aluminium and sili-
con content
mg/kg max. 80 Heavy fuel prepara-
tion
Asphalts Weight % Two thirds of the coking residues
(according to Conradson)
Combustion proper-
ties
Sodium mg/kg Sodium < 1/3 Vanadium,
Sodium<100
Heavy fuel prepara-
tion
Cetane number of low viscosity constituents at least 35 Ignition quality
The fuel must be free from additives which have not been derived from mineral oils, such as plant or coal tar oils,
free of tar oil and lube oil (used oil), free from chemical waste and solutions or polymers.
Table 1: The fuel specifications and the corresponding properties
6680 3.3.3-01 EN 3 (12)
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Figure 1: CIMAC recommendations for residue oils for diesel engines (for bunkering)

4 (12) 6680 3.3.3-01 EN
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MAN Diesel 3.3.3
Supplementary Information

The following information is intended for clarification of the relationship
between the quality of the heavy fuel, the heavy fuel preparation, the oper-
ation of the engine and the operational results.
Selection of heavy fuel
Economical running using heavy fuel which fulfils the threshold values in
Table 1, is possible under normal operating conditions with a properly oper-
ating system and regular maintenance. If these conditions are not met, we
must expect shorter times between refurbishment, increased wear and
greater consumption of spare parts. The required maintenance intervals and
the operational results determine which heavy fuel quality can be used.
It is well-known that the price advantage falls off as the viscosity increases.
It is therefore always more economical to use a fuel with the highest possible
viscosity, which, in many cases, has a poorer quality.
Heavy fuels in accordance with ISO-RM A/B 30 or CIMAC A/B 30 guarantee
reliable operation of even older engines that were not conceived for the
heavy fuels that are available on the market a the present time. ISO-RMA
30 or CIMAC A30 with low pour point are to be preferred if the bunker system
cannot be heated.
Viscosity/Injection viscosity
Heavy fuels having a higher viscosity may have a lower quality. The maxi-
mum permissible viscosity depends upon the pre-heater system available
and the capacity (throughput) of the separator.
The prescribed injection viscosity of 12 14 mm
2
/s (for GenSets 16/24,
21/31, 23/30H, 27/38 and 28/32H: 12 - 18 cSt) and the fuel oil temperature
of the engine must be maintained. Only under these conditions is proper
atomisation and mixing guaranteed, thus providing residue-free combus-
tion. In addition, this prevents mechanical overload of the injection system.
The prescribed injection viscosity and/or the required fuel temperature in
front of the engine can be taken from the viscosity temperature diagram.
Heavy fuel preparation
Problem-free engine operation depends in the main upon the level of care
taken in preparation of the heavy fuel. Particular care should be taken to
ensure that inorganic foreign bodies having strongly abrasive effects (cat-
alytic converter particles, rust, sand) are effectively isolated. Practice has
shown that wear caused by abrasion in the engine increases considerably
with an aluminium or silicon content in excess of 15 mg/kg.
Viscosity and density influence the cleaning effects. This must be taken into
account when conceiving and setting the cleaning plant.
Settling tank The settling tank is used for pre-cleaning the heavy fuel. This pre-cleaning
will be more effective the longer the fuel remains in the tank, and the lower
the viscosity of the heavy fuel (maximum pre-heating temperature 75 C to
prevent the formation of asphalt in the heavy fuel). For heavy fuels having a
viscosity less than 380 mm
2
/s at 50 C one settling tank is adequate. If the
heavy fuel contains a high concentration of foreign bodies or if fuels in
accordance with ISO-F-RM, G/ H/K380 or H/K700 are to be used, two set-
tling tanks will be required, whereby one must be large enough to provide
fuel for problem-free running over a 24 hour period. Before separating the
6680 3.3.3-01 EN 5 (12)
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3.3.3 MAN Diesel
contents of the operating tank, water and sludge must be drawn out of the
settling tank.
Separators For sucking out materials with higher specific density, e.g. water, foreign
bodies and sludge, a centrifugal separator is particularly suitable. The cen-
trifugal separators must be self-cleaning (i.e. with automatically initiated
cleaning intervals).
Only separators of the latest generation may be used. They are very effective
over a wide range of density without having to switch over, and can separate
water from heavy fuels having a density of up to 1.01 g/ml at 15 C.
Table 2 shows the requirements of the separator. These threshold values
are used by the manufacturer as a dimensioning basis for the separator and
guarantee their fulfilment.
The specifications of the manufacturer must be maintained in order to ach-
ieve an optimum cleaning effect.

Application in ships and stationary applica-
tion: Parallel combination
1 Separator for 100 % throughput 1 Separator (Stand-by) for
100 % throughput
Figure 2: Heavy fuel cleaning/Separator arrangement
The arrangement of the separator must must be in accordance with current
recommendations of the manufacturer of separators (AlphaLaval and West-
falia). In particular, the density and viscosity of the heavy fuel must be taken
into account. If you use different separators from other manufacturers you
should consult MAN Diesel.
If you use a treatment process in accordance with MAN Diesel regulations
and, if the correct separators are selected, you can assume that the results
quoted in Table 2 for inorganic foreign bodies and water in the heavy fuel at
the entry to the engine can be achieved.
The results achieved in practice show that the maintenance of these values
particularly contribute to the fact that wear caused by abrasion in the injec-
tion system and in the engine remains within acceptable limits. In addition
to this, optimum lube oil treatment must be ensured.
6 (12) 6680 3.3.3-01 EN
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MAN Diesel 3.3.3
Definition Particle size Quantity
Inorganic foreign bodies
including catalytic converter particles
< 5 m < 20 mg/kg (Al+Si content< 15 mg/kg)
Water -- < 0.2 Volume percent
Table 2: Achievable proportion of foreign bodies and water (after separation)
Water Very thorough water separation is particularly important, since the water is
not present as a finely distributed emulsion, but rather in the form of large
drops. Water in this form promotes corrosion and sludge formation also in
the fuel system and therefore has a negative effect on the feed and atomi-
sation and the combustion of the heavy fuel. If sea-water is involved as the
water that is taken up, damaging sodium chloride and other salts dissolved
in the water get into the engine.
The water-containing sludge must be drawn off from the settling tank before
separation starts and at regular intervals from the operating tank. The tank
venting system must be designed in such a way that condensed water can-
not flow back into the tanks.
Vanadium/Sodium If the Vanadium/Sodium ratio is unfavourable, the melting temperature of
the heavy oil ash can fall into the range where the exhaust valve operates,
thus causing high temperature corrosion. Pre-cleaning of the heavy fuel in
the settling tank and in the centrifugal separators enables the water and the
sodium compounds dissolved in the water to be removed to a large degree.
If the sodium content is maximum one third of the vanadium content the
danger of high temperature corrosion is slight. We must also prevent
sodium, in the form of sea-water, from being drawn in with the air inlet to
the engine.
If the sodium content is greater than 100 mg/kg, heavy salt deposits are to
be expected in the combustion chamber and in the exhaust system. This
condition impedes the function of the engine (including the sucking in func-
tion of the turbocharger).
Under certain conditions high temperature corrosion can be prevented by
a fuel additive, since the melting temperature of the heavy oil ash increases
(see also "Additives for heavy fuels").
Ash Heavy fuels with a high proportion of ash in the form of foreign bodies such
as sand, corrosion compounds and catalytic converter particles accelerate
mechanical wear in the engine. Catalytic converter particles can be present
from the catalytic cracking process. In most cases these catalytic converter
particles consist of aluminium silicate which cause high wear levels in the
injection system and the engine. The aluminium content determined, mul-
tiplied 5 to 8 times (depending upon the catalytic converter connection)
more or less equates to the proportion of catalytic converter residues in the
heavy fuel.
Homogeniser If you use a homogeniser it must never be installed between the settling tank
and the separator since otherwise damaging contaminants, particularly sea-
water, cannot be adequately separated.
Flashpoint (ASTM D-93)
National and international regulations concerning transporting, storing with
application for fuels must be maintained with regard to the flashpoint. In
general, for fuels for diesel engines a flashpoint in excess of 60 C is stipu-
lated.
6680 3.3.3-01 EN 7 (12)
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3.3.3 MAN Diesel
Low-temperature behaviour (ASTM D-97)
Pour point The pour point is the temperature at which the fuel is no longer fluid (pump-
able). Since many heavy fuels having a low viscosity have a pour point above
0 C the bunkering plant must also be pre-heated unless fuel in accordance
with CIMACA30 is used. The entire bunkering system must be conceived in
such a way that pre-heating of the heavy fuel to about 10 C above the pour
point is possible.
Pump properties
Pump problems arise if the fuel has a viscosity in excess of 1,000 mm
2
/s
(CST) or if the temperature is not at least 10 C above the pour point. See
also "Cold behaviour (ASTM D-97)".
Combustion properties
At an asphalt content of more than two thirds of the coking residue (Con-
radson) delayed combustion can occur, which leads to increased formation
of combustion residues, for example as deposits on and in the injection
nozzles, increased smoke creation, reduced performance and increased
fuel consumption, together with a rapid increase in ignition pressure and
combustion close to the cylinder wall (thermal overload of the lube oil film).
If the ratio between asphalts and coking residues reaches the threshold
value 0.66 and if the asphalt content exceeds 8 %, additional analysis of the
heavy fuel (thermo-gravimetric analysis TGA) must be carried out by MAN
Diesel in order to confirm the suitability. A similar trend is effected by the
mixture constituents of incompatible heavy fuels or by different or incom-
patible bunker fluids which are mixed together. As a result we see increased
separation of asphalt (see "Compatibility").
Ignition quality
These days, thin mixing components of heavy fuels are preferably cracking
products, in order to achieve the stipulated reference viscosity, but these
possibly have bad ignition properties. The cetane number of these combi-
nations should be greater than 35. An increased aromatics content (more
than 35 %) also leads to a deterioration in ignition quality.
Heavy fuels with bad ignition properties have a longer ignition delay and a
delayed combustion, which can lead to thermal overload of the oil film on
the cylinder liner and to high cylinder pressures. The ignition delay and the
resulting pressure increase in the cylinder are influenced by the end tem-
perature and the compression pressure, i.e. by the compression ratio, the
charge air pressure and the charge air temperature.
Pre-heating the charge air in part load running and reduction of initial per-
formance output for a limited time are possible measures for the reduction
in the disadvantages of fuels with bad ignition properties. More effective,
however, is a high compression ratio and operational matching of the injec-
tion system to the ignition properties of the fuel being used, as in the piston
engines by MAN Diesel.
The ignition quality is one of the most decisive properties of the fuel. This
value does not appear in the international specifications because there is
no standardised test method. The parameters, such as the calculated aro-
matic index (CCAI) are therefore aids from which the determinable fuel
properties can be derived. We have found that these methods are suited to
provide a rough determination of the ignition quality of the heavy fuel being
used.
8 (12) 6680 3.3.3-01 EN
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MAN Diesel 3.3.3
A test instrument has been developed on the principle of constant volume
combustion (fuel ignition property analyser FIA), which is being tested by a
series of test laboratories at the present time.
The ignition quality of a fuel is determined as an ignition delay in the instru-
ment and converted to an instrument-dependent Cetane number (FIA-CN
or ECM). It was found that heavy fuels having low FIA Cetane numbers or
ECN numbers, in certain cases, cause operational problems.
Since the liquid components of the heavy fuel have a decisive influence on
the ignition quality and the flow properties and the combustion quality, the
bunkering company is obliged to supply a heavy fuel quality which is suit-
able for the diesel engine. (see Figure 3).
6680 3.3.3-01 EN 9 (12)
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3.3.3 MAN Diesel
V Viscosity in mm
2
/s (cSt) at 50 C A Normal operating condi-
tions
D Density [in kg/m
3
at 15 C B Problems can arise.
CCAI Calculated Carbon Aromaticity Index C Detected problems can
even lead to engine dam-
age after a short operating
period.
1 Engine type 2 The CCAI is produced
from the lines through den-
sity and viscosity of the
heavy fuels.
Figure 3: Nomogram for determining the CCAI assignment of the CCAI areas
to engine types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion
The engine should be operated with coolant temperatures which are stipu-
lated in the instruction manual for the corresponding loading. If the temper-
ature of the components that are exposed to acid combustion bases is
below the acid dewpoint, acid corrosion, even when using alkaline lube oil,
can no longer be adequately prevented.
10 (12) 6680 3.3.3-01 EN
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MAN Diesel 3.3.3
If the lube oil quality and engine cooling fulfil the requirements, the BN values
are appropriate (see Section 3.3.6), depending upon the sulphur concen-
tration in the heavy fuel.
Compatibility
The supplier must guarantee that the heavy fuel is homogeneous and
remains stable even after the end of the usual storage period. If various
different bunker fuels are mixed together separation can occur which is
associated with the formation of sludge in the fuel system and which pro-
duce large sludge blockages in the separator, block the filter, hinder atom-
isation and lead to combustion with high levels of residue.
These cases can be traced back to incompatibility or instability. The heavy
fuel storage tanks should therefore be drained as far as possible before re-
bunkering to avoid incompatibility.
Mixing the heavy fuel
If, for example, heavy fuel for the main engine is mixed with gasoil (MGO) to
produce the required heavy oil quality or viscosity for the auxiliary engines,
the components must always be compatible (see "Compatibility").
Additives for heavy fuels
MAN Diesel SE engines can be operated economically without additives. It
is the responsibility of the customer to decide whether the use of additives
has advantages. The supplier of the additive must guarantee that the use of
the product does not have a detrimental effect on the operation of the
engine.
The use of heavy fuel additives during the warranty period is absolutely
prohibited.
Additives that are used in diesel engines at the present time are listed in the
following table, including their probable effects on the operation of the
engine.

Pre-combustion additives

Dispersion agent/Stabilisers

Emulsion breakers

Biocides
Combustion additives

Combustion catalysts
(fuel saving, emissions)
Post-combustion additives

Ash modifiers (hot corrosion)

Soot remover (exhaust system)


Table 3: Additives for heavy fuels - Classification/Effects
Heavy fuels having a low sulphur content
From the point of view of the engine manufacturer there can be no lower
limit for the sulphur content of heavy fuels. We have not found any problems
with the low-sulphur heavy fuels, currently available commercially, which
can be traced back to sulphur content or a specially low sulphur content in
the heavy fuel. This may change in future if new processes are used for
producing low-sulphur heavy fuels (desulphurisation, new mixing compo-
nents). MAN Diesel will watch the developments and will inform their cus-
tomers if necessary.
6680 3.3.3-01 EN 11 (12)
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3.3.3 MAN Diesel
If the engine is not operated with low-sulphur heavy fuel all the time the lube
oil should be chosen for the highest sulphur content of the fuels to be used.
Tests

Sampling In order to check whether the specifications and/or the required supply
conditions are being met, we recommend keeping a sample of each bunker
oil (at least for the duration of the warranty period of the engine). In order to
ensure that the sample is a representative sample of the bunkered oil, a
sample should be taken from the transfer line when starting, at half way and
at the end of the bunkering time. Sample Tec, supplied by Mar-Tec Ham-
burg is a suitable test instrument for continuous sampling during bunkering.
Sample analysis The samples provided by the bunkering company are often not identical
with the actual bunkered heavy fuel. It is also beneficial to carry out a check
of the heavy fuel properties quoted in the bunker documents, such as den-
sity and viscosity. If these values do not agree with the values of the bun-
kered heavy fuel there is a danger that the heavy fuel separators and the
pre-heating temperatures are not matched exactly to the injection viscosity.
The criteria for economical operation of the engine with heavy fuel and the
use of the correct lube oil can be determined using the fuel and lube oil
analysis set provided by MAN Diesel.
Our department for fuel and lube oils (Augsburg factory, Department GQC)
would be pleased to provide further information upon request.
The analyses of heavy fuels are carried out for our customers by our chem-
ical laboratories. We require a 0.5 l sample for testing purposes.
12 (12) 6680 3.3.3-01 EN
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MAN Diesel 3.3.4
Viscosity-temperature diagram (VT diagram) for heavy fuel

Explanations concerning the viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)
The diagram shows the fuel temperatures along the horizontal and viscosity
along the vertical axes.
The diagonal lines correspond to the viscosity-temperature lines for fuels
with different reference viscosity. The vertical axis in mm
2
/s (cst) applies to
40, 50 and 100 C.
Determination of the viscosity-temperature line and the required preheating temperature

Example: Heavy fuel with 180
mm/s at 50 C

Specified injection viscosity
in mm/s
Required heavy fuel temperature
at engine inlet* in C
12 126 (Line c)
14 119 (Line d)
Table 1: Determination of the viscosity-temperature variation and the required
preheating temperature
*With these figures, the temperature drop from the last pre-heater up to the
fuel injection pump is not taken into account.
6680 3.3.4-01 EN 1 (2)
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A heavy fuel having a viscosity of 180 mm
2
/s at 50 C reaches, at 24 C (Line
e), a viscosity of 1,000 mm
2
/s, this is the maximum permissible viscosity at
which the pump can still pump the fuel.
When using a last pre-heater in accordance with state-of-the-art technol-
ogy, using saturated steam at 8 bar, a heavy fuel drain temperature of 152
C is achieved. At higher temperatures there is a danger that residues will
be formed in the pre-heater which will lead to a reduction in the heating
performance and to a thermal overload of the heavy fuel. This results in the
formation of asphalt i.e. a deterioration in quality.
The heavy fuel lines from the drain from the last pre-heater to the injection
valve must be insulated accordingly in order to limit the temperature drop
to a maximum of 4 C. Only in this case can the required injection viscosity
of 14 mm
2
/s for heavy fuels with a reference viscosity of 700 mm
2
/s at 50
C be achieved (the maximum viscosity in accordance with international
specifications such as ISO CIMAC or British Standards). If a heavy fuel hav-
ing a lower reference viscosity is used, an injection viscosity of 12 mm
2
/s
must be strived for in order to achieve better atomisation of the heavy fuel,
thus producing less combustion residue.
The feed pump is to be designed for a heavy fuel viscosity up to 1,000
mm
2
/s. Whether the pump is capable of feeding the heavy fuel depends
upon the solidifying point. The design of the bunkering system must permit
heating the heavy fuel to about 10 C above the solidifying point.

Gasoil or diesel oil (marine diesel oil) must have a viscosity of at least 2
mm
2
/s in front of the engine. If the viscosity is too low, seizing of the
pump piston or the jet needle valves can be caused by inadequate
lubrication.

This can be avoided if the fuel temperature is monitored. The maximum
permissible temperature depends upon the viscosity of the fuel, but must
never exceed the following values:

with gas oil maximum 50 C and

with MDO maximum 60 C.
For this reason it is necessary to fit a fuel cooler.
At fuel viscosities < 2.5 cst you should consult with the technical department
at MAN Diesel SE in Augsburg.
2 (2) 6680 3.3.4-01 EN
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MAN Diesel 3.3.5
Quality of the lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO)
and bio-fuels

Quality of the lube oil (SAE 40) for operation with gasoil and diesel oil (MGO/MDO) and bio-
fuels

The specific initial performance produced by modern diesel engines and the
use of fuels that reach the quality limits ever more often increase the require-
ments on the lube oil and require careful selection of the lube oil.
Alloyed lube oils (HD oils) have proven to be well-suited for the lubrication
of moving components in the turbocharger and for cooling the pistons.
Alloyed lube oils contain additives which, amongst other things, ensure
sludge transport, cleaning and neutralisation.
You may only use lube oils approved by MAN Diesel. They are listed in Table
3.
For dual fuel engines, which are operated with diesel at least 40 % of the
time, you must use a lube oil with a base number (BN) 10 to 16 in
accordance with this specification.

Specifications

Base oil The base oil (alloyed lube oil = base oil + additives) must be a narrow dis-
tillation section and be refined by modern methods. Paraffins, if they are
present, must affect neither the thermal stability nor the oxidation stability
negatively.
The base oil must conform to the threshold values given below, especially
in respect of resistance to ageing.
Characteristics/Features Unit Testing method Threshold value
Structure - - Preferably based on paraffin
Cold behaviour, still capable of flowing C ASTM-D2500 -15
Flash point (Cleveland) C ASTM-D92 > 200
Ash content (Oxide ash) % by weight ASTM-D482 < 0,02
Coking residue (according to Conradson) % by weight ASTM-D189 < 0,50
Ageing tendency after 100 hours heating to 135
C
- MAN Ageing cabi-
net *
-
Insoluble n-heptane % by
weight
ASTM-D4055
or DIN 51592
< 0,2
Evaporation loss % by
weight
- < 2
Drop sample (Filter paper) - MAN Diesel Test There should be no deposits
of resin or asphalt-type prod-
ucts of ageing.
Table 1: Lube oil (MGO/MDO) - target values
* Works-internal process

6680 3.3.5-01 EN 1 (4)
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3.3.5 MAN Diesel
Alloyed lube oils (HD oils) The base oil, to which additives have been added (alloyed lube oil) must
have the following properties:
Additive The additives must be dissolved in the oil and must have a composition
which leaves as little ash as possible after combustion.
The ash must be soft: If this condition is not met you must expect increased
amounts of deposits in the combustion chamber, particularly on the exhaust
valves and on the inlet housing of the turbocharger. Hard additive ash pro-
motes pitting on the valve seats and burning away of the valves and increa-
ses mechanical wear in the cylinder liners.
Additives must not accelerate filter element blocking, either in the active or
consumed condition.
Washability The washability must be at such a level that neither tar nor coke residues
from combustion can deposit.
Dispersion capability The dispersion capability must be selected in such a way that common lube
oil cleaning systems can remove harmful contaminants from the used oil,
that is to say that the oil must have good separation and filter properties.
Neutralisation capability The neutralisation capability (ASTM-D2896) must be so high that the acidic
products created during combustion are neutralised. The response time of
the additives must be matched to the processes in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible, otherwise the oil
consumption will be negatively affected.
Other conditions The lube oil must not form stable emulsions with water. After one hour a
maximum of 40 ml of emissions must have been formed, according to the
ASDM-D1410 test.
The foaming behaviour (ASTM-D892) must satisfy the following condition:
Less than 20 ml after 10 minutes.
The lube oil must not contain viscosity index improvers. Fresh oil must not
contain any water or any other contaminants.
Lube oil selection


Engine SAE-class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,
51/60DF
40
Table 2: Viscosity (SAE-class) of lubricating oils
Alloyed oil quality Alloyed lube oils (HD oils) in accordance with the international specification
MIL-L 2104 or API-CD with a base number of BN 10 - 16 mg KOH/g are
recommended by us (designation for armed forces in Germany: O-278).
Which additives are contained in the lube oil depends upon the operating
conditions of the engine and the quality of the fuel. If marine diesel fuel is
used, which has a sulphur content of up to 2.0 weight percent according to
ISO-FDNC and coke residues of up to 2.5 weight percent, according to
Conradson, a base number BN of about 20 should be selected. The final
decision criteria concerning the content of additives is, however, the expe-
rience gained from operation results at which economical operation of the
engine has been achieved.
Cylinder lube oil On engines with a separate cylinder lubrication the pistons and cylinder lin-
ers are supplied with lube oil by a separate lube oil pump. The volume of
2 (4) 6680 3.3.5-01 EN
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MAN Diesel 3.3.5
lube oil is set in the factory in accordance with the fuel to be used and the
operating conditions that are to be expected.
A lube oil as specified above is to be used for the cylinder and circulation
lubrication.
Speed governor On mechanical-hydraulic governors with separate oil sump you should pref-
erably use 5W-40 multigrade oil. If this oil is not available when filling you
can, under exceptional circumstances, use a 15W-40 oil. In doing so it does
not matter if multi-coloured oils based on synthetic or mineral oil are used.
(Designation for armed forces in Germany: O-236)
The oil quality specified by the manufacturer must be used for the remaining
plant components on the engine.
Experience shows that, for engine L27/38, the operating temperature of the
Woodward governor OG10MAS and the corresponding setting unit for
UG723+ can reach more than 93 C. In cases such as these we would rec-
ommend a synthetic oil such as Castrol Alphasyn HG150. Engines delivered
after March 2005 are already filled with this oil.
Lube oil additives The inclusion of additives in the lube oil or the mixing of different brands
(oils from different manufacturers) of lube oils is not permitted since the
performance of the carefully matched additives, that are made to measure
for the base oil, can be affected. In this case the lube oil manufacturer (lube
oil supplier) also no longer can guarantee the lube oil properties.
Selection of lube oil/Guaran-
tee
The majority of mineral oil companies have close and continuous contact
with engine manufacturers and can therefore state which oil from its own
product line is approved by the engine manufacturer for the application.
Independently of this information, the lube oil manufacturer always provides
a guarantee for the quality and properties of their products. In the event of
any questions we would be pleased to provide further information.
Oil in use There are no prescribed oil change intervals for MAN Diesel medium range
engines. The oil properties must be checked at regular intervals. As long as
the oil properties are within the defined threshold values (see threshold val-
ues table) the oil can continue be used. An oil sample must be analysed
every one to three months (see maintenance schedule). The quality of the
oil can only be maintained if the oil is cleaned using suitable equipment (e.g.
a separator).
Tests

We carry out examination of lube oils for our customers in our laboratories.
We require a representative sample of about 0.5 l.

SAE 40 approved lube oils
Manufacturer Base number 10 - 16
1)
(mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40
2
)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco
(Texaco, Caltex)
Taro 12 XD 40
Delo 1000 Marine SAE 40
6680 3.3.5-01 EN 3 (4)
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3.3.5 MAN Diesel
SAE 40 approved lube oils
Manufacturer Base number 10 - 16
1)
(mgKOH/g)
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
2)
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius FB40
2)
Sirius/Rimula X40
2)
STATOIL MarWay 1540
MarWay 1040
TOTAL LUBMARINE Disola M4015
Table 3: Lube oils approved by MAN Diesel in four stroke engines when using
gas oil and diesel oil

1)
If marine diesel fuel with a lower quality (ISO-F-DMC) is used you should
preferably use a base number BN of approx. 20.

2)
At a sulphur contents of less than 1 %
MAN Diesel SE accepts no responsibility for the use of these oils.

Threshold value Process
Viscosity at 40 C 110 - 220 mm/s ISO 3104 or ASTM D445
Base number (BN) BN at at least 50 % fresh oil ISO 3771
Flash point (PM) Minimum 185 C ISO 2719
Water content Maximum 0.2 % (maximum 0.5 % for
short periods)
ISO 3733 or ASTM D1744
n-Heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on the engine type and
operating conditions
Only a benchmark
Fe
CR
Cu
Pb
Sn
AL
Si
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
max. 10 ppm
When operating with bio-fuels:
bio-fuel content
Max. 12 % FT-IR
Table 4: Threshold value

4 (4) 6680 3.3.5-01 EN
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MAN Diesel 3.3.6
Quality of lube oils (SAE 40) for heavy fuel operation (using HFO)

Quality of lube oils (SAE 40) for heavy fuel operation (using HFO)

The specific initial performance produced by modern diesel engines and the
use of fuels that reach the quality limits ever more often increase the require-
ments on the lube oil and require careful selection of the lube oil.
Lube oils having medium alkalinity have proven to be well-suited for the
lubrication of moving components and for lubrication of the cylinder of the
turbocharger and for cooling the pistons. Lube oils of medium alkalinity
contain additives which ensure, amongst other things, a higher neutralisa-
tion reserve than purely alloyed engine oils (HD oils).
There are no international specifications for lube oils having medium alka-
linity. It is therefore necessary to carry out a corresponding test run of ade-
quate duration in accordance with the instructions provided by the manu-
facturer.
You may only use lube oils approved by MAN Diesel. They are listed in Table
5.
Specifications

Base oil The base oil (alloyed lube oil = base oil + additives) must be a narrow dis-
tillation section and be refined by modern methods. Paraffins, if they are
present, must affect neither the thermal stability nor the oxidation stability
negatively.
The base oil must conform to the threshold values given in the table below,
especially with regard to resistance to ageing.

Characteristics/Features Unit Testing method Threshold value
Structure - - Preferably based on paraffin
Cold behaviour, still capable of flowing C ASTM-D2500 -15
Flash point (Cleveland) C ASTM-D92 > 200
Ash content (Oxide ash) % by weight ASTM-D482 < 0,02
Coking residue (according to Conradson) % by weight ASTM-D189 < 0,50
Ageing tendency after 100 hours heating to 135
C
- MAN Ageing cabi-
net *
-
Insoluble n-heptane % by
weight
ASTM-D4055
or DIN 51592
< 0,2
Evaporation loss % by
weight
- < 2
Drop sample (Filter paper) - MAN Diesel Test There should be no deposits
of resin or asphalt-type prod-
ucts of ageing.
Table 1: Lube oils when using heavy fuel as a fuel - target values

* Works-internal process

Medium alkali lube oil The finished oil (base oil with additives) must have the following properties:

6680 3.3.6-01 EN 1 (5)
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3.3.6 MAN Diesel
Additive The additives must be dissolved in the oil and have a composition which
leaves as little ash as possible, even if the engine is operated temporarily
using distillate oil.
The ash must be soft: If this condition is not met you must expect increased
amounts of deposits in the combustion chamber, particularly on the exhaust
valves and on the inlet housing of the turbocharger. Hard additive ash pro-
motes pitting on the valve seats and burning away of the valves and increa-
ses mechanical wear in the cylinder liners.
Additives must not accelerate filter element blocking, either in the active or
consumed condition.
Washability The washability must be at such a level that neither tar nor coke residues
from combustion can deposit. The lube oil must not take up any deposits
produced by the fuel.
Dispersion capability The dispersion capability must be selected in such a way that common lube
oil cleaning systems can remove harmful contaminants from the used oil,
that is to say that the oil must have good separation and filter properties.
Diesel properties The properties must comply with the minimum requirements of MIL-L 2104
D or API-CD (without taking into account the neutralisation).
Neutralisation capability The neutralisation capability (ASTM-D2896) must be so high that the acidic
products created during combustion are neutralised. The response time of
the additives must be matched to the processes in the combustion cham-
ber.
Tips for selecting the base number can be taken from Table 3.
Evaporation tendency The evaporation tendency must be as low as possible, otherwise the oil
consumption will be negatively affected.
Other conditions The lube oil must not form stable emulsions with water. After one hour a
maximum of 40 ml of emissions must have been formed, according to the
ASDM-D1410 test.
The foaming behaviour (ASTM-D892) must satisfy the following condition:
Less than 20 ml after 10 minutes.
The lube oil must not contain viscosity index improvers. Fresh oil must not
contain any water or any other contaminants.

Lube oil selection


Engine SAE-class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,
51/60DF
40
Table 2: Viscosity (SAE-class) of lubricating oils
Neutralisation properties (BN) The market offers lube oils of medium alkalinity with various different neu-
tralisation capabilities (BN). At the present level of knowledge you can create
an interrelation between the expected operating conditions and the BN
number, as shown in Table 3. The final deciding criterion for which BN num-
ber permits economical operation of the engine are, however, the operating
results.
Approx. BN
(mg KOH/g oil)
Engines/Operating conditions
20 Marine diesel oil (MDO) of lower quality (ISO-F-DMC) or heavy fuel having a sulphur content less
than 0.5 %
2 (5) 6680 3.3.6-01 EN
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MAN Diesel 3.3.6
Approx. BN
(mg KOH/g oil)
Engines/Operating conditions
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF with
entirely HFO operation only at a sulphur content < 1.5 %.
For the engine 51/60 DF with alternating operation (gas/HFO).
40 Under unfavourable operating conditions 230A, 28/32A and 28/32S and with corresponding
requirements for oil service life and engine purity.
Generally 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF with purely
heavy fuel operation as long as the sulphur content is above 1.5 %.
50 The oils 32/40, 32/44CR, 40/54, 48/60 and 58/64 are inadequate at a BN number of 40 with
regard to oil service life or engine purity (high fuel sulphur content, very low lube oil consump-
tion).
Table 3: Determination of the base number for the operating conditions
Operation with low-sulphur
fuels
In order to maintain emission regulations, these days we use fuels with var-
ious different sulphur contents. In environmentally-sensitive areas (SECA) a
fuel with low sulphur content must be used. Outside the SECA zones you
may use a fuel with a higher sulphur content. In this case the BN number of
the lube oil must be selected to comply with the requirements for operation
with sulphur-rich fuels. Only in the case of exclusive operation with low-
sulphur fuel can you use lube oil having a lower BN number.
The final criterion for the decision concerning which additive component is
permitted is, however, the practical result of the most economical engine
operation.
Cylinder lube oil On engines with a separate cylinder lubrication the pistons and cylinder lin-
ers are supplied with lube oil by a separate lube oil pump. The volume of
lube oil is set in the factory in accordance with the fuel to be used and the
operating conditions that are to be expected.
A lube oil as specified above is to be used for the cylinder and circulation
lubrication.
Speed governor On mechanical-hydraulic governors with separate oil sump you should pref-
erably use 5W-40 multigrade oil. If this oil is not available when filling you
can, under exceptional circumstances, use a 15W-40 oil. In doing so it does
not matter if multi-coloured oils based on synthetic or mineral oil are used.
(Designation for armed forces in Germany: O-236)
The oil quality specified by the manufacturer must be used for the remaining
plant components on the engine.
Experience shows that, for engine L27/38, the operating temperature of the
Woodward governor OG10MAS and the corresponding setting unit for
UG723+ can reach more than 93 C. In cases such as these we would rec-
ommend a synthetic oil such as Castrol Alphasyn HG150. Engines delivered
after March 2005 are already filled with this oil.
Lube oil additives The inclusion of additives in the lube oil or the mixing of different brands
(oils from different manufacturers) of lube oils is not permitted since the
performance of the carefully matched additives, that are made to measure
for the base oil, can be affected. In this case the lube oil manufacturer (lube
oil supplier) also no longer can guarantee the lube oil properties.
Selection of lube oil/Guaran-
tee
The majority of mineral oil companies have close and continuous contact
with engine manufacturers and can therefore state which oil from its own
product line is approved by the engine manufacturer for the application.
Independently of this information, the lube oil manufacturer always provides
6680 3.3.6-01 EN 3 (5)
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3.3.6 MAN Diesel
a guarantee for the quality and properties of their products. In the event of
any questions we would be pleased to provide further information.
Oil in use There are no prescribed oil change intervals for MAN Diesel medium range
engines. The oil properties must be checked at regular intervals. As long as
the oil properties are within the defined threshold values (see threshold val-
ues table) the oil can continue be used. An oil sample must be analysed
every one to three months (see maintenance schedule). The quality of the
oil can only be maintained if the oil is cleaned using suitable equipment (e.g.
a separator).

Threshold value Process
Viscosity at 40 C 110 - 220 mm/s ISO 3104 or ASTM D445
Base number (BN) BN at at least 50 % fresh oil ISO 3771
Flash point (PM) Minimum 185 C ISO 2719
Water content Maximum 0.2 % (maximum 0.5 % for
short periods)
ISO 3733 or ASTM D1744
n-Heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on the engine type and
operating conditions
Only a benchmark
Fe
CR
Cu
Pb
Sn
AL
Si
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
max. 10 ppm
Table 4: Threshold value
Tests

We carry out examination of lube oils for our customers in our laboratories.
We require a representative sample of about 0.5 l.
Manufacturer
Base Number (mgKOH/g)
20 30 40 50
AGIP Cladium 300 Cladium 400
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON
(Texaco, Caltex)
Taro 20DP40 Taro 20DP40 Taro 40XL40 Taro 50XL40
EXXON MOBIL

Mobilgard M430
Exxmar 30 TP 40
Mobilgard M430
Exxmar 40 TP 40
Mobilgard M50
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
TOTAL LUBMAR-
INE
Aurelia XL 4025 Aurelia XL 4030
Aurelia TI 4030
Aurelia XL 4040
Aurelia TI 4040
Aurelia XL 4055
Aurelia TI 4055
Table 5: Lube oils that are approved by MAN Diesel for four stroke engines with heavy fuel.
4 (5) 6680 3.3.6-01 EN
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MAN Diesel 3.3.6
MAN Diesel SE accepts no responsibility for the use of these oils.


6680 3.3.6-01 EN 5 (5)
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MAN Diesel 3.3.7
Quality of the engine coolant

Preliminary Remarks

The engine coolant is a medium which, like the fuel and the lube oil, must
be carefully selected, treated and monitored. Otherwise the walls of the
cooling system which come into contact with the coolant can suffer corro-
sion, erosion and cavitation, and deposits can also build up. Deposits hinder
heat transfer and can lead to thermal overload of the parts to be cooled.
Treatment with corrosion-protection agents must be carried out before the
installation is commissioned for the first time. When operating later the con-
centrations stipulated by the engine manufacturer must be maintained. This
is particularly the case with chemical additives.
Requirements

Threshold values The properties of the untreated coolant must have the following threshold
values:

Characteristic/Feature Properties Unit
Type of water Distillate or fresh water, free of foreign matter
The following are prohibited: Lake-water,
brackish water, river-water, brine, industrial
waste water and rainwater.
-
Total hardness max 10 dH*
pH value 6.5 - 8 -
Chloride ion content Max. 50 mg/l**
Table 1: Coolant - properties to be maintained
*) 1dH (German hard-
ness)
10 mg CaO in 1 litre of water 17.9 mg CaCO
3
/l
0.357 mval/l 0.179 mmol/l
**) 1 mg/l 1 ppm
Test equipment The MAN Diesel water testing unit contains equipment for simple determi-
nation of the above water properties. The manufacturers of corrosion pre-
ventatives also supply user-friendly testing equipment. You will find notes
concerning coolant monitoring on Work Card 000.07.
Supplementary information

Distillate If distilled water (for example from a fresh water producer) or fully desalina-
ted water (ion exchange) is available, this should be used preferably as
engine coolant. This water is free from lime and metallic salts, i.e. no depos-
its can be created which would reduce the transfer of heat to the coolant,
thus reducing the cooling effect. This type of water is, however, more cor-
rosive than normal hard water, since no thin film of lime deposit forms on
the walls which represents temporary protection against corrosion. For this
reason, distilled water must be treated carefully and the concentration of
the additive must be checked at regular intervals.
Hardness The overall water hardness is composed of temporary and permanent hard-
ness. Of primary importance are the proportions of calcium and magnesium
salts. The temporary hardness is determined by the carbonate content of
the calcium and magnesium salts. The permanent hardness depends upon
the proportion of the remaining calcium and magnesium salts (sulphates).
6680 3.3.7-01 EN 1 (7)
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3.3.7 MAN Diesel
The determining factor for the formation of lime deposits in the cooling sys-
tem is the temporary (carbonate) hardness.
Water with a total hardness of 10dGH must be mixed with distilled water
or softened. Hardening of especially soft water is only required to reduce
the tendency to foaming when using emulsifying corrosion protection oils.
Damage to the coolant system

Corrosion Corrosion is an electrochemical process which can be prevented to a great
degree if the correct water quality is selected and if the engine cooling sys-
tem and the coolant are handled carefully.
Flow cavitation Flow cavitation can occur in areas with high flow rates and high levels of
turbulence. If the vaporisation pressure is reached vapour bubbles are cre-
ated which then collapse in areas of high pressure and thus cause material
damage to constricted areas.
Erosion Erosion is a mechanical process with material removal and destruction of
protective films by swept-along solid material, especially in areas with high
flow rates or with high levels of turbulence.
Fretting corrosion Corrosion fatigue is a damage mechanism caused by simultaneous dynamic
and corrosive load. This can lead to the formation of cracks and to rapid
crack propagation in water-cooled, mechanically stressed components, if
the coolant has not been properly treated.

Treatment of the engine coolant

Formation of a protective film The treatment of the engine coolant is intended to produce a continuous
protective film on the walls of the cooling surfaces by the use of corrosion
protection agents, in order to prevent the damage described above. A sig-
nificant pre-condition to making the corrosion protection agent fully effec-
tive is untreated water which fulfils the requirements listed under Require-
ments.
Protective films can be formed by treating the coolant with a chemical cor-
rosion prevention agent or an emulsifying corrosion protection oil.
Emulsifying corrosion protection oils are used less and less often since their
use, on the one hand, has been restricted from an environmental point of
view, and, on the other hand, because the suppliers hardly ever offer these
products for this and other reasons.
Treatment before initial com-
missioning of the engine
The treatment with a corrosion prevention agent should take place before
the engine is commissioned for the first time, in order to prevent irreparable
initial damage.

Operation of the engine without treating the coolant is prohibited.


Additives for coolants

Only those additives may be used which have approval by MAN Diesel and
which are listed in Tables 2 -5.
2 (7) 6680 3.3.7-01 EN
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MAN Diesel 3.3.7
Approval required A coolant additive can be permitted if it has been tested and approved in
accordance with current regulations of the research association for com-
bustion powered machines (FVV) "Testing of suitability of coolant additives
for cooling liquids in engines with internal combustion". If requested, the
test report must be capable of being presented for inspection. The relative
tests are carried out if required by the state materials testing agency, surface
technology department, Grafenstrasse 2, D-64283 Darmstadt.
If the coolant additive has been tested by the FVV, an engine test must be
carried out for the final issue of an approval.
Only in closed circuits Additives must only be used in closed circuits where no considerable con-
sumption is evident with the exception of leaks and evaporation losses.
Chemical additives
Additives based on sodium nitrite and sodium borate etc. have proven to
be effective. Galvanised iron pipes or sacrificial zinc anodes must not be
used in cooling systems. On the one hand, this corrosion protection is not
necessary since the coolant treatment is stipulated and, on the other hand,
the coolant temperatures experienced these days can possibly lead to an
inversion. If necessary the piping must be de-galvanised.
Anti-corrosion oil
This additive is an emulsifiable mineral oil with additives for corrosion pro-
tection. A thin film of protective oil forms on the walls of the cooling system
which prevents corrosion without affecting the transfer of heat and which
also therefore prevents the formation of deposits on the walls of the cooling
system.
Emulsifiable anti-corrosion oils have become less important. For reasons of
environmental protection and because of stability problems with emulsions,
oil emulsions are rarely used today.
Antifreeze agent
If temperatures below the freezing point of water cannot be excluded in the
engine, the coolant system or its components must be protected by an
antifreeze agent which also acts as a corrosion inhibitor in the coolant. Oth-
erwise, the entire system must be heated. (Designation for armed forces in
Germany: Sy-7025).
Adequate corrosion protection can be achieved by the addition of the prod-
ucts listed in Table 5, whilst maintaining the prescribed concentration. This
concentration prevents freezing up at temperatures down to -22 C. The
volume of actually required antifreeze agent always depends, however,
upon the lowest temperatures that are to be expected in the application
concerned.
Antifreeze agents are generally based on ethylene glycol. A suitable chem-
ical additive must be added if the concentration of the antifreeze agent that
the user stipulates for a specific application is inadequate to provide ade-
quate corrosion protection or if, on the basis of reduced requirements of the
frost preventative, a lower concentration of antifreeze agent can be
employed than would be required to provide suitable corrosion protection.
Information concerning the compatibility of the antifreeze agent and the
corrosion protection agent and the required concentrations can be obtained
from the manufacturers. Compatibility of the chemical additives in Table 2
with the antifreeze agents based on ethylene glycol is confirmed. Antifreeze
agents may only be mixed together with the approval of the manufacturer,
even if the agents have the same composition.
6680 3.3.7-01 EN 3 (7)
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3.3.7 MAN Diesel
The cooling system must be cleaned thoroughly before the antifreeze agent
is used.
If the coolant contains an emulsifing corrosion protection oil you must not
add an antifreeze agent since otherwise the emulsion will be broken up and
oil sludge will be formed in the cooling system.
Observe the relevant environmental protection regulations when disposing
of coolant with additives. Information can be obtained from the supplier of
the additives.
Biocides
If the use of biocides is unavoidable because the coolant is contaminated
with bacteria, please observe the following steps:

You must make sure that the suitable biocide is used for the specific
application.

The biocide is compatible with the sealing materials used in the cooling
water system and will not attack them.

Neither the biocide nor its products of decomposition contain corrosion-
promoting constituents. Biocides whose decomposition products con-
tain chlorine or sulphate ions are not permitted.

Biocides whose use causes the coolant to foam are not permitted.
Prerequisites for effective use of a corrosion preventative agent

Clean cooling system
Before starting the engine for the first time and after repairs to the piping
system, you must make sure that the tanks, pipes, coolers and other parts
outside the engine are free from rust and other deposits because contam-
ination considerably reduces the effectivity of the additives. The entire sys-
tem must therefore be cleaned with a suitable cleaning agent when the
engine is turned off (see Work Card 000.03 and 000.08 by MAN Diesel).
In particular, loose solids must be removed from the system by intensive
flushing, since otherwise corrosion can occur at points of high flow rate.
The agents used for cleaning must not attack the seals and materials of the
cooling system. These tasks are normally carried out by the supplier of the
coolant additive, or they can, at least, offer suitable products for this pur-
pose. If these tasks are carried out by the engine operator, the services of
a cleaning agent specialist should be employed. The cooling system must
be flushed thoroughly after cleaning. The engine coolant must then be trea-
ted immediately with a corrosion protection agent. After the engine is taken
back into service the cleaned system must be checked for leaks.
Regular testing of the coolant condition and the coolant system
Treated coolant can become contaminated during operation and the addi-
tive then loses part of its effect. It is therefore advisable to check the con-
dition of the coolant at regular intervals.
The concentration of the additive must be checked at least once a week
using the test kit provided by the manufacturer. The results must be docu-
mented.
4 (7) 6680 3.3.7-01 EN
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MAN Diesel 3.3.7

The concentrations of the chemical additives must not fall below the
minimum concentrations listed in Table 2.

Concentration levels which are too low can promote corrosion and must be
avoided. Concentrations which are slightly higher will not cause any dam-
age. Concentrations which are more than double those recommended
should be avoided.
Every 2 - 6 months you should send a sample of coolant to an independent
laboratory or to the engine manufacturer and have a complete analysis car-
ried out.
Emulsifying antifreeze agents must generally be replaced every 12 months
or so, in accordance with the instructions from the manufacturer. In the
event of such a replacement, the entire cooling system must be flushed and
cleaned if necessary. The fresh water poured in must be treated immedi-
ately.
If chemical additives or antifreeze agents are used, the coolant must be
replaced after 3 years at the latest.
If there is a elevated concentration of solids (rust) the water must be
replaced completely and the entire system must be cleaned carefully.
The causes for deposits in the cooling system can be liquids which enter
the coolant, breakdown of the emulsion, corrosion in the system and lime
deposits caused by elevated hardness levels. An increase in the content of
chloride ions is generally an indication of seawater ingress. The quoted
maximum of 50 mg of chloride ions per kg must not be exceeded since
otherwise the danger of corrosion is too high. The ingress of exhaust gases
in the coolant can lead to a sudden drop in the pH value or to an increase
in the sulphate content.
Water losses must be replaced by adding untreated water in accordance
with the quality requirements in the section Requirements The concentration
of the corrosion preventative must then be checked and corrected if nec-
essary.
Coolant checks are required particularly after repairs or maintenance tasks
where the coolant has to be drained away.
Protective measures

Corrosion protection agents contain chemical compounds which may be
damaging to health if they are used incorrectly. Comply with the instructions
given on the material safety data sheets provided by the manufacture.
Avoid extended contact with the skin. Wash your hands thoroughly after
use. If larger amounts splash onto clothing and/or cause soaking, change
your clothes and wash them before wearing them again.
If chemicals enter your eyes rinse immediately with plenty of water and
consult a doctor.
Corrosion protection agents are generally damaging to the water circuit.
Coolant can only be drained into the sewage system if the relevant author-
ities have first been consulted. The corresponding legal regulations must be
observed.
6680 3.3.7-01 EN 5 (7)
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3.3.7 MAN Diesel
Ship's generator blocks

If the ship's auxiliary engine of the type 16/24, 21/31, 23/30H, 27/38 or
28/32H uses the same coolant system as the MAN B+W Diesel two-stroke
main engine, the coolant recommendations for the main engine must be
maintained.
Investigation

We carry out coolant analyses for our customers in our chemical laboratory.
We require a 0.5 l sample for testing purposes.
Permissible coolant properties

Chemical additives containing nitrites
Manufacturer Product designation
Initial
metering in
1,000 litres
Minimum concentration ppm
Product
Nitrite
(NO
2
)
Sodium nitrite
(NaNO
2
)
Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Liquidewt
Maxigard
DEWT-NC
15 l
40 l
4.5 kg
15000*
40000
4500*
700
1330
2250
1,050
2,000
3,375
Unitor Chemicals
KJEMI-Service A.S.
P.O. Box 49/Norway
3140 Borgheim
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Nalfleet Marine
Chemicals
P.O. Box 11
Northwich
Cheshire CW8DX, U.K.
Nalfleet EWT Liq
(9-108)
Nalfleet EWT 9-111
Nalcool 2000
3 l
10 l
30 l
3,000
10,000
30,000
1,000
1,000
1,000
1,500
1,500
1,500
Maritech AB
P.O.Box 143
S-29122 Kristianstad
Marisol CW 12 L 12,000 2000 3,000
Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem Marigases
64 Sfaktirias Street
18545 Piraeus, Greece
D.C.W.T. -
Non-Chromate
48 L 48000 2400
1)
The values in the marked areas can be determined with the test equipment provided by the chemical manufacturer.
Table 2: Chemical additives containing nitrites
Additives (chemical additives) - nitrite free

Manufacturer Product designation
Initial dosing
in 1,000 litres
Minimum concentration
Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Havoline XLI 75 L 7.5 %
6 (7) 6680 3.3.7-01 EN
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MAN Diesel 3.3.7
Manufacturer Product designation
Initial dosing
in 1,000 litres
Minimum concentration
Total Lubricants
Paris, France
WT Supra 75 L 7,5 %
Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Drewgard CWT 8 L 1 %
Table 3: Chemical additives containing nitrites
Emulsifiable anti-corrosion oils

Manufacturer
Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead,
Herts HP2 4UL
Diatsol M
Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, berseering 35,
22284 Hamburg
Oil 9156
Table 4: Emulsifiable anti-corrosion oils
Anti-freeze agents with corrosion-inhibiting properties

Manufacturer Product designation Minimum concentration
BASF
Carl-Bosch-Str.
67063 Ludwigshafen,
Rhein
Glysantin G 48
Glysantin 9313
Glysantin G 05
35%
Castrol Int.
Pipers Way
Swindon SN3 1RE, UK
Antifreeze NF, SF
BP, Britannic Tower
Moor Lane,
London EC2Y 9B, UK
Antifreeze X2270A
Deutsche Shell AG
berseering 35
22284 Hamburg
Glycoshell
Hchst AG
Werk Gendorf
84508 Burgkirchen
Genatin extra (8021 S)
Mobil Oil AG
Steinstrae 5
20095 Hamburg
Frostschutz 500
Arteco, Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Havoline XLC 50%
Total Lubricants
Paris, France
Glacelf Auto Supra
Total Organifreeze
Table 5: Anti-freeze agents with corrosion-inhibiting properties

6680 3.3.7-01 EN 7 (7)
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MAN Diesel 3.3.8
Examination of operating materials

Monitoring is important

The engine oil and coolant must be monitored during use since contami-
nation and acidification limits the use of the lube oil, and if the quality of the
water is inadequate or the proportion of coolant additive in the coolant is
too low this can cause damage to the engine.
With engines using heavy fuel it is also important to monitor the specific
heavy fuel characteristics for optimum heavy fuel treatment. You cannot
always be sure that the values stated in the bunkering papers are applicable
to the delivery.
Test case

For comprehensive chemical and physical investigation of the operating
media, we recommend the following MAN B&W Test case:

Medium Type Designation
Heavy fuel and lube oil A Fuel and lube oil analysis equip-
ment
Coolant concentrate B Coolant test equipment
Table 1: Test case for the investigation of operating media

Figure 1: Test case A for investigating fuel and lube oil
6680 3.3.8-01 EN 1 (4)
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3.3.8 MAN Diesel

Figure 2: Test case B for investigating coolant

Parameter Fuel Water Lube oil
Parameter gives information
or has influence on
Test -
case
Density X X Separator setting A
Viscosity X X Separating temperature, injection vis-
cosity, lube oil dilution
A*
Ignition behaviour CCAI/CII X Ignition and combustion behaviour,
ignition pressure, pressure rise rate,
starting behaviour
A
Water content X X Fuel delivery and atomisation, corro-
sion tendency
A
Test on sea water X X A
Total Base Number (TBN) X Neutralisation capability still available A
pH value X B
Pour point X X Suitability for storage and pumping A
Water hardness X Coolant treatment B
Chloride ion content X Salt deposits in the cooling system B
Anti-corrosion oil content
in the coolant
X Corrosion protection in the cooling
system
**
Drop sample X lube oil total contamination A
Spot Test (ASTM-D2781) X Compatibility of the heavy fuel mixing
components
A
Table 2: Parameters which can be investigated with the test cases

* Test case A contains the Viscomar device, by means of which the viscosity at various reference temperatures can
be measured. In combination with the Calcumar computer, the viscosity-temperature relationship can be deter-
mined (e.g. injection and pump temperature).
** Not included. It is provided by the supplier of the anti-corrosion agent.

Top-up sets are available for the chemicals used. Each test case includes
an extensive instruction manual which provides all details for use.
2 (4) 6680 3.3.8-01 EN
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MAN Diesel 3.3.8
Other test equipment

Lube Oil Tec For determining the water content, the Total Base Number (TBN) and the
viscosity of lubricating oils (limited alternative to test case A)

Figure 3: Lube Oil Tec
Port-A-lab For testing lube oil. Test scope comparable with Lube Oil Tec.
Refractometer For monitoring the metering of antifreeze agents (for stationary systems).
Sources of supply

Product Item number Source of supply
A Fuel and lube oil analysis equipment 09.11999-9005 1, 2
Chemical top up set for A 09.11999-9002 1, 2
B Coolant test equipment 09.11999-9003 1, 2
Chemical top up set for B 09.11999-9004 1, 2, 3
Lube Oil Tec 2
Port-A-lab 3
Measuring equipment for determination of the con-
centration of nitrite containing corrosion preventa-
tives
4
Refractometer for determination of the concentra-
tion of antifreezes
5

Addresses

Source of supply Address
1 MAN Diesel SE, Augsburg, MS Department
6680 3.3.8-01 EN 3 (4)
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3.3.8 MAN Diesel
Source of supply Address
2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4 Corrosion preventative supplier
5 Mller Gertebau GmbH, Rangerdinger Strae 35, 72414 Hfendorf

4 (4) 6680 3.3.8-01 EN
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MAN Diesel 3.3.11
Quality of aspired air (combustion air)

General

The quality and condition of the aspired air (combustion air) have a consid-
erable influence on the engine performance output. Not only are the atmos-
pheric conditions of great importance, but also the contamination by solid
and gaseous foreign bodies.
Mineral dust in the aspired air increases wear. Chemicals and gases pro-
mote corrosion.
For this reason, effective cleaning of the inlet air (combustion air) and regular
maintenance/cleaning of the air filter is required.
When designing the air aspiration system you must take into account the
fact that the total air pressure drop (filter, silencer, piping) must be maximum
20 bar.
Requirements

The concentrations behind the air filter and/or before the turbocharger inlet
must not exceed the following threshold values:

Properties Typical values Unit *
Particle size max. 5 m
Dust (sand, cement, CaO, Al
2
O
3
etc.) max. 5 mg/m
3
(SPC)
Chlorine max. 1.5
Sulphur dioxide (SO
2
) max. 1.25
Hydrogen sulphide (H
2
S) max. 15
* m
3
(SPC) cubic metres at standard temperature
and standard pressure
Table 1: Aspiration air (combustion air) - typical parameters to be maintained
6680 3.3.11-01 EN 1 (1)

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MAN Diesel 3.4
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
Operative Management II - Monitoring Operating
Data
Operative Management III - Operating faults
Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
3.5
3.6
3.7

6631 3.4-4 EN 1 (1)
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MAN Diesel 3.4.1
Starting preparations/Starting and stopping the engine

Preparations for start after short downtimes

Activate/check the systems Start up pumps for fuel, lubricating oil and coolant, if not fitted to the engine.
Prime the engine lubrication. After a downtime exceeding 12 hours, also
open the indicator cocks and turn the running gear with turning-over gear-
box by approx. 3 rotations. In engines which are started in automatic mode,
the slow-turn device can be activated instead. Check whether the coolant
and lubricating oil are preheated (if possible). Set the shut-off elements in
all systems to the operating position. The engine is then ready to be started.
Recommendation: Starting
with diesel oil
With engines running on heavy oil we recommend starting the engine with
diesel oil and then switching over to heavy oil after reaching the operating
temperature. Starting the engine with heavy oil is possible if the necessary
heaters are fitted or if the heavy oil is still hot enough.
Engine start is initiated by a pulse transmitted through the valve M 388/1 to
valve M 329/1 in the operating device on the engine. In an emergency, valve
M 329/1 can be actuated manually.
Moreover, the specifications for the control and monitoring system for sta-
tionary engines are to be observed.
Preparations for starting with heavy fuel

If the required heating devices are available, the engine can also be started
with heavy fuel. Proceed as follows:
Working steps
Switch on pump for cylinder coolant and then switch on the preheating
device. Required temperature approx. 60 C.

Switch on pump for injection valve coolant and then switch on the pre-
heating device. Required temperature approx. 55 C.

Switch on the preheating device for lubricating oil (heating coil in the
service tank) or preheat lubricating oil in the bypass (separator circuit).
Required temperature approx. 40 C.
Lube oil operation or standby pump must not be switched on until
approx. 10 min. prior to engine start in order to prevent the turbochargers
from being covered with lubricant due to insufficient sealing air when
idle.


Switch on the fuel pump and then the heaters for the mixer tank, heavy
fuel pipes and end preheater. The temperature of the heavy fuel in the
day tank must always be maintained at approx. 75 C.

If the required temperatures are reached, and the viscosity of the heavy
fuel before the injection pumps corresponds to the specification (see
section 3.3), the engine can be started.
Starting preparations after a prolonged standstill or after overhaul work

After overhaul work, or a prolonged standstill (several weeks), the following
work has to be carried out before the engine is started:
Fuel System
Drain and top up the settling tank and service tank.
6628 3.4.1-04 EN 1 (4)
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3.4.1 MAN Diesel

Empty filters and clean inserts.

Set all the shut-off elements to the operating position. For engines with
heavy fuel operation when starting with diesel oil: Switch the three-way
cock in such a way that there is a supply from the diesel oil service tank
to the mixing tank (see plant side fuel diagram).

Switch on feed pump, bleed injection pumps, pipes and filters.

Check zero charge on the control rod of each injection pump and the
ease of movement of the rod.

For heavy fuel operation: Start the heating equipment (unless perma-
nently on) and check it.

Switch off the feed pump and the heating for the final preheater again
(danger of overheating).
Coolant System
Deslurry the cooling water tank, coolers, pumps and pipes (engine,
injection valves, charge air cooler).

Fill with coolant, check concentration of the corrosion inhibitor.

Switch on cooling water pumps or standby pumps (engine and injection
valves).

Check coolant chambers and all connections for tightness.

Check or open the leak water flow in the cylinder liner seal in the support
ring and in the charge air cooler housing to check for leaks.

Check coolant pressure and water volume in the expansion tank.

Check the expansion tank for deposited corrosion inhibitor oil (cylinder
cooling) and separated out fuel (injection valve cooling).

Switch off coolant pumps.
Lube oil system
Pump out lubricating oil (from the sump and) from the reservoir tank and
clean oil chambers (do not forget exhaust turbocharger).

Clean oil filter, separators and oil cooler. Fill new lubricating oil or sep-
arate existing filling.

Put all cocks into the operating position and switch on the electrically
driven lubricating oil pump or standby pump.

Check the running gear, the injection pumps and valve drive to ensure
that all bearing points are supplied with oil.

Check pipe connections and pipes for leaks.

Control lubricating oil pressure in front of the engine and in front of the
exhaust turbocharger.
Combustion chamber moni-
toring

When the indicator cocks are open turn running gear with turning gear
2 rotations or activate the "Slow Turn" instead. Ensure that there is no
escape of liquid at the indicator cocks.
Starting system
Drain compressed air tank and check, or fill if required.

Check stop valves for ease of movement.

Check the tightness of the starting valves in the cylinder heads (see
Work Card).
Clearances Check the valve clearance.
2 (4) 6628 3.4.1-04 EN
2
0
0
7
-
0
7
-
1
8

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t

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2
/
4
0
MAN Diesel 3.4.1
Test run If possible, carry out short test run as follows:

Start heating equipment for lubricating oil and coolant, if available. If the
preheating temperatures have been reached, put the shut-off elements
to the operating position, switch on the fuel, lubricating oil and cooling
water pumps, provided these are not fitted to the engine, and start the
engine. Operate the engine at low speed for approx. 10 minutes.

Monitor the display devices during operation.

Once the engine is running properly it should be loaded or shut down.
Avoid idling for a prolonged period. The engine should reach the oper-
ating temperature as quickly as possible since it is subject to increased
wear when cold.

Engine is ready for starting if all checks have been satisfactorily carried
out.
Shutting down the engine

If a longer downtime of the engine is planned after heavy fuel operation, the
engine should run under partial load for sufficient time in diesel fuel opera-
tion prior to shutdown until typical diesel fuel temperatures and viscosity
have been achieved.
Working steps
Check whether there is enough compressed air in the compressed air
tanks.

Remove load from engine and operate it at low load.

Shut down the engine.

If the operability of the engine is to be maintained for being started again
soon, the pumps must be kept operative and the coolant, lubricating oil
and fuel, if using heavy fuel, must be maintained at the operating tem-
perature. End recoiling.

Otherwise switch off the fuel feed pump.

Allow the pumps for coolant and lubricating oil to continue running and
the engine to cool down at a standstill for 10 min. (if pumps are electri-
cally driven).

Close all stop valves, especially the ones on the compressed air tanks.
Check the pressure gauges!

Open all indicator cocks in the cylinder heads.

Engage turning-over gearbox and attach warning sign to the control
station.

Clean engine on the outside and carry out the required checks. Resolve
potential defects immediately, even if they do not seem to be important.
In the event of a frost hazard where no frost inhibitor is used, ensure that
the cooling water is completely drained to prevent the cooling areas from
bursting as a result of freezing.


6628 3.4.1-04 EN 3 (4)
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0

2
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7
-
0
7
-
1
8
3.4.1 MAN Diesel
Shutting down the engine from heavy fuel operation

If the engine has to be shut down directly from heavy fuel operation, the
following points must be taken into consideration (see plant side fuel dia-
gram in section 2):

If the engine is restarted after a few minutes it is sufficient if the heating
equipment and one feed pump are kept in operation.

If the engine standstill lasts longer, position the three-way cock (15) to
diesel oil operation and the three-way cock (16) to flushing. The feed
pump must be kept in operation until the heavy fuel is pumped back to
the heavy fuel service tank and the pipe system is filled with diesel oil.
Proceed to position the three-way cock (16) to normal operation and
switch off the feed pump.
If the cock (16) remains in the flushing position, diesel oil is pumped into
the heavy fuel service tank when the engine starts again.


The injection pipes from the injection pump to the injection valves and
the injection nozzles themselves cannot be flushed. Sooner or later the
heavy fuel residues inside will congeal, depending on the viscosity used.
Before the engine is put into operation again, these parts may have to
be removed, heated and drained if there are no special heating systems
available for starting the engine with heavy fuel.
Emergency stop

In order to be able to switch off the engine as quickly as possible, in case
of interrupted lubrication or cooling or in a similar situation, each injection
pump comes equipped with a built-in pneumatic shutdown piston which,
upon actuation with compressed air, switches to a zero charge.
Simultaneously, the speed governor is affected in such a way that the con-
trol linkage of the governor is also set to a zero charge.
This emergency stop device is triggered in two ways, as follows:
1. Automatically, by a monitoring device (oil pressure detector, coolant
temperature detector, speed transmitter etc. varies depending on the
engine).
2. Manually, by pressing an emergency button on the control station or
engine control station in the remote control.
In both cases, the emergency stop is displayed by a light in the control
station and possibly an acoustic signal.


In the event of an emergency an emergency stop impulse can be sup-
pressed by pushing the override button in the switchgear cabinet or on the
engine control panel.

4 (4) 6628 3.4.1-04 EN
2
0
0
7
-
0
9
-
2
6

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3
2
/
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0
;
3
2
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0
C
R
;
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4
4
C
R
;
4
8
/
6
0
C
R
MAN Diesel 3.4.2
Switching from diesel oil to heavy fuel oil and vice-versa

Switching from diesel oil operation to heavy fuel oil operation

Preliminary Remarks During long-term diesel fuel operation the user should closely monitor the
diesel fuel temperature. Under these circumstances, the maximum temper-
ature limit may be exceeded in engines equipped with a fuel pressure sys-
tem for heavy fuel operation, due to the return flow of hot diesel oil into the
mixing tank. A temperature which is too high indicates low viscosity and
lubrication capacity with corresponding danger to the injector pumps. For
this reason, in this case, the stop-cocks in the return line must be set so that
the diesel oil returns to the diesel oil service tank, and not to the mixer tank
(see section 2.4 or plant-specific fuel schematic drawing).
When the system is switched over to heavy fuel oil, the fuel return must
also be switched back to the mixing vessel. Otherwise, the heavy fuel oil
will end up in the diesel fuel operating tank.

Prerequisites
Engine is running on diesel fuel. Components are at operating temper-
ature.

Heater system is operational. Heavy fuel temperature in the service tank
is continuously kept at approx. 75 C.
Working steps
Turn on the available heater systems for the mixing tank and heavy fuel
pipes.

Switch three-way cock to heavy fuel operation (see system-specific fuel
pipe diagram).

In systems with a viscosity measuring device and manual control of the
preheating temperature: Regulate the heating power of the final pre-
heater according to the data of the viscosity measuring device, so that
the desired viscosity is available at the injection pumps. The viscosity
value may be determined in the viscosity temperature diagram. (It is
dependent on the heavy fuel used).

In systems with automatic regulation of the heavy fuel viscosity: The
viscosity regulating unit is set when the system is put into operation.
Under normal circumstances these settings should not be altered.

Coolant output from the cylinders should be kept at approx. 80 C.
These values should be taken as the absolute minimum requirement in
case heavy fuel with a high sulphur content is used.

Engine power must be reduced to 70%.
Switching from heavy fuel oil operation to diesel fuel operation

Preliminary observations On engines predominantly designed for operation with heavy oil, the fuel
injectors are cooled while running on heavy oil. For lengthier operation with
diesel oil (MGO or MDO, exceeding 72 hours, the nozzle cooling is to be
switched off and the supply line shut off. The return line must be kept open.
Working steps
Approximately 30 minutes prior to turning off the engine, the three-way
cock should be switched to diesel fuel (see fuel line installation diagram).
6628 3.4.2-01 EN 1 (2)
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0
;
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;
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4
C
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;
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8
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0
C
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2
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-
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9
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2
6
3.4.2 MAN Diesel

Turn off the final pre-heater for installations in which this is manually
controlled.

The engine may be turned off as soon as the heavy fuel oil in the supply
lines has been consumed and replaced by diesel fuel.

Turn off all heater units (if necessary).
Switching to diesel fuel has the advantage that the engine is always ready
for starting without the necessity of pre-heating the installation for hours.
Service and overhaul work is substantially easier when the lines and the
injection system are filled with diesel fuel.


2 (2) 6628 3.4.2-01 EN
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MAN Diesel 3.4.3
Permissible outputs and speeds

Principles

Power, speed ... The following correlation exists between engine power, speed, torque and
the mean effective pressure:

and

the following applies:
p
e
mean effective pressure [bar]
P
e
effective engine power [kW]
V
H
stroke volume [dm
3
]
n speed [1/min]
z Number of cylinders
M
d
torque [Nm]
Mean pressure The mean effective pressure corresponds to the mean value of the cylinder
pressures of the full four-stroke cycle. It is proportional to power and torque
and inversely proportional to the speed. It is possible to calculate it, based
on the known mechanical efficiency
mech
from the mean value of the indi-
cated pressures:

Synchronous speeds Three-phase generators are bound to the synchronous speed values:

the following applies:
N Engine rated speed [1/min]
F mains frequency [Hz]
P Number of generator pole pairs
Operating points/characteris-
tic curves
Stable working points of the engine are only the result of a balance of power,
speed and the quantity setting of the fuel feed pumps (charge). The supplied
energy must match the energy demand.
6680 3.4.3-02 EN 1 (3)
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3.4.3 MAN Diesel
Permissible outputs and speeds

During operation, in the first instance, the maximum speed and torque
should be limited to 100%. Continuous power during diesel operation
should be limited to a range between 0 to 100%. During heavy fuel operation
continuous power should be limited between 15
1)
and 100%. During natural
gas operation continuous power should be limited from > 30 to 100%. This
occurs partly through design measures. These must be supplemented by
controlling measures taken during operation.
We recommend operation within the 60 to 90% range of the rated power.

p
e
Effective engine power M
d
Torque
N Speed 1 Diesel-natural gas opera-
tion
p
e
Effective mean pressure 2 Diesel operation
1)
Approximate value for proportional
degree of the speed governor
Figure 1: Admissible outputs and speeds - Operating range

1)
15 % not applicable to L/V 20/27 and L/V 25/30. These have 20 % as the
lower limit of continuous part-load operation.
Other limitations


Engines, serving to generate electrical power may be run at 110% out-
put for 1 hour within a 12-hour period.

Engines serving as a diesel-electrical main drive system for fixed-pitch
or variable-pitch propellers, are blocked at 110 % power. However,
output power levels >100 % may only be used for a short period during
acceleration and regulation processes.

Pure idle operation is only permitted for 1-2 hours at a stretch.
2 (3) 6680 3.4.3-02 EN
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MAN Diesel 3.4.3
These data are approximate values. The determining factors for the engine's
operation are the values agreed upon between the purchaser, shipyard/
planning agency and engine manufacturer.
Blocks/Limitations may not be removed without consultation with MAN
Diesel SE.

6680 3.4.3-02 EN 3 (3)
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MAN Diesel 3.4.4
Engine run-in

Prerequisites

Engines require a run-in period:

when put into operation on-site, if after test run the pistons or bearings
were dismantled for inspection or if the engine was partially or fully dis-
mantled for transport.

after fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.

after the fitting of used bearing shells.

after long-term low-power operation (> 500 operating hours)
Supplementary Information

Adjustment required During the run-in procedure the unevenness of the piston-ring surfaces and
cylinder contact surfaces is removed. The run-in period is completed once
the first piston ring perfectly seals the combustion chamber. I.e. the first
piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been run in, then the hot exhaust
gases will pass between the piston rings and the contact surfaces of the
cylinder. The oil film will be destroyed in such locations. The result is material
damage (e.g. burn marks) on the contact surface of the piston rings and the
cylinder liner. Later, this may result in increased engine wear and high oil
consumption.
The time until the run-in procedure is completed is determined by the prop-
erties and quality of the surfaces of the cylinder liner, the quality of the fuel
and lube oil, as well as by the engine's load and speed. The run-in periods
indicated in illustrations 1 or 2 may therefore only be regarded as approxi-
mate values.
Operating media

Fuel The run-in period may be carried out using diesel fuel or heavy fuel. The fuel
used must meet the quality standards (section 3.3) and the design of the
fuel system.
For the run-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation. Diesel-gas engines are run in using diesel
operation with the fuel intended as the ignition oil.
Lube oil The run-in lube oil must match the quality standards (see section 3.3), with
regard to the fuel quality.

Flushing the lube oil system
Thorough flushing of the total lube oil system must be carried out prior
to the engine's initial operation. (See Work Card 000.03).

6680 3.4.4-04 EN 1 (4)
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5
3.4.4 MAN Diesel
Engine run-in

Cylinder lubrication The cylinder lubrication must be switched to "Running In" mode during
completion of the run-in procedure. This is done at the control cabinet or at
the control panel (under "Manual Operation"). This ensures that the cylinder
lubrication is already activated over the whole load range when the engine
starts. The run-in process of the piston rings and pistons benefits from the
increased supply of oil. Cylinder lubrication must be returned to "Normal
Mode" once the run-in period has been completed.
Checks Inspections of the bearing temperature and crankcase must be conducted
during the run-in period:

The first inspection must take place after 10 minutes of operation at
minimum speed.

An inspection must take place after operation at full load.
The bearing temperatures (camshaft bearings, big-end bearings and main
bearings) must be determined in comparison with adjoining bearing. For this
purpose an electrical sensor thermometer may be used as a measuring
device.
At 85% load after having reached full power, the operating data (ignition
pressures, exhaust gas temperatures, charge pressure, etc.) must be tested
and compared with the acceptance report.
Standard run-in programme For generator engines, the speed is initially increased to the nominal speed
in the prescribed time period, prior to the load being turned on. The engine's
output power should remain within the power range as indicated in the fig-
ures. Critical speed ranges should be avoided.
Running in during commis-
sioning on site
Barring exceptions, four-stroke engines are always subjected to a test run
in the manufacturer's premises. As such, the engine has usually been run
in. Nonetheless, after installation in the final location, another run-in period
is required if the pistons or bearings were disassembled for inspection after
the test run, or if the engine was partially or fully disassembled for transport.
Running in after fitting new
drive train components
If during revision work the cylinder liners, pistons, or piston rings are
replaced, then a new run-in period is required. A run-in period is also
required if the piston rings are replaced in only one piston. The run-in period
must be conducted according to Figure 1 and 2 or according to the asso-
ciated explanations.
The cylinder liner may be rehoned according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one
of our Service and Support Locations.
Running in after refitting used
or new bearing liners (crank-
shaft, connecting rod and pis-
ton pin bearings)
When used bearing shells are reused, or when new bearing shells are instal-
led, these bearings have to be run in. The run-in period should be 3 to 5
hours under progressive loads, applied in stages. The instructions in the
preceding text segments, particularly the ones regarding the "Inspections",
and Figure 1 or 2 must be observed.
Idling at higher speeds for long periods of operation should be avoided if at
all possible.
Running in after low load
operation
Continuous operation in the low load range may result in substantial internal
pollution of the engine. Residue from fuel and lube oil combustion may
cause deposits on the top land ring of the piston exposed to combustion,
in the piston ring channels as well as in the inlet channels. Moreover, it is
2 (4) 6680 3.4.4-04 EN
2
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8
-
0
5

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MAN Diesel 3.4.4
possible that the charge air and exhaust pipe, the charge air cooler, the
turbocharger and the exhaust gas tank may be polluted with oil.
Since the piston rings have adapted themselves to the cylinder liner accord-
ing to the running load, increased wear resulting from quick acceleration
and possibly with other engine trouble (leaking piston rings, piston wear)
should be expected.
After a longer period of low load operation ( 500 hours of operation) a run-
in period should be performed again, depending on the power, according
to Figure 1 or 2.
Also see instructions in Section 3.5.4 "Low Load Operation".
Further information
For further information, you may contact the MAN Diesel SE customer
service or the customer service of the licensee.


A Engine speed n
M
D Run-in period in [h]
B Engine power (prescribed range) E Engine speed and engine power
in [%]
Figure 1: Standard run-in programme for stationary engines and marine
auxiliary engines (constant speed) of engine type 32/40 + 32/44 CR
6680 3.4.4-04 EN 3 (4)
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5
3.4.4 MAN Diesel

A Engine speed n
M
D Run-in period in [h]
B Engine power (prescribed range) E Engine speed and engine power
in [%]
Figure 2: Standard run-in programme for stationary engines and marine
auxiliary engines (constant speed) of engine type 40/54 48/60 58/64

4 (4) 6680 3.4.4-04 EN

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MAN Diesel 3.5
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
Operative Management II - Monitoring Operating
Data
Operative Management III - Operating faults
Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
3.5
3.6
3.7

6631 3.5-4 EN 1 (1)
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MAN Diesel 3.5.1
Engine Monitoring /Performing Routine Duties

Engine Monitoring/Performing Checks

Modern engine systems are generally operated automatically using intelli-
gent control systems. Hazards and damage are precluded to a large extent
by internal testing routines and monitoring equipment. Nevertheless, regular
controls are required to ensure that the causes of potential problems are
detected as early as possible and promptly resolved. Moreover, the required
maintenance work must be performed within the periods required.
The checks described below pertain, at least during the guarantee period,
to the owner's duty of care. However, they should be continued after the
warranty term expires. The time and costs required are low in comparison
to those generated by troubleshooting failures or damage, which are unde-
tected or detected too late. Results, observations and handling of such
monitoring measures must be recorded in a machine log. In order to enable
an objective assessment of the observations, reference values must be
defined.
Continuous checks(hourly/
daily)
The continuous checks should extend to the following measures:

Assess the operating status of the propulsion system, check for alarms
and shutdowns,

Visual and audible assessment of the systems,

Check output and consumption values,

Check the filling level of all service fluid tanks,

Check the most essential engine operating data and ambient condi-
tions,

Check the quiet running of engine, turbocharger and generator.
Periodic checks(daily/weekly) In somewhat longer intervals the scope of the continuous checks should be
supplemented according to the following points.

Checking the progress of the operating hours and the conformance of
the operating hours in multiple engine systems,

Evaluation of the progress of the number of starts,

Check the printers or recording instruments,

Check all of the relevant engine operating data,

Evaluation of the stability of the speed governor and control linkage,

Check for unusual vibrations and strange running noises,

Check of the functionality of all systems, units and main components ,

Check of the condition of the operating media.
Routine jobs

The following routine jobs must be performed at intervals in accordance with
requirements:
The following routine jobs must be performed at intervals in accordance with
requirements:
6680 3.5.1-01 EN 1 (5)
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3.5.1 MAN Diesel
Fuel System
Check and fill the service tank (Diesel oil and heavy fuel) as required.
Drain this tank before switching to another tank.

Never completely drain the service tank, since air would fill the fuel pipes
and the injection system would have to be bled.

Regularly drain or suck water and slurry from the reservoir tanks since
otherwise sediment could accumulate up to the level of the drain pipe.

Regularly clean filters and separators.

Check for cleanliness when taking on fuel. Perform a spot test of the
fuel at each bunkering (see Work Card 000.05) and keep these together
with the engine operating data logs. The fuel must comply with the
quality requirements.
Engines with heavy fuel operation:

Heat the heavy fuel until the required viscosity is obtained for the injec-
tion pumps. See figure 1. Supplementary information is included in the
viscosity temperature diagram in Section 3.3.4.
Figure 1: Viscosity temperature diagram (summarised version)

Do not mix heavy fuels with varying viscosity or heavy fuel with distillate.
This could cause instability and lead to failures in the operation of the
engine.

Separate heavy fuel in single or double stages, depending on the sys-
tem.
Lube oil system
Check the lubricating oil level in the service tank and top up with oil if
required.

Check lubricating oil temperatures in front of and after the cooler.

Monitor the lubricating oil pressure at the control station and set to the
stipulated operating pressure if required. It is not significant if the oil
2 (5) 6680 3.5.1-01 EN
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MAN Diesel 3.5.1
pressure exceeds the normal value after starting a cold engine, since,
as the oil warms up, it will decrease to the set operating pressure.
Oil pressure
If the oil pressure drops, switch the engine off immediately!


Check lubricating oil at the stipulated intervals (see maintenance sched-
ule, section 4) for water content.

Use lubricating oil which corresponds to the stipulated quality require-
ments (see section 3.3).

Regularly clean filters and separators.
Coolant System
Check the coolant level in the expansion tanks (cylinder and injection
valve cooling) and top up if required. Check corrosion inhibitor concen-
tration (see quality requirements sheet 3.3.7 and Work Card 000.07).

Check coolant outflow temperatures. If the temperature should rise
above the stipulated highest value and cannot be adjusted, the engine
load must be reduced and the fault be remedied. Cool down only slowly
in order to prevent thermal stresses within the engine.
Engines with heavy fuel operation:

Set the coolant outflow temperature according to the stipulated value
(see section 2.5). If the engine is run whilst cold there is increased cyl-
inder liner wear and corrosion as a result of the sulphur content in the
heavy fuel. Fuel consumption will also increase.

When, for marine engines, manoeuvres are performed in heavy fuel
operation (Pier-to-pier-operation), cooling should be monitored so that
the coolant temperatures remain as high as possible.

In the event of failures in the engine cooling circuit, especially if the
coolant pump fails, the engine must be switched off immediately.

Starting air system
After starting the engine, the compressed air tanks must be refilled
immediately in order to have the required compressed air available at
all times.
Engines without compressed air starter:

The pipes from the distributing pipe to the starting valves must be
checked for heat build-up after starting the engine. If a pipe becomes
too hot the valve in question is not tight. The valve should be overhauled
as soon as possible or replaced. The valve seat and valve cone could
otherwise be destroyed.
Charge air system
High air humidity may cause large amounts of condensed water to
accumulate in the charge air pipe (refer to Section 3.5). The drainage
must be checked at the drain water pipe provided at each bank of cyl-
inders. If condensation is drained via a float valve, check that it is func-
tioning properly. In order to minimise the accumulation of condensed
water the charge air temperature over the entire operating range must
6680 3.5.1-01 EN 3 (5)
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3.5.1 MAN Diesel
be kept as high as possible, with the compromise, however, with the
other operating values.

The charge air pressure in the test run record is to be compared with
the one on the engine. It permits conclusions to be drawn concerning
the condition of the exhaust turbocharger and the charge air cooler. The
charge air pressure in front of and after the charge air cooler, displayed
on a differential pressure gauge, is a yardstick for the contamination of
the cooler air side.
Additional work/Instructions

Operating values
The exhaust temperatures can vary slightly, despite the fact that the
cylinders all produce the same power. Do not set the cylinders to the
same exhaust temperatures.

The cylinders must be loaded as evenly as possible. This may be deter-
mined by matching the ignition pressures and the control linkage posi-
tions of the injection pumps.

The exhaust temperatures must be controlled and compared with the
values measured previously (acceptance record). If greater differences
are detected, the cause must be ascertained and the failure remedied.

Check the exhaust clouding. Oil in the combustion chamber makes the
exhaust bluish, poor combustion or overload makes the exhaust dark
or black.

The engine output must be reduced if the intake air temperatures deviate
from the values stipulated for the pipe definition.
Indicator diagrams (not valid
for gas engines)
All cylinders should be indexed at the indicated intervals (see maintenance
schedule in Section 4). For this indexing at ignition pressures 160 bar, a
mechanical device (e.g. an indicator by Maihak) can be used. At higher igni-
tion pressure ratings, an electronic measuring device may be used. Pres-
sure-stroke diagrams can be produced using an electronic ignition pressure
measuring device, e.g. by Baewert, Meerane (See supplementary sheet
3.5.2). The shape of the compression/expansion line permits the ignition
point and the ignition pressures to be determined, providing a useful com-
parison of the loading of the individual cylinders. The ignition pressures may
only deviate slightly from the average value ( 5 %) and must not exceed the
stipulated value. Higher pressures indicate premature injection or an exces-
sive injection volume whilst lower pressures indicate late injection or exces-
sively low injection volumes. A comparison of diagrams with those taken
from the new engine permits potential irregularities to be detected. For later
comparisons the following values should be noted on each diagram: Turbine
speed, charge air pressure, exhaust temperature per cylinder, engine speed
(rpm), injection pump charge, marking gauge and possibly the fuel con-
sumption during the indexing.
Determination of output The performance output of marine engines may be determined based on
the measured operating data concerning the charge of the injection pumps.
In the case of diesel generator sets, the engine output can be determined
from the generator output. See Section 3.5.
Running gear bearings In order to detect bearing damage early and to avoid consequential damage
a running gear monitoring is fitted to engines operating without supervision.
3 systems can be used alternatively or simultaneously: Oil mist detector,
Splash-Oil Monitoring System or bearing temperature monitoring system.
4 (5) 6680 3.5.1-01 EN
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MAN Diesel 3.5.1
The oil mist detector checks the oil mist density in the crankcase of each
cylinder (for V-engines of one cylinder pair) and triggers an audible and visi-
ble alarm in case of smoke development due to evaporating lube oil due to
high bearing temperature or prospective piston damage.
The Splash-Oil Monitoring System indirectly calculates the temperatures of
each individual running gear (or running gear pair in the case of V engines)
via the splash oil. If the defined maximum value or the admissible deviation
from the mean value is exceeded, the safety system initiates an engine
shutdown.
The bearing temperature monitoring system uses resistance thermometers
fitted in the bearing bodies of the crankshaft main bearings. These ther-
mometers pass corresponding pulses to the safety system, thereby releas-
ing audible and visible alarms or shutting down the engine automatically.
6680 3.5.1-01 EN 5 (5)
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MAN Diesel 3.5.2
Engine Log Book/Engine Diagnosis/Engine Management

Engine Log Book

Classification Bodies and many Monitoring Authorities require that an
engine log book be kept. We also recommend that you record the checking
procedures in an engine log book, in spite of having printing devices avail-
able. In the log you may also record observations and activities as well as
the necessary actions. The following information should also be entered into
the engine log book:

Measurement and test results,

Fuel change and refuelling,

Experiences/conclusions from maintenance and repair work.
It depends on the measurements taken by the Manager/Chief Engineer, to
turn the engine log book into a useful tool or an important instrument of
operative management.
Since opinions regarding the form of the engine log book differ substantially,
we have not provided a sample log. We are, however, willing to provide you
with support and to help you, in particular, in recording reference values.
The primary sources of information should be the test run and commission-
ing protocol as well as the "List of Measuring and Control Devices".
Valuable experience/information for decisions can be collected when
important operating data, service life data or actions are not only recorded,
but also represented in the course of time. For this purpose, diagrams sim-
ilar to figure 1 may be useful. This approach provides a simple tool for trend
analysis.

Figure 1: Diagrams for Trend Analysis
Engine diagnosis with electronic ignition pressure measuring devices

Visual/acoustic checks of the engine, entries in the engine log book and
interpretations over operating time are used, in a conventional way, for the
6680 3.5.2-02 EN 1 (5)
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3.5.2 MAN Diesel
assessment of the current or expected condition. Information at a higher
level may be gained using a mobile ignition pressure and injection pressure
meter, e.g. the Baewert HLV-94. Pressure at the indexing connection is
measured with the device (if necessary of several engines) and displayed
on a LCD as a diagram over the crankshaft angle or as a table. The corre-
sponding mean indexed pressures are also calculated. The measured data
may also be printed out using a connecting cable or be made accessible to
a PC via a COM1 or COM2 interface. The injection pressure can be meas-
ured and displayed in a similar way. DMS sensors are required for this which
have to be installed in the injection pipes.
Electronic ignition pressure measuring devices permit the person in charge
to draw reliable conclusions regarding the load distribution from cylinder to
cylinder and the deviations from normal combustion and injection circum-
stances, based on the measured values, pressure behaviour and diagrams.
They provide the basis for decisions (depending on the performance spec-
trum) concerning the correction measures and maintenance or repair work
which, in turn, may reduce operating expenses and breakdown times.

Figure 2: Electronic ignition pressure measuring device, by Baewert

System Company
Indicator system HLV 94 Baewert GmbH
Postfach 177
D-08393 Meerane
Digital Pressure Indicator DPI Leutert GmbH & Co.
Schillerstrae 14
D-21365 Adenhofen
Peak pressure indicator LEMAG-PRE-
MET LS
Lehmann & Michels GmbH
Marlowring 4
D-22525 Hamburg
Table 1: Electronic Indicator Systems
2 (5) 6680 3.5.2-02 EN
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MAN Diesel 3.5.2
Engine Diagnosis with CoCoS-EDS

CoCoS-EDS is an engine diagnosis and trend analysis system which
presents the current measured data of the diesel engine on a PC. It was
developed by MAN Diesel SE and is a component of the CoCoS engine
management system. The diagnosis system, which makes available the
skills of outstanding technical experts, allows permanent diagnosis of

the function of charge, combustion and injection,

the temperatures and pressures of air, gas, oil and water systems,

the temperature of the components,

the condition of the air filter, compressor, charge air cooler, turbine and
exhaust gas tank.
EDS offers three user levels which are available at any time:

Monitoring,

Trend and

Diagnosis
Monitoring The EDS uses the values of the normal alarm system and the supplementary
measured values from the EDS-Sensor box. These supplementary meas-
ured values are necessary to be able to perform more accurate calculations
and diagnoses. They are acquired every 20 seconds and saved every half
hour. In case of an engine stop, all the data of the last half hour remains
available. This is important for analysis of emergency stops.

Figure 3: CoCoS-EDS monitoring Visualisation of Turbocharger Measurement
Data
EDS transforms the measured values in such a way that the detected values
describe the engine's actual condition, under observance of physical and
thermodynamical procedures. The measurement protocols can be called
up in various presentation formats.
6680 3.5.2-02 EN 3 (5)
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3.5.2 MAN Diesel
Trend The trend analysis provides a graphical rendering of the stored condition
changes. This is an extremely helpful process in the early detection of
abnormalities in the engine's operating condition.
For short-trend analyses, all of the engine's operating data are stored in the
database in a 5-minute cycle. The stored history remains for two weeks. The
operating data from the short-trend database are accumulated into daily
values in the long term database. The stored history amounts to two years
in this location.

Figure 4: CoCoS-EDS trend - operating data are displayed over a specific time
period.
Diagnosis Every 5 minutes, the so-called pre-diagnosis is carried out. This diagnosis
is able to detect any deviations in the operating data from their normal value,
irrespective of current load and external influences.
Given that there are currently no long-term stable measurement sensors
available for high pressure values, the diagnosis system will indicate on a
weekly basis, or when it is necessary, at short intervals that an ignition and
injection pressure measurement must be carried out. After input of these
values, the EDS can carry out a full diagnosis.
On demand, the user receives the following information:

Date and time of the first distinctive and most recent occurrence of the
malfunction,

The type of malfunction and

The cause of the malfunction.
4 (5) 6680 3.5.2-02 EN
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MAN Diesel 3.5.2

Figure 5: CoCos-EDS diagnosis
The three modules provide the user with the necessary information con-
cerning the engine's actual condition as well as the comprehensive experi-
ence of the MAN Diesel SE engine developers and service engineers.
6680 3.5.2-02 EN 5 (5)
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MAN Diesel 3.5.3
Load curve during acceleration

Acceleration and load times of diesel engines in stationary power plant systems

Diesel engines must not be subjected to quick acceleration and decelera-
tion. The following aspects must be taken into account.

Thermal and mechanical loads,

Exhaust gas clouding,

Power output of the turbocharger.
Engine without preheating On stationary engines, with cooled down systems, 48 minutes should
elapse until loading at 26 ... (see Fig 1).
Engine with preheating For an engine at operating temperature, or at least a preheated engine, (oil
temperature 40 C, engine coolant temperature 60 C) the load may be
applied more quickly (see figure 2).
The engine's ability to be subjected to the load depends on the prevailing
temperatures and the system design.
For engines that are operated locally, the acceleration and deceleration
sequences should be observed by the engine room personnel. For engines
operated remotely, the load controlling programmes for normal and emer-
gency operation must be integrated into the remote control system. This
requires mutual agreement between the purchaser, switchgear manufac-
turer and engine manufacturer.
6680 3.5.3-02 EN 1 (3)
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3.5.3 MAN Diesel
Acceleration and load times without preheating

1 Engine speed [1/min] 4 Time [min]
2 Engine power [%] 5 Load/speed [%]
3 Times, depending on the current operating temper-
ature and the system design
Figure 1: Acceleration and load times with a cold engine

Acceleration and load times
Minimum temperatures
Intake air
Lube oil
Engine coolant
5 C
20 C
20 C
Acceleration and load times
Engine start and acceleration to 100 % engine speed
Application of load in stages up to 30 %
Engine warm-up
lube oil at 40C - Engine coolant at 60C
Application of load in stages up to 70 %
Engine warm-up to operating temperature
Application of load in stages up to 100 %
1 ... 3 min
5 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
Time from engine start
Time from load increase
26 ... 48 min
25 ... 45 min
Table 1: Numerical values for the figure
2 (3) 6680 3.5.3-02 EN
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MAN Diesel 3.5.3
Acceleration and load times with preheating

1 Engine speed [1/min] 4 Time [min]
2 Engine power [%] 5 Load/speed [%]
3 Times, depending on the current operating temper-
ature and the system design
Figure 2: Acceleration and load times for preheated engine/engine at operating
temperature

Acceleration and load times
Minimum temperatures
Intake air
lube oil
Engine coolant
5 C
40 C
60 C
Acceleration and load times
Engine start and acceleration to 100 % Engine speed
Application of load in stages to 50 %
Warm-up of the engine to operating temperature
Load increase in stages to 100 %
1 ... 3 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
Time from engine start
Time from load increase
16 ... 33 min
15 ... 30 min
Table 2: Numerical values for the figure
6680 3.5.3-02 EN 3 (3)
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MAN Diesel 3.5.4
Part-load operation

Part-load operation

Definition
In principle, the following load conditions are differentiated:

Overload: > 100 % of the full load power

Full load: 100 % of the full load power

Partial load: < 100 % of the full load power
Low load: < 25 % of the full load power
Correlations The best operating conditions for the engine are dictated by an even load
ranging from 60 % to 90 % of full load power. The engine's controls and
system design are based on full load performance.
During idling or engine operation at a low load, combustion in the combus-
tion chamber is incomplete. This may result in the creation of deposits in
the combustion chamber, which will lead to increased soot emission and to
increasing cylinder contamination.
In part-load operation, and during the manoeuvring of ships, the coolant
temperatures cannot be controlled in such a way that they remain high dur-
ing all load conditions. This is, however, especially important during oper-
ation with heavy fuel.
More favourable conditions From the outset, those engine designs best equipped for low load operation
are those that are equipped with

a two-stage charge air cooler, where the second stage may be turned
off to improve the operating data.

a two-stage charge air cooler and an HT-LT switch that allows LT stage
to be supplied with HT water.
HT: High Temperature LT: Low Temperature
Operation with heavy fuel Based on the above, the low load operation with heavy fuel in the range of
< 20 % of the full load may not be extended without limitation. According
to Figure 1, the engine must be transferred to heavy fuel operation after a
phase of low load operation or, it must be operated, immediately after the
low load phase, at a higher load on heavy fuel (> 70 % of full load) in order
to reduce the deposits in the cylinders and the exhaust gas turbocharger.
If a low load operation is scheduled to take place for a longer duration than
depicted in Figure 2, then the engine should be transferred to diesel oil
operation.
A long-term operation with heavy fuel in the load range < 25 % of the full
load should definitely be discussed with MAN Diesel SE.
Operation on diesel fuel The following regulations apply to low-load operation on diesel fuel:

Continued operation under 15 % of the full load should be avoided if
possible.
If this cannot be avoided, extraordinary measures (e.g. the use of partial-
load injection nozzles) should be discussed with MAN Diesel SE.

An idling operation, particularly with a nominal speed (generator oper-
ation) is only permissible for a period of 1 to 2 hours at the most.
6680 3.5.4-01 EN 1 (2)
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No limitations apply to power delivery in excess of 15 % of the full load,
provided that the engine's required operating data are observed.

P: Full load performance in % t: Operating time in hours (h)
Figure 1: Time limitations for part-load operation with heavy fuel (left), duration of "recovery operation" (right)
Explanations Left-hand Figure: Time limitation for the part-load operation with heavy fuel.
Right-hand Figure: Required operating time with > 70% full load power after
low load operation with heavy fuel. Acceleration time from running power to
70 % of full load power at least 15 minutes.
Example Line a At 10 % full load: max. 19 hours of heavy fuel operation permitted fol-
lowed by transfer to diesel oil or
line b operate engine approx. 1.2 hours at a minimum of 70 % of the full load
in order to burn off deposits. Subsequently, part-load operation with
heavy fuel may be continued.
2 (2) 6680 3.5.4-01 EN
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MAN Diesel 3.5.5
Calculation of the engine power and the status of the working point

Preliminary Remarks

The engine power is one of the most important operating values. It serves
as a standard for the assessment of the engine's operating efficiency and
reliability. However, it also serves as a reference value in the assessment of
other operating data. Working points are combinations resulting from per-
formance and related speeds, or from speeds and the related fuel pump
charges. The position of the working points allows conclusions to be drawn
concerning the following points:

Changed resistance factors (of the ship),

Losses, leaks, damage

Effectiveness of the injection system, the charging system and the load
changing system.
For older systems (> 30,000 hours of operation) a reliable evaluation is only
possible for working points for which all of the three above-mentioned
parameters are known. Under certain circumstances other relevant operat-
ing data must be considered in order to reach a reliable conclusion.
Fundamental Options

For marine driving engines With marine driving engines the effective engine power P
e
is not easily
measurable. This would require a torque measurement. Even from indicator
diagrams, the indicated power of medium-speed, 4-stroke diesel engines,
P
i
, cannot be determined.
Alternatively, the working point may be calculated based on the speed and
the mean value of the pump charges. Based on these figures, the related
effective power output may be found. A prerequisite is the use of the same
fuel at the same fuel temperature.
For generator units For generator units, the effective engine power output may be determined
fairly accurately based on generator performance PW, which is measured
continuously, and on the generator's efficiency gen, which does not alter
much over the standard operating range. This approach, however, does not
permit any assessment of possible modifications in the engine or generator.
Alternatively, or additionally, working points may be obtained as indicated
above, and the performance values compiled may be compared.
Preparations

During the engine's run-in period at the factory, the mean value of the pump
charges over the power output are recorded and presented in the form of a
graph in the acceptance report. This applies in the same way to marine
engines and stationary engines. For marine engines, the values are entered
on an additional sheet in relation to 3 propeller charts. The diagram corre-
sponds to Figure 1. For the calculation of the working point and the engine
power output one should, therefore, refer to the respective diagram in the
acceptance report.
With these tools it is possible to determine engine output power and to
assess the working points. For this reason, on marine driving engines, dur-
ing the maiden voyage and immediately afterwards with a loaded ship, it is
6680 3.5.5-01 EN 1 (3)
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3.5.5 MAN Diesel
necessary to simultaneously record the engine speed as well as the pump
charges. This should take place under different engine power conditions,
normal operating and weather conditions and with the fuel intended for
continuous operation. For ships with variable-pitch propellers, you must
ensure that the pitch is the same. The working points determined in this way
must be entered on the diagram. They will serve as reference values for
parameters that will be evaluated in the future. In the meantime, they should
be interpreted in accordance with the diagram in the acceptance report.
For stationary engines, it is only necessary to copy the pump charges from
the acceptance report to the form.

Engine Test Run
The engine test run is normally performed with diesel fuel (MDO) or gas
oil (MGO). In case of operation with heavy fuel (HFO) the pump charges
are almost the same.

Evaluation of the results

The determined working point must be located within the permitted oper-
ating range. For marine driving engines, therefore, at least in a new ship and
with a new engine, to the right of the theoretical propeller curve.
The design of the drive system is correct if the following charge values apply
at the rated speed when the equipment is new:
Fixed-pitch propeller 85 - 90 %
Variable-pitch propeller 85 - 100 %
Generator units 100 %
See section 3.4 - Permissible power and speed.
Displacement of working points to the left may, under the same initial con-
ditions, be attributed to higher ship resistance, propeller changes (larger
diameter, increased pitch) or propeller damage.
Upward displacement of working points (higher charge values) may be
attributed to lighter fuels, higher preheating temperatures, functional
defects or wear in the injection system or functional defects in the charging
system/load change system. The wear of injection pump plungers and
actuators with normal fuels and effective preheating and cleaning devices
occurs only after a substantial operating period (> 30,000 operating hours).
Since the number of possible influential factors is great and their influence
not easily evaluated, we recommend that, if in doubt, you contact the near-
est customer service facility or service referral site of MAN Diesel SE, Augs-
burg.
Profitable performance, rpm values and speeds

The usual test run and commissioning programme of marine main engines
does not only includes the calculation of the engine speeds and pump
charges as described in the "Preparations" section, it also includes estab-
lishing the achieved speeds and the related fuel consumption figures.
The following related values are required for operational/economical deci-
sions.

Engine speed/charge,
2 (3) 6680 3.5.5-01 EN
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MAN Diesel 3.5.5

Ship speed and

Fuel consumption
With your assistance, the following questions can be answered reliably.

How much fuel is required to cover route A at speed B?

At what rpm/speed (economical speed) does the ship have the greatest
range with a specific amount of fuel?
6680 3.5.5-01 EN 3 (3)
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MAN Diesel 3.5.7
Equipment for engine modification for special operating conditions

Overview

MAN Diesel four-stroke engines and turbochargers are designed in such a
way that the best results are obtained, e.g. with regard to fuel consumption
and emissions, under normal service conditions. Special operating situa-
tions can, however, be better accommodated using supplementary or alter-
native equipment.
Table 1 shows such equipment for adapting the engine the special operating
conditions/for optimising the operation behaviour. It contains the preferred
fields of application. The table is intended to provide you with an overview
of the existing possibilities and their definition.

Equipment/Measure Definition/Load condition Ship Stationary
Blow off charge air Full load X X
Bypass charge air Part load X
Charge air preheating
(2-stage charge air cooler)
Part load X
Control the charge air temperature
(CHATCO)
Partial load/Full load X X
Blow off waste gas
(Waste Gate)
1)
Full load X
Accelerate turbocharger
(jet assist)
manoeuvring/
Load application
X X
Adjust injection timing Part load X X
Table 1: Equipment for optimising operating behaviour
x = Availability
1
)
not applicable to 32/40
Brief descriptions

Device for blowing off charge
air
When operating engines under full load at a low intake temperature there is
a danger, due to the high air density, that the charge pressure, and therefore
the ignition pressure, increases excessively. In order to avoid such condi-
tions, excess charge air in front of or after the charge air cooler is removed
and released to the machine room. This is achieved by means of an elec-
tropneumatic or spring-loaded throttle flap. See Section 2.4.1 and 3.5.12.
Device for bypassing charge
air
The charge air pipe is connected via a pipe with a smaller diameter and a
bypass flap to the exhaust pipe. The flap is closed in normal operation.
During propeller operation with 25 and 60 % load, the offer of air for the
engine is relatively small or the charge air pressure relatively low. In order
to provide the engine with more air in these conditions, charge air is blown
into the exhaust pipe. For this purpose the bypass flap opens. The higher
pressure forming in the exhaust pipe leads to an increase in the turbine
output and, as such, to an increase in the charge pressure.
The throttle flap is controlled by a pneumatic actuator cylinder depending
on the engine speed and the filling setting of the fuel pumps. Please refer
to Sections 2.4.1 and 3.5.8.
6680 3.5.7-02 EN 1 (2)
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3.5.7 MAN Diesel
Device for preheating the
charge air (2-stage charge air
cooler).
High air temperatures in part-load operation improve the combustion as well
as the exhaust gas pollution. This condition can be achieved by fitting a two-
stage charge air cooler and preheated in part load operation (20 ... 60 %
load) by the low temperature (NT) stage.
Control of the charge air tem-
perature (CHATCO)
The charge air temperature control CHATCO reduces the amount of con-
densed water that accumulates during engine operation under tropical con-
ditions. In this connection, the charge air temperature is kept constant, up
to a specific intake temperature. If this value is exceeded, the charge air
temperature is constantly raised. Please refer to Section 2.4.7.
Device for accelerating the
turbocharger (jet assist)
This equipment is used where special demands exist for rapid acceleration
and/or load application. In such cases, the compressed air from the starting
air cylinders is reduced to 4 bar (relative) , directed to the compressor casing
of the turbocharger and blown to the compressor wheel through inclined
apertures. In this way, additional air is supplied to the compressor which, in
turn, is accelerated, thus increasing the charge air pressure. Operation of
the accelerating system is initiated by a control system, and limited to a fixed
load range. Please refer to the figure in Section 2.4.1.
Releasing the exhaust gas
(Waste gate)
By blowing-off exhaust gas before the turbine, and its return to the exhaust
pipe behind the turbine, exhaust gas pressure reduction at the turbocharger
takes place, or there is a turbine speed reduction at full load. This measure
is necessary when the turbocharger is designed for an optimised part-load
operation. Please refer to Section 03/05/2011.
Equipment for adjusting the
injection timing
On the engine 32/40, the adjustment is achieved by means of a camshaft
that can be adjusted with respect to the direction of rotation. This takes
place by a rotating helical bush with axial motion, which is connected to the
gear on the camshaft by its inclined gear teeth. The camshaft is rotated by
displacing the bush and the injection timing is altered. See section 2.4.5 for
a detailed representation.
With engines 40/54, 48/60 and 58/64 the adjustment occurs by moving the
cam followers located between the camshaft and the fuel pump cylinder, or
by rotating the eccentric shaft on which the cam followers are located. See
section 2.4.5. By using this equipment the ignition pressure and the fuel
consumption may be affected when adjusting in the direction "early igni-
tion". When adjusting in the direction "late ignition", nitrogen emissions may
be reduced.
2 (2) 6680 3.5.7-02 EN
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MAN Diesel 3.5.9
Condensate water in charge air pipes and pressure vessels

Principles

Air contains water in extremely fine distribution - as water vapour. During
compression and cooling of air some of this water will separate from the air.
This applies to the compression and cooling of the charge air by the turbo-
charger and charge air cooler and it applies to the behaviour of compressed
air in air cylinders. The volume increases:

with increasing air temperature,

with increasing air humidity,

with increasing charge air pressure, and

with decreasing charge air temperature.
After the charge air cooler, i.e. in the charge air pipe, 1,000 kg of water per
hour may be produced under certain circumstances. This is due to the great
volumes of air and the relatively high charge air pressures. At tropical tem-
peratures the effect is even greater.
The amount of water produced in compressed air cylinders is much less. It
hardly ever exceeds 5 kg per charge.
The condensation water volume must be reduced as far as possible. Water
must not enter the engine.

Drainage
The drainage of the charge air pipe must function perfectly. Compressed
air cylinders must be drained after they are filled and before use.

Nomogram for calculating the water condensate volume

By means of the nomogram in Figure 1 the water quantity which arises dur-
ing the compressing and cooling of air in the charge air pipe or in a pressure
vessel can be determined . The principles of the procedure are described
using two examples.
6680 3.5.9-01 EN 1 (4)
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Figure 1: Nomogram for establishing the water condensate volume in the charge air pipes and compressed
air tanks
Example 1 - Establishing the water volume produced in the charge air pipe

1. Step External temperature 35 C
relative humidity 90%
In the diagram this results in intersection point I
i.e. the original water content with 0.033 kg water/kg air

2. Step Charge air temperature after cooler 50 C
Charge air pressure (Overpressure) 2.6 bar
In the diagram this results in intersection point II
i.e. the reduced water content with 0.021 kg water/kg air

3. Step The difference between I and II is the water condensate quantity A:
A = I II = 0.033 0.021 = 0.012 kg water/kg air
2 (4) 6680 3.5.9-01 EN
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MAN Diesel 3.5.9

4. Step Multiplied by the engine power and the specific air consumption produces the water volume
per hour QA:
Engine power P 12,400 kW
specific air flow rate
e
* 7.1 kg/kWh
Q
A
= A P I
e
= 0.012 12,400 7.1 = 1,055 kg water/h ~1t water/h

Example 2 - Establishing the water volume arising in a pressure vessel

1. Step External temperature 35 C,
relative humidity 90%.
In the diagram this results in intersection point I,
i.e. the original water content with 0.033 kg water/kg air.

2. Step Temperature T of the air in the tank 40 C = 313 K,
Pressure in the tank (overpressure) p

30 bar, corresponding to
absolute pressure P
abs
31 bar or 31 10
5
N/m
2
In the diagram this results in intersection point III,
i.e. the reduced water content with 0.0015 kg water/kg air.

3. Step The difference between I and III is the condensate quantity B:
B = I III = 0.033 0.015 = 0.0315 kg water/kg air.
6680 3.5.9-01 EN 3 (4)
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4. Step Multiplied with the air mass m in the tank produces the water volume QB, which arises when
filling the pressure vessel:
Q
B
= Bm
m is calculated as follows:
In this equation:
the absolute pressure in the tank p
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3110
5
N/m
2
Volume of the pressure vessel V 4,000 dm
3
= 4 m
3
,
Gas constant for air R 287 Nm/kg K,
Temperature T of the air in the tank 40 C = 313 K.
Resulting in the following:
Q
B
= B m = 0.0315 138 kg = 4.35 kg water

* The specific air throughput depends upon the type of engine and the engine load. Approximate determination of
the volume of water condensate can use the following approximate values:
Four-stroke engines approx. 7.0 ... 7.5 kg/kWh.
Two-stroke engines approx. 9.5 kg/kWh.

4 (4) 6680 3.5.9-01 EN
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MAN Diesel 3.5.10
Load Application

Stand-alone operation

Load application depending
on mean pressure
Greater load applications which may occur in marine auxiliary engines in the
on-board mains, or in stationary engines in stand-alone operation cannot
be handled in a single step. Corresponding to the International Association
of Classification Societies (IACS) and the internationally valid standard ISO
8528-5, the load applications must be carried out in steps. See Figure 1.
Number of steps and the height of the steps are dependent on the effective
mean pressure of the engine.

1 1. Step p
e
Load application in % of continuous power
2 2. Step p
e
mean effective pressure with continuous power
3 3. Step
Figure 1: Load application in steps according to IACS and ISO 8528-5
For the engines 32/40, 40/54, 48/60 and 58/64 with mean pressures ranging
from 21.9 and 24.9 bar the following load application steps apply:
1. Step 33%,
2. Step 23%,
3. Step 18%,
4. Step 26%

Greater load application steps may be posible using special equipment. This
requires written permission from MAN Diesel SE.
Load application dependent
on the current power
For load applications depending on the current value, please consult the
diagram in Figure 2.
6680 3.5.10-01 EN 1 (2)
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3.5.10 MAN Diesel

A Load Application ------- Standard
B Base load - - - - Engine with Jet Assist
Figure 2: Load application dependent on the current power
Observance of these maximum load application rates means that the
requirements of the classification associations can definitely be met. They
are as follows (status 11/97):
Dynamic speed change in % of the rated speed 10%,
Enduring speed change in % of the rated speed 5%,
readjustment time until reaching the tolerance range
+/- 1% of the rated speed
5 sec.
Load reduction Even with load reductions of up to 100% of the rated power, the following
can be guaranteed:
Dynamic speed change in % of the rated speed 10%,
Enduring speed change in % of the rated speed 5%.
Details of the load application and load reduction should be discussed with
MAN Diesel at the planning stage. Approval is required.
Mains parallel operation

Operation of engines in parallel with other power generators of greater out-
put there will be no substantial load jumps. The load behaviour of the
engines is not determined by external circumstances, but by the user's own
judgement. The possibilities for load application and relief of the engine are
controlled by the stipulations in section 3.5.3.
2 (2) 6680 3.5.10-01 EN

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MAN Diesel 3.6
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
Operative Management II - Monitoring Operating
Data
Operative Management III - Operating faults
Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
3.5
3.6
3.7

6631 3.6-4 EN 1 (1)
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MAN Diesel 3.6.1
Faults/Defects and their causes (fault finding)

Preliminary Remarks

Fault finding by means of
tables 1-3
Tables 1-3 contain a selection of possible operating faults and their causes.
They are intended to contribute to reliable fault diagnosis and rapid resolu-
tion of their cause.
Groupings The faults are grouped into 3 categories:

Engine start / running engine

Operating data and

other problems.
Firstly, the possible causes of the faults are not usually limited to a single
issue. Quite often several possibilities should be considered. The most likely
cause can be determined from the points listed, with consideration of

the appearance characteristics,

the time-related and factual aspects and

the operator's own experience.
"Info" and "Code" Columns The "Info" column contains references to sections in the manual and Work
Cards. With the assistance of the key numbers in the "Code" column the
table may also be employed for questions, such as "What happens if...?".
Example For example, key number 15 is found in three areas in the table (character-
ised by ). This means: If the injection timing is too far in the direction "late",
the following consequences are possible:

The engine does not reach its full power/speed,

The exhaust gas temperatures are too high and

The exhaust fumes are visible and have a dark colour.
Fault finding with the turbo-
charger
Please note that the instruction manual for the turbocharger has its own
fault-finding table.
Sequence of the entries The sequence of the entries has no bearing on the probability of a certain
cause. The sequence is based on: Firstly, causes related to operating media
and their systems, then engine, turbocharger and possibly the ship.
Fault finding "engine start /running engine"

Error/System Causes Info Code
Crankshaft does not turn when starting. Crankshaft turns too slowly, swings back
Compressed air system Pressure in the compressed air tank too low 01
Main inlet valve faulty 162.xx 02
Inlet valve faulty 161.xx 03
Starting air pilot valve faulty 160.xx 05
Control and monitoring system Error in pneumatic or electronic control system 63
Turning-over gear Switching device not fully disengaged 79
6680 3.6.1-02 EN 1 (9)
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3.6.1 MAN Diesel

Error/System Causes Info Code
Engine reaches ignition speed, ignition does not occur
Fuel Fuel quality inadequate 3.3 09
Fuel System Fuel tank empty 06
Fuel system not bled 07
Injection pumps fail to pump 2.4, 200.xx 08
Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
Fuel filter blocked 13
Injection pump/injection pump
drive
Excessive play between injection pump piston and
pump cylinder
2.5, 200.xx 16
Speed control system Speed governor/booster faulty/interference/incor-
rectly adjusted
140.xx 56
Pick-up faulty (Engine 32/40) 140.xx, 400.xx 78
Control and monitoring system Charge release fails/insufficient 65
Error in pneumatic or electronic control system 63

Error/System Causes Info Code
Cylinders ignite irregularly
Fuel Fuel quality inadequate 3.3 09
Water in fuel 3.3, 000.05 10
Fuel System Fuel system not bled 07
Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
Fuel filter blocked 13
Injection valve Injection valves faulty 221.xx 20
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro-
ken, valves leaky
113.xx, 114.xx 26

Error/System Causes Info Code
The engine does not reach its full power/speed,
Fuel Fuel quality inadequate 3.3 09
Water in fuel 3.3, 000.05 10
Fuel viscosity insufficient, fuel overheated 3.3 66
Fuel System Fuel system not bled 07
Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
Fuel filter blocked 13
Injection timing adjusting
device
Injection time too late (only for engines with automatic
injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
15
Injection pump/injection pump
drive
Excessive clearance between injection pump piston
and pump cylinder
2.5, 200.xx 16
Injection pump piston sticking, spring broken 200.xx 17
Control rod, regulating sleeve or pump element are
sticking
200.xx 18
2 (9) 6680 3.6.1-02 EN
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MAN Diesel 3.6.1
Error/System Causes Info Code
Leaky pressure valve in the injection pump 200.xx 19
Injection valves Injection valves faulty 221.xx 20
nozzle openings or injection pipes blocked 221.xx 21
Speed governor/
Control linkage
Speed governor/booster faulty/interference/incor-
rectly adjusted
140.xx 56
Governor or control linkage misadjusted 2.4, 140.xx 22
Control linkage stiff or jammed 203.xx 23
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro-
ken, valves leaky
113.xx, 114.xx 26
Control and monitoring system Charge release fails/insufficient 65
Speed release too low 89
Turbocharger Turbocharger contaminated or faulty 500.xx 49
Ship for marine main engines: Propeller damaged or fouling
on the hull
45

Error/System Causes Info Code
Engine running unevenly, knocks
Fuel System Fuel system not bled 07
Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
Fuel filter blocked 13
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Injection timing adjusting Injection time too early (only for engines with auto-
matic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
Injection pump/injection pump
drive
Injection pump piston sticking, spring broken 200.xx 17
Injection valves Injection valves faulty 221.xx 20
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro-
ken, valves leaky
113.xx, 114.xx 26
Excessive valve clearance 111.xx 90

Error/System Causes Info Code
Engine running at fluctuating speeds
Fuel Air in fuel 75
Fuel System Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
Speed governor/
Control linkage
Governor misadjusted, control linkage worn 2.4, 140.xx 22
Speed governor/booster faulty/interference/incor-
rectly adjusted
140.xx 56
Control linkage stiff or jammed 203.xx 23
Pick-up faulty (Engine 32/40) 140.xx, 400.xx 78
Injection pump/injection pump
drive
Control rod, regulating sleeve or pump element stick-
ing
200.xx 18
6680 3.6.1-02 EN 3 (9)
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3.6.1 MAN Diesel
Error/System Causes Info Code
Control and monitoring system Speed reference value unstable (air leak/electrical sig-
nal)
58

Error/System Causes Info Code
Engine speed drops, engine stops
Fuel Water in fuel 3.3, 000.05 10
Fuel System Fuel tank empty 06
Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
Fuel filter blocked 13
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Speed governor/
Control linkage
Target speed value failed 59
Control linkage stiff or jammed 203.xx 23
Control and monitoring system Shutdown system triggered 2.4 24

Error/System Causes Info Code
Overspeed protection triggered
Speed governor/
Control linkage
Speed governor/booster faulty/interference/incor-
rectly adjusted
140.xx 56
Speed governor - Setting of the "dynamics" incorrect 140.xx 57
Control linkage stiff or jammed 203.xx 23
Control and monitoring system Overspeed relay faulty 85

Error/System Causes Info Code
Exhaust smoke sooty, dark
Fuel Fuel quality inadequate 3.3 09
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Charge air system Charge air too cold 2.5 73
Injection timing adjusting Injection time too late (only for engines with automatic
injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
15
Injection pump/injection pump
drive
Fuel injection pump, baffle screws worn 200.xx 69
Injection valves Injection valves faulty 221.xx 20
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro-
ken, valves leaky
113.xx, 114.xx 26
Control and monitoring system Charge limit too high (marine main engines - only in
manoeuvring operation)
64
Turbocharger Turbocharger contaminated or faulty 500.xx 49
Air intake filter clogged (lack of air) 91

Error/System Causes Info Code
Exhaust smoke blueish
Fuel Water in fuel 3.3, 000.05 10
Lube oil system Oil level in oil sump too high (wet sump) 34
4 (9) 6680 3.6.1-02 EN
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MAN Diesel 3.6.1
Error/System Causes Info Code
Piston/Piston rings Excessive piston ring clearance or shock 2.5, 034.xx 28
Piston rings stuck or broken 034.xx 32
Turbocharger Turbocharger over-lubricated 500.xx 92

Error/System Causes Info Code
Noise from valve or injection pump drive system (noise speed-related)
Injection pump/injection pump
drive
Injection pump piston sticking, spring broken 200.xx 17
Drive roller faulty or broken spring 200.xx (32/40,
40/45), 201.xx
(40/54 ... 58/64)
46
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro-
ken, valves leaky
113.xx, 114.xx 26
Excessive valve clearance 111.xx 90

Error/System Causes Info Code
Fumes from crankcase/crankcase ventilation, muffled noises originating from crankcase
Lube oil Water content too high 3.3, 000.05 81
Engine Crankcase ventilation blocked 93
Piston/Piston rings Excessive piston ring clearance or joint too big 034.xx 32
Running gear/crankshaft Piston or bearing running hot or starting to show
excessive wear
2.4, 3.5 31

Error/System Causes Info Code
Oil mist detector triggered
Oil mist detector Sensitivity incorrectly set 76
Water condensate in measuring unit (if engine-room
fans blowing cold air onto detector)
77
Lube oil lube oil - water content too high 3.3, 000.05 81
Piston/Piston rings Excessive piston ring clearance or joint too big 2.5, 034.xx 28
Running gear/crankshaft Piston or bearing running hot or starting to show
excessive wear
2.4, 3.5 31

Error/System Causes Info Code
Splash oil monitoring system triggered
Lube oil lube oil - Temperature too high 104
lube oil - temperature deviation from the mean value
too high
105
Running gear/crankshaft Piston or bearing running hot or starting to show
excessive wear
2.4, 3.5 31
Table 1: Errors and their causes/Fault finding Part 1 " Engine Start /Running Engine"
Fault finding "Operating data"

Error/System Causes Info Code
Coolant temperature too high
Coolant system
(HT system)
Coolant shortage or air in the coolant system 42
6680 3.6.1-02 EN 5 (9)
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3.6.1 MAN Diesel
Error/System Causes Info Code
Coolant chambers and/or radiator contaminated 000.08 43
Coolant pump faulty 44
Temperature control faulty 47
Preheating device active 87
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Control and monitoring system Indicating device or connection pipe faulty 39

Error/System Causes Info Code
Coolant pressure too low
Coolant system
(HT system)
Coolant level in the tank too low 70
Leakage in system 71
Pipes blocked, components blocked 74
Coolant pump faulty 44
Stand-by pump not started 82
Control and monitoring system Indicating device or connection pipe faulty 39
Pressure switch/measuring transducer faulty 61

Error/System Causes Info Code
lube oil temperature too high
Coolant system (recooling sys-
tem)
Coolant shortage or air in the coolant system 42
Coolant chambers and/or radiator contaminated 000.08 43
Coolant pump faulty 44
Temperature control faulty 47
Preheating device active 87
Control and monitoring system Indicating device or connection pipe faulty 39

Error/System Causes Info Code
lube oil pressure too low
Lube oil system Low oil level in the service tank 35
Pressure relief valve of the lube oil pump, broken
spring
36
Pressure regulating valve faulty 60
lube oil pipes leaky 37
lube oil pipes blocked 80
lube oil filter clogged 38
lube oil pump faulty 41
Stand-by pump not started 82
Control and monitoring system Indicating device or connection pipe faulty 39

Error/System Causes Info Code
Exhaust gas temperature (level control deviation or mean value change)
Fuel System Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
6 (9) 6680 3.6.1-02 EN
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MAN Diesel 3.6.1
Error/System Causes Info Code
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Charge air system Charge air temperature too high, charge air pressure
too low
2.5 48
Error in the bypass system 62
Injection time
maladjustment
Injection time too late (only for engines with automatic
injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
15
Injection valves Injection valves faulty 221.xx 20
Injection pump Fuel injection pump - incorrect setting 200.xx 67
Fuel injection pump faulty 200.xx 68
Cylinder head Cylinder head - inlet duct soiled 055.xx 88
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro-
ken, valves leaky
113.xx, 114.xx 26
Control and monitoring system Indicating device or connection pipe faulty 39
Temperature sensor faulty 84
Cabling/connections defective/faulty 86
Turbocharger Turbocharger contaminated or faulty 500.xx 49
Ship for marine main engines: Propeller damaged or fouling
on the hull
45

Error/System Causes Info Code
Charge air temperature too high
Intake air system/
Charge air system
Intake temperature too high 2.5 50
Charge air cooler contaminated (pressure difference
too great)
2.5, 322.xx 53
Leakage on air and exhaust side 52
Exhaust gas system Exhaust gas counterpressure too high (exhaust gas
tank contaminated)
2.5 54
Injection time
maladjustment
Injection timing too early (only for engines with auto-
matic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
Control and monitoring system Indicating device or connection pipe faulty 39
Turbocharger Air filter, compressor/turbine side of the turbocharger
contaminated /damaged
500.xx 51

Error/System Causes Info Code
Charge air too low
Intake air system/
Charge air system
Intake temperature too high 2.5 50
Charge air cooler contaminated (pressure difference
too great)
2.5, 322.xx 53
Leakage on air and exhaust side 52
Exhaust gas system Exhaust gas counterpressure too high (exhaust gas
tank contaminated)
2.5 54
6680 3.6.1-02 EN 7 (9)
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3.6.1 MAN Diesel
Error/System Causes Info Code
Injection time
maladjustment
Injection time too early (only for engines with auto-
matic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
Control and monitoring system Indicating device or connection pipe faulty 39
Turbocharger Air filter, compressor/turbine side of the turbocharger
contaminated /damaged
500.xx 51

Error/System Causes Info Code
Crankshaft main bearing - temperature too high
Main bearings Bearing damaged, faulty lubrication 021.xx 72
Engine Alignment/foundation faulty 000.09, 012.xx 95
Control and monitoring system Temperature sensor faulty 84
Cabling/connections defective/faulty 86
Table 2: Errors and their causes/fault finding Part 2 "Operating Data"
Fault finding - "other problems"

Error/System Causes Info Code
Stiff/blocked movement of the control linkage of the injection pumps
Speed governor/
Control linkage
Governor or control linkage misadjusted 2.4, 140.xx 22
Control linkage stiff or jammed 203.xx 23
Control and monitoring system Shutdown system triggered 2.4 24

Error/System Causes Info Code
Injection pump delivers unevenly
Fuel Fuel viscosity insufficient, fuel overheated 3.3 66
Fuel System Fuel system not bled 07
Fuel too cold, solidified in the fuel pipes (heavy fuel) 3.3 11
Fuel pressure in front of injection pump too low, feed
pump faulty
2.4, 2.5 12
Fuel filter blocked 13
Injection pump/
injection pump drive
Injection pump piston sticking, spring broken 200.xx 17
Leaky pressure valve in the injection pump 200.xx 19
Control rod, regulating sleeve or pump element stick-
ing
200.xx 18

Error/System Causes Info Code
Starting pipe to cylinder head getting hot
Cylinder head Starting valve leaky 161.xx 04

Error/System Causes Info Code
Safety valve in the cylinder head blows off
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Cylinder head Safety valve, spring broken 057.xx 27
8 (9) 6680 3.6.1-02 EN
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MAN Diesel 3.6.1
Error/System Causes Info Code
Injection time
maladjustment
Injection time too early (only for engines with auto-
matic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
Table 3: Errors and their causes/fault finding Part 3 "Other Problems"
6680 3.6.1-02 EN 9 (9)
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MAN Diesel 3.6.2
Emergency operation when a cylinder fails

Emergency operation when one or two cylinders fail

Emergency operation when
one or two cylinders fail
Even with careful operative management the following serious malfunctions
cannot be completely ruled out:

In the injection system or injection pump drive,

At the inlet or exhaust valves or their drive,

At the cylinder head or

at the connecting rod, piston or cylinder liner.
If a malfunction of this kind occurs, the engine must be stopped and the
damage rectified. If that is not possible, then the possibilities for emergency
operation must be checked and, if required, the necessary measures taken.
Under certain conditions, mostly at reduced power, the engine may be put
back into operation again. If the engine is not allowed to stop for an impor-
tant reason, then at least all possibilities for reducing consequential damage
must be utilised.
Diesel-gas engines must be operated in diesel mode.
Table 1 shows such emergencies with their conditions and countermeas-
ures. The texts in the following table describe the example emergencies in
more detail and contain supplementary information.

Malfunction
Operation possible/impossible
when supporting the engine
Conditions/
Measures/
Hazards
Key:
A: Single engine system
B: Double engine or
multiple engine system
: Operation possible
: Operation not possible
: Consultation with
MAN Diesel SE required
Rigid Resilient
At an angle Conical Code
A B A B
Case 1
Injection pump
switched off
1, 5-7, 9
1, 5-7, 9

1)
1, 5-7, 9,13
12
Case 2
Rocker arm and
push rods dis-
mantled, injec-
tion pump
switched off
1, 2, 5-7, 9
1, 2, 5-7, 9

1)
1, 5-7, 9,13
12
Case 3
Piston and con-
necting rod
removed
1-3, 5-10

1)

1)
1-10, 13
12
Case 4
2 pistons and
connecting rods
removed
11

1)

1
11
12
Table 1: Emergency operation when one or two cylinders fail

1)
Operation under these conditions is not possible if the generator units are resiliently mounted.

6680 3.6.2-03 EN 1 (4)
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3.6.2 MAN Diesel
Explanations - type of malfunction

Case 1 Operating faults which require the injection pump to be switched off (charge
to zero) but allow an operation of the affected cylinder/piston against the
normal compression resistance, e.g.

Malfunction in the injection system due to a faulty nozzle,

Malfunction in the cylinder head due to a faulty valve, gas leakage at the
cylinder head, broken cylinder head bolt.
Case 2 Operating faults making it necessary to dismantle the rocker arms and the
push rods and to turn the injection pump off (charge to zero), but which allow
the operation of the affected cylinder/piston against the normal compres-
sion (closed valves), e.g.

Malfunction on the valve control,

Malfunction in the cylinder head due to gas leakages on sealing rings
and a maximum of 2 broken cylinder head bolts
2)
.

Case 1 and case 2 are less problematic with respect to vibration when
compared with case 3, since the running gear parts remain in place.

With operating faults which do not allow operation of the piston against the
compression, proceed as per case 3 if possible, or switch the engine off.
Case 3 Operating faults which make it necessary to remove the entire running gear
(piston, connecting rod, push rods).

Cases 1...3 are taken into consideration in the torsional vibration
calculation. Operating limitations which may be required are indicated
by restricted area signs on the operating devices.

Case 4 Operating faults which make it necessary to remove two entire running
gears (piston, connecting rod, push rods).

2)
Engine 32/40 must not be operated if 2 cylinder head bolts are broken.

Conditions/measures - what action must be taken?

code Conditions/Measures/Hazards
1 Turn injection pump off in accordance with Work Card 200... (see working instructions/Volume
B2).
2

Dismantle the rocker arms in accordance with Work Card 111. (see working instructions/
Volume B2).

Remove both push rods in accordance with Work Card 112... (see working instructions/vol-
ume B2), swivel cam follower upwards and secure in position using the wire rope and clamp-
ing screw from the inventory list
3)
. Seal lube oil bores.

Close oil pipe to the rocker arm lubrication.


2 (4) 6680 3.6.2-03 EN
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MAN Diesel 3.6.2
code Conditions/Measures/Hazards
3

Remove piston and connecting rod.

Seal the lube oil bores in the crank pin in accordance with Work Card 020.04. (see working
instructions/Volume B2).

Close starting control air pipe on the cylinder that has been shut down.
4 For substantial compensation of the rotating mass torque in accordance with Work Card 020...
(see working instructions/Volume B2) remove one counterbalance weight in the step of the
defective cylinder.
5 Reduce engine power (and speed) in accordance with the warning sign on the control station.
Theoretically available power or speed according to the correlations explained below.
6 Observe the operating data. Exhaust temperatures and turbocharger speeds may not exceed the
permitted values.
7 Do not ignore the danger of the turbocharger "pumping".
8 If the piston has been removed, difficulties may be encountered when starting up at specific main
bearing positions.
9 The engine must be supervised at all times. For safety reasons, move or manoeuvre from the
engine room. Restrict operation to emergency cases/limit operating time.
10 Mass compensation faulty. Critical vibrations can arise in the engine or in the ship even outside
the speed ranges that are blocked because of rotational vibration calculations. These ranges
should be avoided/passed through rapidly. Engine power must be reduced to 50 %.
11 Mass compensation highly disturbed. Engine operation is only permitted after consulting MAN
Diesel SE.
12 Mass compensation faulty. Vibration/movements occurring due to the elements of the resilient
bearing not being brought under control.
13 Resilient mounting in accordance with Work Card 012... (see working instructions/Volume B2).
The seizing device is included in the tool kit with single engine systems. It can also be obtained
subsequently. For the work to be done prior to deployment, please contact MAN Diesel SE.

3)
Cams and rollers must not come into contact when the camshaft is turning.

Power and speed reduction

The engine power, and possibly also the engine speed, must be reduced in
order to avoid the unaffected/remaining cylinders from being overloaded.
The following theoretical correlations apply:
Variable-pitch propeller or
generator drive (n = const.)
Maximum permitted power

Fixed-pitch propellor drive Maximum permissible speed

Where:
6680 3.6.2-03 EN 3 (4)
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3.6.2 MAN Diesel
P
N
Rated power n
N
Rated speed Z Number of cylinders
The value of the square root expression is shown in Table 2.
Z 5 6 7 8 9 10 12 14 16 18
0,89 0,91 0,93 0,94 0,94 0,95 0,96 0,96 0,97 0,97
Table 2: Factors for the calculation of the speed reduction in the event of the failure of one cylinder
The primary condition is that the maximum permitted exhaust temperature
is observed, and that the turbocharger does not "pump".

Notes on vibration

Blocked areas/Vibrations Due to shutting off the injection pump on one cylinder, critical speeds may
occur which require limitations of the operating range. The limitations for
this abnormal operating condition can be taken from the warning signs.
If it is necessary to dismantle the running gear of the cylinder concerned
(case 3) then the engine power must be reduced to 50 %. Moreover, the
mass compensation is considerably disrupted. Free mass forces and free
mass torques can be created. This, in turn, can create anormal vibrations in
the engine and in the ship. In this case it is necessary to impose further
blocked ranges based on a subjective impression.
The disruption of the mass equalisation is only partly compensated for by
dismantling counterweights in order to counterbalance the rotating mass of
the dismantled connecting rod.
If it is necessary to interrupt the ignition, not only on one cylinder but on
several cylinders, then consultation with MAN Diesel SE at the Augsburg
factory is required.

4 (4) 6680 3.6.2-03 EN
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MAN Diesel 3.6.3
Emergency operation upon failure of a turbocharger

Preliminary Remarks

General Turbochargers are high-demand flow machines. They work at very high
speeds and relatively high temperatures and pressures.
Even in the case of careful operative management, emergency operation
may become necessary.
Failure of a turbocharger The following criteria indicate that there is damage to or failure of a turbo-
charger:

A sudden drop in turbocharger speed,

Strong vibration or noise in the turbocharger,

High exhaust temperatures which do not match the engine load condi-
tions.

In these cases an investigation/rectification of the malfunction is
required!

If, due to an emergency situation, the engine must continue to be operated
using the faulty turbocharger, which is only possible at reduced engine
power, special measures must be taken for emergency operation of the
engine.
Existing auxiliary equipment Turbocharger (see working instructions, volume C2):

End cover for closing the rear panel of the compressor and turbine with
the rotor assembly removed.

Retaining device for blocking the rotor assembly from the compressor
side (suction section stays open).
All auxiliary equipment is designed so that it is possible for the air and
exhaust gas to flow through the turbocharger.
Engine (see working instructions, volume B2):
Screen (catch grating) for the side of the charge air pipe(s) facing away from
the turbocharger (screen should make the suction of the engine easier).
Blind flange(s) for sealing the partially removed charge air bypass pipe (if
provided).
Emergency engine operation with turbocharger failure

For critical reasons the engine
must not be stopped

Please note that, despite observing the following measures, there is a
risk of destroying the turbocharger! Should this happen, there is acute
danger to persons and a risk of material damage! Emergency engine
operation is only permitted for the period of time required to avoid an
emergency situation!

6680 3.6.3-02 EN 1 (3)
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3.6.3 MAN Diesel
Measures to be taken:

Reduce engine power so that
the maximum exhaust temperature after the cylinder is not excee-
ded,
the maximum exhaust temperature in front of the turbocharger is not
exceeded,
increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!


As a precaution, prepare the fire extinguishing measures!

At the next opportunity, check for damage and carry out troubleshoot-
ing.
The engine may be stopped
briefly.

The duration of emergency engine operation must be kept to an absolute
minimum!

Measures to be taken:

Stop engine.

Carry out work on the turbocharger.
Remove the turbine rotors (see working instructions, volume C2)
(this is recommended by the turbocharger manufacturer)
or
Block the turbine rotors (see working instructions, volume C2) (only
if there is no time to remove the turbine rotor).

Carry out engine adjustments (see working instructions, volume B2).

After restarting the engine, limit the maximum power so that
the maximum exhaust temperature after the cylinder is not excee-
ded,
the maximum exhaust temperature in front of the turbocharger is not
exceeded,
increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!


As a precaution, prepare the fire extinguishing measures!

At the next opportunity, check for damage and carry out troubleshoot-
ing.
2 (3) 6680 3.6.3-02 EN
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MAN Diesel 3.6.3
Maximum power that can be achieved

The following criteria place a limit on the engine load which can be achieved
in emergency engine operation

the maximum exhaust temperature after the cylinder,

the maximum exhaust temperature in front of the turbocharger,

Exhaust clouding.
The following information is only a guideline.

Turbocharger failure
L 32/44 CR
L 32/40
48/60 B
48/60 CR:
L 58/64
V 32/40
Engine operation at variable speed 15% of the rated
power at the associ-
ated speed
40% of the rated
power at the associ-
ated speed
Engine operation at constant speed 20% of the rated
power at rated speed
40% of the rated
power at rated
speed
Table 1: Emergency operation with turbocharger failure - maximum achievable
power/speeds
The above power values are only reference values. If required, the power
must be reduced further.
6680 3.6.3-02 EN 3 (3)
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MAN Diesel 3.6.4
Failure of the power supply (blackout)

Failure of power supply

Blackout means a sudden electrical power failure. A blackout causes the
coolant, lube oil and fuel pumps to fail if these are not powered by the engine
itself. Other important supply units and the measuring control and regulating
devices are also affected.
If the blackout occurs while operating at a high engine power level, the
coolant which stops circulating is heated by the engine components which
are subject to high thermal forces and steam bubbles may form. For this
reason: Exercise care near the venting and drain pipes!
Immediately stop the engine.
In the event of a blackout, be sure to stop the engine immediately, both
in the case of automatically controlled engines as well as for engines
which are manually controlled.

This also applies in those cases where pumps do not resume operation
within a few seconds, which may happen if the power supply is automati-
cally taken over by a standby power unit. For marine main engines, this
emergency stop operation can be temporarily bypassed in extreme cases
where "ship before the machine" applies. The engine must be disengaged
on engines fitted with a disengaging coupling. For ships with a variable-pitch
propeller, if possible, the gradient must immediately be set to zero so that
the engine is not dragged by the propeller. These operations must be trig-
gered automatically if the lube oil pressure decreases.
Relubrication unit For engines which are equipped with a directly coupled, engine-powered
lube oil pump (and an electrically powered standby pump), the engine oil
supply will be kept running by this pump in case of a blackout.
Marine engines which are equipped with 2 electrically driven lube oil pumps
and for which there is a risk of drag being exerted on the engine while the
ship is drifting, must be equipped with a post-lubrication tank. The oil supply
from the overhead tank during this phase (in emergencies) must be ensured.
Stationary engines which are equipped with 2 electrically driven pumps are
set to "zero" charge in case of a blackout. Relubrication of the engine does
not normally take place during the relatively short (1 ... 3 minutes) load-free
run-down period.
Regardless of how the lube oil system is otherwise designed, during run-
out the turbocharger(s) is/are supplied for a period of time with oil from a
top-mounted oil tank (rigid engine support) or by a separately positioned oil
tank (resilient engine mounting).
Systems with automatic oper-
ation
After restoring the electrical power supply, the pumps and fans must restart
automatically in the order indicated:
1. Lube oil pump and fuel pump,
2. Coolant pump,
3. Engine room ventilation,
6680 3.6.4-01 EN 1 (2)
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3.6.4 MAN Diesel
4. Sea water pump.

The engine must never start automatically after a Blackout.

The blocking of the fuel pump is disengaged as soon as the coolant and the
lube oil pumps have started up. The drive lever of the automatic control must
be set to STOP and only after doing so may the engine be restarted and
slowly have load applied to it in accordance with the power-up drive pro-
gram.
Systems with manual opera-
tion
In manual mode the engine must be stopped immediately after a Blackout
in order to prevent severe damage caused by lubrication failure or by ther-
mal overload. After restoring the electrical energy supply proceed as per
automatic operating mode. Here, too, it is important that the engine is
restarted and only gradually has load applied to it.
Blackout test When commissioning engine systems, a blackout is often provoked inten-
tionally to test the engine behaviour and the activation of the shutdown
equipment. To reduce wear on the engine, this test may only be carried out
at an engine speed below approx. 50 % or with a power at approx. 15 %.
Resuming operation of the
engine after a blackout
Depending on the power level operated at prior to suddenly powering down,
the coolant no longer circulating is heated up substantially by the hot engine
components, which in some cases may lead to the formation of steam in
the cooling spaces in the cylinder head.
It is therefore advisable to wait until the engine has cooled down before
restarting. Given that it is only rarely possible to do this, when resuming
operation, follow these steps to prevent damage from occurring as a result
of thermal shocks:
1. Shut off recooling by bypassing the fresh water cooler.
2. Only briefly turn on the coolant pump so that colder water from the pipes
slowly mixes with the hot water in the engine.
3. Turn the coolant and lube oil pumps on.
4. Start the engine.
5. Turn the recooling on again
2 (2) 6680 3.6.4-01 EN
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MAN Diesel 3.6.5
Failure of cylinder lubrication

Failure of cylinder lubrication

Emergency operation with
failure of the cylinder lubrica-
tion
Supplying lube oil to the piston surfaces, piston rings and cylinder liners is
ensured by the splash lubrication of the crankcase and by the additional
cylinder lubrication unit. If the cylinder lubrication unit completely or partially
fails, the engine can continue to be operated for a limited time (approx. 250
h). If the engine power is reduced to below 50%, the operating time of the
engine is unlimited.
The lubrication unit must be serviced or replaced as quickly as possible.

The following measures must be carried out before re-commissioning the
cylinder lubrication after operating the engine without cylinder lubrication in
order to clean the bores in the cylinder lubrication system:
1. Switch the pump for pre-lubrication on when the engine is stopped.
2. Switch the pump for cylinder lubrication to manual mode.
3. Turn the engine over slowly for approx.10 minutes (the pump for cylinder
lubrication must be switched on again after 5 minutes).
6680 3.6.5-01 EN 1 (1)
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MAN Diesel 3.6.6
Failure of the speed control system

Failure of the speed control system

Behaviour with stationary
engines or ship's main
engines in generator opera-
tion mode
In the event of failure of the speed regulation system, and RESET having
been carried out, caused

by missing or faulty input signals,

by internal errors or

by failure of the power supply,
on stationary engines or ship's main engines in generator operation mode,
emergency shut-off of the engine is required. This takes place by the shut-
down function of the regulator. The regulator shaft is turned to "zero" filling.
If the emergency shutdown function of the regulator is suppressed the
engine must be stopped by using the emergency shutdown device on the
fuel pumps instead.
Operation of the engine without functioning regulator is not permitted
because sudden unloading, by de-excitation of the generator, for
example, can lead to impermissible excess speeds and associated
fracture of running gear parts or to destruction of the driven machine.

Emergency operation of
ship's engines with direct
propeller drive
In most cases it is right

to stop the engine

to look for the fault causing the actuation

to eliminate the source of the fault systematically and

only then to re-start the engine.
This is done by calling up the error flags with the hand programming unit in
level 4, list 2, from parameter 3000. Those that are set to "1" must be elim-
inated using the faultfinding instructions in the documentation provided by
the manufacturer (see volume D). If this does not prove successful you
should contact MAN Diesel SE.
Since this process of fault elimination can take a longer period of time, and,
in the worst circumstances, can still prove unsuccessful, ship's main
engines are fitted with an additional device which allows emergency oper-
ation. It consists of a lever that is clamped onto the control shaft, a stroke
limiter and an actuating lever which is only fitted if the described series of
emergency events occur. The control shaft can be turned with the lever and
held in a desired setting. For further details see Work Card 203.01 in volume
B2.
6680 3.6.6-01 EN 1 (1)
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MAN Diesel 3.6.7
Response in the event that operating values are exceeded when alarms occur

Basic information

Operating data/Threshold val-
ues
Operating data, e.g. temperatures, pressures, resistance to flow and all
other safety-relevant values/characteristics must be kept within the target
range. Threshold values must not be exceeded. The "Test run and com-
missioning protocol" (in volume B5) and the "List of measuring and control
devices" (in volume D) contain mandatory reference values.
Alarms, reduction and stop
signals
Alarms, reduction or stop signals are triggered by the most important oper-
ating data, depending on the level of excess and risk potential. This is ach-
ieved with the help of the alarm system and safety control system. Reduc-
tion signals reduce the engine output in marine systems. This is achieved
by reducing the pitch in variable-pitch propeller systems. Stop signals cause
the engine to stop.
Response in the event of
emergencies - technical
options
Acoustic or visual warnings can be reset. The displays remain active until
the fault has been eliminated. Reduction or stop signals can be suppressed
in marine systems (with the exception of "overspeed" signal) using the over-
ride function with the value "ship before machine". This option is not avail-
able in stationary systems.
Classification of alarm and
limit values
The guidelines of the classification societies and the operator's own assess-
ment apply when defining the alarm values and safety-relevant limit values.
Examples Stop criteria are (for example): overspeed, excessively low lube oil pressure
and excessively high temperatures at crankshaft main bearings. If the oil
mist detector responds it is normal also for a stop to be effected. If the
coolant temperature in ship's systems is too high a power reduction is ini-
tiated.
Legal situation

The purpose of alarm, reduction and safety signals is to warn against or
eliminate dangers. Due care must be observed when investigating their
causes. The malfunction sources must be consistently eliminated. They
must not be ignored or suppressed, unless instructions to do so are given
by the management, or in cases where the cause represents a high degree
of danger.

Ignoring or suppressing alarms
It is extremely dangerous for persons and technical equipment to ignore/
suppress alarms or override reduction and stop signals.

Liability claims for damage caused by exceeding target values and/or sup-
pressing/ignoring alarm and safety signals will not be recognised under any
circumstances.
6680 3.6.7-01 EN 1 (1)
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MAN Diesel 3.6.8
Response in the event of an oil mist alarm

What action should be taken?

Oil mist The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases if bearings are damaged and in the event of piston
seizure and blow-bys from the combustion chamber. In these cases an
alarm is triggered and the red alarm LED starts flashing on the oil mist
detector.
Danger to persons and dam-
age to property!

Danger caused by high concentrations of oil mist
If the oil mist concentration is too high this poses an acute danger to
persons and property. It may cause an explosion in the crankcase which
could severely damage the engine, crankshaft and running gear parts.

Switch the engine off imme-
diately!

Stopping the engine due to high concentrations of oil mist
If the oil mist concentration is too high the engine is switched off by the
safety control system. If this does not occur, or if this feature is not
provided, the engine must be switched off manually. This must be carried
out within seconds.

The engine is not monitored when the oil mist detector is inoperative. In this
case, initial signs of damage cannot be detected or will not be detected in
time.
Checks to be carried out following an oil mist alarm/engine stop

Check of the oil mist detector After the actuation of an oil mist alarm the oil mist detector must be checked
for functionality using the operating instructions provided by the manufac-
turer. The engine must not be taken back into operation to do so.
When performing these checks the measuring chamber must be checked
for traces of water. Water vapour may trigger a false alarm. If there are traces
of water you must clean the measuring chamber. The engine must then be
blown through with compressed air. In so doing, check whether the running
gear moves easily when turned. If water is the cause of the alarm additional
checks must be carried out as follows:
Check of the running gear
interior
Once the waiting period of 10 minutes has elapsed (this is necessary as
there is danger of explosion due to the entry of air (see safety regulations))
all crankcase covers must be removed. The subsequent checks include the
following: The other work/working steps include:

measurement of all bearing temperatures,

visual inspection of the running gear parts and the sump for swarf, dis-
colouration and warping of materials and
6680 3.6.8-01 EN 1 (2)
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3.6.8 MAN Diesel

visual inspection of all piston skirts and cylinder liners. Aluminium alloy
piston skirts suffer pick-up damage at an earlier stage, grey cast iron
skirts are less sensitive.
Running gear check, external Once the control shaft cover has been opened, the checks to be carried out
include:

measurement of the temperatures of all control shaft bearings and the
external bearing,

visual inspection of camshaft(s), fuel injection pump drives, cam follow-
ers and rollers for wear/seizure.
Check of combustion cham-
bers
To carry out this check, the cylinder head covers must be opened and the
combustion chambers, particularly the cylinder liner contact surfaces, must
be inspected either using an endoscope once the injection valves have been
removed or with a mirror following removal of one inlet valve cage and one
exhaust valve cage (if installed).
If no damage is found during this inspection the previously unchecked
points in the troubleshooting list should then be checked. If necessary con-
tact the nearest service support location.
Starting engine
The engine may only be restarted after you ensure that no damage exists
or that the original damage has been rectified.

2 (2) 6680 3.6.8-01 EN
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MAN Diesel 3.6.8
Response in the event of a splash oil alarm

General

Running gear temperature
monitoring
The running gear temperatures in the crankcase are transferred to the sur-
rounding lube oil. Damage to big end bearings, piston seizure and blow-bys
from the combustion chamber cause a change in the lube oil temperature.
For the splash oil monitoring system some of the splash oil in each big-end
bearing pin is collected; the temperatures of the splash oil are monitored
and compared. If the maximum temperature is exceeded, or if the temper-
ature differential between the individual running gears is too great, initially
an alarm is triggered followed by an automatic engine stop if necessary.
Danger to persons and dam-
age to property!

Oil mist formation
Bearing damage, piston seizures and blow-bys encourage oil mist to
form; this poses an acute risk to the health of personnel and damages
property. It may cause an explosion in the crankcase which could
severely damage the engine, crankshaft and running gear parts.

The engine is not monitored when the splash-oil monitoring system is inop-
erable. In this case, initial signs of damage cannot be detected or will not
be detected in time.
Checks following a splash-oil alarm/engine stop

Checking the alarms Once an alarm has occurred, the splash oil temperatures must continue to
be monitored. If the temperature value causing the alarm does not fall back
to the normal value after a short period the engine must be stopped and the
relevant running gear must be checked. A check of the running gear must
be carried out after an automatic engine stop.
Running gear check Once the waiting period of 10 minutes has elapsed (this is necessary as
there is danger of explosion due to the entry of air (see safety regulations))
all crankcase covers must be removed. The subsequent checks include the
following: The other work/working steps include:

measurement of all bearing temperatures,

visual inspection of the running gear parts and the sump for swarf, dis-
colouration and warping of materials and

visual inspection of all piston skirts and cylinder liners. Aluminium alloy
piston skirts suffer pick-up damage at an earlier stage, grey cast iron
skirts are less sensitive.
If no damage is found during this inspection the previously unchecked
points in the troubleshooting list should then be checked. If necessary con-
tact the nearest service support location.
Starting engine
The engine may only be restarted after you ensure that no damage exists
or that the original damage has been rectified.

6680 3.6.8-02 EN 1 (1)
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MAN Diesel 3.6.9
Response in the event of slow-turn errors

Basic information

In engines equipped with "Slow-Turn", the engine is turned over automati-
cally prior to starting this process is monitored in the engine control sys-
tem. If the engine does not reach the number of anticipated crankshaft rev-
olutions within the specified period, or if the minimum slow-turn time is not
achieved, an error message is produced.
A corresponding error message normally indicates that fluid has accumu-
lated in the combustion chamber. If the slow-turn procedure is completed
successfully, the engine starts automatically.
Response following a slow-turn error

Slow-turn parameters With the slow-turn procedure the engine is automatically turned with the air
pressure reduced prior to the actual engine start. During this process, 2.5
crankshaft revolutions must be achieved within a specific time period. If this
occurs in less than 15 seconds, or if takes longer than 40 seconds, a slow-
turn error is produced by the engine control system.

Slow-turn parameters Value
Revolution counter 2.5 revolutions
Slow-turn monitoring limit value T
max
40 sec
Slow-turn monitoring limit value T
min
15 sec
Engine downtime counter 4 h
Table 1: Slow-turn parameters for engine control
Stopping the error The engine is normally prevented from turning freely by fluid that has pene-
trated the combustion chamber. This may be fuel, coolant or lube oil. In this
case the engine must be turned through one full crankshaft revolution with
the indicator cocks open using the turning-over gearbox.
In this case the following procedure must be observed:

Engage turning-over gearbox

Open indicator cocks

Turn the engine through one full crankshaft revolution

Check the indicator cocks for the discharge of fluid

If no fluid comes out, If fluid comes out,
- Close indicator cocks - Establish and eliminate the reason for
the presence of fluid in the combustion
chamber.
- Disengage turning-over gearbox
- Press "Confirmation engine turned"
button
- Start engine


6680 3.6.9-01 EN 1 (2)
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3.6.9 MAN Diesel

Slow-turn error
Blowing out of the affected cylinder in this case is not permitted! If the
above steps are not carried out a slow-turn error will occur during
subsequent starting attempts!

2 (2) 6680 3.6.9-01 EN

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MAN Diesel 3.7
Prerequisites
Safety
Operating media
Operative management I - Putting engine into
operation
Operative Management II - Monitoring Operating
Data
Operative Management III - Operating faults
Operative Management IV - Shutting Down the
Engine
3.1
3.2
3.3
3.4
3.5
3.6
3.7

6631 3.7-4 EN 1 (1)
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MAN Diesel 3.7.1
Shutting down/preserving the engine

Shutting down/preserving the engine

If the engine is shut down for longer than 1 week it must be turned over once
a week for approximately 10 minutes. To do this, the lube oil pumps for the
running gear and cylinder lubrication must be put into operation (oil tem-
perature approximately 40 C).
For longer downtimes (e.g. storage) the engine must be emptied, cleaned
and preserved. The necessary instructions are contained in Work Card
000.14 - "Corrosion protection/preservation of diesel engines". The neces-
sary preliminary work, the preservation itself and suitable preserving agents
are described in this Work Card.
6680 3.7.1-01 EN 1 (1)

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MAN Diesel
Introduction
Technology
Operation/Operating media
Maintenance/Repairs
Appendix
1
2
3
4
5

6631 4-4 EN 1 (1)
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MAN Diesel 4.1
General remarks

General remarks

Purpose of maintenance
work/prerequisites
Alongside regular checks, maintenance work is one of the operator's obli-
gations and serves to maintain the operational readiness and reliability of
the system. This work must be carried out in accordance with the mainte-
nance schedule in a timely manner by competent personnel.
Maintenance work helps operating personnel detect emerging malfunctions
on time. It provides the persons responsible with information on necessary
reconditioning work or repairs and influences the planning of downtimes.
Maintenance and repair work can only be carried out properly and correctly
if the required spare parts are available. In addition to spare parts, it is also
expedient to keep a stock of parts in reserve to cater for unexpected failures.
Please ask MAN B&W Diesel AG to submit a quotation if required.
Maintenance schedule/main-
tenance intervals/personnel
and time requirements
The necessary work is listed in the maintenance schedule. This contains

a brief description of the work,

the repetition intervals,

the personnel and time requirements and

refers to the relevant Work Cards/working instructions.
Work Cards in Volume B2 and
C2
The Work Cards, summarised in parts B2 and C2 of the Technical Docu-
mentation, give a brief description of the meaning and purpose of the work.
They also contain information on

required tools/auxiliary equipment

detailed descriptions and drawings of the work sequences and steps.
In addition to the printed paper version, there is also a foil-laminated copy.
These Work Cards are protected from dirt and can therefore be used as a
source of information when carrying out the work.
Maintenance schedule for the
turbocharger
A dedicated maintenance schedule is provided for the turbocharger(s). This
can be found in Volume C1.
6680 4.1-03 EN 1 (1)
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MAN Diesel 4.2
Maintenance schedule (explanatory notes)

Preliminary Remarks


Maintenance schedules
Systems 4.7.1
Engine 4.7.2
Turbocharger 4.7.3
The maintenance schedule for the engine includes work on components of
peripheral systems and on engine components/subassemblies (see Section
4.7). The maintenance schedule for the turbocharger is part of Volume C1
of the Technical Documentation.
Obligation and possibilities for adaptation

Validity of the maintenance
schedule
Maintenance schedules 4.7.1 and 4.7.2 are jointly applicable. They sum-
marise work that is to be carried out at regular intervals or within a range of
intervals.
After 30,000 or 36,000 operating hours, a thorough examination of the main
components must be carried out. In particular, the cylinder heads and
valves, the cylinder liners and pistons and the running gear parts and bear-
ings should be checked for wear and renewed if necessary. It is recom-
mended that extensive work such as this and the general overhaul is carried
out by one of our customer service locations.
Adapting the maintenance
schedule
The maintenance schedules apply to average operating conditions. The
stipulations are non-binding recommendations and guideline figures. In
order to obtain data based on experience, it is recommended that the lower
interval ranges are used initially as a guideline. The repeat intervals must be
shortened following a critical analysis, if the operating results and operating
conditions require it, and if the operating schedules permit it (ship timeta-
bles/inspection periods for power stations). It is possible to extend the
intervals if the operating results and operating conditions are favourable.
Favourable operating conditions are:

uniform loading within the range of 60 to 90 % of rated power,

observance of the specified temperatures and pressures for operating
media,

use of specified lube oil and fuel qualities,

careful separation of fuel and lube oil.
Unfavourable operating conditions are:

prolonged operation at peak loads or low loads, long periods of idling,
frequent severe load changes,

frequent engine starts and repeated warm-up phases without sufficient
preheating,

high engine loads before the specified operating temperatures have
been reached,

lube oil, coolant and charge air temperatures too low,
6628 4.2-02 EN 1 (2)
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use of insufficient fuel qualities and inadequate separation,

insufficient intake air filtering (particularly with stationary engines).
2 (2) 6628 4.2-02 EN
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MAN Diesel 4.3
Tools/Special tools

Preliminary Remarks

Standard Tools The engine is equipped with a comprehensive set of tools. It consists of

the basic tools,

hydraulic tensioning tools, and

special tools.
It enables normal maintenance work to be carried out. Volume B6 of the
technical documentation includes a list of the tools and their designations.
The tool set for the turbocharger is contained in one case and a table of
contents is also included.
Moreover, tools are offered

for work which is often of a more difficult nature or which is seldom
required,

which facilitate the work, or

which help to overcome plant difficulties.
Tools upon the customer's
request
Such tools are supplied upon request. Please ask MAN Diesel SE to submit
a quotation if required. The table below shows which tools are available to
supplement the standard set of tools for the engine.
Special tools Certain jobs, which are classified as repairs as opposed to maintenance
tasks, require special expert knowledge, experience and supplementary
equipment/accessories. For such work we provide our service support
points or authorised workshops, where required, with other special tools.
We therefore recommend that you consult these partners, or ask them to
do jobs for you whenever your own capacities in terms of time, qualification
or personnel are inadequate.
Tools supplied upon customer's request

Tool Comment
Tool for removing/fitting the
crankshaft bearing cap
During maintenance work, such as checking the crankshaft main bearing or replacing
the bearing shells, the main bearing cap is just lowered, not removed. This is only
required in special circumstances. This is what the tool referred to on the left is used
for.
Device for removal and fit-
ting of the rotational vibra-
tion damper (on the crank-
shaft)
For maintenance work, such as replacing the complete torsion vibration damper, the
aforementioned tool is used. This work can be handed over to a service support
location or you can carry it out yourself using the removal and fitting device.
Pneumatic honing tool for
the cylinder liner
Cylinder liners require rehoning when piston rings are replaced or if the roughness
of the running surface has become insufficient. This job can be contracted to service
support points or be performed by the user himself using the honing device.
6628 4.3-03 EN 1 (7)
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4.3 MAN Diesel
Tool Comment
Figure 1. Assembled pneumatic GERUS honing tool
Tool for regrinding the seal-
ing groove in the top land
ring
Regrinding of the sealing groove in the top land ring or the cylinder head is required
when the sealing ring is no longer able to provide adequate compensation for defor-
mation/material losses.
Electric valve seat turning
machine
Valve seats exhibiting small deficiencies can be reground by hand using grinding
paste. If an acceptable outcome is not produced in this way, mechanical machining
must be employed.
Figure 2. Valve seat lathe manufactured by Hunger
Electric valve cone grinder Valve cones showing minimum deficiencies can, like valve seats, be reground by
hand using grinding paste. If an acceptable outcome is not produced in this way,
mechanical machining must be employed.
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Tool Comment
Figure 3. Valve seat grinding machine manufactured by Hunger
Tool for grinding/milling
seats in the cylinder head
(injection valve, starting
valve)
Uneven/damaged seat surfaces can be reworked by hand using this tool with grind-
ing wheels or milling discs. A dial gauge is available to check the required residual
gap.
Figure 4. Tool for grinding/milling seat surfaces in the cylinder head
Tool for pulling the drive gear
off directly driven lube oil or
coolant pumps
Pumps which are driven directly by the diesel engine do not require any regular
maintenance work. If a pump has to be dismantled, the drive gear has to be pulled
off. This is what the tool referred to on the left is used for.
6628 4.3-03 EN 3 (7)
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4.3 MAN Diesel
Tool Comment
Figure 5. Withdrawal tool for lubricating oil or coolant pumps
Baewert indicator system for
detecting and evaluating
ignition and injection pres-
sures
The exact capture and evaluation of ignition pressures (and injection pressures) with
the Baewert indicator system, comprised of quartz sensor and evaluation device
provides valuable information regarding the engine condition. A serial interface ena-
bles computer-assisted evaluation.
Figure 6. Baewert indicator system
Pressure pipe grinding tool This tool is used for regrinding the seat surfaces of the injection pipe in the event of
tightness problems.
4 (7) 6628 4.3-03 EN
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Tool Comment
Figure 7. Pressure pipe grinding fixture
Removal and fitting fixture
for the pipe bundle of the
charge air cooler
Installed charge air coolers can be flushed for cleaning on the air side. The blind
flanges required for this are contained in the standard tool set. If this cleaning process
does not provide the desired results, the cooler insert must be dismantled using this
tool and cleaned using a more suitable process.
Cleaning the charge air
cooler by ultrasound
Installed charge air coolers can be flooded for cleaning on the air side and be cleaned
by using an ultrasound generator. The blind flanges required for this are contained
in the standard tool set. This cleaning process means that most of the air side depos-
its on the charge air cooler bundle can be removed.
Endoscope with or without
video camera
In order to inspect inside areas of any type and in order to check the cams and rollers
on the valve camshaft of the V engines, the aforementioned Olympus endoscope can
be used. It is comprised of an ocular unit, a sleeved light guide and interchangeable
objective lenses. These provide a direct view onto the lit object or a side view.
6628 4.3-03 EN 5 (7)
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4.3 MAN Diesel
Tool Comment
Figure 8. Industrial endoscope with flexible light guide and interchangeable objective
lenses
Digital pressure gauge for
pressure and differential
pressure measurement
With the SI digital pressure gauge, differential pressure measurements at the charge
air cooler and in the crank area can be performed safely and comfortably. Special
connections are provided. The instrument can also be used at other measuring
points.
Figure 9. Digital pressure gauge made by SI

6 (7) 6628 4.3-03 EN
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2
3

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MAN Diesel 4.3
Tools for the engine and system accessories

Information regarding tools for the engine accessories, e.g. for the oil mist
detector and for the system accessories e.g. for filters, separators, fuel and
lube oil preparation modules, water-softening plants etc. can be consulted
in the documents in Volume E1 of the Technical Documentation.
6628 4.3-03 EN 7 (7)
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2
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MAN Diesel 4.4
Spare parts

Tip

Because of its importance we have repeated a sentence here that we have
already used:

Availability of required spare parts
Maintenance and repair work can only be carried out properly and
correctly if the required spare parts are available.

The following notes should help you to confidently use the right information
source for identifying and ordering spare parts when required.
Spare parts for engines and turbochargers

Spare parts for engines and turbochargers can be identified with the aid of
the spare parts catalogues in Volumes B3 and C3 of the Technical Docu-
mentation. An illustrated sheet is provided in each case to guide you, using
the item number to direct you to the order number.

Figure 1: Spare parts catalogue for engine components - illustrated sheet
6680 4.4-01 EN 1 (3)
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4.4 MAN Diesel

Figure 2: Spare parts catalogue for engine components - text sheet
Spare parts for tools/Ordering of tools (engine and turbocharger)

Complete tools can be ordered with the aid of the tool list in Volume B6 of
the Technical Documentation or with the aid of the contents list in the tur-
bocharger tool case. The order numbers can also be found on the respective
Work Card in Volumes B2 and C2. It is also possible to order replacement
parts for tools in this way.
When ordering tools you must, as usual, quote the engine type, the engine
factory reference number and the 6 digit tool number, which also serves as
the ordering number. The first 3 digits of the tool number refer to the sub-
assembly where the tool is used. General tools have a number below 010
instead of the number of the sub-assembly.
To avoid queries, we require the information listed under 1, 2 and 5, as per
the following example.
Explanatory notes
1 Number required
2 Designation
3, 4 Sub-assembly
5 Tool number = Order number
2 (3) 6680 4.4-01 EN
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MAN Diesel 4.4

Figure 3: Information for ordering tools and parts. Figure - Work Card for sub-assembly 030.
Spare parts for measuring, control and regulation systems and for engine and system
accessories

Information about spare parts for the following systems (accessories) can
be found in the documents in Volumes D1 to D .... and Volumes E1 to E...

Measuring, control and regulation devices, e.g. temperature sensors,
relays, measuring transducers (unless contained in the spare parts cata-
logue for the engine),

engine accessories, e.g. oil mist detector and

system accessories, e.g. filters, separators, water-softening plants and
similar equipment.
6680 4.4-01 EN 3 (3)
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0
0
7
-
0
4
-
2
0

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MAN Diesel 4.5
Replacement of Components by the New-for-Old Principle

New-for-old

Components of high value which have become faulty or worn and the
reconditioning or repair of which requires special know-how or equipment
can be replaced in the New-for-Old" process. This is applicable to

piston crowns,

valve cages and valves,

fuel injection nozzles and injection pumps,

speed governors,

compressed air starter/Starter and

completely assembled rotors of turbochargers (cartridges).
These parts can generally be delivered ex-stock. If not, they will be recon-
ditioned/repaired and returned to you. Please ask MAN Diesel SE or the
nearest Service Center to submit a quotation tailor-made to your needs
whenever required.
6680 4.5-01 EN 1 (1)
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0
0
7
-
0
4
-
2
0

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MAN Diesel 4.6
Services/repair work

Services/repair work

The following organisations provide a wide range of services and specialist
advice to assist you with both routine matters and with more difficult cases:

MAN Diesel SE, Augsburg plant,

MAN Diesel SE, Hamburg Service Center,

MAN Diesel Pte. Ltd., Singapore Service Center,

service support locations and authorised repair workshops.
a wide range of services and expert advice is available.
The range of services includes spare parts supply, advice and assistance
on operation, maintenance and repair issues, identifying and clarifying
cases of damage and dispatching mechanics and engineers to all parts of
the world. Some of these services form part of the standard range of serv-
ices offered by manufacturers, shipyards, repair workshops or specialist
companies. Some, however, are only possible thanks to decades of expe-
rience in diesel engine construction and in the operation, maintenance and
repair of diesel engine installations. The latter is a result of a particular pro-
fessional obligation we feel we owe to the operators of our engines and to
our products.
Please observe the supplementary information contained in the printed
documents in Volume A1 of the technical documentation. This includes the
addresses and telephone numbers of the nearest support locations that you
can contact.
6680 4.6-01 EN 1 (1)
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-
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MAN Diesel 4.7
Maintenance schedule (signs/symbols)

Explanation of signs and symbols

The header of the maintenance schedule contains signs and symbols
instead of bilingual entries. They denote the following:

1, 2, 3 Sequential number of the maintenance job.
The number sequence includes gaps for any necessary
changes/additions.
Brief description of the maintenance work
Associated Work Cards.
The Work Cards listed contain detailed information on
the work steps required.
___.xx These Work Cards summarise a group of
Work Cards
A No Work Card required/available
B See manufacturer's maintenance instructions
(Volume E1)
C Have this work carried out by a MAN Diesel
SE Service Support Location or a specialist
company
D See associated maintenance work
Personnel required
Labour time in man-hours
per Reference value for stating the time requirement
24 ... 36000 Repeat interval in operating hours
X, 1 ... 4 Signs used in the interval columns.
The explanatory note is repeated on each sheet.
Where the signs and symbols used in the header are
concerned, however, we have assumed that they are
sufficiently clear and do not need to be repeated contin-
uously.
Table 1: Explanation of signs and symbols used in the maintenance schedule
Maintenance work groups The maintenance jobs are grouped together in the maintenance schedule
(systems) by system/function group, whilst in the maintenance schedule
(engine) they are grouped together by sub-assembly.
6680 4.7-03 EN 1 (1)
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MAN Diesel 4.7.1
Maintenance schedule
(systems)

Maintenance schedule

1,
2,
3
per
2
4
1
5
0
2
5
0
5
0
0
1
-
2
*
3
-
4
*
5
-
6
*
1
0
-
1
2
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
Fuel System
004 Check system components for tightness
(visually)
A 1 0,2 Engine X
005 Day tank: Check fuel level: drain water from
day tank and settling tank
A 1 0,2 Engine X
006 Check Viscosimat (carry out comparative
temperature measurement)
B 1 0,1 Unit X
007 Clean fuel filter (depending on the differen-
tial pressure)
B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
008 Overhaul the fuel pump B 1 1 Pump 3 3 3 3 3 3 3 3 3 3 3
009 Check/overhaul buffer pistons 434.04 1 1 Unit X
Lube oil system
011 Check system components for tightness
(visually)
A 1 0,2 Engine X
012 Service tanks for engine and cylinder lubri-
cation: Check oil level
A 1 0,1 Engine X
014 Examine oil sample (drip test) 000.05 1 0,2 Engine X
015 Have the oil sample analysed 000.04 1 0,3 Engine X
016 Change oil filling (depending on results of
analysis), clean the tank
000.04 1 5 Engine 1 1 1 1 1 1 1 1 1 1 1
017 Check oil drain from piston, big-end and
crankshaft main bearings, from the gear-
box and the turbocharger (visually) - see
also 401
A 1 0,2 Unit;Cyl. X
018 Check oil drain (visually) from camshaft
bearings, high pressure pumps and valve
gear (in the rocker arm casing) - see also
401
A 1 2 Engine X
020 Overhaul the lube oil pump 300.01 2 10 Pump 1 1 1 1 1 1 1 1 1 1 1
023 Clean the lube oil service filter (depending
on scavenging intervals)
B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
024 Clean the lube oil indicating filter (depend-
ing on differential pressure)
B 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
50-60* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
3 According to specification of manufacturer
4 If component/system is given
6628 4.7.1-02 EN 1 (4)
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-
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4
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5
4.7.1 MAN Diesel
1,
2,
3
per
2
4
1
5
0
2
5
0
5
0
0
1
-
2
*
3
-
4
*
5
-
6
*
1
0
-
1
2
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
025 Clean lube oil preheater (depending on
separation temperature for required flow
rate). Cleaning possibly by a specialist
company
B 1 4 Unit 1 1 1 1 1 1 1 1 1 1 1
026 Check, clean and overhaul the lube oil sep-
arator (residue self-discharging)
B 1 4 Unit 1 1 1 1 1 1 1 1 1 1 1
027 Clean lube oil cooler, possibly by specialist
company
C 0 Unit 1 1 1 1 1 1 1 1 1 1 1
Coolant system (cylinder and nozzle cooling)
031 Expansion tank: Check the coolant level A 1 0,2 Engine X
032 Check the injection valve coolant drain (for
unhindered flow and possible traces of
fuel)
A 1 0,1 Engine 4
033 Coolant: Check the corrosion protection -
see also 401
000.07 1 1 Engine X
035 Check cooling spaces, chemically clean
the system (cylinder and nozzle cooling).
Cleaning possibly by a specialist company
000.08 0 Engine 1 1 1 1 1 1 1 1 1 1 1
036 Coolant heat exchanger: Clean the cooling
spaces, possibly by specialist company
C 0 Unit 1 1 1 1 1 1 1 1 1 1 1
Compressed air and control air system
042 Compressed air tank: drain water after
every filling (if automatic water draining
does not take place)
A 1 0,1 Unit X
043 Compressed air tank: clean the inside,
overhaul valves (according to specifica-
tions issued by the classification associa-
tion)
B 2 10 Unit 1 1 1 1 1 1 1 1 1 1 1
044 Control air system: Drain the water sepa-
rator and the air filter
125.10 1 0,1 Engine X
045 Control air system: Clean the water sepa-
rator and the air filter
125.10 1 1 Engine X
Charge air system
052 Charge air cooler/charge air pipe: Check
condensed water discharge for quantity/
free flow
A 1 0,1 Circuit X
053 Clean charge air cooler on both water and
air sides, possibly by specialist company
322.01
322.02
2 15 Radiator 1 1 1 1 1 1 1 1 1 1 1
054 Charge air bypass/blow-off device: Check
system components for tightness (visu-
ally). Check control and monitoring ele-
ments for proper function
A 1 1 Engine 1 1 1 1 1 1 1 1 1 1 1
Exhaust gas system
50-60* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
3 According to specification of manufacturer
4 If component/system is given
2 (4) 6628 4.7.1-02 EN
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5

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MAN Diesel 4.7.1
1,
2,
3
per
2
4
1
5
0
2
5
0
5
0
0
1
-
2
*
3
-
4
*
5
-
6
*
1
0
-
1
2
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
062 Exhaust gas blow-off device: Check sys-
tem components for tightness (visually).
Check control and monitoring elements for
proper function
A 1 1 Engine 1 1 1 1 1 1 1 1 1 1 1
063 Exhaust pipe: Check flange connections
and expansion joints for tightness (visually)
289.01 1 0,2 Circuit X
Measuring, control and regulation systems
072 Switching and shut-off devices: Check
switch points and proper function - see
also 402
A 2 6 Engine X
073 Dismantle the control valves in the 10 and
30 bar system, replace wear parts
125.xx 1 24 Engine X
074 Accumulator: Check charge condition and
electrolyte level
A 1 0,5 Engine 4
075 Check/overhaul oil mist detector B 1 1 Engine 3 3 3 3 3 3 3 3 3 3 3
076 Check exhaust gas temperature measur-
ing system
A 1 6 Engine 3
Engine foundation/pipe connections
082 Foundation bolts: Check preload. Check
firm seating of stoppers, brackets and
resilient elements (in case of marine
engines also after collision or grounding) -
see also 402
012.01 2 8 Engine X
083 Resilient mount: Check amount of settling
of resilient elements
012.01 2 3 Engine 4
084 Flexible pipe connections: Check all hoses A 1 1 Engine 4
085 Flexible pipe connections: Replace hoses
for fuel, lube oil, coolant, steam and com-
pressed air
A 2 14 Engine 1 1 1 1 1 1 1 1 1 1 1
086 Bolted connections: check for tight fit/
proper preload (e.g. on exhaust gas and
charge air pipe, charge air cooler and tur-
bocharger) - see also 402
000.30 2 10 Engine X
Flexible coupling/turning-over gearbox
092 Flexible coupling: Check alignment and
rubber elements
000.09 2 8 Engine 4
093 Coupling bolts: Check for tight fit/proper
preload - refer to 402
020.04 1 1 Engine X
094 Check/overhaul the turning-over gearbox B 1 1 Unit 3 3 3 3 3 3 3 3 3 3 3
Additionally required
50-60* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
3 According to specification of manufacturer
4 If component/system is given
6628 4.7.1-02 EN 3 (4)
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-
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-
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5
4.7.1 MAN Diesel
1,
2,
3
per
2
4
1
5
0
2
5
0
5
0
0
1
-
2
*
3
-
4
*
5
-
6
*
1
0
-
1
2
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
401 Check parts installed in new or recondi-
tioned condition and new operating media
once after the period specified - applies to
017, 018, 033
D 0 Unit X
402 Check parts installed in new or recondi-
tioned condition and new operating media
once after the period specified - applies to
072, 082, 086, 093
D 0 Unit X
50-60* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
3 According to specification of manufacturer
4 If component/system is given
4 (4) 6628 4.7.1-02 EN
2
0
0
7
-
0
4
-
1
3

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MAN Diesel 4.7.2
Maintenance schedule
(engine)

Maintenance schedule

1,
2,
3
per
2
4
2
5
0
5
0
0
1
-
2
*
2
-
3
*
5
-
6
*
1
0
-
1
5
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
6
0
-
8
0
*
8
0
-
1
0
0
*
Operating values 000
102 Check exhaust smoke (visually) A 1 0,1 Engine X
103 Check ignition pressures 000.25 1 0,1 Cyl. X
104 Record operating data 000.40 1 0,1 Engine X
Running gear/crankshaft 020
112 Check the running gear (visually). See
also 404
A 2 0,2 Cyl. X
113 Crankshaft: Measure crank web deflec-
tion (in the case of marine engines also
after collision or grounding) See also
405
000.10 2 0,2 Cyl. X
Main bearings 021
122 Locating bearing: Check axial clear-
ance. See also 405
021.03 2 0,5 Bearing X
123 Lower one bearing cap and inspect
lower bearing shell. If bearing shell can-
not be used again, check all bearings.
Check pressure for loosening bearing
bolts.
000.11
012.02
021.01
2 6 Bearing X
124 Replace all bearing shells 021.01
021.02
2 6 Bearing X
Torsion vibration damper 027
130 Remove vibration damper of the crank-
shaft, check and replace the sealing
rings
027.04 2 30 Engine X
131 Crankshaft vibration damper: Replace 027.03 2 30 Engine X
132 Camshaft vibration damper: Check the
sleeve springs
101.01
101.02
2 6 Unit 4
Connecting rod/big-end bearing 030
142 Remove and check one bearing shell. If
bearing shell cannot be used any longer,
check all the bearings - including the
crankshaft bearings. Check pressure for
releasing bearing bolts.
000.11
030.02
030.03
030.04
2 4 Bearing X
143 Renew all bearing shells 030.03
030.04
2 4 Bearing X
20-24* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
4 If component/system is given
6628 4.7.2-04 EN 1 (5)
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7
-
0
4
-
1
3
4.7.2 MAN Diesel
1,
2,
3
per
2
4
2
5
0
5
0
0
1
-
2
*
2
-
3
*
5
-
6
*
1
0
-
1
5
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
6
0
-
8
0
*
8
0
-
1
0
0
*
Piston/piston pin 034
152 Remove, clean and check one piston
(per cylinder bank in the case of V
engines). Measure piston rings and ring
grooves. Check pressure for releasing
bolts on connecting rod shank. Docu-
ment recorded data.
030.01
034.01
034.02
034.05
034.07
3 2 Cyl. X
153 Remove, clean and check all pistons.
Measure ring grooves. Replace all pis-
ton rings. Attention: If piston rings have
been replaced, the cylinder liner must
be rehoned. Document recorded data.
034.01
034.02
050.05
3 2 Cyl. X
154 Removing one piston pin, checking pis-
ton pin bushing, checking clearance.
034.03 2 0,3 Cyl. X
155 Dismantle one piston. Clean the com-
ponents. Check the coolant chambers
and bores for carbon deposits. If the
layer thickness exceeds 1 mm, disman-
tle all pistons.
034.02
034.03
034.04
3 2 Cyl. X
156 Dismantle all pistons. Clean the compo-
nents. Replacement of the piston crown
is dependent upon the wear on the ring
groove and the findings.
034.02
034.03
034.04
3 2 Cyl. X
157 Dismantle all pistons. Fit new piston
upper sections and piston skirts.
034.02
034.03
034.04
3 2 Cyl. X
158 Renew all gudgeon pin bushes. Have
bushing change carried out by author-
ised workshop / service personel.
034.03
C
3 2 Cyl. X
Cylinder liner 050
162 Measure one cylinder liner (per cylinder
bank in the case of V engines). Docu-
ment recorded data.
050.02 2 0,3 Cyl. X
163 Measure and rehone all cylinder liners.
Document recorded data.
050.02
050.05
2 3 Cyl. X
164 Remove, clean and check all cylinder
liners. Renew the sealing rings
050.01
050.03
050.04
3 4 Cyl. X
165 Replace all cylinder liners and sealing
rings.
050.01
050.03
050.04
3 4 Cyl. X
Cylinder head 055
172 Remove, clean and check one cylinder
head (per cylinder bank in the case of V
engines). Check pressure for loosening
the cylinder head bolts
055.01
055.02
055.03
3 3 Cyl. X
20-24* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
4 If component/system is given
2 (5) 6628 4.7.2-04 EN
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3

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1,
2,
3
per
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4
2
5
0
5
0
0
1
-
2
*
2
-
3
*
5
-
6
*
1
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-
1
5
*
2
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-
2
4
*
3
0
-
4
0
*
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6
0
*
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0
-
8
0
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0
-
1
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0
*
173 Remove, clean and check all cylinder
heads
055.01
055.02
3 3 Cyl. X
Safety valves 057/073
182 Safety valve on drive chamber covers:
Check all valves for ease of movement.
073.01 1 0,1 Valve X
183 Safety valve on cylinder heads: Remove
all valves and replace.
A 1 2 Valve X
Camshaft drive 100
202 Check gearwheels, measure the back-
lash - see also 406
100.01 2 1 Engine X
Camshaft/camshaft bearing/cam follower 101/102/112
212 Check cams, rollers and cam followers
(visual check) See also 405
112.01 1 0,5 Cyl. X
213 Check bushes of cam follower on one
cylinder
112.01 2 2 Cyl. X
214 Replace all cam follower bushes. Bush
replacement to be carried out by author-
ised workshop/service personnel.
C 2 2 Cyl. X
216 Camshaft bearing/Camshaft thrust
bearing: Replace all bearing bushes.
Bush replacement to be carried out by
authorised workshop/service person-
nel.
C 2 1,5 Bearing 1 1 1
Rocker arm 111
222 Check rocker arm and relevant bolted
connections (visually)
111.01 1 0,1 Cyl. X
Inlet and exhaust valves 113/114
232 Inlet and exhaust valves: Check the
rotary motion during operation - see
also 405
113.01 2 0,1 Cyl. X
233 Check the valve clearance - see also
405
111.02 2 0,2 Cyl. X
234 Remove two inlet valves (for each cylin-
der bank in the case of V engines).
Check valve seats, valve cones, valve
guides and valve rotators, replace worn
parts.
113.01
113.02
113.03
113.04
113.05
2 1 Valve X
235 Remove all inlet valves. Check and
rework valve seats and valve cones.
Check valve rotators and valve guides,
replace worn parts.
113.01
113.02
113.03
113.04
113.05
113.06
113.08
2 2 Valve X
20-24* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
4 If component/system is given
6628 4.7.2-04 EN 3 (5)
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4.7.2 MAN Diesel
1,
2,
3
per
2
4
2
5
0
5
0
0
1
-
2
*
2
-
3
*
5
-
6
*
1
0
-
1
5
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
6
0
-
8
0
*
8
0
-
1
0
0
*
236 Remove all inlet valves. Replace valve
cones, valve seat rings and valve
guides.
113.01
113.02
113.04
113.05
2 1 Valve X
242 Remove two exhaust valves (for each
cylinder bank in the case of V engines).
Check valve cones, valve seats and
valve guides. Replace worn parts.
113.02
113.03
113.04
113.05
2 2 Valve X
243 Remove all exhaust valves. Check and
rework valve seats and valve cones.
Check valve guides. Replace worn
parts.
113.02
113.03
113.04
113.05
113.06
113.08
2 4 Valve X
244 Remove all exhaust valves. Replace
valve cones, valve seat rings and valve
guides.
113.01
113.02
113.04
113.05
2 1 Valve X
Speed governor 140
266 Check pulse transmitter for dirt contam-
ination and verify that the spacing is cor-
rect
071.01 1 0,2 Engine X
Starting air pilot valve/starting valve/main starting valve 160/161/162
272 Remove and overhaul all starting air
pilot valves
160.01 1 1 Valve X
274 Remove and overhaul all starting valves 161.01
161.02
1 2 Valve X
275 Remove and overhaul main starting
valve
162.01 1 2 Valve X
Fuel injection pump 200
303 Remove 1 injection pump with drive,
dismantle and check. Dismantle and
check valve carriers.
200.03
200.04
2 4 Pump X
304 Remove and disassemble all injection
pumps with drive. Check pump ele-
ments, valve carriers and baffle screws.
Replace worn parts and all sealing rings.
200.03
200.04
200.05
2 4 Pump X
Fuel regulation linkage 203
312 Lubricate all bearing points and joints.
Check for proper functioning.
203.01 2 1 Engine X
Fuel injection valve 221
322 Remove injection valves, check nozzle
elements or replace them by new or
reconditioned nozzle elements if neces-
sary
221.01
221.02
221.03
221.04
2 3 Valve X
20-24* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
4 If component/system is given
4 (5) 6628 4.7.2-04 EN
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MAN Diesel 4.7.2
1,
2,
3
per
2
4
2
5
0
5
0
0
1
-
2
*
2
-
3
*
5
-
6
*
1
0
-
1
5
*
2
0
-
2
4
*
3
0
-
4
0
*
5
0
-
6
0
*
6
0
-
8
0
*
8
0
-
1
0
0
*
323 Remove all injection valves. Replace all
nozzle elements.
221.01
221.03
221.04
2 3 Valve X
Insulation 280/289/292
370 Visual check of insulating mats - check-
list see working instructions/Volume B2
Engine X
371 Check of internal/lagging insulation
material - checklist see working instruc-
tions/Volume B2
Engine X
372 Check of bolted connections and fas-
tenings - checklist see working instruc-
tions/Volume B2
Engine X
Additionally required
404 Check parts installed in new or recon-
ditioned condition, and new operating
media, once, after the period specified -
applies to 112
D Unit X
405 Check parts installed in new or recon-
ditioned condition, and new operating
media, once, after the period specified -
applies to 113, 122, 212, 232, 233
D Unit X
406 Check parts installed in new or recon-
ditioned condition, and new operating
media, once, after the period specified -
applies to 202
D Unit X
20-24* ... Repitition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
4 If component/system is given
6628 4.7.2-04 EN 5 (5)

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MAN Diesel
Introduction
Technology
Operation/Operating media
Maintenance/Repairs
Appendix
1
2
3
4
5

6631 5-4 EN 1 (1)
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MAN Diesel 5.1
Designations/Terms

Standards

The conventional designations/terms used in engine manufacture are laid
down in the ISO 1204 standard and the MAN regulation Q10.09121-4611.
A selection of terms, as they appear in the Technical Documentation, are
explained in the following section.
Engines

Engines with supercharging Supercharged engines have one or more exhaust gas turbochargers fitted
(consisting of a turbine and compressor) which are driven by the exhaust
gases. The purpose of the turbochargers is to compress the air required for
combustion.
Diesel-gas engines (DF) Diesel-gas engines can be operated either with liquid fuel or with gas (nat-
ural gas, town gas, digester gas, etc); for ignition, a small amount of fuel,
the ignition oil as it is known, is injected.
Spark-ignition gas engines
(G)
Spark-ignition gas engines are operated with gas (natural gas, town gas,
sewer gas, etc) and external electric ignition.
Common-Rail engines (CR) In engines with a Common Rail injection system the pressurised fuel is held
in a reservoir and injected under electronic control.
Performance Gas Injection
(PGI)
PGI engines are operated with natural gas and glow ignition.
Type, and direction of rotation

Left-hand engine/Right-hand
engine
The terms left-hand engine (LM) and right-hand engine (RM) refer to the
location of the engine's exhaust side. When looking towards the coupling
side, the exhaust side is on the left on a left-hand engine, and it is on the
right on a right-hand engine (see Figure 1). It is normally only possible to
make this distinction on an in-line engine.

Left-hand engine Right-hand engine
Figure 1: Determination of left-hand engine/Right-hand engine
Direction of rotation When looking towards the coupling side, a right-turning engine turns clock-
wise, whilst a left-turning engine turns counterclockwise.

6680 5.1-01 EN 1 (3)
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5.1 MAN Diesel
Designations for cylinders and bearings

Designation for cylinders The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking from the coupling side, the left hand row of cylinders
is designated A, and the right hand row is designated B. Accordingly, the
cylinders are referred to as A1-A2-A3 or B1-B2-B3, etc. (see Figure 2).

In-line engine V engine
Figure 2: Cylinder designation
Designations for crank pins,
Crank journals and bearings
The crank pins and connecting rods are designated 1, 2, 3 etc. from the
coupling side, the crank journals and main bearings are designated 1, 2, 3
etc. If there is an additional bearing located between the coupling flange
and the gearwheel for the drive of the control system this bearing and the
corresponding crank journals are designated 01 (see Fig. 3). it is of no sig-
nificance which bearing is arranged to be the flanged bearing.
On V engines, if 2 connecting rods are acting on one crank pin, the big-end
bearings are designated in the same way as the cylinders, e.g. A1, B1, A2,
etc.

01,1,2 Crank journals A Coupling flange
1 Crank pin B Spur wheel
Figure 3: Designations for crankshaft journals and bearings

Designation for engine sides

Coupling side KS The coupling sind is the main engine output side and is the side to which the pro-
peller, the generator or other working machine is coupled.
2 (3) 6680 5.1-01 EN
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MAN Diesel 5.1
Counter coupling side KGS The engine counter coupling side is the front face of the engine opposite the cou-
pling side.
Left side On a left-hand engine, the left side is the exhaust side and on a V engine it is cylinder
bank A.
Right side On a right-hand engine, the right side is the exhaust side and on a V engine it is
cylinder bank B.
Timing side The timing side is the longitudinal side of the engine to which the injection pumps
and the camshaft are attached (opposite the exhaust side).
Exhaust side The exhaust side is the longitudinal side of the engine to which the exhaust pipe
is connected (opposite the timing side). The terms timing side and exhaust side
are only used for in-line engines.
Exhaust counter side On engines with two camshafts, one on the exhaust side and one on the opposite
side, the term "timing side" is ambiguous. The term exhaust counter side is used
in addition to exhaust side.

6680 5.1-01 EN 3 (3)
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MAN Diesel 5.2
Formulae

Formulae

The selection below contains some of the main formulae used in engine and
installation design. The formulae clarify fundamental correlations.
Engine

Effective engine power P
e
Effective mean pressure p
e
Stroke volume V
H
Mean piston speed c
m
Torque M
d
Efficiency
e
Propeller

Propeller law
6680 5.2-01 EN 1 (2)
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5.2 MAN Diesel
Generator

Synchronous speed
Key

b
e
Specific fuel consumption kg/kWh
c
m
Mean piston speed m/s
D Cylinder diameter dm
F Frequency Hz
H
u
Lower calorific value of the fuel kJ/kg
M
d
Torque Nm
N Speed 1/min
P Power output kW
p
e
Effective engine power kW
P Number of pole pairs /
p
e
Effective mean pressure bar
s Stroke dm
V
H
Stroke volume dm
3
/Cyl.
Z Number of cylinders /

e
Efficiency /
Stroke volume


Engine type Stroke volume [dm
3
/Cyl.]
20/27 8,48
25/30 14,73
28/33 20,32
32/40 32,15
32/44 35,39
40/45 56,52
40/54 67,82
48/60 108,50
51/60 122,57
52/55 116,74
58/64 169,01
Table 1: Stroke volume of MAN Diesel engines
2 (2) 6680 5.2-01 EN
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MAN Diesel 5.3
Conversion of units

Useful facts about units of measurement

Some useful facts about units of measurement can be found in the insert
entitled "SI units" in Section 5.5. It includes explanations of the ISO system
of units, conversion factors for units of measurement and some physical
parameters commonly used in engine design.
6680 5.3-01 EN 1 (1)
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MAN Diesel 5.4
Symbols and abbreviations

Use

Standard symbols and abbreviations are used for clear representation of
process technology interactions. The following list is a selection tailored to
the needs of engine and energy plant construction. In the operating instruc-
tions, the symbols and abbreviations are mainly used in Sections 2 and 3 of
this volume.
Symbols for functional and pipeline diagrams

Figure 1: Symbols used in functional and pipeline diagrams, 1/4
6680 5.4-01 EN 1 (5)
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5.4 MAN Diesel

Figure 2: Symbols used in functional and pipeline diagrams, 2/4
2 (5) 6680 5.4-01 EN
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MAN Diesel 5.4

Figure 3: Symbols used in functional and pipeline diagrams, 3/4
6680 5.4-01 EN 3 (5)
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5.4 MAN Diesel

Figure 4: Symbols used in functional and pipeline diagrams, 4/4
Abbreviations for measuring, control and regulating devices

In system diagrams, measuring, control and regulating devices are marked
with a combination of letters. The components of these letter combinations
have the following meanings:

Letter
Letter... in position 1 denotes
the measured variable/input varia-
ble...
Letter... in position 2 denotes
the measured variable/input varia-
ble...
Letter... denotes
in position 2 ... n
the processing in the form of...
A Alarm/Threshold value signal
C Automatic closed-loop control/
automatic continuous open-
loop control
D Density Difference
E Electrical variable Pick-up/sensor
F Flow/flow rate Ratio
G Clearance/length/position
H Manual input/manual action
4 (5) 6680 5.4-01 EN
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MAN Diesel 5.4
Letter
Letter... in position 1 denotes
the measured variable/input varia-
ble...
Letter... in position 2 denotes
the measured variable/input varia-
ble...
Letter... denotes
in position 2 ... n
the processing in the form of...
I Display
J Scanning
K Time
L Level
M Moisture
N Freely available Freely available
O Freely available Visual display/yes or no state-
ment
P Pressure
Q Other quality variables (analysis,
material property) except D, M, V
Integral/sum
R Nuclear radiation Registration/storage
S Speed/rotational speed/fre-
quency
Switching/non-continuous
open-loop control
T Temperature Measuring transducers
U Combined variables
V Viscosity Actuator/valve/actuating ele-
ment
W Weight/mass
X Other variables Other processing functions
Y Freely available Arithmetical operation
Z Emergency action/securing by
triggering/shutting down
Column 1 Column 2 Column 3 Column 4
Table 1: Abbreviations for measuring, control and regulating devices in functional and pipeline diagrams
Comment The letter in position 1 represents a variable in the second column of the
table. This can be supplemented by D, F or Q; the meaning then corre-
sponds to the entry in column 3 of the table. Position 2 or 3 of the combi-
nation of letters can be occupied, if required, by letters from column 4. Mul-
tiple designations are possible here. The sequence in which they should be
used is Q, I, R, C, S, Z, A.
It can be supplemented with + (upper limit/on/open) or - (lower limit/off/
closed) but only after O, S, Z and A.
Examples T Temperature Measuring point (without sensor)
TE Temperature Sensor
TZA+ Temperature Shut-off/alarm (when upper threshold is reached)
PO Pressure Visual display
PDSA Pressure Difference/switching/alarm
6680 5.4-01 EN 5 (5)
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MAN Diesel 5.5
Brochures

Supplementary brochures

We can provide the following in addition to the brochures in Volumes A1
and D:

SI units

CoCoS EDS

CoCoS SPC
6680 5.5-01 EN 1 (1)

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